Principles of Naval Architecture Second Revision Volume I + Stability and Strength Edward V. Lewis, Editor 1988 Published by ‘The Society of Naval Architects and Marine Engineers 601 Pavonia Avenue Jersey City, NJIntroduction A Word From the President “The orginal version ofthis book, Principles of Noval Architecture, was fist published ty le Sey tn 1200 Boe Hs. Roce aed LB. Choprnan stat thatthe purpose RS wonk wa to “adequately cover Ue field of naval architectare in one text.” This ‘hey did nto volumes, serving the Society's students and members more than adequately for nearly 3D years "The Fst Revision was publihed in 1967, with John P. Comstock serving both as ‘chairman of te Control Commitee and ltr Te consisted of one volume containing 11 ‘haplers and an Appendix. Continuing changes in naval architectare sch as technical practices, new enteria and regulations regarding damage stability and ship strength, new Tnowledge about ocean waves and seakeeing, and the use of computers, prompted the Society to undertake the Second Revision in 1978. President Robert, Young appointed Som J. Nachtsheim as Charman ofthe Control Committee, and Professor Edward V {Lewis was named Bator. Serving onthe Control Commitee, charged with the important tials of choosing te authors and review ofthe chapters, wore Thomas M. Buermann, Willa A Clear, Richard. Couch, Jerome L. Goldman, Jacques B. Hader, Ronald K iss, Donald P. Roseman, Staney G. Stancen and Charles ote. This Second Revision if Principles of Naval Architecture (PNA) Oe result ofthis Committee's work, en thought the Firs Revision chapters om tonnage admeasurement, od ine assign manta Taunching were removed from PNA to the 1980 ation of Ship Design and onstruction, the Femaining PNA chapters were so enlarged by new material thatthe Alcon a tad to expand the Second Revision into three voles, ‘nly the authors and the editors can appredate the time and difficulties involved in wring, reviewing and editing ths mast of knowledge into suitable form for pubiation. The work ofthese people, who ae esteemed intel espetve fields, hasbeen as sees wicks prices tour Sovety and ts membership. The Sole s deeply indebted to the Authors and tothe feles reviewers of the Cotzol Commitee “To quot te late Matthew G. Forrest, a Pst Presiden ofthe Society, “The Society hopes that ths First Revision of Priniples of Noval Avokitecture will rove to be teefal both to students and to thooe engaged inthe practice ofthe profession, as the ‘rig edition proved to be Trould ot say any better regarding the Second Revision, owano J. Camron ‘President, SNAMEForeword ‘This revision of Principle of Noval Architecture began in 197. It bad been only eleven years since the prior revision but that time span was an exlasive ope in maritime technology. Iwas thring ths period that eontanerships became 4 commercial reat as gid bargecarrying sips Tankers of unprecedented size, tome exceeding 2 balFmilion deadweight tons, became the aor. Rolton relloft shige were bulk as wore liquefied natural gas carriers. Heavy lift shi appearec Tupurge, te site of chips, ned with Ingenio mechanical Hnkages wert into ocean servi. ‘The Monhetion was icestrongthened and traveled sort of Canada to Alaska. OfCshore drilinz ‘gs af unique shapes and forme went to work m the most severe sea condos iayinable, Grocers for the seats aninportant clement of the enviroment becare real after the Torrey Canyon beoke ‘ap, sping 10,000 tos of in the United States the passage ofthe 1970 Merchant Marine Act provided tremendous stimshs to merchant shipbuilding, ship operations, and maritime research, ‘A workwide upsurge in tae same sein resulted from a very healthy global martine cconomy ‘The su tl of theve stimulating aetvities provided the impetus for expanded design ectnolog, enhanced shipbuilding productivity measures, and extremely creative marie research ‘The capture of thes technological advances in this revision of Principles of Naval Architecture wa the goal of the Control Committe Ttisour hope hat we have dane tht. Our authors and Control Committee members were chosen for thir exensvebachgrounde aswell as tel involvement n these rapidly growing Nels. In fae ‘ne ofthe pretsot continuing eificules ax the book progrested was in dciing where to dive "research and “prnipes” in determining which material would be included in many of the chapters {hope we have done that well I do most sinerly Unk the members of the Control Committ, the authors the headquarters staf, and partieularly aur editor, Ned Lewis fo ther efforts. {hore you the reader, wil benefit fom their most commendable, professional contributions, "The surge in mint economic wellbeing ended later nthe time period between revision wit the Arab a embargo, the reeling crash in the world economy, and the precipitous drop in tae etree nations to many shi shasing to ile cargo. With that deci eae acorespondig fecreae in techologial growth, Survival, not growth, became the watchword. The most tela txampl of the depth of the decline since then it the Tact ha, as this Foreword is beng wsite, fot one merchant ship is on order or ender construction in the United States. Maritime research ands roughost the sori, have become an endangered specie ‘When marie activity will again emerge, when technological growth again bocomes competitive nettasiy no one can say. Until then we can alot take heart in knowing tat this revision of Principls of Naval Architecture ie a rection ofthe atest teebnlogy, having taken sdvantage ‘ot probly the single mest productive brief period of growth, fom a maritime technology viewpol, in the history of our profession. ats hope the current vale of worldwie maritime inactivity wont last fr too long. Let's hope for better tines, further technologie growth, and the need nce more, ot too far away, forthe ext revision of Principles of Naval Architecture ows J, Nacsa Chairman, Control ComstieePreface “The aim of this second revision third edition) of the Society's succesful Principles of Neva! AnMidebute was tn bring the subject mater uptodate though revising or eewting areas of nee ot tecical vances whith meant at eome chapters would require mary more Sree itor, Th bane ebjective of the book, however, remained unchanged: to provide & Shanes teay of the bass picipls in Ue field of Naval Arcitectare for the use of bth dents Te ae ena, aking clear that research and engineering are continuing i alnost all renee essbhet Referens are to be ichaded to avalable souroes of additonal dts and Pee cea of ti hed edition was simplified by an earlier decison to incorporate a mumber of eee ine the companion SNAME publication, Ship Design ond Construction, wHeh was of aac The tale of Load Lines Tonnage Admeasurempent and Launching seemed to be ‘erie ie nate for the Latter book, and 20 Chapters V, Vi, and XI beeame IV, V and XVII ae erga Skip Deign and Constractin. This left eit chapters, instead of 11 forthe eved Preiples of Naval Architecture see ee rekon the revision, te Conte Committe decided thatthe increasing importance of er epeedcomputrs demanded tat their use De diseased in the Sdviual chapters itead of Seep pend as before. It was alae decided that throughout the Book more stenton ‘hoald be gtven the ropdly developing advanced marine vehicles, a Pac oun of measure, was decid that te basic policy woul be to use the International Seana Unis 1) Since tsi a teansition period, conventional US. (or “English” unis would aaa eunthore Urcughout the bok, This follows the practice adopt forthe Socaty's ee btume, Ship Desgt and Constrction The US, Metre Conversion Act of 115 (PL Freres ved a sational pote of increasing the Use of meric systems of measurement and saan ihe US. Met Board to coordinate volustary conversion to ST. The Maite Adin Pees iol by a SNAME Ad Hoe Task Group, developed a Metric Practice Guide wo “help vin uniform metic practice inthe marine industry," and this ide was sed here as basic ‘hain owing, sip euplaerent in metric tons (1000 kg) represents mass rather Frere en ths book the famiar sya, ia reserved for che dplacement mas). When fan weighs Aalsre, the corresponding units the kloNewton (kN), whch applies, fr example (ores dace and t dalacement weight (symbol W, whare 17 = 8g) or to buoyancy fores, (See (G.TouetT) When conventional or English units ae usd, disglacement weights inthe fair long Teer (2a0 iy), which mmerraly Is 015% meri fon. A conversion table als is inch ded with {Re Sdmbols and ‘abbreviaons or Nomenelature st the end ofthis volume, seemapaegohue ofthe tid edition of Principles of Naval Architecture, comprising Chapters {dug IV, covers almost the same subject matter asthe fist four chapters ofthe precoding ‘ion Ths ideas with the essentially state principles of naval architecture leaving most dynamic cate: Fe the remuning volumes, Chapter I deals withthe graphical and numerical description of rare evo he calelatany needed to del with problems of flotation and stability tat follow. TRU CT'L Somsiders stability in normal ntact conons, while Chapter TI discusses flaton and ear in eaged condians, Finally, Chapter IV dale with prinepes of boll structanl design, Fae ee se Rau cam water conditions, and then introducing the effect of waves whith also is ‘Siered more fully Volume II, Captor VIE on Seakeeping "Tce st fou chapers were fund to rege less revision than those dealing, for example eee Lo ee nations in waves The tater regufed more ne chan aiipated. Some Ur the principal changes may be note: reece Goren some rearrangement and change of emphasis. A few additions were made on eee Spa tines and contatnership, at well as conventional cargo ship, as amples, (ContinuedTn Chapter I more attention is given to stability curves and to eriterla for acceptable stably ‘sed on them, ‘In Chapter Il more space i lloted to standards of floaing nd damage stability, with emphasis on new probability-based international regulations "Finally, Chapter 1V has ben exterivly rewritten to cover new probabilistic tachaigues for dealing with Toads and structaal analysis methods eonerned with ultimate strength, Several sections Including 8 Caleulation of section modo, and 2.14, Stress concentrations, were reproduced svithot change from te erie liton Pebraary 1988 pwano V. Lewis ‘BditorTable of Contents Volume I rage Itedson ‘ tore Peas recke & nares Comper 1 suite GEOMETRY Noma A. Hass, Profesor, Webb Insite of Noval Arcitetre 1 Bee ae 1 tate Curves an Clone 2 Sipe wat : : Bere 1 cael foc x ‘Sey SERS Wa aids 8 Chapter 2 nvtAcr STABILITY Tawnescr T. Coueno, Unie of Marland 1 Remy Pri @ 4 Date Tin on Deen. & Beware paste 8 & Baten ta game & Beara act 8 Beara re Perse | RET Hote sil” Monk a i Bai, 6 eae cage Welt os va, saUR Se Cin 6 SB 2 REL Pita ie Chapter 3 SUBDIVISION AND DAMAGE STABILITY CGonat C. Nrowo, Presiden, Nica & Spasiing Atmos icon, a 2 Sup nd Danas Seay bce ara: & Satna Ct i Ee eRe. 9 Betas ose Say ¢ oanet Sion and Damage ‘Gries sei con ms sip Bia Pasir chap & SSMRENGTH OF SHIPS 1. Ranoourt Param, Profesor, Univers of California, Berkeley i iwi, mE 3 ety of Stra. E Rips acs a 5 Ralear el tte Nonedatce 5M ete tc. 28 ise phe ek MRAARAARRARERAAEALREAcknowledgments All of the authors and the Editor fest wish to acknowledge their indebtedness to the authors of the corresponding chapters of the preeding editon. The former have made extensive use ofthe ‘iginal text and frwren "The proraing author were tho lata W. Selick Owen andthe late Sah {C’Niedermair (Chater D, Charles & Moore (Chapter 1D, James B- Robertson, J. (Chapter I) ad Donald F. MacNaught (Chaptor IV). The Control Commitee, under the chairmanship of Joh J Nachsheim provided estental guidance, at wells valuable asstanein reviewing early deaf of the manuscapt Many members of the Commitee provided extra help in areas of their parelar expertise Individl author acknowledgments folow ‘Nocman A. Hamlin—as wells the Bditor~wishes to thank Webb Insitute of Naval Archieetare {orllowing him to devote some of his tine to work on Chapter [and for furnishing needed oecretail assistance. Prof. Hamlin also apprecates the help of number of individuals and former Webb Institute students at MARAD, Coast Guard, NAVSEA, American Bureat of Shiping and shipyards and design agencies—in particular, Kevin Calhoun, George H. Levine, Ronald K Kis (nemiser ‘of Conte! Committee), Jamet Ly Mile Jr, and Fran J. Sipke. ‘Lawrence L, Goldberg (Chapter If acknowledges helpfl information rctved from Wiliam A leary, US. Goast Guard (member of Control Committe) and text material for Secon 1, Intet. Sabilty of Unustal Ship Farms, from George Wachal DTNSRDC, Daniel Saviteky, Dict of {he Davidson Laboratory, .G-U. Band and David Lave (of Band, Lavi and Associate) and Robot. Gu weker, curzent head of the Stablty Branch, NAVSEA, ‘George Niekum (Chapter TH) acknowledges hepfal information and eomments received from Wiliam A. Cleary, US Coast Guaed (member of Control Commitee 43. Randolgh Pauling (Chapter IV) acknowledges the assistance of John F. Dalzell, DINSRD in provfing text material and helpful comments, particularly on Sections 21-210 dealing with long term probabilities. He also wishes to acknowltge the general guiiance and appreciation fr hip Strictral analysis received through many years of close astacaion with I'A. Schade of the University of California. A number of other individuals provided invaluable sxistance iroush ‘personal dicussion and commentary on all or are ofthe chapter, In this regal, the assistance of Alaa Mansour of the University of Calforia, Douglas Faulkner of the University of Gasper, C.S. Smith of AMTE, Dunfermline, Stand, Stanley Stianean, Donald Lix and HY. dan ofthe American Bureau of Shipping ar gratefully scknowiedged. Especial thinks are in order for the ‘assistance of his student, Jan Otto DeKat, who performed the computations and prepared the pls of atractral loading contained in Fig & Finally the Editor wishes to thank the authors fo ther fine work and for thie fll cooperation in making saygestod revisions. He ackrowiodges the indispensable efforts of Trevor LewisJores in dong detated editing nd preparing testa figures in proper format for publicationNorman A. Hamli Sect Ships’ 1L1_Dalinaton and Arengement of Lines Drew Ing." The exterior form of a ships ll fsa carved rage fined bythe ines drawing, or simply "the lines” Prete and unambiguous mesna are needed to flescibe tis surface, insmyach a the ship's form must tcconfgured te sccommodate al internals, st mest nstrints of buoyancy, ably, speed and power, id seskeeping, and mast be "buidable” Heneo, the lines sonst of orahographe projections ofthe inter ection ofthe bul for with thee mutually perpen Clear aes of planes, dawn to stable seal, ig. shows a lea drawing for singloserew cargo passenger ship "The profile or sheer plan shows he hull form in tersected by the ceterplane-—a vertical plane on the ‘hips ceterine~and by buttock planes which are Palle! wf, spaced for sinveniendaiaion of the rset shape and stented by thee distance ofthe ‘enterplate, The centerplane intersection shows the ffl of the bow and stern. Below’ the profs the Aairtreadth o watertines plan, which shows thei terseton ofthe hal form with planes parallel tothe horizontal baseplane, which is called the base ine. All ich parallel panes are called waterin plane, oF Saterplanes, tis convenient to space mort water: ine uy by aaa miner of tr feet and aches), but u cloer spacing soften used ‘ear the baseline where the shapeof ul form changes ‘ily: DWL. represents the design waterline, near ‘wich the folly landed ship it intended to oat All waters are ented by their height above the base ine ive body plan shows the shape of secons deter. mine bythe intersection ofthe Hl form with planes fetpendeaar to the buttock and waterline planet. In Faget ths iu shown above the profie, but it might ‘otherwise be drawn tothe right orl of the profile, ing a ingle extended molded baseline, depending ‘pon the with and length of paper being used. Al ‘dmativly the body pan ls sometimes superimposed CHAPTER I Ship Geometry nt Lines ‘on the profile with the body plan's centerplare miray ‘between the ends ofthe ship in profile view. Planes efning the body plan are known at boy pan statins. ‘Thay are usualy spaced equally apart, sh ha there ite 10 spacesor multiples thereof inthe length af ‘the shir but witha few extra stations atthe ends of the ship atone haif or one quarer tha sping ‘Moat she are symmetric about the exterplane, and the lines drawing shows Waterlines inthe bal Head pan on ony oo ede of the centering, Ayr total featores on some ships, such as arehanging Fight docks on srratt carrier most be depicted sep Atately, Correspondingly, the body Plan shows sections th one side of the centerline only thee te the fore: dy on the ight hand side aod thes inthe fterbony ‘on the left By convention inthe US, the tow ofthe Ship is shown tothe right. With the arangemeat of the ine as shown in Fig 1, the dren tepeesents as of fest angle projeeon in deserve reometry. “Tre line in Fig represent the molded eure of the ship aurface formed by Uh outer edges of the Frames or inside of the “ak” ie the case of Seo, flaminim and wooden vec. Inthe cate of glass Teinforced plastic wane, the molded surfice & the ‘uteideof the ul (Phe tem molded surface undoubt uly are from the use of wooden "molds tet upto ‘stblinh surface in space to whieh frames could be formed when wooden vessels were being bull "The shel plating of ste! or aluminum ship con stitutes the over covering af the melded surface, The hell plating ia relatively thin andi forme of plates that are umlly of varying Uckness, causing some ‘smooth and continuous "Pe thekogss of planking of s wouden bat is rl tively larger than the shell hieknen of sal veste, n'a the eval practice to dra the ines of @ ‘wooden boat ta represent the surface ford by the Dutedeof the planking since this gies the tre ex ternal form, However for construction purposes isnecessary to deal with the molded form, and therefore ite not unusual Yo find the molded form of wooden ‘earls delinentod on a separate nes drawing Inthe sheer plan of Fg. 1, the baseline, repre senting the botiom ofthe veel is paralel to the DWE Showing that the vessel designed foran even ee” condition, Somme vesels especially te and ching vessele—are often designed with the molded elite raked downwaed sft giving more draft atthe Stern than the bow whon floating atthe DWL: such ‘eset are sui to have