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CHAPTER 4
HULL OFFSET ENTRY

4.1 OVERVIEW 2
General 2
Input File Descriptions 4
Output File Descriptions 4
Outline of Program Options and Special Features 4
Program Limitations 6
4.2 DISCUSSION OF KEY DATA ITEMS 6
Keel Thickness 6
Straight Lines and Circular Arcs 6
Chines 7
Sheer and Camber Data 7
Hull Plan and Profile Data 7
Appendage Allowance 7
Appendages 7
Appended Compartments 8
Data for Station Interpolation 8
Height Margin for Half Breadths (Barge Shapes only) 8
4.3 DATA SELECTION 10
Rule for Long'l Integration 10
Notes on Station Selection 10
Notes on Offset Point Selection 12
4.4 PROGRAM USAGE (STEP-BY-STEP) 14
Entering a New Hull 14
Enter Sheer/Camber 17
Station Interpolation 20
Global Hull Modifications 20
Displaying the Hull 29
Printing 29
Reading an SHCP, GHS or SFOLDS Hull File 29
4.1 OVERVIEW
General
The hull form is the base for all interpolated compartment definition and any hydrostatic or
righting arm calculations. Careful attention must be paid to station spacing for the hull, and point
selection for each station. The most efficient hull forms accurately define the shape with a
minimum number of stations and a minimum number of points. An efficient hull form facilitates
faster salvage calculations.

The salvage program longitudinally integrates the hull form by parabolic integration. This method
collapses to Simpson's 1-4-1 Rule if a set of three stations are equally spaced. Beginning at the aft
end of the ship and integrating forward, the program applies the rule to stations in groups of three.
The user achieves best results by maintaining fairly consistent spacing within each 3-station
grouping. When the ratio between a pair of intervals exceeds 4:1, the program applies linear
integration (Trapezoidal Rule) to avoid larger errors in integrating.

Discontinuities in the hull form can be modeled using double stations. A double station might
occur at the aft end of a fo'csle deck, with the aft-most station including offsets up to the main
deck only and the forward-most station including offsets up to the fo'csle deck. The stations can
have the same longitudinal location as long as the stations are entered in logical sequence. The
integration rule for the hull starts over at a double station.

Camber/shear can be added to the hull after the hull has been defined. A “deck” or plane is
intersected with the hull offsets, producing sheer and/or camber on the hull form. This option
provides for the revision of the sheer or camber from the originally defined hull form at any point
in the hull generation process.

Once the basic hull form has been defined, the user might have other aspects of the hull to model:
superstructure, bulb, rudder, propeller, shell plating, etc. These additional volumes can be
modeled in one of several ways according to the user's discretion.

Larger additional volumes can be described as appended compartments and added (or
subtracted, as in the case of a bow thruster tunnel) to the hull. Generally such volumes would
include any watertight compartments such as superstructure, forecastle, and skegs. These items
are features of the hull which might not be easily modeled with the hull offsets due to differences
in spacing or discontinuities. For instance, modeling the forecastle and accommodations as
appended compartments would allow the hull to be described at even stations, half stations, and
quarter stations. The even station spacing would provide the most accurate calculation of
hydrostatic properties below the main deck.

If compartments are appended to a hull, the appended compartment file (.CMA) name is included
in the hull (.HUL) file. If, for example, the hull file is loaded for computing hydrostatic tables,
the hull offsets as well as the .CMA file names are retrieved from the .HUL file, and then
appended compartment offsets are retrieved from the specified .CMA files. For this reason, the
.CMA files attached to a specific hull should always reside in the same directory as the hull file.
Otherwise, the program will not be able to retrieve the appended compartment offsets.
Smaller volumes are described as appended volumes. These volumes are approximations,
defined as point volumes with a vertical extent. Examples include rudders, propellers, thruster
tunnels, and sonar domes. Positive volumes are added to the hull, negative volumes are
subtracted.