designed dag fo the keel. 12 Perpandsar Lenaih, Betweon” Perendic- la Averteal nets theshresplaal Fig Te drawn ke intersection of the DWE, whith © often the ‘huimatal summer Ioad line (dcinodsubsoquentl), ‘ind the forward sde ofthe stem. This known a2 the forward perpendicular, abbreviated a8 FF. A Blige consistency is introduced by ths elton of PiPin tha the forwand side ofthe stem is generally ina surface extrnr to the molded form by the thick ees of contiguour shell platingor by the stm thick toe tlt the tem of rolled plate ‘hcorespondingvercl tne drawn at the stor, designated the eter perpendiewiar or AP. When there is der poste AP is leated whare the after ‘ie of the rudder post interoeets the DWL, In NT ihe AP i drawn atthe cenerine of the roder sock, Which isthe customary leston for merehant ships Without a wel defined cternpost or rudder pst. Inthe {ise of naval ship, i customary to dee the AP tthe aftr end ofthe vessel on the DWL. Such @ Toetion ie also sometimes shosen for merchant ves Sis—especinlly venzels witha submerged ster profile fxtending well aft the rudder. Fig. 2 shows te var fous lation of the AP here daseribed. ‘An important characteristic of ship i ts loth tetwoen perpendicalar, sometinas abbreviated LDP tr Epp. This represeats the foreandaft distance be then the FP and AP, ands generally the same as the length L defined in the American Bureau of Ship ping Hales for Balding and Cassing Steet Vessels {ital However inthe Ree there iv nchaded the frovio that Ly for ise inthe Iles, otto be less than 96 perce and need not be greater than IT per ‘ent ofthe length onthe summer Toad line The su ter Toad ine is the deepest waterline to which 4 merchant versl ma legally be loaded during the sum ter monte in cernin spaced goographial snes, Methods for determining the summer oad line are {lve he cnn fra Sip Bie ‘Wien comparing difereit designs, 2 consatent reuthod of measuring ahiplengthr thoald be used ‘real lengths invaraly avaible from the vessels ‘ne and ERP ie usualy sao recorded. However, for Iytndynamie purposes, length on the preva ateive my fe sean sternal, an ete Tree ot the uderater boty for rexitance ‘nstttns ie eomeines rere ‘he uel esol ofGlermiaing eater end of ectve length a tae ue ofa etal area ‘Sse eh ordinate ores the deat cre Scuhatare fhe rec opt te EWE sree ‘atts song fs gt. Ge Set 11) Thee. fecivelengh'6 sully conntaed a the otra feng of tie seta aon crv were, i the ‘Sige bat Sconeare ening ¢ sight te fam the SEMPLE canbe dwn ange to tec ao shorn nig 3 The niente he NSIgi ine ognt wel the Bae ft graph ‘ay hen fe onset epee teste en {Ev etecte lng On maa seearew ene 15 Ben fund Sette pot to deemind cee {W's of the as Suck an feet ength Shang might We te soe exeing all em ete ne dacuaed in Secsne 8 snare ‘Soy forte fora end of ect length might EE'Ded for cip with protringbaous tows ‘cendlgforeara a he FP ici importat tat nl clas and meagure nants tng fo let te sro 0 dterinng {Helmut und and Se lost of ta estes be Sten etme. “3” Mihi etn; Poa Mise Boy. Ao in rotate fot any sip i tn Sd sage thn rw ton, general dgrte by ‘he tome yw wan oly elf nde Ah flog ba soon oft est In same of he {Se sling she i fale wrt vas forward at Tokens wan wometigeopecd se nd aig ‘cha ie fest secon unde ware somewhat 2p the flog sey coe te mua pracesn ‘ol commer vse of ost pee ote {Bhalvay baveen he perpendicular wien naval Sere enuly may between oe nde of te aie mode ls, larly Tmnany moder estes pata arg cel tin Tom of eos son ow the OW ae tendo wthout change for sore dare forwarded SE aly nln the sdaip ose och ee Sab are sal fo have paral mide dy. The ship Fig. hs po paral mle bey, ba te for of etl unde water changes bo sgh for sal Seamesfovaed or shaft te faet sean which ‘ae amie PF are kon Fame wane, order py the eae of rderete for ‘Sere, satay adie LBP no {0s 9, or 40—nterals bythe boy plan planes ‘he lsat of hee anes Ace Know boy ls iba or sing ston, nda ened hy ought Ine Gl’ the ole td ai eth fla st rht ange tothe vee none and cr Tete reget The recone of ese panesvith the molded form, Toy plan Body pln stations are customarily numbered from Lhe bow, with te PF designated a stain 0 In rope and Japan, however, sation 0 is often leat atthe AD, with aiation auering from aft forward, For the ‘hip shown in Fig. station No. 10 representa the ster extremity ofthe veeel for calculations relating tothe underwater body Te wil be noted tha ain Satons are dravn midway between stations O and ‘nd 9'and 10, sod eometimes between t and 2, and § ‘nd, a8 well This dove a betar deine the vesel's form near the ends where t may change rapidly for small longitadinaldtances, ‘Aditional sation ae often ako shown forward of ‘he FP and abaft che AP. These may receve eter of stance designations from the perpendicular ot 8 continuation ot the numbering system equialen to {hat used inthe remainder of the hip. us negative ‘numbers forward ofthe FP and numbers in cases of 10(or 2, ete) abate the AP. appear in thei true shape inthe Body plan station planes arent tobe confused with lancet which the esse frames ie Weete, a though frames are normaly lated in planes nora tothe baseplane and longtodoalconerpane, which are therefore parle! tbody plan ston planes Frames are normaly spaced tos the structure sod rangement of interns and ee leon smo fe Pendent upon statin plane locations Un some nav Ships, trame spacing ean intra ninber of fect or fone meter, Frame Westin a urually choven cary inthe design of hi, and Wis cusary tp show them on arangement drawings and frequently sve Anais driving: Trae, ramet, {het pacing, must be clery stated ‘body Paw at frame leans frequenty drs tote he ship Yard in fabricating the frames. rane are generally numbered wit ntoger mum bors ether saving atthe FP aad inceasing af ot A the AP and increasing forward, The later practice is customary in tankers. In ome insinen price Isl naval ship, frames have Been hati by fhe distance ofthe fame pine n meters fom the FP ‘A frame plane extablahes 2 oded ine, o rrface, vic wil be esncent with the pane of eter the forwacd or ater eige ofthe frame The loaaon of frames, either forward of ot batt te fame How, shouldbe cleaey stated on relevant drayinge ‘The otline af the ship completed ine seer pan by showing the lise of the main deck at the se of the sip ad alo atthe lngtadzal etetne Pane enever, as ual, th deck surface crowned ombere te, curved nan athwarship dren wih ‘onrex surface upwards or sloped by sight Hest Slow potnt atthe deck edge” A alps deck fe alc ‘sual even longs! sbeers i, tls curved up ‘rds ards te ends wualy mor tthe bow ta the storm In cae the sher ln of te deck eae urves dowaward atthe ends the ship sail have reverse sheer ‘Sir ns are shown for the frees, bridge, aus pop deck when tase reed coneines debs below ‘the main deck are alo shown ll sich Seek nee generally designate the moldel surface of the : eeRae at respective deck: the surface a the top ofthe deck ems, and are eotsequnily referred to a0 mcd eck Hoes aide o at center asthe case inay he Tn the ines drawing, Fig 1, te curve ofthe rain deck aie side's projete into the sheer plan as he eurveCPY and ine the body plan az DEF forthe fore boy and as 5° for theater bly, and also int the half breadth plan asthe curve CF wich ‘known as he balreadth ln of eval dock ‘Through the pint where the nicked sheer lin of the main deck aside intersects the muship station the ther pan thre may be dra ve ie cated the made depth be of main deck at ide" At any yaralar ato, the versal dance tntoen ths Tipe andthe aor of eck at see known tthe sheer af he deck a tat station. The seer Of ck fol erefor be tron the mshi stato, snd IEiny be sere for sn aprecble dite cite? for Ward of or aba amsips Of artical terest re ihe values of heer at FP and AP tear yachts ay ip below teil oft led Akh in a se This usally oceury ata te fevion medians abate sips, the shor of the deck in such a region is messed below he lve ofthe maded depth fin a sie and onsdered to Rae's negatve vale "The malded line ofthe principal transverse blk heuds are sometimes also shown on final drawings 15. Molded Bots Line; Molded Dimension, The imelded base ines Grant nthe sheer planned boa plana a atraght horizontal ney repens ani fortan reference datum, both for denim andconstruc ion purposes, The nin fact, ropreserts «plane pce to which many orth beets re rtrd tho representa the bottom ofthe veses melded su ace, and ao coincident with the top surface ofthe fa plat Kea om nt stright hel she wit gle theless of shell iting eet tl ine of hp eh, at the vensel hana denaned drag to te Keel usualy stipes downward aft In thi sse the molded base ing ina mark the bio ofthe oledsureace hey rat the AP. When rowing he nes forsucha vas) She botiom of the mold srface i shown av raked ine Th the event the ves is designed with an external hanging bar kee, extending below the shel plang ‘rch toto en ne ser pak ‘on most other hie, only the batiom of the molsed Srfae ie drawn Inthe ese of ships with“n and ou rivet plating te kon pate usually an “out strake onde ots of kel then below te molded base Une by not only is 'own theese ut hat of theft olor of toad stroke, as well "he mole depth of vsslis the verti distance a TiliasansSeon the mall bn nd he mol deh ie ofthe uppermor deck a side as shown in Fg. 4 "The distance from K to in Pig. 4 oneal ofthe important dimers known as the molded beam oF toed breads ofthe vessel, whi is normaly 4 man [um at Che midi station TE Choraertia of the Sections. In Fig 4 from tna oi Athe molded line ofthe bottom of the mids fecton extn toward the sie ima aesight line 4 ‘This ne often ete upwards aighly aod inter fects athe pont C the vera line EB drawn tangent (Ste widest pnt af the underwater bod “The fine AC's known asthe or ine nd the ds tapos BO referral to variously a the deadrse, ise tt Roo or rae of bot Por the sip shown in Fig $e denies 0.308 m The point Kin Pig. 4s the vase’ centerline sat ths lofest prs of the molded surface aod the distance Eile the halfside dimension ofthe Dat portion ofthe ‘roldd surface inthe sicty ofthe kel ey to the Tegiming of the deadrise, Ths tale dimeeaion is all feauele having haging bar eo bel ce iy the balthikneas ofthe bar forming the kee, Dut vessels having dated plate keel wl be const ably more, depending upon the nize of the shi. Te ‘lus tot spay at all chip with no dedi "The curved orton of the section, as at D, which ssn te or with he ie gen the ar af tlge and may be farther descebed ota “hard or sh an “eauy” ten of bilge, where hard refers toa Sul aus of curvature he turn of ge througheut tear de body usally, ut not necessary. 2 'Gteular are and the radius of tht earve is KBOWn fe the bilge radi "the tolded line of these above the waterline sme times extends inboard somewhat to meet the lige of the tp of the main deck beam. In Fg. this inter: ection i at the point F. The horoata distance EP ie known as tumble home atthe deck, The opposite ff tamble Rome is Known a laren it i weasured tna emir way ‘A Forgot ae though Fin Fig. 4 meet the en terlne of the section at Ps the distance PH sealed amber oe round of beam The camber curve may’ be are of Grle,a parabola, or sever stealght ines. Standard past paction has been to provide about 2 percent of the total breath of the ship as camber Erdshipe, and then to ae the camber carve so de {ermine te appleablet al eter fore and aft lee ‘ons. The are of camber aecomplshes the import sound will drain of realy 17" Seciael Aree Gore, A fundamental drawing in the dosgn of a ship particulary relative to re ‘Sxtanee-i the sectional aren curv, show in Fg. $ foraship with ome pralel middle ody. The sectional sea curve represents the longitudinal distibution of {tone seta ses below the DWLe The ordinates of ‘Trecdonal aes curve are ploted in distancesquared crits. Inasmuch asthe horizontal sel, oF abscissa, oF ig 8 represents longltednal distance slong te ‘Shp isclenr tha the ares under the eure represents ‘hvolume of water dapased by the wssel upto the Divison volume of displacement. ‘Atemativel, te onnate and sbsena of che curve ray be made aedimonstonal by dividing by the mid Shp aren and length of tip, respectively. [neither ‘ist, the shape ofthe sectional area eure deters {He lative “fullness” of the sip (See Seton 5) "The presence of parallel mide body i manifested by that portion of the sectional aren ere parallel to the'taseline ofthe curve The abotae e Benned as the rion of generally greter curvature (male a Ans of cusatur) where the male bay portion sf the curve ins the inward loping portons at bow or The centroid ofthe vessel's sections area curve i atthe same lngdinal ation as Unter of buoy {ney LC and he rt of the area ude te sectional ‘ren ‘cuve ta the aren of @ cteumeri’ng rectangle chual tothe prismadie ceftent, C (Se Section 5 ig 3 ao shows the customary dvbion ofthe un erwater body ite forebody and eflelady, forward UF and aba andshie,respetely. Bnéronce sod Fr hich represent the ends of the Yssel forward ‘Fahd batt the paalel middle body, re also shown Draft Monte Injgeneral the amount of water vestel trawe, or dra the distance meassed verily from the waterline at which the ved is foatng to ite bottom Drafts may te measured t diferent Io ations alg the length ‘They are knew a raed ‘ia if metoured tothe molded basclne keol drafts \freasured to the hot of the Ree Mean dra is ‘lined a0 the average of daft forward aft ‘Shp are customary provided with fafe mark at the ehde and amidships ranged ins plane parallel {o'saton planet and peed choe to the prpende lars as practial. These draft marke ae forthe gui. vee of operating personnel and therefore the drafts Indeated shoul be kel draft: The marks ave painted Ina peaily vale coor to contrast wih the color of the hull Aetbe numerals ae usually sed on mer ‘Sant vessel although Roman numerals also appear ‘neon naval hip, parseulrly in way of appentages that extend below the baseline, The boom of the ‘humeral seated atthe nite watering For many ‘ears thas been te practice to use numerals inches ‘ph and in mar the rafts feet at eery foot above {he keel. Thus if one were to eee the numeral half Inmersed, the prevailing daft would ba tres inches {epee than the half merved aumber inf ‘With theultimate conversion tothe metic system inthe United States x reasonable practice would sem to be that adopted by Australian wate autores {Rustealan Dept. of Transpore 1970. Ths provides {hatdraftebeshown in meter a every metrin Arabicnumerals, folowed by M. Intermediate drafts ate Shown at every 02 (2 decmeters), but ony the fumerals 24,6 and 8 re shown, wih no decineter {Taigation,Allpumeratr are tobe ave decineter igh ‘Thun draft tna between Il apd 12 meters would How, nat ‘The diferenee between drafts forward and aft is calle iim Ifthe draft af exceeds that formar, the ‘el suid to have trim bythe stern. An excess of {raft forward eases tim by the bow or tim by the fend, When trim is deterained by reading the draft Marke andthe ange of icnaton or the displacement Of the weasel to be determined, its important to count forthe specie fore and aft Ioeation of the wares Some vessels are designed with local projction be low the keel of 4 permanent nature—-for example, ‘inartranedaser housings (domes), and the propeller Hinde te of same naval real. Tes inportant that ‘peraing personnel be well wave ofthe distance be {Bethe kel to which sock projeedons extend. Nav fron rafts—wbiehrepreent the rium depth Pater which the esol ean foe without srk {he bottom—woul exes kee drafts by this distance 1 Blogante; Types of Inesacing the shape of exrves shown by the statins, buttock fines End eaten do not necessary convey the shape of fall frm atone might wish oS and the desire wd ot be lmed to ure ofthese planes. Addins fen with whith the ull form i sometimes inter ped are diagonal planes, which are planes normal terstatin planes, but nein. with respoct to the Faseplane andthe longitidinal centorpiane. Such = Paes appears at stright in nthe oy lan. The [Eclat of diagonal plane ia generally chosen 50 that ii approximately normal to the body plan see ‘R'is customary 10 show the retulting intoreot core alle dingona, below the al-breadth view Inte lines drawing This prectee has been followed in Fag Thum the expunaton of the diagonal 3 plot Sritlnce tein the pe Wg Ue tips CLs Inthe Tea plant the pons where ZW erossos each station, ‘The araular agonal shown in Fig. scaled tilge agomad inasmuch a seinterseet the bg. Point W ‘Sab the DWL on the vessel conterine, and point Z harks the intersection of the Yesel'staleam ine id dade Ine ‘Projections showing the intersections of diagonal planes with the molded surface are generally omitted Mie habreadth plan andthe prof 1:10 Cont Frame ine. Oh same types cf vessels iti Tou that ner the ends of the vessel the inc faton of the ship's surtace tothe planes of tarsverse frames becomes no great asto require these lanes to fo tmoved to positon more nearly noreal to the irfaes so thatthe frame when co onstrcted may [ves better support inthe surface ints veiiy. In {he event the plane of the feame remains 2ormal to the baseplane, the trae of Use plane nthe centerpane fypenrs es tlie pependeulr tothe made! baseline Tye cher ola, nd the frame sealed angle cat Frame, or ainply enn frame Framesare sige osetsonally laced in planes normal to te longttadinal centerplane, but ici to the fhscysne, whereby the trace of the" pine in the bsePane, gs see in the bal. breadth pan is perpen (hour to the vessel enterie. The ters Inclined JFrame has been applied to this ease “Douhle cant frames is planes whic ae neither normal the fongtainal cenerplane nor the bace Plane, Determining the trace of uch a plane in the Reided surface an exercise in deserve geometry, fd uch framer are rarely used 1 Falmest Fring of Unws eis of terest to ota tert fear of hal fore shosen bythe lines eg: The lower waterline shapes near the bow ‘ial sem are deta with some hollow—Ut is, they [re concave Simarly, the body plan sections and but itaks are hilo, generally im te viity othe DWL ted porter an the afterbody. ‘Thus the shape of ihe lnc in ont view i reflected in the ater Vlows, tyes rea ; "With the exception of deliberate dlacontnities at tne sem Knuckle chines, transom earner, et, the hapa esses extenor form below te decks ‘nually always designed ae a fair surfoe. Afar ‘Soefacs don as ons that moth and eotinuous, nl which has no focal bumps or hallows, hard spots Sind imam of points of saleton