Appended compartments are considered part of the overall hull, and are included in molded
volume calculations. Appended volumes are treated as appendage allowances. The molded
displacement is adjusted by the appended volumes to determine the total displacement.

The user can also specify an average shell plating thickness based on structural drawings or an
educated guess. The volume added due to this thickness is calculated by multiplying the plating
thickness by the wetted surface of the hull.

If no appendage data is available, the program defaults to an appendage allowance, which is

merely a percentage of the displacement. This allowance should be used only if no other data is
available.

The user can specify a keel thickness for the hull based on available information. This thickness
is used in hydrostatic and righting arm calculations, but only affects the results if the user
specifies keel drafts instead of molded drafts when performing calculations.

The plan and profile views of the hull are used for display purposes within the Hull Offset Entry,
Compartment Input and Salvage Response Programs. The plan and profile offsets are computed
within the program from the extreme points on each station. The user may override these values
by directly entering plan and profile offsets, if more complete views are desired for visual
purposes.

The outboard profile is most useful for entering plan and profile offsets above the main deck to
give the user a familiar ship-shape. If this is done, do not recompute the plan and profile offsets
when saving the file; the offsets entered by hand would be erased.

A Margin Line can be defined by the user or computed from the hull offsets. If it is computed,
the Hull Offset Entry Program takes the deck edge as the Margin Line definition.

The Global Hull Modifications options allow the user to alter the hull form, by shrinking,
stretching or moving stations. Through these options, you user can adjust an existing hull in
numerous ways to meet with your requirements. The length, beam, depth, Cb and LCB can all be
altered.

Standard graphic and tabular options are available to review and enter the hull and appendage
data. Various graphical and tabular printouts are available as well as various plots of the hull and
body plan.
Input File Descriptions
The following files may be read into the Hull Offset Entry Program.

 
    

   
  ! "   !
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  ! "   !
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 %&  ! "  
 # $
!"" ' #  ! "  ' # $
(" ('  ! "  (' $
'" '"! '  
 "  '"! ' $

The primary file for saving hull offsets is the hull offset file (.HUL), which is accessed through
the

option on the main menu bar. The appended compartment (.CMA) files are developed in
the Compartment Entry Program, and are appended to the hull. The appended compartment files
facilitate modeling of discontinuous structure, such as a superstructure or well deck. The .OFF
file option is for convenience in entering a hull which was previously defined in SHCP format.

Output File Descriptions

 
    

   
  ! "   !
 # $

 # $
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 # )
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 '  # )
' *  # )

Outline of Program Options and Special Features

The Hull Entry Program is selected from the


menu option on the Control Program
menu bar. The main horizontal menu bar for the Hull Offset Entry Program is shown in Figure 4-
1.
 Figure 4-1

Each menu item is listed on the next page along with the entries in the associated pop-down
window menu. All the data entry options unique to the Hull Offset Entry Program are described
in the following sections. Refer to Chapter 2, "GENERAL PROGRAM OPERATION" for
information on how to use the menu system as well as the

and

  
sub-menu options.

 
 

File Load Hull Offsets (.HUL)
Save Hull Offsets (.HUL)
Convert Hull Offset File to HECSALV Format Convert SHCP Hull Offset File (.OFF)
Convert GHS Hull Offset File (.GF)
Convert SFOLDS Hull Description File (.SFH)

Gen.Info Name, Date, etc.

Ship Information
Units and Precision

EnterHull Hull Information

Enter Hull Stations
Enter Sheer/Camber
Interpolate Station
Profile and Plan Views
Margin Line
Appendage Volumes
Appended Compartments
Global Hull Modifications Shrink/Stretch Hull
Adjust LCB and Cb
Reposition Stations
Display Plot Hull
Plot Body Plan
Plot AftBody
Plot ForeBody
Plot Profile and Plan

Print Print All Data

Print General Data
Print Offsets
Hull Plot to Printer
Body Plan to Printer
Plan and Profile to Printer
Exit

Each pop-down window menu item has various additional menu options and data entry screens
associated with it. These selections are discussed in the following sections.

The program keeps track of the data which has been entered and adjusts the availability of the
menu options accordingly. For example, the revise, insert and delete options for hull data are not
available until at least one station has been entered.
Program Limitations
The amount of data which may be entered is limited by the dimensions of the data storage arrays.
The dimensions of the data storage arrays may be changed by editing the SIZE.DAT file. Refer to
Appendix D for more information on this topic.

4.2 DISCUSSION OF KEY DATA ITEMS

Definitions of the key data items utilized when describing the hull form are presented below. It is
also important to review the notes on data selection contained in the following section.

The LBP is the Length Between Perpendiculars. The BEAM should represent the molded breadth
and is usually taken as the maximum molded breadth at amidships. The DEPTH should also
represent the molded dimension, normally at the deck edge amidships.

The LBP, BEAM, and DEPTH are required entries and are used throughout the HULL
OFFSET ENTRY program. They must be entered before any other ship data.

Regardless of the longitudinal reference (AP, FP, or amidships) used when entering data, all
station locations are saved within the program and on the data files referenced to amidships. If
the LBP is revised after stations are entered, the distance from amidships for each station will
remain unchanged while the distance from the AP and FP will be altered. This may not produce
the desired station locations. Therefore, it is important that the LBP be correctly entered before
entering any offsets. If modifications to the vessel's length are to be made after the offsets are
entered, these should be done under the Shrink/Stretch menu option.

Keel Thickness
The keel thickness is used to adjust molded drafts to keel drafts in the Hydrostatic Program. It is
an optional input. If a keel thickness is not entered, the calculations will be based on molded
drafts.

Straight Lines and Circular Arcs

Each section is described by a series of offsets defined by a height above baseline and a half-
breadth from centerline (+ stbd / - port). The program connects these points with straight lines or
circular arcs to complete the section shape and develop data for the section integration.

This method is used in place of parabolic shapes because lines and circles are easier to visualize.
Easy visualization facilitates the selection of points and speeds up data entry and verification.

When entering offset data for a circular arc the program checks the radius of the arc determined
by the 3 points. If the radius is greater than 10 meters and less than 100 meters, the radius is
noted on the screen for reference purposes. If the radius is greater than 100 meters then a warning
is given. Input continues but a plot of the section is not allowed. You should re-evaluate the arc
because for such large radii, improved accuracy is achieved by substituting straight line segments
for the circular arc.
Chines
Because the program assumes straight lines connect points (unless arcs are specified), chines or
knuckles on individual stations are easily represented by simple offsets. However, for
interpolating new stations, several adjacent stations are involved. The location of continuous
chines or knuckles on these stations must be recorded.

Note: Chine identification as described here is necessary only when station interpolation or
compartment entry by bulkhead definition is required.

Chines or knuckles as used by this program include the first and last offset on a station, the deck
edge at side, and any other point representing a sharp change in section shape. Any chine or
knuckle which extends over 2 or more stations should be identified (with the same chine number).
Up to ten chines can be defined on a hull (from 0 to 9).

Sheer and Camber Data

This data defines the sheer and/or camber of the main deck. This definition is a surface that is
intersected with the hull form, providing the hull form with a new deck. Chines are also used in
deck definition. Up to nine chines per side (nine port and nine stbd) can be defined on a hull.

Hull Plan and Profile Data

This data describes the hull plan and profile and is used for graphical displays and calculating the
actual waterline length at a given draft. The profile data is not used in the longitudinal integration
of hull volume.

Appendage Allowance
The Appendage Allowance is a percentage of the total hull displacement. It can be added to the
molded displacement to account for the volume of the shell plating and appendages when no
specific appendage data is available. A percent of the molded displacement can be entered and an
average shell thickness can be entered. In the latter case, the average shell thickness is multiplied
by the wetted surface area to get the shell volume.