Laced flat {pots between area of the sutface with euratures of ual sign are generally considered uni, ness they ‘auras part of the bottom of sos, especaly with furallel mde body. athematially the property of Hiese of surface might be thought of a5 hat of tinal fn pot of curvature, or radu of cure ture ofthe ntefeeeton of any’ plane with (surface Tnasinuch at waterines, buttocks, stator ines and ‘lagonals al represent the intersection of planes with thre surface, ay he som at fir hall Srmpondingys it usually assumed that if these rvs are far then 0 wl he bl form In general ‘Theontinuis in the fist derivative, inaeaing abrupt ‘hanges in slope, occur a knell lines. Oter sudden ‘anges in curvature, indicated by discontinuities In {he second Jervative, ae considered to show unfair fae A common situation om shige with paral middle Likiscssenaacaaabody isa bilge of constant radi, connecting to at ottom and/or aie with a hang in curvature ofthe ‘ranaverseseeton from i+ tot che pont of ca iy dnadvantageour Ieean be made ai {€ deine by easing the transton in earvature. On te ‘ther hand contnty in both fata second era ‘ives doer not guarantee faress, asm as the {chperement of fairness has slays been and peobaly ‘icone to bet matter of opinion or Judgment ‘ata condo pl by he em ens ie that of cnsisteney, that each projection of an Pron te surface St the corresponding reference Plane mist agree withthe lations of ls her pro [petons. For example, consider «pont P tobe onthe urface ofthe ship in Pig, a stain Tand 4.22 om) above the molded bate line. This pant would be how in the shes pan at PTs location inthe body bam woul be on transverse secon 1, and on the MUL" Theherzotal distance of the point P from te ‘hips eenterplan would be detrmined by the distance inthe body plan ofthe point P™ from the sips ea tevin, as PHP" The pint P nthe halfreadth pan trould beat the odinte for etation and onthe ft Wien its distance from the ship's centerine would be PAR, ae shown in that plan A est af eonicteney the pine P would be that te dstance Py te Haltrenth plan must equal PR" in the Body pla, Incase the pnt P had been oviginally soloted on the worface at's beatin where no transverse section, woterline or buttock avedy exist, heck of fai Tess wou require one to introduce any tro of these hrc types of intersecting planes through the pla, find the’ comeaponding projections of the lines of Intesertion and proceed as before, “The proves of faring ast of ines i invariably an sera, o tan oe, ering pale a perseverance Te const omental of lavestgating {he fates or stably ofeach te of the vessel it ‘uceesion. Ie often happens that, after testing and ‘Sccepting& numberof inet he ext ino t be con ered wil equine changes a be made to that will beso farreaening a to fet some ofthe line pre ‘ously septa. It then becomes necessary to make ‘whatever changes sem bes, all things considered {Ino prooed anew through the same fing steps ‘B botore. Usually several such diane have to be Srersome euesatively before the whale fang proc ‘huis comploted: Ths, the process may be laborious Parcg lines for « new ship desig normaly a compl nt oar tise in the design hase, ‘ind second inthe onstracon pase, at which tne the ies are faired ether fllecal, on the mol oft floor oi the optical dtaling room to @sele of 17 106 0 atl i, oy caput ae dct in ection L16-1n the design phace, there greater fee- dom to make changes and to achieve hl fora features rich the designer favors. Curves are usualy drawn ning s combination of free hand sketching, ship curves dex tastes (or eplins) el by baten Sripita (ucts “Fatcrines are sully drawn by the lt of these smutnos A uniforn buen wil be fir between & pair Pucks, but een be forced into an una overall carve by Ue docs, Henna cetomy mth of {aire ameothing ito at he dusk hee ‘Slit Sling he wateine-"ont anyone ofthe dheks canbe rnnved without the batten ving Ths ‘Sinead to assure Ua hanges in curate are ‘ade gradual in the fal Gsign or construction phase the lines {Frainng ors lala and rected a achivin nsttoncy tong the varons sews, However, ine Reger scale asd ss case intended to sasure that Teel deviating, whieh may not have Been event tRoearer amaliacale dong pase, lbh 2 Devsloping et ef ties The Seve ota ot of nee preropposes tentative (rfl) se iledonof stable hl mensions, cote (etion 5 Lc sectional are curve (Pig. and design watr- ihe Tis selection based on conneratons of Placement capacty, trim, stability, reabiance and Fropuli ll wih are disemtd inthe chapters Fela fo the caper on Mason Anais apd Back Decizn ‘Ship Design ond. Construction (Taz Teams hig a gonaralae plot whereby the oft, ofa etna tec may te dar prtroed fil featres(pramatc cnefsents and C3) Inorer ty ie fg: Slone ones Fig on wih LC3 arid ta GetogetGys and Cy theat are en sen Fig. {wand the ceetonal rea curve oft Given the dened ll characteristics, the process of drawing snd fring a Preminary sales set lines geberlly begs with xing the rfl of the Seal ithe coteplane, the design watering and {ek ini the hal-reath plan andthe adi ody flan seston Intrmediate aecns ay next be [teed intosatty the predetermined seta area Sure often by reference to previous designs and p> SGx'Sll forms (NAME Hdrodyeamis Sonate, 198), A few adtionl warner, between the deck {nd the DWL_ ad betwen the DL and the baseline ire then drawn i the talfbreadth ew wing hal Heaithe st the stations and makings al ad as flv changes as presi hese. The scion ine Buy pane the changed to achieve costeuey with the aterlnbalf Sead, and anon tes checked, Brow buttods are then dream and eveked and dhe process repeated. Alteran agonal raiber aeternd are prefered iy tame eighers so 2 Tang medi, ad ste aoe to check the cons tone of ston shape variation fom stich Staton ‘fete bttcke and tntarmedate.wstaros. are Sawn, Libra se ofthe ere retired, te draw She Froqenly beng mae om the back of wansarene truaeseton papers ehosen 20 thatthe Zid of the ape matches thei of wateines, blocs andstations desired. Because of the fatness of angle of [ntereron of butinekr and waterlies on narrow, fine Ind shige atthe quarter length, its sometimes the prarbee to foresorten station spacing inthe probe [ind half breadth pan to asst in firing. "hs the ahip design progreses, one oF more larger scale ines dtuings must be prepared and fared With creasing pression In the fering proves, some Be tree diel be fememborl For gap he (enefal shape of buttock ending, particularly for but {Eckspear the ahi entering, must refs the shape of body pan stations, #f = gradual apd progressive range of waterne rope Sx to be achieved. Fig. 6A Htmtates"a ease in woh (a his guide was nt fo: Towed, and () the ines might be mofifed to su the rue ‘Nino of the often conflicting considerations involved in developing a set of nc, other than those of Fe Elance sod propulsion diacussed in dealin Chapter Very be ated here (a) Geverous leurances around the propeller tend atc ain eran fre, Hu ge ‘Soccer propel tee to improve yopulsive efiseney nl eee to redace required shaft horeopower, au ‘Sing the propeller design i ot rested in RPM. “0 A large amoust of “Bin” area sft both xed and movable, tens to promote directional stability. Gen {ous movable are (eudder area) tends o improve the ty tonite and recover from tus. 1A tal ge radian together with a bilge kool sight at the tre of the bilge, tends to erase roll Tenping. However, weted surfac, and hence fi tinal resistance ed tobe sereased bya smal bilge radi “Za Wections are generally favorable to stability auf veakesping performance, but are often objection Able fom the rewpoint of resistance and/or popu (@) Shiga which must. operate in heavy weather may exgerente slamming on the fat of bottom forward Clee large deadriae angles are used andthe extent UE fatness minimized, However, along straight fiat oes desirable from dxydocking’conseraions. “f) Generous fate forward, sometimes with a gently sidfed longitudinal kouckle wel above the waterine, ithe used instead of an increase fn freeboard for ‘Tatas achieving dry dacks when in seavay. a) Ships with bulbous bows may experince dam sage to the bul from anchar handling ues: the bow Sony ofthe hawargge Bred ut sient to ‘how an uoobstracted drop from the pie etre {aking ino account the poesibiity of Oe shi roling to the oppoite sie. 0) Hl surfaces composed of portion of eyinders antqnes-te, developable surfaces—age more ets 4 abrieated than surfaces of compound survature, He may inear added resistance. See sector 114 i) Exceosie waterline angles forward af the pro puller should be avoided, as well as blunt waterine edings, since they may promote separation in the ow expecially in the case of very fal, slowpeed ‘eatele "Such separation tends to cause propeller faced vibration, as well greater ressfanee and eae efeient propulsion. 1.13, Offs. In the process of buidting s ship, some means most be devel for determining Shapes of te frames with greater precision than can i dbtaned directly from the usual ies dawings Te Fis been the practise in mast shipyards nthe pst, to tun the necessary accuracy, to redraw and refse {he tines to fll slat on 8 large wooden for Heated {n'a space known ae the mold oft The mol lftsmen ‘Mere supplied sufiient information to enable certain orton or the whole of the vss ines to Be drawn, Fillse, often in contracted form i, wth all breaths fd height fll se but wit lenge redaced. These Speationay compete with reaiing as necrsary, are town a laying off or laying down the ies. or laying of» mold loftsman neads ot only the tins dtewing but also a tof the easurements he ‘ust ane infecting pinta through which he various {urves are tobe draw. Consider a water inthe fnigbrcadth plan and suppose that the cistance on tach sation {om the vege centerline tothe water fife were messured Such measurements are known softy, and by thei ure the loftsman ean Iy of the fecessary polite on the Boor through which the ele ere ean be draw fo fat lite by using pny Bexible wooden battens Fora buttock tne nthe hate pan the ofsta would be given as heghts above {re bldad bnse lines each station. I ne English ‘Sjstem, thos would be infect, inches, andeighths (or ‘Mecntha) ofan inch Teis expected that as shipyards Inthe U.S. convert to the metric syste, fllscale ttuets wil be reorded to the nearest milimeter— that is, three docs places fler the meler—ias-Halen, = wesw aise ML BAM wou e108 nan SOP ie ta Teale 1 ented omy ‘os ae Ea s na us 267s tat Boeim much as one millimeter = 0.0897, = 1/25 in, very cary ‘A complete set of offeets forthe varios ines of the vesel, aPtanged in tabular form, in known table Ufeffees The typi example given n Table splice led gy the lines plan, The efelaorgialy sup Dlled to the lattemen are wally marked "prelim fry" After the fines have been fazed on the loft Rowe, another set of effet, known asthe “returned” etinshed® able of offsets i usually Ifted fromthe foe and turned tothe drafting oft This finshed Set Should elo fects fed for every frame stabon whee ae sie Bite Fodrawn and rfaied to 8 sale of onetenth of fullthe 1/Dscale drawings were usd dicey as tem: Plates for openly contelled burning machines. Of ete from the 1/10seae ies were considered to be the Shed fact ‘paring th Ls and 1970s there was rapid dove. pment atthe use ofemmputers, and most large ship Sarde now use computers as an aid to the ene Froceas of fing the lines (ection 1.16, computing {evofests, and preparing aumercl control for a0 tomate fae culung. See Chapter XVL Ship Design tnd Construction Tage 1860) for farther deta Trt ‘Developable and Sright-Frome Une. Si) Surfaces of compound eursstane, such tat the intr ecto any plane with the surface wil forma earved line. A simpler typeof euriinear surface fs one on trhich che interseton of corn planes withthe sur Foe form strsight ines~ealed rulings or ele ‘menta—which never erss eachother Such a Surface Eiknown ar «developable surface because is possible {orunbend or unrall the surface and Maton fe eto & plane. Hencr, ier usally hea portion of cylinders eof cones Correspondingly, is posible to form developable surface foes plane surfne, such a8 eet of paper ora set of steel by bending tin only fone direction slog successive rulings, Hull forme composed entely of developable sur fares have been successfully denied, partelarly for fall vessels, but they have potential value for intgervecels ax well The diferent surfaces usualy femect et ching oe curved hauele line, whieh Should be oriented to flow lines of fow as much a pesible, ‘cording tothe matod described by Kilgore (190, 1 develope surface ean be formed ta include S40 Acitary curves in space, provided the eurvatre of the proteins of the two Curves on the planes of (Cieign system always ave the same sign, How: ‘rer, this snot a eecestarycondion aed Ue drafter nasi rely om experiener and. sometimes on ‘Michelten in disessing Kilgore (196), gives methods by which he existence of developable surface he fhean tro space eurves may be checked ‘Cine aed deck ele Lines usually meet the constant carvatare sign condison When they donot, test con ‘traction ne ay be dean scardng tothe method Dilined ea see if rulings can be determined. If none are found, one cr both of the curves tay be modied fod rechecked. general may be said hat stright line stema and pols of nection in che chine and deck sae should tn avone, Point mecton shoul ho ‘ft vessel withthe longitudinal centerplane, defined 45 frbody ine (Kilgore, 1907. Fig 7 shows the nes for» small singlechine de ‘elapable surface restl Teil be seen that body lan ‘ations, especialy forward between the falody ine od the shine are slightly conven when seen fram the cxteror, which is charaetrinticof developable surface ines in general "The cowtruction drawing Fig. 8 shows how rulings ‘onthe side between deck edge nd cine may he ae rung is not ony e sttight line element of the doyeloablesurtace, but as tc ie a plane tangent {ole The onstruction a Oe bow shows how rulings ire found between the stem prof od the cline a igen the bottom surface may be found a manner {ncagous to that cued between the chine tod deck ‘Sige Kilgore (1007) provides the base theorems which fore the determination of rtngs andthe unique. sere the roving evaogla norace,\ uaetl Feature of rings a tangents Datos i the Profle view at single ling are paral ear other End tangents to waterlines i the halfbreadth plan at Angle rating are parel to each or. “he process of drawing ines fo a develable hull formis therefore one of finding rings between chine find deck eg, tween pats of chines, and between thine and fatbady line, Once te lings are foun, 2 felatwaly ample task to And stone, waters ted buttocks uring normal projection techies, Spach ste ah reeled ino ws Fig. ahows the boy pan fs comperabestraight trams vessel and may be ten that fren, com fared with the developable surface vessel are ee {rely small Thos he choice of digg arose trons system ar the other may wel depend upon impart difeuky of forming Surved tram together with the ease of plating the developable Retry the ese of forming staph franeo=to Frther With the dfialty of psting warpe shel TS "Mathedicel Lines. If the naval architect vsities draw ies representing parler type of {hip there are inthe open itertare several method {ea series of hl forms which permit off tobe Acveloged directly, without the newssiy 2 gon through the funy procs, By a methotieal series PreCerri rrr rrr irri riremeant group of uniquely related forms whereby spe ‘he ofets riny be obtained fom charts o ables for fiven arbirary npot characterises, xpecaly re fave coeticene lenght breadth ata, volume focficent and posit ofthe longitudinal center of toyancy.Parular examples are the Series singe fever mezehant hip forms Todd et 1950, Taglor’s Seanard Series (Taylor 193), Townsend's eakeeping Series of single tere formy (Townsend, 1967, the MARAD lori sore 18) and the Webi ler fees gly Neri, 9, Parham by flow ‘el hl form may be tnnsformed i a methodeal ‘tay to aul rotary ol form characteris. “he constrains of end dtale=-stern fame ending sized octon of rudder, ster profi ecw ‘hi such metbotially chosen nes ate endowed Sten etna he eating ne a he ids whic may requ refaing substantial portions ‘rice * ‘ot Computer in Line Definition: Mathe- P Ato the toe seeel sppieatons of ‘ipl computers in taal architecture, ving eet {fuomeskal ners are Va) Determining Tins and offsets to suit arbiteary cacti deed from 8 preset 0) Final ring snd determination of closely spaced fede oles for shipyard ese based upon wey Spaced preliminary dergr fet "the frst hese aplaions provides the capability tocar ot fy compater and nd more general fashiae What Adm D. W Taylor ban peor to World War Thats, t design ship lines mathematical By the tethodof Talo (15) waterines nd sectonal ae Enrves tok te form of th onder curve separately for Torbay and aerbady yatta + be toot + ae whore bean fare constants By suitable transformation, equation was re y= 0,4 PC, +10, + 06 where Pisthe waterpane area coficient (fora water Teor primate oefient for secuoral are curve) bf trebody oe afterbod. isthe tangent of te curve Ai oem a Fc of he sc table was provided giving alues of te coef, Irhick were xed foreach body plan station. The re MMiungcurses had at most gne it of infection This Inethod was used to draw the nes for Taslors Stan tard Series af ship models used in resistance tests See Chapter V), Taylor (1915) ted that, racially ITU. al venels designed daring the lst ten Dears have had mathenisa! nes During the intervening 65 years the ue of math enact ship lines appears to have dels ul the Sthentofeomputers-& number of successful atempts fave now ben ported (Puller eta, 1977 and Soding, Lal 19"? for example) where ship lies im keeping ‘th hall fre favored today have been roduced and Ploted withthe ai of te computer. Poynomals of Figher order than used by Taylor have been used for Statins and sectional den curves, wi parucuar destion ten vo wold unwanted joints of infection, However, unless some adjustment doe co the end fei the reraltig hull form are endowed with ‘Ncterine endings or tet profes that nay not sae {he user, Kuper (1070) presented 4 metiod whereby the dese water egret 8 eam ypomals one fr forebndy and one fr sferbody, Uthic are daly detormined ing the base hal form ‘Characteristics, However, deine the Nl form above Sn below the design waterline requires the use of ‘Seventeen for parameter which must be defined xt Tura, for forebody