The Appendage Allowance is applied at the center of buoyancy of the molded hull. It does not
alter the other hydrostatic characteristics.

Entering appendages such as rudders and propellers directly (see below) provides a more accurate
model than a simple appendage allowance.

Appendages
Up to 10 additional appendage volumes may be specified and added to the hull volume and center
of buoyancy. These are normally used for rudder or propeller appendages. The volume of the
appendage, its longitudinal, vertical, and transverse centers and its vertical extent are entered.
The vertical extent is evenly distributed about the vertical center of buoyancy.
The appendage volumes affect only total displacement and center of buoyancy. Only the amount
of appendage actually submerged at a given draft is included.

Appended Compartments
Appendages and hull deductions may also be defined by entering the offsets for a compartment
using the Compartment Entry Program, and then appending that compartment to the hull.
Appended compartments can be added to or subtracted from the hull. These compartments remain
as separate entities, but they are included with all hull calculations. Appended compartments are
included in molded volume calculations.

Data for Station Interpolation

When performing station interpolation between existing stations, the program uses a straight line
or parabolic longitudinal interpolation between iso-girth points on adjacent stations. The iso-girth
points are taken between chines. The following data values are important for controlling this
interpolation.

The nominal spacing of girth points along the station girth defines the number of points used to
create the new station. The smaller the spacing, the larger the number of points used resulting in
greater fairness. However, more points slows down the interpolation calculation. The default
spacing is 0.5m.

The tolerance for reducing the number of interpolated offsets is used to reduce extraneous
points along the new station which lie on a straight line. That is, if one of the new iso-girth points
lies a distance less than or equal to "tolerance" from a straight line connecting the surrounding
points it is deleted. The default tolerance is 0.01m.

Height Margin for Half Breadths (Barge Shapes only)

An additional data entry is available under
  

   
for handling barge
like hull shapes with very full waterplanes and little or no deadrise. This entry, labeled "Height
Margin", is used to improve the calculation of waterplane characteristics. The default setting is
0.0 for normal ship shapes.
 Figure 4-2

If the hull form in question has waterplanes that are squared off sharply at the bow and/or stern,
standard integration techniques (refer to the discussion about the rule for long'l integration in the
next section) underestimate the available area by carrying the half breadth to zero at the extreme
station.

The waterplane area is underestimated because the longitudinal integration connects the half
breadths with a straight line or a parabola. In either case, a portion of the waterplane critical to
LCF and MT1 calculations is ignored (see Figure 4-2). For normal ship type hulls with deadrise
the waterplane actually follows a straight line or parabola quite well, and the ignored area is
insignificant.
The Height Margin for Half Breadths is used to artificially create a non-zero half breadth at the
inserted station to account for this square-ended waterplane. When a Height Margin is specified,
the half breadths used for calculation of waterplane characteristics are determined as follows:

1. for stations which intersect the waterline a distance above their minimum offset
greater than the Height Margin, the half breadth is taken as the actual breadth at the
waterline,

2. for stations which intersect the waterline a distance above their minimum offset less
than the Height Margin, the half breadth is taken at a height above the minimum
offset equal to the Height Margin,

3. for the inserted station, the half breadth is interpolated from the half breadths
calculated at a height above the minimum offset equal to the Height Margin for the
stations just forward and aft.

4.3 DATA SELECTION

A sample hull form is used to illustrate the important principles of hull form definition. The
sample is a fictitious tanker form as shown in Figure 4-3. With this example in mind, review the
following notes on longitudinal integration and station selection.

Rule for Long'l Integration

Simpson's Rule as used in this program works on successive 3-station groups in a pattern similar
to the 1-4-1 application of the technique. Integration begins at Station 1 (the aft-most station) and
proceeds forward.

The station spacing in each group need not be uniform, but if the spacing of the first and second
stations differs from the spacing of the second and third stations by more than a factor of 4, then
the Trapezoidal Rule is applied between the first two stations. The sequence of 3 station groups is
then restarted with the station at the end of the trapezoidal integration.

Integration continues through 3-station groups until 1) a double station is reached, 2) the last ship
station is reached, or 3) less than 3 stations remain before a double station or the last ship station.

At a double station (2 stations with the same longitudinal location) the 1-4-1 sequence is
automatically restarted with the second station. Double stations are used at points in the hull
where there is a sharp change in section area because of a step in the hull or superstructure. In
case 3) above, the Trapezoidal rule is applied up to the double station or to the last ship station.

Notes on Station Selection

Based on the above discussion of how the longitudinal integration is performed, the following
guidelines should be followed.
1. Stations may be entered in either aft-to-forward or forward-to-aft order. The aft-to-
forward sequence is assumed unless the other option is selected on the
 


 
entry screen. However, in either case, HECSALV assigns the

integration rule beginning at the aft-most station.

2. Group stations in sets of 3 using Simpson's 1-4-1 Rule as a guide. Each set should be
equally or nearly equally spaced but different sets need not have similar spacing.

3. Use closely spaced stations throughout sections of complex ship shape.

Figure 4-3

4. Use a double station (same longitudinal location) at a discontinuity to indicate an

abrupt change in area or configuration. This double station should be placed at the
end of a 1-4-1 set. Alternatively, handle discontinuities by appending separately
defined compartments to the hull definition.

5. Include closely spaced stations at the extreme bow and stern.

6. Be sure to include applicable watertight deck structures if Damage Stability is going

to be calculated (deck house, Fo'csle, hatch coamings, ...).
Many times, station selection is limited by available data. Nevertheless, the user should follow
the above guidelines as closely as possible.

Notes on Offset Point Selection

Once the stations have been selected, you should take the time to mark down on a body plan plot
your choice of offset points. By working with a plot, the assignment of lines, circular arcs, and
chines can be done quickly and accurately. You can then tabulate the height and half-breadth
dimensions for keyboard entry or go directly to digitizer entry.

Figure 4-4

Two typical ship stations are shown in Figure 4-4. They illustrate the way in which offset points
should be chosen. The following notes highlight the main points to remember when making offset
selections.

1. Enter offset points in a counter clockwise direction. We recommend starting at the

lowest point on or closest to the centerline.

2. To define a circular arc containing three adjacent points (not necessarily evenly
spaced), place an asterisk (*) after the half-breadth of the middle point.
 3. To define chines which extend across 2 or more stations, place the letter "C" and a
chine number (from 0 to 9) after the half-breadth. Chine numbers on a given station
need not be in ascending order. However, continuous chines must be identified by the
same number on each station they intersect. Chines on symmetric stations are given
the same number on both sides.

4. Minimize the number of points while still maintaining an accurate representation of

the section shape.

5. For sections which are symmetric about the centerline, only the starboard side need be
entered. The data for the half-section should begin and end on centerline: the
program will complete the input.

6. Asymmetric sections need not start on or even cross the centerline, but they must start
and end on the same point and be closed sections.

7. The program accepts any station shape including tunnel hulls and multi-hulls.

To summarize:
- Offsets must be entered in a counterclockwise direction.
- Offsets for stations designated as symmetrical must begin and end on centerline.
- Offsets designated as asymmetrical must begin and end on the same point.
- Continuous chines must be identified by the same number on each station they intersect
4.4 PROGRAM USAGE
The input of hull data is quick and easy but you should not proceed hastily. The accuracy of your
hull model and the resulting calculations as well as the speed of computation depend on your
choice of stations and offsets. In addition, the peripheral specifications for longitudinal reference
units, keel thickness (for keel or molded drafts), etc. affect the clarity of your results and their
compatibility with other aspects of the job at hand.

All components of the hull description should be thought through before beginning data entry. In
addition, we recommend that all calculations for appendage data be well documented and kept
with the hull description.