and sterody Recently somewhat diferent computer techniques have been developed to assist inthe early sage of Fes development For exanpi,a Ship Hell Fon Gen trator Program HULGEN) was developed in the Ship Besign Division of NAVSEC. (ule, el 1977). The ey tothis program he use of payoomals in vaio onbintion buildup sine forline detain ofthe form that early fr Te steth of he Program, fhe "ureroriented interactive Rrephies Peto of data ipa dpiy and modieton Reals of variations of parameters can be viewodfostay, Sr the hall fora ean be stretahed and cstorted ino Shapes to maintain those parameer. "The second applications that of ial fing of pre liminary lines, whieh necesarly embod Josue Inthat the drifters eye and opion ultimately deter ‘ine ales tn this proves. the rater, the mold Jortsman, face withthe problem of passing 2 curve {hrouh'a set of point, usually equally spaced long 1 Toterenoe sus, and saying himself atthe curve B'Smooth, wth « minimum somber of punts of i ection and with earvature varying in radual way In order to ahve any the carve a ate to lat some ofthe points by smal amounts. Aso, for ‘onsstenyntrereting cares i ober ios which ontain these points mst be checked ard adjusted "As previously note (1.1), battens 0° spines are commonly sed in drawing such curves with batten sregts eka) psn ool the ben a or ear tations of sip lines ofen make uso of the equations for'sline curves The bending Induced the batten by the ducks is derertble by the theory of bending fa simple weightless baum with conestrated loads tr supports ave sere of discrete ots corespond ing to'the points of duck restraint, Tes shown in Sifengh of Mate texts thatthe defection of such a beam is given by peyomils no higher than theee Biaaite hid order, thats by bi onetins of the dimen Sion paral with ie bear. Such eaies have cont uty n fst and second derivatives (7 = dd, wird) ot the pts of aplation of he concen tested oa. assumption made i developing the dalton equation for’ simple beam Uist the defetons ae Salad the bean sumer oly smal anges fo the Page Under these ondtons the oes paation oi Bending Mayet = y+ ‘This can be linearized hy asuming that (y= 0, inasmuch ney’ smal thas MeyET = y and y* besos sna fonction ofA close ap proximation toy“ at pont n for example, ven by Te'seond diference =: where ne We nd isthe spacing beeen any pair of equally spaced either gute eaiive canara Etevature iti apparent that by adopting "values fromarmooth curve, snd by adjusting ofsets Co ater thee vv cre through the adhe of et wil aly be gt fa or ilustrative porpoes, Pig. 10 plots rough—and cbviualyunfar~pntsrepresetngpeinary 0 fom te piven ofuets, anda smth curve interpreting the plot but mising some of he pain The final faired rudder pole curve has been ob- tale from the smouth curve ofr Degoring st the fuse ofthe sechon and working 2% but withthe ad {on of eo anal ion coretins est:> make the tllof the ston sharp, and second to ako the iverage value ofthe fared afte equal tte mean Value of the given offsets “The pine curve representation of ship nce by the diferent equation of the deflection of ssl beam fnay become onreshue when the shope ofthe line Frdtg represented becomes so innge tha canot be assumed equal to aero. Thu, most ship waterline anew be represented by spine curve eeuations hte ost of te eng of the ship However such tot the cae for body pan stations, nt or many Dut {ocks, espetlly neat the ends of the ship where steep Slopes are oft met. In order to overcome Us prob Tem some early attempt to dete ship lines with the BoE computer reted that the ordinate refer nee ates be rotated More ret, Ines have been xprested as paramere spline cures, bp whieh the ‘lfves are defined by a parameters, rather than de fecly by zy ewortinate: The parameter fe defined I chmulatve length of segments af Ue ie from ihestar point up tothe pune in queton (IT Research Institute 1980) “A computer rogram in which this represeation is used HULDEF, developed by the US. Navy for Aesgn ure but por extended and made avalbe to & umber of hipyarde in the US. for fn ll form efi in the onstrvtin phase, HULDEP said to be economical of compater ime and has been made fompatite with other computer based ull production frowrams, By HULDEP lines along tho hull are de taped Tem the given input watertner snd batcks Inoroo-grt lines formed by taking fed percentages ofthe girted length around each body plan stain from cenerin rr deck edge (or thine ll sag the full from the pof the bow ta the ster. The aes are fmathematced a parametric spline curves ‘The HULDEF aystem hae been proved with interactive {raphies capably’ to tht the operator ean readily Teplny cartes, fist. diferentes, snd. second fer fenton an can far these onthe scope to sulchis own idea of fires. This pat the aria eapabity under Ihe conta and judgment of the operator just hat poem inthe past under the control of the tutional Grater gro loftsman However, Ue revinos cme ‘onsunng operation of srawing the ineona drat ing tale eon the mod loft foor—is no fone needed (alee et a 197) Other sia systems are a5 Geimputer appiesons in hydroataticeaklations ave dacusted in Section 5.16Section 2 Displacement and Weight Relationships 21. Archimedes’ Principe, ‘The fundamental phys icallaw controling the sate behavior of body wholly Gr partially immersed ins ld. known a6 rohimedes! Principle which, as normaly expressed, ‘hate that a body tmersed afl s Buoyed up by ‘ore tht equals the weight ofthe displaced hid” ‘Thus, the weight i consdered tobe downward force {tate operon ote ony man crea by Abt fore fs proorsonl tothe mage of the aupiacea fui ‘Consider s body of Git wach as water, witha froe surface at rose The Mi i of constant mass density, lve. mass per un velume) Ata pot Padstance ‘ew te free turface te mast of fd above the Bont ip At, where ais the eros sectignl area Fart the face ft etn of a enera fui esnnot support shear ores, Therefore {Phe tug be n'a state of stave eguilbrim, is necessary that equl frees be experienced in ald ‘ectione te ny each point. Since he gravitational force sulting from the ras. the fd above sequal to ‘te mans Atorease&perent ba redaction in waterline sping, the resulting volume of daplacement 7. would be as tained from’? hei volume of dipacomen, ty, = L105. 082. 7, 26 A new body plan, watertines plan and profile could be drawn deed which new longitudinal tances rae obtained from old longitudinal dtanees by 2 Si new hlfbreadthay, are otaned fro alt Farce y, by ae 1.05 see ‘Changes inthe more important curves of form, de find in Seton 8, would pve BB, = 092 FB. TP em = 1A «1.05 - TP em, LCR, ~ 11 LCF, Lc, = 1.1 108, KM, = KB, + BH, ae (as ot) (a tae=o) ™ EM, = 092 FB, Wetted surface, which depends upon girhed di: tances, docs nat vary in asimple manner and would Fave tobe reompated forthe transformed desi Methods have been developed (Rawson & Tupper 198) to estimate modiieatons to the geonetiea ‘antites on the bass of partial derivatives. Inasmuch ‘Bthese methods assune intestinal changes te end vars, oy ay bao accuracies in praca we, On the other hand diet Calculations to Bnd the transformed quanes sre by Shteratnehthesat dcr, id hrf they 1 Wecitpal ad practical way of shifting th LB, of a new design without changing drplacement is Known as the tethod of swinging stations, Big 13 Shows the seconal area curve of ahip and de ce {Pout of tne aren uno the cure che latter having toon found from both axes Gand pf the exec tow be moved forward (or sf) 4 dance Sz nd 3 ‘righ hie be draw through the shifted postin and raga base, wil establish an ange By wheb all fort on the curve aye similarly shied m that Updo sift of LEB oeeors Any origina body Flan station auch ar station 3 most then be sited bs ‘istance br. Tie allows one tnd the shift af any ‘ist (height or balfreads) forward or aft dees from he transformed vetonal area carve. Hence, he ‘seis trol ews op thee pra redrawn without refaing being required. From the Fodrawn waterines and profile anew body pan ith ‘Shualy spaced stations, may then be constructed "somewhat sia transformation ean be dane to he separste ends of a Seaton area curve wit some paral middle body iFone wishes to change the fall fess ofthe design. Lat us suppose the forebodyof = ive sostsnal area curve hata priamate coven. SF Cy bat is dsied to iereae ts by resyacing ‘ations wo gala more diplacoment-The new forody frsmatie tobe Cprg The 8Cye = Core Cor hea it can be shown (Lackenby, 950) tha if 2s {he diensiniess tanee from the lefUhand x of the curve, where 7, ee between and. 10, the shift forward to giv the required new prismati coef tient of the frehody eatin ronrilt ~ 2) = 8Corlll ~ Cor) ts a) Colt — 2300 ‘This prcedare, whch i known ag the onesminus primate rife, Mastrated in Pig. 14 (Lackenby, {350 Having rodied the setonal aca curve nthe Ineated way, body pan stations most now be shifted the indicated anount Thos, the waterines and profile toe in the entrance may be redrawn, with 4 ne Ty olan forthe forebody to su equaly spaced st tions‘ should be noted, however, that having fst transformed the forebody a sitar transformation of the afterbody in general leads to w combined long tain centr of buovaney of the entire ship which Wwil'diter from that of the basic ehip before the transformation Siding, et al (977) show an extnsive transforms: tion ofa existing cootainersip design oa design of Wuely diferent farses folowing generally the Tpethads of Lackenby 1950, Section 4 Integral 41. General, Fora variety of rstong it nee cessary fo be able to ealealate ares, conoid, vo Ainer’and olher geomereal characeraties—of Sigs form when Aastng stay preceribed waterine ‘reas of the immersed eros tetnal area at each indy plan station aid of each wateplane are of par tule interest not only for thir own sake but be aurea wil be shown, laer=vlumes. can. be falelated from sress, Bocuse of the symmetry of fhe two aides of most vessels, most of these caleul [ons meed be performed for only onesie of the ship Sod thn utd by 2 "Bach of the hal transverse sctons, or half water plans, form closed curve, such as OABD—GEt in Fg 15. The area enclowed nay be found by integral ‘ius, proved AB—-G ie curve whoge mathe trata! ‘oquaion is known, Inasmuch a2 most ship urves are ot mathontial curves ts customary to approninate the area by numeri integration. "Antimporate property of such a closed eurve is its centroid which late atu tance from the axis ‘GY equal to 2, whore # ix the quatient of the fist inomettof the ates aboot ax OY dvided by the area Tele It the carve OABD-GH ware to represent 2 ‘hin ling of uniform, deaity and of conta thick huss, then the ceo would represent te fcation UE itb contr of mass (generally known as center of eave "L2. Formos For Are, Moment, Cento, Moment of lnertenond Gyredve In fig Io the area encoced Sythe 2'snd yanat and the curve ABDG may be ‘hneesed as comprised of many smal rectangles such SS'NAPQ, of dimensions yand 8x, where Bris ery 19 Rules and Methods small Using methods ofthe caleuls, we may derive npressions forthe area ofthe curvilinear figure at for various properties ofthe area. Ye) dea." Let bd be the area of te clomentary reltangle NBPQ."Then 6 = pbs, and teenie area Under the curves Ais given My Ge sumation of al ch elementary areas ot, An 3b Putting his nthe form ofa definite integral Between the imis 0 and He Ae ‘vex © ( Moments and Controids. Lat Bi, be the fest Atamentof the aes ofthe elementary rangle NBPQ bout ant OY. Then SM, = (6A)r = sys. Hence, the moment of the entire area under te eurve about fuis OF may be writen ag My = Zaye, which may Ee expraued as the defi integral, M, [ise o "Tyg ditance # ofthe contol ofthe are from axis BY is given by the quotient of moment about OF ' Avid By ara of, [se yer ®el BM, te the fest moment of the elementary area NBPQ about the busline OX. Then -# a, = ait = 2 ‘The moment of the entre area about the baseline becomes, i= nyo nthe fom af itepral wif res ® ‘The ditance J of the centroid of the area from the thse OW the quotient of moment about the base Hine divided by ares, a, Afra i-— 00) [ve ¢ Moments of nertia end Gyradit.. Let I, be the scsond moment, or moment of Inert, of the area of the elementary resangle NEPQ shout axis OF Then Br, = Ga) x= 2. Hence the moment of inertia tthe entire aren under the eurve about OY [yi ay = senor = ("A ‘The gyradiue ofthe area sbout axe OY & given bythe square oo of the quotient of moment of inertia avid hy area or, 09 J, be the longitina] moment of inertia of the area der the curve about a traneverae asi through ‘he conto paral to the ax), we have by he para axis prince of mechanics, Typ = Ty ~ The are nderthe carve A maya be const ss comprised of tany stall agoares such eBay, Fg 15, Then let be the second moment, or moment of Incr, of the aes ofthe elementary square about the elie OX Bu = faiy ye Thon the mament of Inertia of the em area ander Une curve about the rng Z,may be writen a8 = 3869-9" oF, (fre [rw-bromrefire 09 "The gyraiusr, ofthe area about the basing OX ie given by, 9 Inorder to evaluate thoae integrals, naval echitets ‘agin overcome the limitation tat most ship ines are ‘ot represented by athemsta!frmlas by iiaing ppronimate ras of ntgraton, Arle of wngeation ‘Ekdies thatthe curv to be iniograted is dely ap. Dronimated by a mathemati! core that has the tame ‘seta (or ordiates) as the ata ship curve ot series ‘of statons, The desied integrals ae then approx: ‘tated by taking the tam of products of ofseta ad atiular moltpers developed foreach ruleand mul Eblying the sum by an integrating factor, a deseribed in de folowing sthecetoas. ‘43. Tropuandel Rule In Fig. 16 each portion of the eurve AiG betwen pais of ordinates 28-43, [BC ee is considered tobe approsimated bya traght Iie through each psi of points If the spacing between tenth pir ef ordinates irs, then the aren of trapenld GABA Sige = the area of trapezod NEC Sie tn ah ah ae of apna 70H = Sofie, + yoy the areas ofall n wopazids are Suded heir cmmbined area, and the approxiate ares ‘ander the carve ts Am 8 Cane nt tet nt tno tar) (1) 7 a Py a CrYSKYULIKK UCC er eri rrrrrrrcrrrrrrrrriiiiiiivicaraa“This i known a the trpesoidal rule for area. alee for moments ofthe ares based upon the rap ‘zoidlrue may be derived. Ths, the moment a, of the combina area of ll the trapezaie abot axis OY [hata ttn wf a ‘combined area of sl the trapezoids about the OY axis + nan + ( a ‘The traperoial rule may be adapted ta give trans verse ontent A, and tragaverse moment of inert, iit the expesttne are compliated by the presence products of the ordinates gy yy ee for Mand Bee Yess dite ete tor fo overcome this fcmmpeity the squares sid eubee ofthe ordinates as fren bythe integra im Sect 42 are sometimes Sreighted bythe trapenoidal area role mulupliers to Five rogh approximations of moment abd moment of fers abot the ate ‘Oming tothe sleigh line approximation inherent in the Wapectdal rule a cose spacing of ordinates needed to approach the same level of accuracy for fron obtainable with other rules deseibed later ad ite applieation i United in naval architectural cau Isto to nding areas, In the ease of convex curve ‘ith no poitt of infection, the are fund by the trap {roidl rule is always less than the rue art ‘G4 Sinpto' Ft Rae. ‘This rl, and that fo! low in 43) are part of a group of ules known as Newton, Spon Frat ae goon Intogrtes the ann under a curve ofthe type y = @ Mie text which ls 2 second onder para, ot polynomial ot Uegeee 2 by appying mliplers to [froupe of thre equally spaced ordinates, That, 5 {he porcon ofthe curve in Fig. 18 extending from A toi parabolie, and the ordinates yay 204 92500 ‘calcd then the refund by Shao Best curves are wot dscimiar tothe parabola, the area 20 found ra cows approximation ta tat ofthe ship, and there fs widely used in naval architecture, "The rule ay be devived by aswoming the area is sven by the expression, d= ke yet kay, + fede Even the mathematical frm” of the” curve (y= a + be + ce) and ordinates at spacings, thon Hactines Mharandyise hate te sting the ire y values into th expression for A An eqution for the coefeents 9 and result. Bal A iSaeo equal tothe deinte inte An [ine- [erteronee Byung he (nu empress fo A we may set the tonficenes of by and e equal cach other There fre thre resulting eguations in fe tree unknowns Ee grand ks whlch may be soled simultaneously ‘This ves, bapa Beat The curve tobe integrated must be divided into an even oumber of spacee by equally spaced ordinates ‘The mulupers for even amberel ordinates are Us {ouodon fhe sesumption that eae such ordinate rep fesents the termination of one paribe eurve and the ination of another Knees eure are alowed these ordinates. Hence the mulipier for sock even ‘umbered ordinates (except forthe stand ls) 2 fring the following for ofthe rl A= Sine ay + One tn Fyeo tad 08) where 1 seven, In order to sly the multers Irhen ung te First Role, navuneommon to dvide ‘hmm by tin whish ase thy are enon 3b hal mul Uplers. he Boal integration fs Cen found by mult Blving. the summed products of ordinates and nulls by an additonal feta of 2,50 that the Integrting factor becomes 2/3 ‘Sper Fist Rule maybe adapted tothe cae lation of longitadinal moment, en longitudinal ro trent of teria [rina sian say to that used for nding formals for ares ith te assumption that the ordinates of a 2nd order parsole curve are zy, andy, respectively. in price it customary to perform caleulations ‘mest of inertia using Smpeon's Fist Rule by means Of tables such a Table 6 described eeetons 63, fh Separate eal are provided inthe table for the ordinate, for Sinpon's Malipers, or levers {for longitudinal moment, for the squares of levers {for onetutinal moment of ert, nd for the prodtts ofthe ordinates times the levers times Simpson's Matupters, ste For simpy, the levers are uesaly mdiensionazed by dividing bythe staan pace 2°\tn thie i don, the tabla calelations for fed [tox of moments at ori, often leated ai. shige) may also be expressed by the following for slay hich maybe found more appropiate for ‘computer programming, aking the axis at” ~ 0 Stan + tae + Bay toot Bin = Den + Mle — Daun + Hed where is even, (9) Stan + Bnet in tet 2 — BP ren + Mn — Wyn + EVD where is even, (20) 1twil be noted that there aro no yp tems above be ure the ais for momenta eat x= O where y= Ye She the lever arm ae, : it'simar derivations are applied to the determin tion of formulas for transverse moment of area i, td raneverae