Entering a New Hull

Go to the

  
menu option. In the
   
entry screen, enter the LBP, Beam
and Depth -- hull offsets cannot be entered until these items are supplied. In the
   
 
entry screen, set switches for units of measure, longitudinal reference point, and order

of longitudinal data entry. The
  
entry screen is optional; the fields are self
explanatory and the information follows the guidelines described earlier.

Enter and revise hull offsets in the
  
menu option. To enter offsets, open the
 

  
entry screen shown in Figure 4-5.

Figure 4-5

As stated previously, the hull model is composed of transverse stations. Each row in this data
screen refers to a transverse station and its offsets. The column headings have the following
meanings:
STA. NO. Stations are numbered consecutively from the first (station #1) to the
last. Stations must be in order longitudinally. The default order is
from aft forward.
LONG'L 20 STA. With the default order of stations from aft forward, this number is the
fractional distance of the station from the AP divided by LBP and
multiplied by 20. If stations are entered from forward to aft, it is
measured from the FP.
LOCATION Distance from the longitudinal reference point.
INTERVAL Distance from the preceding station.
INTG. RULE The default method for longitudinal integration is Simpson's Rule.
The (SR) flag shows unless Trapezoidal (Trap.) integration has been
selected or if there is too large a difference in the station spacing
within a Simpson's Rule triplet.
OFFSETS A flag indicating whether offsets have been entered.
Note that the plot of the hull, on right, will not be available until the profile has been defined.
This can be done by manually by selecting
   

     
, or
automatically when the file is saved.

The following is a standard procedure for entering hull offsets (Hull offset entry and revision are
accomplished on the display shown in Figure 4-6.):

1. Enter station locations in either the second, LONG'L 20 STA., or third, LONG'L
20 STA., columns. These stations are simple multiples of each other, as stated
above.

2. Use the fourth and fifth columns, INTERVAL and INTG.RULE, to insure that the
correct station spacing has been used for each SR triplet. Refer to the notes (Section
4.3) on proper station spacing. Use the cursor to move between stations. Note that
each station is also highlighted on the profile view of the vessel.

3. With the cursor, move to the desired station. Press the [F4] function key to switch to
the Hull Offset entry screen shown below:
 Figure 4-6

4. The current station number, its longitudinal location and symmetry indicator are
displayed in the upper left corner of the screen. The location and symmetry can be
revised at any time. When specifying symmetry, it is important to keep the following
points in mind:

Only input the starboard half of a symmetric section. The program

automatically creates the port side offsets when plotting or performing
calculations.

Change the symmetry specification any time if the offsets are currently
symmetric. If however, asymmetric points exist, the specification must remain
"no" for symmetry.

Do NOT enter port side offsets for a symmetric station.

5. These keys have the following functions on this screen:

[F3] Toggles to the graphical offset entry screen

[F4] Copies the previous hull station to this location. This function is
useful for defining parallel midbody.
[F5] Inserts a new data line above the current line.
[F6] Deletes the current line.
[F7] Creates a full screen plot of offset points.
[F8] Initialize Digitizer (Digitizer must be installed - refer to Appendix
F)
 [F9] Mirrors station offsets about the centerline. This function is useful
for creating asymmetrical stations.

Offsets can be entered and revised by using the keyboard cursor controls and the options listed for
a digitizer. When entering heights and half-breadths from the keyboard, the following typing
conveniences are available.

1. Offsets in British units can be entered in decimal feet or in feet-inches-eighths format.

For example 24.77 and 24-9-2 are equivalent. Similarly, 0.5 is equivalent to 0-6.

2. Anytime a half-breadth is entered, an arc or chine can be specified by entering an

asterisk (*) or a chine identifier (e.g. "C1") immediately following the half-breadth
value.

Naturally, heights, half-breadths and arcs/chines can also be entered or modified individually by
placing the cursor over the desired value and typing a new entry. (Note: to remove arcs or chines
type "D").

During offset entry, you may display a small plot of the station on the screen by using the [F3]
key. This reduces the number of offsets visible, but provides an immediate view of the section.

When all the offsets for a particular section have been entered, select the plotting option (use the
[F7] key) and inspect the graphical display of the section. If the section is not correct or
sufficiently fair, return to the entry display and make the necessary changes. Once the section is
complete, continue with another section or return to the Main Menu.

You must store the hull data file before leaving the Hull Offset Entry Program. Failure to do this
will result in the loss of all the hull offset data you have entered.

Enter Sheer/Camber
Sheer and camber of the deck can be defined simply by entering the correct offsets for each station
in every Hull Stations entry screen. This method requires changing all the stations if an error is
found in the deck definition. Alternately, the
   
function can be used to
define the deck "surface", and new hull offsets can be calculated that intersect that surface. To
create a new deck surface, go to the
   
screen shown in Figure 4-7.
 Figure 4-7

This screen is very similar to the Hull Stations screen -- every row of data maps to a section in the
deck surface exactly as in the hull. To start, define the deck surface with a set of transverse
stations. The program marches through these stations, calculating new hull and deck offsets. This
is the procedure for defining a deck surface and generating new hull offsets from it:

1. In the
   
window, enter the longitudinal positions of the deck
stations. The domain of the hull stations longitudinal locations must be included in
domain of the deck stations longitudinal locations.

2. Use the cursor to move to the desired station, and press the [F4] function key to
move to the Deck Offset Entry window. The Deck Offset Entry window is shown in
Figure 4-8. The configuration of this window and the operations are identical with
the Hull Offset Entry window except that the entire deck station must be entered: the
symmetry flag is fixed at "2", and the [F9] mirror station key is not available.
Deck offsets cannot be entered with a digitizer.
 Figure 4-8

3. Enter deck offsets from port to starboard. The half breadths of port offsets must be
preceded by a "-" minus sign, or have a [P] appended to them.

4. During offset entry, use the [F3] key to toggle to the graphics display of this
screen, which has a small plot of the station. The location of continuous chines or
knuckles (except the endpoints) on deck stations must be identified with "D"
followed by an integer, e.g., "D2", in the Arc Chine field, for accurate interpolation
between input stations. This was explained previously in the notes on Chines
(Section 4-3), with the exception that for deck chines, D0 should not be used. Chine
descriptors should be the same on symmetrical deck chine points as shown in Figure
4-8. The program tests for symmetry of deck chines when calculating hull offsets --
if symmetrical chines do not have the same descriptor, the resulting hull offsets will
be asymmetrical. The user can delete a deck chine the same way as deleting a hull
chine, by typing a [D] in the on the appropriate row in the “ARC/CHINE” column.

5. Once the section is complete, use the [Tab] and [Shift]+[Tab] keys to move to
the next or previous station, or [ESC] to the Enter Sheer/Camber Sections
Locations screen.

6. Return to the hull offsets, if necessary, to edit the chine identifier of the deck edge.
The best practice is to identify the deck edge with a "D0" identifier before using the
Sheer/Camber function because of the way it operates on the hull offsets.

If the deck surface is defined below the existing deck edge, a new deck edge
will be created at that intersection regardless of the descriptor in the Arc/Chine
field. The station will be truncated and "D0" will be written in the Arc/Chine
field at the intersection.

If the deck surface is defined above the existing deck edge, the station will only
be extended and a new deck edge created if "D0" is in the Arc/Chine field of
the station. The hull station will be extended up to the deck with the slope of
the line segment immediately before "D0". If the deck and the projection from
"D0" do not intersect, the deck will be projected horizontally out from the most
outboard point until they do intersect.

7. Before generating the new main deck, save this hull file. This way, if the sheer or
camber is incorrect, you can return to this file and regenerate the deck.

8. Press [F3] to generate new hull offsets using the deck surface. At each hull station,
the program linearly interpolates between bracketing deck stations for the new deck
offsets and finds the hull/deck intersection as indicated in the notes above. After the
calculations are finished, look at the hull to see if the operation has been done
successfully on all stations.