moment of ier often, il be {und Wat expressions of te form, aM, 1 we + hyd + key tand e+ hay. + kaye cannot be solved owing wan exces of equations This fesuls from the presence of eoss product of the rlnates a8 ted in Sect 43. Nevertheless, Simp. ‘S's Fit Rule routinely appied to the enlultion ff tranaverse momento area and transverse moment Uf neta of aes by weighting the squares sod cues tf ordnaee by Simpson's area mallpiers, and in a fordance with he integrals nSecton 42 Thais equ Slent to asoming Unt the ordinates of the 2nd order Barsbola rey and, eapectively. "Therefore ne event he squares ofthe ordinates of te curve to be integrated: oF the cubes of the ‘ruinaes, respectively, followed» 2nd order paraboli re, the inegration fr transverse moment, and for {eansverse momento neta, by Smpeo's Fast Rue, ‘would be preesaly core. sn forthe produce ofthese times Simpson's ul Blea order to elcuate transverse moment of in fra (about the ships centerline) by Simpoon's Fest. ate, Te may be shown that Simpson's First Rule alo provialy ntgrats th area under hid dee pe foe carve ofthe form yr ad bet eat + de’ Which passes through the shree given ordinates, Hence, Simpson's First Role is aecdrate mou for more ship problems “C5 "Simpuon's Second Role. This rule cred in topraten the are era hed order paraobc carve, ‘oripolynomal of degre when four equally spaced ‘rdintes re provided: The dereston of sppropriate ‘Simpeons multipliers i achevedwaing somlar nape to those outlined i Sec. 44 Temay be shoe ehat if Wessoume d= Eu yet Buy + Beye + fat thet Ie en's ere. aad =! Ege wheres i the ‘ation Spacing Thu, ln general, te area under an nvtrary curve ly Simpton'® Second Fels 2 4 Aa Binet Bus + Bye + Ons +BY, + Ba tenet Ban + Bye + YD =8,6,9...08) 2D As with Simpeo's Fist Ral, separate parabolic carves assumed between the extremities of each roup of interval-—thre inter nthe ate ofthe ‘Sicond Ruleand kouckles in the cure toe ite [rated are permite at thee point Bimpron' Second Rule may be applied o the ca: calaton of longitu moment of rea My and lon {tudinal moment of inertia of area 7 by combining S78 and Sah respectively, wih the Sinpon's mal Uplers for area together with non-dimensional lever and levers aguare, respectively, au done when Using the First Rae. The resulting Myand J are not Figoously coret for parabolic carve othe tind ‘der, but are routinely sed. The renin errors are ‘tte smal io general "The accuracy of transverse moment of awa M, and transverse moment of inern of aren, when ean Inte by Simpeon's Second Tl x sue the samme Vtatlns a apiy te Fist ale However, the ‘ules outnly ned for these purposes. "ts. Single nteral Res These rule alow oe to fod aren under te cares A lonetoinal moment of rea and longeaioa moment of ine of urea about ais OF fora single terval between te rst. io ornate of secon oder parabola ef the form y= at best when the curve defied by three ecallysaced ordinates with spacing Consider Fig. 5. The fog eight, mins one rule states that the area 4 betwoon ornate ud 9 A= 5 6n + 84 v9. ey ‘The thre, tem, minus one tule states that the lon sguudinal moment Mf of the area batweer ys and y, Shout axe OF i «Cntnaes equa space, wih end erates of ends of eave a Mater foro nanter HB HE EER gt ome Area = 5 (Muipirs x Oran) x dance betwee ed ort, ce vn + 10, ~ A sila rae tay be derived fornia mo- rent oferta of the aoa between yy and y, about {sis OF Te might becalled the even, thirty ius thre rle soi, ee ee) ‘These rules ae exact forthe nd onder parabolic curve sumed "47" Higher Order Cores. In the event a curv is bolived tebe more dose approtiated by a higher der parabola, of polynomial of higher degree, the NowtonCotes mutpiers may be used, but & greater amber of equally spaced ordinates is needed in way (Of that portion of the curve over which the defining Parabols i tamed to bod. "Thus, five equally spaced ordinates are needed to Aefine curve Inthe form y =a be exe + ae cee it may be thown Unt Whe area A wader Such a eure piven by, An Pitty + 64ys +2 + Gln + My 5) By combining end ordinates for two or more groups cot four egal iterviea rule snalagoas to Siapeon's Fistor Sscond Rte tay be devises. aed om ier 980) miler fo higher or {he area under the curve would be Ue product ofthe ‘dztance between end ordinates and the sum of prod ‘it of mulupere and ordinates. Te may be mood that Siam of he orien Table 8 equ 1.0 for ach polyoma ‘48. Hollspaced Ordinates. Near the ends of = ship ic @ eatomary to itrodice addtional body plan stations midway between pair of the normal 1 20 Satis in the length between perpendraars. Tis a Sine Zo ttt Sele the hal form then regions Ss'tiscmally changing more rapaly with ongieadina Stance tha sear meip. In ores to Improve the Steuracy of intagration one may fake advantage of theta tc such falfepacol sations—Le, tations 1M and 18), ins Dostaton length, The foregoing ules of integradon may br enily msid to thi end {The modicationmplcs atthe dance over which the curve tbe integrated may be assumed to mush the hyputneteat curve et it hall inthe sbove case assuming Simon's Fist Rule, cach separate parabolic curve woul be assumed kiend from station to, 110% 8 to 19 and 19 to Sh whl fhe mle prton of th ship sparta farabsls wuld be coer to ened from Baton Foe toe. ie to It In onerto acommodate this combination of spacings, the Soon mules ‘Se reduced to one fa Sr normal value in Wey of the fal tao ‘rg 18 shows the arrangement of half stations at tng end ofa T0staton sip long wth the Simpson's Flt multipliers appropriate tothe Pret Rule “An important comleraton in a tip elulaton is whether the aes (or quantity beng iterate) is ‘Smee or apis tone sid ot he hip on the {my Pc of mast bp mtrodtend int the eat Calan co obtain he total for Ure hp 9 TaebyeetTe Rules, The Tebehyche Rules uce varying tunbers of orate lated at regular inter along the tase line, spaced in such away thatthe sum of he ordinates i dety proportional tothe aren under the core. Te erveta be tegrated fe assumed patboles tery ser ie rare Je the number of oriblea needa isthe sams the order of paras assumed The Ength of curve is than te 2s Pig Te vat of there Fase upon the leon of the ordeats, Which are Symmetteally dsponed about the mide, such 9, thd yet lotions x and —2 ‘ater son order parabola, wth orig a 0shown in Fg, 17. Assume the area under the curve ftom D to Em iven by, An H+ 9d Hence, A = Boa + tp Se te soca = f tem [arco oe 7) oe as + 20 (5). x gusting cootiients of @ and astra. ‘Then the are, CesT 9 sehere yy and ys ae atleations * 0.77358 from the ‘Tibie «shows the locations of ondnates for mambers ‘of ortinates up to 10. Tt wl be noted tha Inthe case ‘fan odd momber the mile ordinate i atthe mile ofthe curve or origin of Fig: 17 In each case, the Stes under the caret found as dhe average length Stone Qn ye 49 iid by he Ing of ae i 2 6 “Ape Atty, spent ot, IC Tesuerly happens that whe iterating Tonpiewaterflang theenieemiton ofthecurvrether particular the FP or AP—-batinstad the curve ori: at bow or stom, do not fal at integral statone-—in fates either forward of or aft tie perpendicular. Tolle Spacing of Taba Ort Nambor of aries | Psion of rdinse fr i of base, in ‘ ‘Facts of tal logth ho bee 100 aoe has game 28 ert sone a gotd So16 Bo nat 500 Ded donee 5 éFig. 18 shows such s curve extending abaft the AP: ‘orstation 0 To handle this situation, one ay add id measure an additonal ordinate miiay between IAP and Ovrdinate and add\a Simpeor’s First Rule integration to that for the waterline ses whole, ung methods a Sect 11 in cate the curve terminates forward of AP, sin Fig, the carve may be extondod by the dotted line Anda fcttiogs negative ordinate, or ordinates, such 2 ym may be read. Assuming the extremity of the ‘eve atk, ere the stalin interval, andthe urve a socond onder parla ity be shown Uat the-area Ander the real part of the curve abaft saunn Isis given by. ® aa$l(t eae Se beat a (4a selene (Lede = Leva] en ‘This form migh be known as the partial area rule Depending upon whether fi les more that unity, chor yo OF ands Would be negative ‘Ae ar example in Fig 1, let = 0. Then the ‘alealation for area under he curve A from ii ex tremity to station 18 would be, A floss + 2205 + 1084y0) 2 Iemay be sen tht ths formula reverts to Simon's nt le whan f=. The fiw eight, minus one rade multipliers resalt when F ~ 10 ‘Additional itegrting rales could be derived using on-qualyapaced stations, with multipliers depen drat por the specie station Ioctions chosen and prodicied on the uae of a parsbobe curv, but there Fis inthe pat ben lite need for these. 431 Combining Rules for Any Member of Ord eter, Ship curves sre sometimes died by mut Eerot equally spaced ordinates which are ncompatible ith te number neaded for ntegratinby ether Si nts First or Second fsles—for example, in the case ‘ot'5,1, 9 or 1) intervals, defied by 8 8,10 and 12 nda, However, thee cats afore handed ‘By a eombination ofthe two rules. Ip Save Both rules fate und to intogratesuth 2 curve, oe may peeform 2 'Separee integration for each portion ofthe curve, Se lsinele integration for the entire eve is wich ‘hot Simons mupr forthe “hs” porton {othe “primary” portion, Por eLample assume thre are eight ondinates anit the ares be found sing dhe Figs: Rule over the ‘rimary portion, Second Rule multiples must then be re) sulted by the facie t+ § = §. The cleulation takes the form shown by Table 5. The integrating factor is §, appropriate to the First Rele. Also shown in Table 3 are multiplies when the prinary portion s Intapratd ssing the Second Kale ‘2 talrmegrns Whereas rath crvs are deinedn rectangular ordinate, there are cates ‘where polar coodintee are mare contenent or ex ‘hole, in ealeulatons relating to stats stabity, por ie anes ein of hp igh be wee ‘Shaped such a O4CO in Pg 20, "The elementary eros hatehed,fourided igure in ig, S0 har edee of ength 0 andy. Thus, the area of ine sector OACD Wy A= DSieaner ~ [[" onde Here isthe distance trom the origin the value tro any point Din te curved sie of Be gare, Sind the ange sn ead. Fora gen wedeshaped gure, te foregoing i tegration may be performed hy any ef the practi fee for integrin previosly dostried The gua Ute an above are analogous te te quotes Y andés, respectively nthe onion or the area of {Lappealcorlinea gure in rewanlar oordinate, ‘Galand OC ar the en radia tances orerponding Grgoead olinaes DA and HG of Pig tg Tenge BOCs ansogous to the length of bse OF in Pg 1, ‘he angle 40C wm dived by rad Ines Cough Into © sutahe number of equal parts The length of {ch vada nes uated, and theese eated ie the tame manner sr am ordinate; ay ping the proper ordinate mahigier a requred bythe por4 su GEOMETRY » 4 is that i beng used. In po > ticular integrating rule that is being used. In polar > Integration for ares, the fcbr 1/2 Ut appear before the sgn of intagraton must be asd, whereas no such 4 4 fractional factor exists in front ofthe integral yd >} for the area of a figure determined by rectangular 4 feordinates. Als, in polar integration, Uh common 4 Interval he angular dstance in radians between the a ‘ijecont rail lies Tes analogous ta the linea co ‘hon interval # of retangula intogration. mt In Pig 20, the cotroid ofthe small elementary tr wm angle OQ 's at's datance from 0 of (8p. The m edt of is sirtary tangle aout anya In Mt {he pane maybe obtained by mulling fe aren by fhe dstane of the centroid from that ens, Thus the Fu 28 Con erate per nen is ‘Astance of the cetrid from OY i (2/5) peo and k themomont of te elementary trangle POGaboxt OY — the distance from OY of the centro, of the * aque ACO becbaned optic enomere | : : SEOAC Soom bY iy i se. ican Top | \ #t0-2y con 0~ hot con irom OF p pao Zp om 0 ~ 1p co a ‘The moment M, ofthe figure CACO about OY is 1 [ew oa eo ay-ifreew. on Tra j : i % ‘ 8 23 ree ene ere = 3 2 Fo, wha tiSiler, the moment of the figure OACO about (OX, represented by the symbol Ms, may be weten, “Eft pina ‘Also, the distance from OX of the centroid of the centre figure, j may be obtained by ding Mt by the stea This stance of g from O2 U'rsnoae ce rs "Th integration indicated by equations for My sed May be dane inthe sae way as that peevibusly ‘defcribed for intgrating the area equation Inorer to find moment of inet about the axis for example, se convenient agen & think of the sementary ross atehod portion shown in Pig, 20 ‘Thus the moment of ner ofthe sector DACO shout the OX axis is es SE (omsrisinay = [[oremra 2 Csiro ao In perforning «Simpsons Rule integration for mo amet or for een of eri, basl spon paar co inate, (1/3) pain and) psn @ respectively ‘rou replace the (isn (1) terme In sini Calelaone based apo rectangul coordinates, de ‘red mSeeton cf “LIS, Macheniallewgrtien. For many years there hae bens mesh instewste lowing the important geometrical properties of any Plane curve to be deternined withot the necestity of eding ordinates and performing acalelation. Phat {Ethel reults are obtained dicey from Bale ‘he instrament. Unoreanately, the nly way to very the results of eich m determination to repeat the operation Mechanical integrators ae, inlet a form Fanalgeompate. The plier used to find the ses of any cloeed carve; the integrator to fd the moment of an ae Shout a chosen a, and sometimes leo the moment inti" he intepraph the ae of ty Age raw by the instrament. With 8 map meaourer, the perimeter of any gure or any part of ie may be de fermined OF thse the panimeter and the inegeator arc those most coninony used, Mechanica integration ‘particularly ool in checking the results obtained tyfeteuatons, and san in abtining quick only spproximatey, many ofthe quanti that are needed i the early stages of Oe devign ofa vessel ‘Today the mort common method of ealeulatin i the use of lectrone digtal computers that employ nu ‘mere methods. See section 846. Many of the cal flstons ean be performed "ot a handheld programmable eaeulatr ‘Cia The Plonimeter.” The planineter is an instr mont for finding te area of any plane Figure. per Sective vi of g usual and type em, known as @ Phar planimeter’, fe shown in ig. 2 "The atest be found se Sounded by the closed carve PAEEP” Any portion of the enclaing live may he Strspht, val on ivegulae. The sanieter hae 8 inset oun B at one end of moving bar PA in ‘operation this tracing point 8 moved by hand so a6 to ce envy sround the closed eure, Any point on the curve may be selected from wich to stare and the moun iy aually ina elockice direction and con {inues unl the tacog pine arrives bck a the sat. ing pint. The otherend of the movingbar Pa jointed stdto'a weighted tink AO, and ths link free to Fotate about te point O. Dutng the operation ofthe inimeter, the oi, which fe lexted at needle Pont onthe instrument, xed in postion onthe plane UE the table oe paper on whieh te prea aren i awn, tht O shoul be outside of the giver are, "Atached to th tar PA and paral toi a shaft ‘on which is mounted the measuring wheel whieh Teats‘on the table or plane of the given igure. The ‘Sreurferptial ge of is thin oa to inate simost Singlepoint contact withthe horptal plane. This paimofSomace uh tang ots andthe support Wheel W contte the three points af support af the bar BA’ssoemby upon the table. In operation, thest ceomerey a movement of the assembly can rotate about ais ‘The ea caries scale which gves the area read {ng for te gure PBEFP after iv has been trace, ‘Gonder the shaded aren PQRS in Fig. 2. Are PQ is tiralar, cain by tnoving the teacing pint at P {5 O.s0 flat the moving bar 7 rea parallel co ‘Rov kee Qi is ceeular about fas centr aod are SP ‘i icetar about A an centr. Are RS ts cru, ob tained by mving the teeing pont frm to Sso that themorig bar remaina pra! to 72. Since rotation the west rests only from motion normal to the roving, be the inrease in revolutions tom move ‘rent the eraing point from P to Qi roportional {othe aren of APOL, and the docrease in revolutions £2 min from eto $i proportional to he area of [ASBY Stee sectors APS and TOP are of equal sre, itary, tres Qi sind SP cancel ou, and the cross Fetched sree PQRS equals the area of A°QF mines theares of ASI Hence, the diference in whee rey slo before ad ater tncig ght arand PQS [proportional tats area By approxnatingany hs abe by an increasing lange umber of smaller ‘ose curves generated the same manne” as PQRS, ‘re mav appriceh the arbitrary curve as closely a8 we lea" AER hows thatthe area thon any closed Eire is proportional to te diflerence in whee revo [ions af result of tracing right around the curve. Trench actual ue is wie to eabrate the instru rent by teasing s rectangle of known aren and ob- taining caleation facto. i215. The ftegator. Tho integrator san intr nnont for cian tne are of any pane ebsed hire inl the moment of st aren about achocen axis. tn tost types of integrators reane are aso yevided for ‘aint the momento eri ofthe givenarea about he same an, Since fe used marly fe obtaining ose curves of stably, wl be deseried and di ‘lated in Chapter Tl Section 5 Hydrostatic Curves and Calculations _EiySien fame tomar he ein of ship tn eles and pt at cures nber of Auortatc proper of the vase form a seis ofa Shc ee ltl ea nd Ghity studies ring the design phase. Large sal plot of these curves for ew'y bul ship ae Hen ‘Rade forthe asstance ofthe vetas operating ot Spt Sih cen rtm ec Sfform, or symonymously, hydrostatic cures. Fig Rhos the cures of form for the vessel shown fs Fig ares of form are generally drat on large sheet ct graph paper wha srvesined against verted fell t dete and ith the batom ofthe veal ero Stat at eft ofthe sheet In onde oar how itp tdprsesae tur sce scarveone horcotal seas tune may be provided, together with separate of Gerson factors for most of the curves. The prachce UF proiding a oruontal scale of Tnches, stead of lof wed te fs ot comment ivi ofthe porta of reprduing the curve sheet A decile diferent from Usk of the oii Pinal curves of formas farished fr ase by ship's personnel are usualy plotted against drafts measured {othe ttom ofthe ke! However, tis pol uncommon In the design stage to pit the curves against molded ‘rate ‘The curves of form are customary calalated with the ship in an even kee endition notin). The draft Stets entied ae mean dra and itis asumed that the effect of tem at constant mean drafton most. of the ploted quantves i small. This equivalent to ‘Suing thatthe vesel i wallsided—tati, section Shapes way af te prevaling waterline ao vertiea. ‘Thellectof tim soften shows, however, by auxiliary "The range of drafts to which the curves are potted should extend from below the ighlest posble oper Stonal deaf tothe daepoat pombe draft. The Flactment curve should extend! down tote orn In Eder to prove information for clelating the height tthe unter of uoyany, ax desea in Section 5.10 [52 Celedatlone Required. Calculations of hydro state proper of te hp bull require appliation Sf the methods of integration described Section 4 ‘The eakulations take three forms: integrations of|

, and theo by the rule of Integration multipliers Simpeon’s mules). Table S shows diagrammatically how the clelation maybe Performed: ie inerease i daplacerent with vag being {fat ts be added to the dplaceent from drafts rea she ends of Ue vese, assuming a sright kee Incase the effect of trim on dplscanont is consid ‘ered to be of unosual Importaee, trim correction ‘irves may be etleulated by assuming’ series of {eumed watertnes, su) for 1m tem, tim, ee ty oth bow and ster, and ata series drafts, Such falculatons are facitated by the wse of Bonean farveo ay digas in Sexton 6, Resatng tim sor fections in dilacement are more soarate than ean Fr obtained by the ehange in Splacenent with tim farve deseribed In Section Si, inateach a they do ft assume the vessel is walded ist iyo pert are ound for purtcular qypes of otek including ating dry frets, tse. mobile platforms, tegrated, tag- tnrge, sd shipe with large compartnents which ae tecsinaly fre oded, such asthe deck area on Moat hat of barge carrier. The curves of form in these oes may be charactered by Knaokien atthe daft St'which lage elements of buoyancy are immersed, ir by several curves of the same quart, depending hon de chips cunditon” Carefl taht needed Ianalpring sch vessels However, calculation of Alaplcement, and diplacemert related carves, may fevmore dirty. done when the unlervator body largely composed of simple geomeeeal bodies Cylinders, Sone, prim—rather than surfaces of ‘impound curvatureTeble 9 Calan for Fin none Diplcament per Mae Sag sa amuipe 7) a) 7 sm Product : $e RoE ten : ue 035 13 Sue BOE Hi 7 1 oP pop ; Amant dtecin y= 4x ( ship), where station secing in vn dat |, ghana | Ctr | tae oe ssuiat| wayac em. | aaa? |les | Pages| ease ‘peter! | sant water | sat water | fresh water | from @Zjm | fom (fj m | taseline, m | immersion 1 en, tm + | ge ae | gp | ie | Be i | i ee i | jae | GBP) Gg | 2 ge i | BE) | ee BL BS ee npn | ern, | | | oo | || utes SPU | sae | ASE” |S | | di | alge | wai | ue cr | seer | aT SIE" | ae ace | ae Sia Pn Tae | ag va | gm | get sa | ase |) ag) m $a] tae | eae = : a Sey) te Be : te Pa ae st | Ss a 1 it teil tet | tee 3 vag exe rea) Bee emt 2 ERE Car Ret 1B | Baie wees toon Et cca (BB | ier oeicate se ee 28 | bacon es mn ie ej cle ruin ek aie, HUES | Denorwe 08a PRINCIPLES OF NAVAL ARCHITECTURE «Ingles cv rte Tatas er sh Bon ‘alate, i te ade aE ie pt Sine 1, ang wetertane areas fron fh integrate veel o get SEIINTonT a thc hi cnn a 518. summery of Caevations concise summary cot revuts should be furnished with the carves of form ‘Situations to asst in plotting the cares and serve e's permanent record, Values should be std tall, ‘sho at which calculations are performed. Drafts should be spaced easly enough to allow drawing the urves without ambiguity. Table 10s a condensed Summation ofthe plated values In Pig 28 forthe txample ship. Por most shipshaped forms, the plited curves will be fl, with few poms ofinceton. The presence of hy utfaimees ‘usally deat an eror in the cal: ‘Sha rom inert put dato a er ‘plating. Aitot the data given in Table 10 apply tothe molded form, wth the exception of total displacement in fresh land salt water, and wetted surface, deveribed in Sec tin Ordinary, the other dat, based onthe molded Petar ane used thou nwrnting for the eet of fypeidages, because rich effects are s0 small a5 to ePoegligibie a far at pracueal purpoues are con ead-exeep in some caves for LCD. (Seeion 8. ‘Sins dnl curves of form are for the benefit of operating personnel he carve sheet furnished the ship ‘ner shoold show drafts tothe boom of the kee, (wih the distance feom the molded base fine tothe bottom of kel eleaey noted 5.16 Computer _Applctions. Calelatins for cabvesof for requte numerous repetive calcu {ne which were formerly performel on des elt Inte” Consequenty one of the earest applications {agit eonpaters in naval archkwure eas in the hultog of hydowtate properties According to inky and Basle aot, ft rey of computer wits by more than 30 ship den oer, the iret ar of gc wi ener ae ‘phd hydrostatic with about AD percent of the openers ao involved: Thee are Koen bea large numberof program exstence ores hydronic ‘tbuch programs expected to grow “The base apt tbe the oneal dimensions of the apa be oles at» nora waterine ad ‘doo tether with Gfoitin ofthe end profes, ‘Saws or mplcdttisa mater of judgment ast how ‘any waterins and body plan stato are needed a ure rid hydrostatic calculation, Clearly more Shel spaced waterline are needed when the veel flr Changes rapidly with dra ax bormaly spol the lowes draft, but the apacing shoul be ape rite to the rle of integration adopted, igure 25 owe pose sequential scheme fr performing the “arlus Cleans ig 0 shows sical comput enersted body pan derived from sored eb ‘Zor programs perform many af the hyorosatc calccltins needed for ntact ahd damage sabi ‘toa desertbd in Chapters I and Tn adton ives of formyaomach a the al surface fet, nee detned bythe computer, eam serv a8 common Atput data: Wien the computer liked ton cathode [Ry scope and/or a poten the resis may be Fayed for checking snd/or hard soy curves ean be iNote, inadton to sppearng inthe computer output [tabula frm. “The US, Navy's Ship Holl Characteristics Program (SHEP) NAVSEN (196) incorporates these features {tds widely used in US, design ofes and shipyards {or both commercial sad aval ships Te compres 2 ft of subprograms which perform any oral ofthe following naval architectural alelatons: "> Cures of form and Bonjean Corres 1 Longitudinal shear and bending moment (ti seater and in wav) ins sf foding 1 Limiting drafts for aurvival after Roding CGorves of intact stale tabity and eross curves. yes of at ay dere eres, Gam Common input forthe above are the hull offsets whi may betead eon the ines drsring and entered Tirmeane of punched cards, Ora digtaer maybe wed 10 trace the body plan read the pata and enter hem ih the eompater, krmare econal procedure Ito ter the affects direty fom the stored HULDEP dis ston 19) teed ‘When tii tis program the use is notoblig fo use the statin of waterline Ineaon and spacing for which the lines have been drawn; rather, an od ‘umber (minimum 3, maximum 41) of body pln sta tins are chosen Each raon mut have & otro ‘tonal area when fll immerae Section ffets are ‘jetted at between 2 and 29 points fr each body pla tfstion whieh & assumed dertable by a series of 2d order carve segments, These segments ae Co ‘Srtertly taken between odd numbered wateinos, for Intgration by Sipson's Flat Rule From the alate the Ship DataTable (SDI is sot up, which is the common databace fr al ofthe sab [ocrams, It contains the folowing, calouated by lnpuon's Fist Rul, foreach point (watrine) on each a) Halt-breadch and height above baling; and cu raltive properties (above baseline). (2) Pal eeson area oth ses) (6) Tranevore centroid af half ection (@) Versen centroid of section (o Haleriet 2% ian Eman ‘The SDT can be pintd out and/or retained inthe computer memory Ti subsequent clelaons Simpson's Frat ale it ato sed betweon eddsumbered stations for long iin integration To order to handle extemiis of ‘tres whch dot ia cid ann, he rogram tacifextraglates the carve to te aan ‘ttermines oe ofset midway between te extcrty 0 found and the rst known offset "te iret eprogren proces he data fr he usual curves of form for wp to 21 waterines and tins, Editlatee properes are presented in tabular form, tnd optional plots are provided of curve of form, Waterline and seetonal areas (Donjean curves. ig sbows atypical spacing of atone for 8 seal vessel Iterated using the SHCP. Table IL ‘ows part ofthe output, in Boglsh uns as custom Ahly used by the DS. Navy. Tf computer opti to serve as the Sua rcord for use by ships persovoe eis important that the fst be presented n'a compietely clear mg, beast it'mind She environment in whch they wil be sedTable Typical Outpt rom Computer Ca Sectio Bonjean 461. carves of Areas of Tromverte Sections Fig Sula shows typical tranaverse seein through a hip fn one tide of the center, such as « body plat Satrlne I, L, may be obtained one ofthe rules UF integration, oe by planimeter o integrator. Twice {he area plottad toa convenient seale an atthe same Sivas WL, would appear asthe pont Q in Fig. 52 (, Simiatly,the ares RCLWH from the baseline up {ODL coal be obtained and would give the point P Fig, 200). The curve K'QPP'T, Fig. 32 () thus representa the area of the fll secon on both ses nb Curves ofthe centering rom the azine ut any waterline. For wooden vessels the half section shouldbe taken tothe entail of the planking, but eel veel, taken tothe molded lin Tn ces where resets have unusually large app sages itn be desirable to contact the eure of faroverse socio area wih the incon of the shell {Hickvess, corrected for the obliquity of the vests form, together wit the eros setnal area of other Sppendages suchas bilge kee A longtadial ine Paton af such total eves ston areas, together Withthe volume of appendages not intersected by the se tons, would give the fla Gsplaement of the ship, but theeaeuifton ofthe curve of eos setonl area ‘oul be too tbortoas for general use “The carver of eons sectional area for at body plan stations are callactively called Borja Cursea” One ‘Of the pial use of Honjean Carvensdeermining Solune of daplacement of te aip at any Tevl oF Timed waterine "convenient way to calculate Bonjean Curves is by the uc ely spaced waterines athe lower levels tthe use ofthe 8, "tale deceribed in Section TE Ta tes ie lato Toro roto onjean Curve forthe example ship. te vent the Iowest cntour ofthe station is coiered to curve too sharply for satisfactory pre approximation ‘ing avalablehalforendtgs planineter may be ote urther pots onthe Bonet Curves may then eound with tear between the next prof water Hes add to that blow The moment of area of ach ‘ton about the molded baseline maybe fond by Stayton ofthe 9,10, rule If thse verti mo- ines be integrated longtainaly, ove may fd fnoment of walsne of daplsement about dhe melded ‘uueline,and ence KB, the veral height of enter {Fbaoyaney The vera moment of sections cross the veel upto any water ay beuaeful rob lens which are ne ease of ship flooded throu ‘ut part of length (Chapter “GE Conarocon of Boioen Carve. Bonjean carves nay be pote in ei of two ways. Fig 83 Shows the curves for he ship shown Fag. poited gusta common scale of drafe withthe eros sex ‘Ena ares for station nthe forsboy and amidships ued tothe right ofthe vertical aa ad thes for Ee afterbody pated tothe lft The daft sale may represent kes drafts, or melded drafts, bat the dis {Ghee from the molded baseline to the batom of koe Should be show Such & presentation has the advan {age of compactness, and nes one sale of ros ex ‘Shaler Tis convenient tosbow a contracted profi othe psn he care, Analtaatve plot tat shown by Fig, 34 in which a separate horizontal rae of ee tetonal area i Brovided foreach eurv, and the cures ae superposed ra contracted prof of the ship nthe later case, the verdad axe coincide with the sasciated station lines the profile Tin arrangement convenient for placing and nating trim ines om te prof, but a ‘he ditsdvantage that the horaonal ares scales for ‘ch ean may be diel to datinguah, one fom Ife bahor ataeas of overlap. Draft scdlescoreapond ing to tine on the ship should be shown at the Sproat ations onthe prof 43 Uses of Bonjeon Curves. As noted in Section Sn standard method of elalating vetume of di Dlstrent and LCD is by integrating transverse sc [oma areas If tho waterline at which te ship Is floating i not forthe even Lee! conditon, Bonjean (Garver are. pertrolariy useful In the case of {timed water, te rn line may be dawn onthe [rfl ofthe ship an drafts read at whi the Bonn Eutves ate tn be entered. By drawing astralght line cross the contracted profe of Pigs, 38 and 84, the ‘rates at which the curves are to be read appear ‘recta each station Frasachas the eres of fom aerated for tne ship inte even Keel onditon and uct ship are neta sce dona arcs or ‘hoes wth sigleant degree of em te not ger ‘ral obuainable from the eaves of form nd one must (For Staton on Example Ship a im wateine) Heigl hve — et Sutiptior Product ° 96 3 a0 t oh : ake 2 it 4 i ‘ransveneseton ea below fm waterline = 199 mt onesie of ship, 1.90 to sie of hip,yy | a. |perform a complete longitudinal integration at the {med waterline (ie) under consideration. The Bonjean Curves provide the basi input for such ca: {ulations Cases where tht fe needed may occur ip cnnection with launching, diacaseed ln Ship Design tind Construction (Taggart, 1980, and when the end ompartients of ship are food, as discussed in (Ghaper IIL Te the ship be congdered in the eres OF {rough ofa wave of known profes may be assured {or fongttednal strength calelaions, agar the dix Dement of the ship canbe caleulated as isussed nChapter IV, Section 7 Wetted 7A. Defintions and Uns of Wetted Surface. For secelfting at a given watrine, the total are of osterrtrneatth iesuounn tr Is known as ie wetted surface. When eotinatng the Fetonl resistance tothe motion of Yessel through {he wate, ti important t know the vessels total ‘reted surface upto any waterline at which the vessel hay operate, The subject of fiona resistance, nd ‘recion tothe wetted surface forthe ship's wave ofl, i tented fm Chapter V. "The weed surface may be weed in estimating the ariunt of paint required to coat the vessel's bottom Upton given watering, Alc, the wetted surfucebelow the waterline maybe ded bo the are of the topidet ove the waterline oobtain te tal area ofthe shall plating. Thus, the approximate weight of he shel may [restinated aswell a the pant Fequred for ‘Wetted surface contomariy calculated at various waters for new ship and appears as one ofthe Cire of form, Tn ome Caes addons are made Tor ‘Dpendages, such as stun ster frame, rudder, pro ‘ele abet boeing nd bg Koes 72 ‘Gallatin sf Weed Srfoce. The undorws ter surface ofthe molded form isthe principal com: pment of the total wetted surface of ship In 8 Boe, Figtepeed, mulupleserew ship may amount to 83 cent of the total wetted surface. In fll single ew ship tay amoant to 99 percent ofthe ttl ‘hye wetted surface of the shell plang ie virtually that tthe molded form: therefore, eleulations of the ‘olde Surface ofthe hull plus that of appendages fxtendlag beyond the shell may’ be constered the ie weed surface, "The wetted surface ofthe molded form may be ob tained by eleulating various portions direct fom the ney drawing, and. estimating ober. gortns Slay te caaion method has traicnaly been that of drawing a expansion of the toed surface ‘pte te decd waterine, nod measuring the area ttcsod bythe expansion, i being assumed the are the expansion ataally hat ofthe molded surface (See next serbian). ‘teach tranavere section of the boty plan, the Aintanee slong the contour of the section from the Surface centering atthe bottom up to any given waterine is Shown asthe alg of he secur upto at water Tine The half grr may be obuaned by bending thi {exible batten sround fhe section, oF steht mes String sete or stp of paper may be plaedin contact ‘eh te curve ofthe section at the staring point ad Toreater Kopin contact with and tangent to the Curve a sucestve point, by rolatng the stp of ‘paper lightly wit he paper hel in lace a the pint Santas ye pnt one Th mete le fr atp of paper shouldbe raid continually about A nase point of contact sng the cove A ternative, ap measrer may be rolled along the Seki peimete felowing the carve carflly and Seting the revoluins of te wheel these maybe lerpeied, by reference toa calrated scales red distance "The half girth ofthe vation sections maybe pot ted ab ordinates on their repectie stations along an in representing the length ofthe vesel A fir turve pel nvough sich psa wil encore an area owe a the transferee expansion ofthe molded sur EEerot once of the vessel up tothe given watetine ‘Shoal, the ransverse expansion of one eof the foveel surface nny be obtained between any to ‘Watrlns ofop to any deck line Fi Sb slows hese TTanverse expansions upto several scene water ies, constructed from the ines drawing, Pi. "The aren of the tanaverae expansion of vessel's raed surface up toa gen waterine nay be cal Chat rediy and considered ws at sppreximation to te trve ara ofthe vesel's molded wetted surface ‘This epproxination usually cores fo wikin about, Z'percene and for many purposes this degre. of securcy wil sfc, 73 drop Covent ated Siac Frm ‘Smpusd, in large part of wrfaces of compousd car Serre and so cunpet be expanded ina «pane. Hee, Ue trond yf tanner expen os tot property account for che obit of tie vest Te To overcome this inaccuracy, several atrnaive raph! corrections have been develope Fig. 86 ‘Eoeea porton of half brendh view in the Torebodyof ship, with the expansion of half gets shown Shove "The 5m waterline may be consdored se {ving the average elope of the & mand 6m waterlices, iy glehing the 6 m waterine, starting at ameships, faton 5, sf working forward, using ether a Un, exible batten ors stip of paper, the istanees along the tri shape ofthe watrine st which satons are trosaed my be found, When these distances are lad tutalong te baseline ofthe expansion, wil be found {hot pou T moves to pont pint moves to pat {fowl the bo conto moves forward the maximum ‘Shounts The ares under the dashed curve is then & ‘Shoo approximation to the molded wetted surface of {he essl between the (sand 6 m waterlnes chan Js'the area under the uncorectod transverse expat ‘Son This procedure known a etieation af Water ‘Another method, whic e rumerially equivalent to that of rctfeston of waternes apple secant cor fection to the half girth. Thus in Fag 6, the straight Tipe CD, connecting the 9 m Waterline half breadths ft saton 1 and 2, hat waterline angle @ hich ib practically the average angle of the average water lines between thet m and @ i waterines, and in way fof station 2 Thus, the length ofthe molded surface tecwveen thee waterline, ad between stations cand Bit quite lone to CD. However, CD ~ 6» see. where fll tataon spacing Tt ft hal geth 1 Satin 2 be mulipled by sec d the area enclosed Eye tations and ine Pin Fg 38 wil be lover Dprowation tothe true wetted srfuce than the area htoued by the stations and line KTN. The secant tnetbod of modifying half girthe probably ore con ‘enont for ealeultion purposes dan fs rectification tc aot changed 7 integrtion of Diferenil Surtace Aveoe, The foregoing methous are inherently approninate. The reno alsanverse expansion slightly les than the {uc surface area, whe the eciation of waterline” cunt halfogirhcorestion method over compensates Foe the eect of obliguity on the transverse expansion, fring an area slighty tn large. A mare dire method offinding wetted surface ito intgrat the ferential Suruce area long the sp. "The elementary aea of curved thee-imensiona surface defined with reapectt0 mutealy erpendic lar a: yt exes; may be found as the product of leet ave the plane Bz and te secant St inelinaon of te urfsee from the = plane In vector analysis fe thon that fora surface y "Tite the ange B between a eetr normal the Shrface and the yas en Df con = Then —Assume = dttances are longitudinal distances along the ship, y distances are halfbreadths to the rode Surface ad's dstancer are heights above the made rseplane othe molded surface ‘nsider the unt diferent area Bx, 8: ia Fig. 37 Inthe ongttainalcentrpane af the veto nd project this to the molded surface, going diferent surface sea Be "Then wena sei +H sa EE ororyi+ (4) + (Go (os) JI Be ‘There seems tobe no simple way of reducing this Aoubletngral to an integral in oe variable, to permit Snleslating surface area by a single step fle of tegration, We are obliged instoad to od tho ea in ‘ferent, he simplest std most suf way for Sige molded surface being to ealevlate the wurface ineween pairs of waterines, which are reaznably ‘hovely spaced Tha let bs bes sonata diference in rate and hen integrate longitaialy using 3 eu of rtagraton sucha Simpson's Fest of Second Rule {bind the wetted surface between each pai of water i "Table 19 tustrates tabular elevation for finding wetted surface based upon diferent surface area {or the area between tw materine of tanker, and Tetweon stations 19 snd 19 (90 masons LBP) The ‘leuaton makee ure of Simpson's Second Ress the primary rule of intagraton, together with Simgens's Fst Rue. Te wil be soon thatthe verzl sation Shape slg 2 tnd fom hile tion halfreadths above and below the aen to be in tegrated, wheres the longitdinal wterine slope ‘htined as the mean of diflerenees between watersine Tale-breadth forward of and shat the station n que "Te calelation roatne avoids the neesity for mea uring Pal githe ut ken asin te of Une ‘oalded surface ofeeta, As such, fi eal aapted {e pogeamming of a digtal computer 75 "Wetedfurtoce Coaficnt Ie ode to com fe the wetted surface of diferent shipe useful {o caleuate a dimensionless count which relates the wetted surface tothe baie chractristics of the "Such eoefeint Cys, whee,pony pm aH LTO ~ WE SOT = = oN ORT He “aH soos = g+ 961 aaa asp Gtomerey Fy Cun = WSIS 9) Here WS is wetted surface up to any waterline ‘T's volume of displacement at that watering, Lis lenge of ves. als of Cry range between shout 26 and 29 for ‘sul ships of tormal form according to plots nS ‘ere (1987). There is a notional dependence of Cox fm B/7, bear to drat rai, and om Ca, midship ‘iceat_ According to Saunders plot, tingmum Gye ‘tour approximately with B/F ~' 20 and Cy = O88 8/1 ton a umber of unrelated shige with the ship {ype and numberof propalirs noted The eoecents ave been developed from wetted surface curves the curves of form sheet foreach vessel In al eases Ceyteaches a minimum inthe range of B/ from 25 10.215, wth Cys ineroasng for B/T beyond the min tar pent The iereaae Of Ce Cor low B/T is be Hoved fo refer the greater subiergence of he stem tveriang which tnd to sceompany draft incesset ‘cjond te design date "Wetted surface may sto be esinatd y reference to data'on published hall frm series sud ts Series 60 choad eta 950. Unusual ships maybe expected to have wetted sur. face celicentssubstantally diferent Trem thse af Fig. or tone shown by Saunders In general may Bevexpeetad that Cys wil inereane teense of hard Dendages, The inchsion ft wetted surface of ster ‘Gansoas, internal wells or te rating surfaces ofan iMagrted tugbarge i estinating tetra rest nee ray not be approprste, as dcissedn Chapter Section 8 Capacity 41, Canara basic characteristic of any ship is the siz of the lad tht ii able to carey Thus two fundamental questions arise a) What i ihe volume tapace avaiable for eargo—or cargo capacity? () ‘What is the weight of cargo that canbe carried full lal raft” or argo donde ‘ner consilerations of capacity are included the sole of al ergo space, sore rooms and tanks and {he Toston, “Yertcally, logltednally, and tana ‘versely of the centroid of eath such space to iow nding the weight (and center of gravis) ofthe var lable weight, or deadweight ofthe ship. This infor Ialion ig needed to check the edeguacyof the vsue's "ie, and to determine tm and ably eharacte: Intes Thocaleaations ae called eapacyealeulatons a ead to capacity eurves and plans "he total deadweight of 2 mera ship i the di ference between the falload Gplacement weight snd the light ship weight™the later consisting of the ‘Weight of bul tel, machinery (we) snd om. The ‘Sctual “payload” or cargo deadweight obtained by ducting the typieal maim vals ofthe varable ‘weight of fue, tors, fresh water water (or ofer Feemvable halls, crew and thelr effects frm the ‘a deadweie for"when sing Sunt of Klograne oF eth ns ‘ee ar realy pecking about mass, However, if nce ou! units are retained and ing tons--we are then speaking coreety of weight. Siar, dead Weight and Gplacement (as explained in section 2.2) Ge be in ether Smass unite orn inch pound weight 2 Copacy Pan. Fig. 39 shows, in dbrevited form, the eapacty plan for « multipurpose dry cargo ship Such a lan prepared forthe tse 2f the ship ‘ober andeummarizes in convenient forme amount Uf cargo, fuel fresh water and wores which the ship ‘nay ear, aid the spaces ito which these wil go ‘The amount of elaboration on the aeaal aan vanes 1 dierent shipyards and depends spon meners te fuiramonts. There is always an outlive beard profle Stone the lcation of tanks, store tnd exego spaces tnd requendy there are alo deck plans ayowing the arrangement of Unxe spaces at well a secon views at various frame weatios along the ship The plan Includes the principal dimensions of the shi, ‘and shows, ually in tabular form, te nam, faction and “olume ofeach eargo space, tank, consumable ares ‘pace ete aa well abt longitudinal and versal can ‘oid ‘whet led, and ie tsanaverse centri the ce i unajmmetrcally disposed about the vessels Centerline, If lange unite of cargo are to be carrie, Such as shipping containers or cargo barges, the lo ‘tion of the various verte ers and lmngitudinl rows are shown, aswell x hw he unite ae poston transversely Inthe event tat the ship mended to ‘ay specie amounts of deck easge suchas Geek ‘level wontainera, tess sis are soe ‘The plan includes» daplacement scale slongside a scaleof drafts and draft markings a they sper on {he se a the ship a amidsige forall afta from the light condition to fll oad Also usually shown text to the draft ene are 7Pom and MTom. Frecboard (Continued on page $4)sip oeomerny J ~ user —t— sane seyagge bermso PRINCIPLES OF NAVAL ARCHITECTURE (Continued from page $1) markings andthe Plinsoll mar are shown atthe top of the draft sale. (The assignment of freeboard ‘vere in Ship Design and Construction, Tagger, 10) Ascalo‘of deudveight i ato shown. A tim {able often fncuded to permit the estimation of ‘hanger in rm resale from the adton or removal Stireghts at various ications slong the ship. Tncladed on the capacity plan may bea tof per. mss deck loadings, ints por me andthe trench ‘hd tung capactyofcarge handling cranes or booms wth which the ship is Bed ha anp shown in ngs carries generat cargo In fve hold, conainers in ues tn one hol, refrigr sted eargo none bold, an eango alin deep tanks Under four olde and outboard of ona ld: Deck ‘owed container, aded by shipboard ganiy, are Fepulanyeariod bn the atch covers over one Bol "Fhe capacity plan fr atypical sitconainer sip it shown in Fig 2.2" Corgs Copacas. Detail calculations are an deraion fo etcrmine the volumes of india) Spores, In the preliminary design phase, approxima: toe to eapacen may be adequate, When the design Einaled, exact methods should be uted. Where paces are composed of simple geometria forms, the ‘ard goometial formule may be used. However, fn ost shige thee are mmerous spaces bounded on st leat one side bythe curved hull urface, which are more amenable to caleulation by one of the rules of "Paty of capacity are eustonarily sted on the capac pl for general eargo hols . Ya) Bale capacity represents thevolume below deck ens and inboard of eargo batans which ie avaiable for towing the tial eommodies found ia general fargo usualy the form of bales, barzels bags, crates and boxes To) Garvin capacity represents the net molded vol ume ofthe space, aftr deduetion for the volume of SErctre sd of cling, hat alae or crying Tn onder calculate bale capeity, a number of fran ae selected betwoen the banding bulkheads Sextonal views are then drawn wach show he inside of eargo battens, bottom of deck beams above, and fri cllng at each frame a8 shown In Fi. 41, The trove sectional aren avalible for suawage in Way of ch frame then found: ase ab! a setional area fie fle draw wich aye hegre ong ipuon’s Rule Bd he volute, and transverse a mitudinal centrods: Horizontal resons Uerough the nace may bs taken ata see of lee and integrated ‘Ertl ofind the verte! momen, and conto Tor arilly fol and 100 parent fal sndtion. or grain capacities, the transverse areas are taken to the melded ne, excope that deguedon fs made for feiling'on the ner bolo. A dedution for shiftingboards may alo be nesesary. Por both bale and grin Capen; deductions mast be made Zor stanchions, ‘ie covering deck gratings and other suc interfer: noes with stowage. efrgeratad eango compartments arp figured for toll caput inside of raulaton, with dedctions for trating on decks, for stanchions, batten protection of Fetrgerating eos for aie ducts and fan rooms. This oe i usally fom Gl to 8 pereent of the moldod Solume. When refrigeration is fr frat carrying, and tins are proved for sowing the ruta separate bin Capac is figured, thie being the net inside eapacty tthe bins fhe eapacy plan, Fig 9, shows refrig red go frar f tol N. 8. The pce ako Sp by inelation a evident, "ius far i has been assumed that all cargo iho mogeneou; that that each eaie meter of weighs ‘Bevsame, Ths ia by no means always the case. In Figuring the centers of gravity of weights iy mal Fromt begyage rooms a apecial storerooms Teds to entmate the centers of greviey ofthe Weights aa they are actually exportod toe plied For'ome servicer may be desirable to figure that tango of diferent weights par cubic meter may be arte i ferent pars of te vesrel IPeargo a Bung {om the overeat, as for example matin refrigerated fmgariments the center of rarity eflecuively at hekeok ‘When the eargo consists of container, barges oF ‘hice, the problem ia diferent, inasmuch a8 each eon te and prediabe aee Cron tonal drawings Usrough the eortaine or barge hos ‘or'yehce deca, showing how the anit are to be owed, are more usefl than rlumetie ealalations ‘Ncapcy pn foreach vessels shows the number, sae and sometimes inking weight of unit, and where they are to be sowed on the shi, eat than the ‘lume ofthe holds mporent nthe dosign phase Uo demonsteste that the lower outbonrd cara of such Specie units sod ther supporting stracare, ean be Fed in the space avaiable isda the ode line of the hull at ehown by Pig 2, and thatthe umber of try of ‘units to bestowed in the hold cn be aceon todated under the hatch covers. Inthe case af ro Un/rollaf veel outline drawing of the vehicles a6 lowed ae sometines shown to demonstrate available ‘learence between pais of anes aod between the fps Uf vehicle and overhead strutare Aiiefal drawing sometimes prepared in studies of capacity i a curve of underdeck areas This quite ‘Snr fo a sectional area curve, such as shown in Fig $rand has the same ordinate and sbocsst uns How fever the curve plots sectional areas below the main ‘dex, Te mnay'be constricted hy the se of Bonjan \Garves, modified az necessary for volumes in way of {uns or hatches, The space blow the carve i ub- ‘vided ty lines representing decks and tues, so that all internal spaces are ascmunted for. Fig. 3 Shows an example of such curve fore dry cargo ‘hp shown in Hg. 99simplifed to lutte the pen ‘ples Mang spaces across the sip are made up of fea ale rectangle ond he cme etn of be found by subtracting the rectangular areas from ress bounded bythe curve ordinates, An underdeck fren curve may be ned lo heck aval space in {he early stager of dena, not only from the pnt of ‘View of eapacly and payload, butaloto cheek nnage ‘otumes Foonage covered in Ship Des an Con Noruction faggurt 1960) Inthe eat of erin recent2 aval ship designs, internal volumes are a premiam {o mest requirements for habiability and clonic An underdeck area curve js useful means of deter ‘ning whether nach requirements cane met. A Tonk Copectln. The volume of rectangular ce epiniea tink, tod thle centroids, for any er fenlage of flag, are ready determined sing’ star tard formula. lithe ease of regularly shaped tanks lke wing tank in arta of the ship where the vessel shape is changing rapidly, the volumes may be found Using the method suggesed inthe preceding section withthe exception thatthe eros sectional aren should bo taken from longitudinal boundavos outboard right tothe molded surface, rather than the cargo batten ina wel as betwets the moled nes of the desks od ta whih frm the upper and lome boundaries Sf the tate Dedsedons for the stare shar tea are then made atari to te data in Soeton, a : Tank capacy tables genealy give the tank vol umes ata seven of eealy spaced depths, allowing & furve of woiume ws depth of sounding (pth below Surface) to be drtwn, sein ig 4 The eaealasons te repetitive anda ae adapable to computer pro framing. The basi puta neded are the odin ata serie of sevaions ad frame. 5 Deacons trom Tonk Volos: Alowonc for txpaains “Only lie ak volumes have bee ‘Sled hus faa tanks there are was ner. fais such a he fame of the vowel projecting ina {he an, lngtcsls an ors nde ome ‘tener on uluhons and wash ites, There wl iso be varus les! deductions ani addons which tment bo eluted sparsely. For-he misaaneos eueura interal,'&pereent edition i aaualy Inade Typical data ie given in Tale 1 “Toe table giver ako the usual slowance for the expansion ot petroleum products, The practical oper sitigeapecy ofan otal not reteapatty, But ono percent le, une the tan sod Se'compltaly ed with coll hoo mou expand hd overtow the tank when i Beomes warm The {nk expucy tn therefore ealesistal as being 95 to 4 percent fal depending upon the ual practice of th onner Comune standards ares pore for DS. Navy prac and 98 perent for US merehant mi Hat | ntl, pesRESY ane BE Fosou [Pig Spent Fao flghecnnne Dat atom Soke GSiie ge Skee a EEE Shacy Frosh water: | None “Trunks, pockets, High comming Double bottom ah ‘ Th pect Geogr od | FoerentTrh, pts Heh comps ithe Pear Mehere® ABT phcty mene ee ote * Special ensideratons may requ separate clestions for varios levels in tankt omens a «) rine practice. But re than one percentage is some Uiped used on eapacty plane The atl values shoul, tf course, always be stated, te Copecty Carve ond Contria. ‘The vertical height fo te Centrod of the contents of any space hove the bottom ofthe space maybe realy ound Drovied hore ie wraable «capacity euve extending Forttally from the botom ofthe space. This allows {oe of the method for VCB of Sec. 5.8 Tn ig {the height ofthe entroid shove the base lie of the curves obtained by taking the area to any [evel between the espacty curve and it horizontal tue line divided by the trea of the evearserbing estan wo that level, nd mulling the result by the height fom the bate ine ofthe curve to tat level ‘The areas ay be found by lanimetr, or by numerical 17 Seundings ond Sounding Tables. When the amount of igual int tak is Geermined by lowering Moor weighted tape measure Srowgh a sounding {ube or by any device which otherwise sensesthe level tt tke lgid ee surface along sine extending into the tank the sounding ie interpreted by use of a able tr cure of net tank volume'rs dep, as not in Section 84 and shown in Fig. 44 Tt frequently happens that only eertain lotions are feasile forthe upper end of ssaunding tube and that Setruight vertical pipe frm that leation wilt reach EES so we eee’ he Pounds per gation e508 * Diesel Buel Marino Dist Fuel Marie U.S. Na line fh ie nes Ware a n= at ae (8) her = 1 eg ee Bee cS heaton (3 1 Gane Ton = 22t'poans,6 PRINORLES OF NAVAL ARCHITECTURE ‘Ai’ ‘Assembled sod ‘jets 12 fared Wire al iS Back" al ta Essa Hoge ie ier Helin Case i rent ole ® Ge Peuite Bowes 2 Cost'averge Bale i Coane Bal ‘ Condensed Milk Cases of Cans L oye re Sa 4 torn ake ta Seton Bais, Average is Clete Es ist Deed Fie Bocce ed Decode’ owe a ra Bc ted 18 Siomum Bape if frivae ES, i Hie als Comprnsed 28 Towra’ 850 w 049 fon Ore Paes fu bom Fen eB stowage the lowest part ofthe tank. In such eat, it asl to'male the tube sloping and sometimes Curved ith 2 large rads. Ifthe tube is sloping or curved, Imeaoured along the tube will aot inicte a defence in level of 1m versealy. In making & sounding table {or ucla tanks therefore ectaary to alow for {his diference Thi is done a astated in Pig. #50) ‘The sounding-ube instalation ie checked on the ship, as the drawing i usualy only diagrammatie. The ine Of the tube as scully fied Ind ot onthe samme raph paper ab the capacity eurve. Any slope or curve Fethe line of the abe i developed Into the plane of the graph paper so tht the trot shape and length of the tbe are shown in the plane ofthe capac eurve a ilustated in Pig. 40). Bren by sloping o earn the sounding tube it ot sways posible to reach the wary bottom sf he tne Conaeguertyy the sere ‘unding ax given inthe sounding tle offen shows a considerable number of metric tone or barrels OF Ter in the tank Tn eases where it may be permitible for tanks to hold alternatively uel ol or ballat, there shold be apa tales in metric tons of sult water ang mete tons, bseels and ltrs of el. Table 13 provider con lad. Pg Neat Stwage be cs Michinry Gr ot Bele Branees Bane i a Pose or pao Rois Billie He Eg Cake, Blber indies ye Bul at Bulk a Ble Sita tone eee Si Sinte Geies Ta oc Bes Eee ‘Tiber at ‘Reber Re Rngoa Balk Tineine Bruns Walskey Cares Wonips Bai \ersions forthe various lguis ané systems of mea 188" Elects of Heal ond Tim In the event ship experienots heel ot tim, the shift of free surface of {he liquid na tank in order to romain boriontl tales Place in sucha way thatthe location ofthe eaatroid Dt fee surface are remains fixed with respect tothe tank, Thus, a sounding rod experenes no change in Feading due to heel an tim oly if passes through the centroid ofthe tank horizontal eras ection i fsmauch an physical constrain geoeraly ead io ¢ founding tbe location removed {fom the ine of se ‘Goi, 2 win and/or bes corseton in tank sounding eading is feeraly called for Temay be shown Uist the eorrectio, in tank volume for tim isin any consistent unt, aa, @ Iehote A ia tank horizontal cross scion aes, dis Tangttudina distance from conto to sounding ‘abe, Cini and Lis ship length between draft marks, "The correction is minus if ship tims By the earn(and sounding tube is abate centro) in which case {ecorrection must be deducted from the tank volume "The eorrection in volume fr eel, Asd-tanb co where dis distance of sounding tube 10 port or star ound of tank centroid and @ ie angle of hel, The fomeeon i tina if ship hele to starboard and the Srunding tube i to starboard of the centroid “nde to accompa these corrections completly, tnclocauon both ofthe sounding tube and of the tank ‘ee aurface eontsoid must be kaon tall elevations, So" topes “The trudtuonal way of dating tne amount of lid the tank of tank Fesee stb lower a weighted chain witha sie on fe unt it touches the surface ofthe ligld and co measure the {EStane frm the topo atch tothe fee surface. This {sealed wllage, snd the assbeated tables are called lage tables: Capaces shouldbe given in bares or Ke er eso er ten Pastngat Crew Bra water, wader spe » Provisions & oftgepcaare resis es aah nrg mieten ta “yoga Propane Sian Sum Tuthice Diese wore af Aula for each 00 of os 05 ‘ego moved Ab or ac 10 “tn 2 09 ‘t relngerston afer ales eres rear, eProp bie meters, and weight in metre toes Uige tables ‘Biter trom tables of tank espacty, in tha tank cx facile are given for varying depts of th Ii in The tank or soundings, whe llage tables give the tank eypacky for differing amounts of ule, or ds tance fom top of tank to iu surface Ships mith ert as aystems to protect against x plone should Rove sealed and remotely operated Fane of reading guid eves naamuch asthe a ‘Rowphere within the tie i aormally aa slight poulve presse "L10' Corge Slowoge Fodor, Tho average spec ‘volute or stowage factor of the cargo to be carried Tay eter aston ere om the dei of wahip. Lowe owage factor cargoes, suchas ores and dnshed sec, tead te ships whch are weight lite, and tend 6 frve large fulness to obtain large dplaement on fixed dimensions, and hae low freeboard High stow ke factor cargoes, such ae erated fori, ato ‘BSulos and containers tn to rest in volume td ‘he with high fecboard snd relauvely Tow fullness In order to achieve adequate propeller intersion and Uist on faed dimensions. The Flume recurements ‘ot containerieteargo are met on many conainershipe Af carrying some ofthe comainers on deckin several tee thereby providing the eapabiiy to carry enough fargo to each design daplcement when fly aded. "Feble 16 shows approximate swage fries for 3 number of typical lands of ergo. Thomas (957) gives owage factors fora wide varty of comands, IN Conumobien This trm elude fel to beeatiog Oech water for eplinary al drinking pone, Tesh water for washing PuePoes, fresh euler for bier fee, and stores that are expended on {he voyage, such a supplies nod fond provstons ofall inch capacity required for consumables depends pon the, main propulsion ower, the length of the opage, the number of passengers and cr, and the “ually of the assommodations provided. Overs us ‘dyhave define dear as tothe amount ofgrovisons, Stes sd fresh water necessary for ther service, ‘When better information is not valable, Table TT fe resonable enimpons er aos nih erday per passenger aid member of ec for sare, otis of fresh wate consumed per day per person. Fresh water capacity willbe depenient. upon whether voters to be obtained ashore andcarted for {ho lengeh of the voyage, or the ship's dating plant ‘mec all requrenenis at sea Inthe ater ex, equate eapecty for fresh water wil be. such Tedced i any ships provide separate tankage for potable wear iste Water, apd ater fed wate steam Propelled) A survey of past Word War Il designs Tome average freshwater ak eapacts of 1. met Fe tone per ferson for potable water, and 0.0092 and Dit mete tons per shaft horsepower of propulsion frachinery {mai rating) for dtd Water and ote ec water espetively,to Shipbuilders, Sipowner, Naval Architects, Port othene, te "Desaght and Other Marka on Beth Shipn" Notice No 88t4 ‘Coss Guard, US. USE), “Guidance for Enforee- ment af the Hlegurements of the Por snd Safety Act ‘Gr igie", NVI Geeular No, 181 ade of Federal Regulations (US), "Polltion Pre vention Regulations” 29CPR 1858 Deparimest of Environment, Canada (1970). “De Yelopmcnt of Design Guidelines for Shipboard Sowage Holding Tanks Report BPSSWP64 Puller Arthur i Aughey, Michael By and Bil igaaty, Deve W. G97, “Computer Aided Ship Hull [BZiniion at the Sava Ship Engineering, Cert”, Frat tntermational Sympostam on. Computer Aided Ship Hull Denison (CHAD), SNAME, September. Ut Researeh Intute (1980), Hal, Definition Fu. ing Program GIULDEE) Overview”, REAPS (Re feirch and) Engineering. for Automation and ‘reduetvty in Shipbiding) Techical Memorandum 64107013, Febrosry. ‘Kilgore’ Ullman (1967, “Developable Hull Sur- ced Pahing Hon of the World Published by {he FA. ofthe United Nations Organization Kuiper, ©, 190), "Preliminary Design of Ship Lines ty Mathematical Methods", Journal of Ship Re search, SNAME, Val. 1 Tackenby, H. (800) "On the Systematic Goomet viel Veriton of Ship Forms" Transactions, KINA. Tasky, Mare P. and Dados, nC. (977), "Design xpericce with Hull Form Definition During Pre Dalal Design’, SCHAD, SNAME, Septomber MARAD (9A?) The MARAD Spatematie Series of Fullorm Ship Modela SNAME Miler W'S, (68), "he Accuracy of Numerical In tegration in Ship Caleulations", The Institute of En [Pacers and Shipbuilders in Sood, Transactions. Morrsh,§ WP, (1800), “Approximate Rule for the ‘veral Posion of the Center of Buoyancy", Trans cections, INA, 208 RINA. NAVSEA (Naval Ship Engineering Cente) (1976), “ship Hull Characteraties Program —SHC>, Users Manual": Dept ofthe Navy, Washington, 1.0, Jan ‘Peadunine, Valentine. (1925) “Some Apyeoximate Formulae Useful in Ship Design,” The Skipbutder, pe Ffawson, J, and Tupper, F.C. (1978, Basic Ship Pheory, Val i, Langan, ne Tidgely Nevie Ua, “The Development of Parent Hulls fora High Deplacement-Length Series of Trae [er Forms", Teongactions SNAME. Designs Vl, SNAME. ‘SNAME: Hydrodynamics Comite (196), Model Resistance Data Sheets Dl through D-0, D8, and Batletna 113, 1s, £28 ‘odin, Hcirch and Rabien, Uwe (97, "ull Sur face Decign Modiying an Busting Hull”, SCHAD, SNAME, Sepumber "Tazearty Robert (Eator) (1980, Ship Deaign ond Construction: SHAME, ‘Taylor, David W. (915), “Caleulations for Ship's Forma tnd the Light Throw by Model Bxyeriments pon Resistance, Propulsion and Rolieg of Ships TMernational Enginering Conference, San Francisco "Taylor, David W. (194), The Speed and Power of ‘Ships, US. Government Prating Ofc. "Thomas and Thomas (1087, Stowage—The Prop- erties end Stowage of Cargote, Brown, Son and Fer boron, La "Poll, FH, Stunts, G. P, and Pien, PS, 096M, sSerics 60, The Eifect Upon’ Resistance aad Power tf Variation in Ship Proportions", Tranaactions, SWAME, "Townsend, Harey 5. (1967), “A Servs of Cargo Vee sel ull Forms” and R Sympoaar on Sore fects ST Hull Perforsiancs in «Seaway, SNAMB, Oct. 0.Lawrence L. Goldbe CHAPTER Intact Stability Section 1 Elementary Principles 1.4. Grevitatinna Sabilty. Not only must the dex signer provide alogeatebusyaney to give support for {He ship and te eontents aa ocuseed In Chapter 1 Dut itanat be aseared that ic wil at inthe proper Stitude or tm, and emai upright whe loaded with possengere and earge. Ths invores the problems of [raviaionel tabity and trim whih will bediseassed ‘Ejetal itis chapter, primary with reference to fat rion ni tr, Cneraton wa Fetrrento enter for judging the adequacy ofa ship's ety, cosierig both internal loading and exter fal has. See Seton 7). Its importa to secognie, however, thats ship in fas natural sea environment i subject to dynamic {orcee resulting from accelerations caused primary by wave alin: These are tvated seperately in Chap {Ur VI. Motion in Waves, Neverthela, i posible {orconsider some dypamse effects, suchas the forces {elatod to wind and high-speed train, while dealing ‘ith static stability, for these forecs canbe treated 35 {Tate rather than dynam force. ‘Another external sard afeting 2 ship's stability is that of damage tothe hull by colision, grounding tr ober aceident that results Bow of water into the Tall‘The stabity and trim ofthe damaged ship will be considered in Chaper Il, Subdivision and Dareage Stability. (a) Bguilsrium. In genera a rig body is eon sidered io bein state of equilibrium when th Fe Salants of al ores and moments acting on the body [le ero Tn dealing with tate Boating body stabi, We ate interested in tat stat of equlibrium assoc Sd Se egy pg at at in Su guid Tn this ease th recltant of all gravity fore (weights) sci downward, and the resultant of the buoyaney foots, acting spward an the bos, dare applied inthe same (0) Stable equilibrium. If oting body, intially quia, disturbed by an exteral moment, there wil be » change nis angular atts. Lf pon Femoral of the external moment, the body returns to [eorgial pouiton, ee auld to have been in sable tquiifrnun and to have postive sabity ) Neutral equilibrium. fon the oe band, a Atating body that assumes a displaced incnation be oust ofan external moment remain in thet displaced positon when the external moment is roroved, the Body eed to have been i neutral equim and as neutral stability A floating evades. homoge: ‘eous lg would bein neatral agua, “i Unstable egitim. 12a eating body, ds pltced from ts orga angular atte by anexteral force continues to move inthe same diecion tar the free removed, ts eld to have ben unstable ‘guilt and was italy unstable ‘A ship tmay be ielned in any dren. Any inl nation may be considered az made up ofan Benson Inthe athwartship pane and an inclination the fon {tudinal plane. to ship ealevlations the suwartship Ficimaton ealed heat orb, andthe longeudial i linaton called ri, are ually dealt with soprataly ‘This chaer deals with both athwarahipce transverse ‘ability and longitudinal stably 12 Weight and Centr of Grovity. ‘Ths chapter eais with the forse and momen sting na thi Atoat neal water which const primal of gravity forces (weights) and buoytney frees. Therefore, equ {gn are usualy developed using deplacoment weight, Wand component weights, 1a to "English ays tein deplacement, wets and Buoyant fores are thud expressed in te fair nite f Tong tons (or that dispincement, 3, be considered ae mass in metre tons, for hgh where 8 = 79, andindvlual mss nmponents ares. Hence, for eonveniene righting fd hesing, moments may be considrec tn mass Unite "metic tom meters, m, Since amet: ton mass [Shumerialy aoc the same ara long wonof weight ule are ensenUaly the same rogardless of whichits are wed "The eal weight, or dsplacement of ship can be determined from he draft marks and Curves of Form, £5 dcused in Chater I The pion of the cenet St gravity may be ever clelated ae determiged ex perimentiy Both methods are uacd when dealing ithanip The weight and center of gravity of «3p That hasnt yee been land an be established oly bye weght estimate which s'a summation of the ttimated weights and momenta of al the various Heme that make up the ship Weight estimating ‘Afce the ship ls afloat, the weight and center of gravity can be seeurtely established by am inclining EXperinent as described in detail Seton 2 ‘To caulate the poston ofthe ceaterof gravity of any object fe estmed to be vided ita nts batele,the moment of each parle eaetlated by Tulplping ts weight bya datance from a reference Plane te weights and’ morsents of al the parties ‘die, andthe total moment divide by the total ‘Meili. The rebut le the datance of the center of [ranty from the referenee plane, The leat.on of the Enter of gravity of «aystem of weigh, such as 4 hp, may be ealelated by multplng tee weight of ‘ach component by the distance ois enter of gravity ftom reference plane, and dividing the total moment fine components bythe total weight. The loation the center of gravy compel determined when ft datanee fom ack of tree planes hat been ena ied: Inshipcalceatony the three reference planes {fenerally Used te a horizontal plane through the bace fine, for the vertical leston ofthe center af gravity (FCG) averteal ransvere plane ether through amid Stipe or through the forward perpencicla forthe longitudinal! Toeadon (LOG) anda vertical plane Aireagh the centri for the transverse potison FOC cme NC unuiy very nearly inthe centering Sine aod often sesuned to bein hat pane) "13 "Dipicament ond. Cover of Buoyency. I Chazert thas been shown tat tho fore of buoyancy [Stsual othe weight ofthe dnlaced lil, snd tat the resultant of thi foree act vertally upward through a point called the center of buoyancy, Which Is the enter of gravity ofthe duplacd bau Aoplation ofthese princes toa shi or submarine rales poole to evaluate the effet ofthe hydro ate pessre acting onthe hl and appendages by Mering the volume tte hip blow he watering td the cetrad of tha volume. The submerged vol ligule aed the placement, Wor, respectively. 1 lteracton of Weight and Buoyancy. The at de oft Routing objet fe Germinal by the inter cton of the force of weight and buoyaney. It ne Sher force are sein, wl sete unt he force of ttiyancy equals the ght and wil rotate unt two tondions are satifi its a (a) The conters of buoyaney B and gravity Gare in the tame vertea! ne, a in Pi. ay and "oy Any sight rotation from this Soeton, as from Wheto WL sn Fig 10) wl ease Uw equa forees at Weight and buoyancy to generate a roupe tending to Tnove the object back to Boat om Wl (stable equa. rium. or every object, with the exception noted later at Teast one postion mastext for which Use condions resale sigs otherwise the objet would continue {orotate indefinitely There maybe several such por ‘dons, The centr of gravity may be sither above [elw the center of booyane: ‘An exception to the second condtion exists when the object svn body of fevauson with ite eantr of [raytyexachy onthe ane of revolton as arent fi'Figs. a) and 20}. When such an object is rotated to any angle, no moment x produced, since the enter of buoyancy’ i always diesly below the center of trav, Ieillremain at any angle at which is placed Freutral equilibrium) ‘'Submnped object that clear of the bottom can ome to eatin ony one osivon. 1 wil rotate ust the center of gravity in dectly bebw the center of buoyancy. If fe comer of gewvty concen with ts enter of buoyaney, as inthe case ofa solid body of Homogeneous materi the objet would vemain in ny positon in which laced. 1"‘he difereney in the aston of foating snd subs merged object i explined ty the fat that the entar Gf buoyancy ofthe submerged object is fed, while the cover of buoyancy of & oating object wil gen ray shit when the obec trusted TA an example, consider a wateight body having a recnguar eecson with dimensions and contr of fravky as ioetrated Jn Fig-S- Assume that fe wll Etat wah hal Hs volume submerged a in hg. Te an come o rest in elder of two positions, (a) 0”) {a0 ayn In either ofthese poitons, the enters of Uhoyaney and gravity are in the same vertical line ‘Asn asthe body is nine from a) to () oF fom) fo ha moment ie devlopad which tnds to rotate {he body back to ie origi position and the samme ‘uaton woold exist fit were inlined in he opposite ‘deeton, ifthe dm (bn) dimension were reduced, wit the ener of avy stl onthe contrive and 25 cm (L in) below the top, a siuntion would be reached where the center of buoyancy wovld no longer move Tar ‘ou to be tthe right ofthe center of gravity as thebody is ielned from (a) to (0). Then the body could ‘neta ret only i pation "Kean ilstraten f a body t the submenged con Aton assume that he welght of te body shown in Fig ti nereased 0 thatthe body i submerged, as in Fg. 5 In psiins (a) nd the centers af buoy fey and gravity are the same verde He. AD itcaaton from a) ether direeton would produce {noment tending to rotate the body away fom po Sion (eas lustrsted in Fig S10) nein rom {(O would produce s moment tending vo restore the (fay to potion oh Therefore the body can come to reat only in poison (0 7 hp mart designe at ia he w- right pion Te fact permis the defitin of #0 ‘nse of hydrostatic moments, Hlustated a Fig. 6 flows: ‘Aghting moments. A sighting moment exists at any angle of incination where the Toras of weight ‘dnd tuoyancy act to mave the ship toward i upright “Heeling moments. Ahecling moment existe a ny angle of fnclnaton where the force of weight and ‘uoyancy set to move the sip sway from the Upright Pipe coner of buoyancy of a ship or a sufacod su marine moves with eepet to the shi, ab th ship i Incline, ina raner that depend upon the shape of the ship inthe viciny ofthe waterline. The center of Ipuoyaney of submengot submarine, onthe contrary, foes not move with respect tote ship regardless of the inclination or the shape of the ba, since Iti ‘tadonary a the center of gravity of the entre sub tnerged lume, Ths conrtites tn portant ifr Ghee between foating and submerged lips. The foment acting ons surface ship ean change from a Figing poment to heating morsent, or Vee Vora, the ship is inlined, bt th canaot occur on sul tmorged submarine nies there ashi af he ship's Center of gravity Tan be seen from ig 6 that lowering ofthe center of gravity along the ships carter ineresss stab Ay fWhen a righting moment exist, lowering the ce