Station Interpolation
An option to develop offsets by interpolating between existing stations is available. Straight line
interpolation between 2 stations or parabolic interpolation between 3 stations is performed
depending on the stations available and their relative spacing. This interpolation relies on the
correct placement of "Chines" as described below.

Note, caution should be exercised when interpolating with only a limited number of stations or in
way of stations which exhibit a significant amount of shape in the longitudinal direction (such as
at the extreme bow and stern). The parabolic interpolation can lead to erroneous offsets at these
locations. The plots of sections should be carefully examined to verify that the new station is
consistent with the hull form.

The station interpolation option is available from the
  
main menu bar option.
Naturally, this option is only useful if some offsets have already been defined. If this option is
chosen, the location of the new station must be entered, as well as the nominal spacing of girth
points and tolerance for reducing the number of interpolated offsets.

For
     
entry, note that these can be computed from the hull offsets using
[F3] and [F4] functions. If these offsets have not been manually modified from this screen,
they will be automatically computed when the .HUL file is saved. The plan and profile offsets can
be refined by manual entry of points if desired.

Appendage entry is facilitated by two options on the
  
menu. The
 
 

entry screen is used for appendage allowance, average shell thickness, and simple appendage
volumes. The
    
screen is used to select compartments which should be
added to / subtracted from the hull description. Note: Appended compartments must be entered in
the Compartment Entry Program and saved as .CMA files before appending the compartment in
the Hull Offset Entry Program.
Global Hull Modifications
The Hull Input program has the ability to make changes in the hull model, including associated
compartments and bulkheads, as a whole. Upon selecting
  


 
 
, the popdown menu in Figure 4-9 is displayed.

Figure 4-9

Shrink/Stretch Hull
The shrink/stretch option allows the user to quickly change the proportions of the hull in any of
the three dimensions. Selecting this option brings up a wire frame, isometric representation of
each station in the currently loaded .HUL file, in a box on the right side of the screen (see Figure
4-10). The left side of the screen displays the default characteristics for length, beam, and depth.

Figure 4-10
If any changes are made to the hull, the old hull will be lost. All data should be saved before
shrinking or stretching the hull.

Length change:
a) Proportional - The interval between stations is changed in proportion to the total
change in length. Enter the change in LBP or the new LBP. To shrink a hull by
changing the LBP, enter a negative number.

b) Midbody addition - When the user selects midbody addition, a new data entry line
appears below the new LBP. The default midships station is displayed, showing the
station number followed by the unit length with respect to the longitudinal reference
point. The length entered for the change in LBP is inserted as the midbody section at
the selected station and location. The insertion location for the midbody section can
be modified in two ways:

1. Direct entry of the desired location in the "at Station" data entry boxes.

2. Graphic selection. Pressing the [F7] passes the cursor to the graphic box on
the right. Move the cursor to the desired location with the up and down arrow
keys. The station number and location of the cursor is displayed below the
graphic screen. Press [Enter] when the cursor is at the desired location; the
station and location in the "at Station" data entry box will be updated to agree
with the station as selected and the cursor will return to the data entry box.

c) Section Deletion - This option removes a section of hull between existing stations.
Two new data entry lines appear so that the user may specify the stations at the ends
of the section deletion. The user may also enter these stations graphically as
described above. When the boundaries are correct, the section may be deleted by
pressing [F3].

Beam change:
The user may proportionally change the beam by entering a change in beam (enter a
negative sign for a reduction in beam) or a new beam. All data items displayed are for the
greatest molded breadth. The data entry items displayed are the default .HUL file data.

The data entry items include:

1. Change in B - Enter the unit length of change to the beam. Precede reductions
with a minus sign. The beam is automatically updated for all changes in depth
entered.

2. Depth - The desired beam may be entered instead of the change in beam. The
change in beam is automatically updated and the proper sign displayed.
 3. Start at HB - The user may also select a default starting point for the beam
change off the centerline of the ship. This option changes the beam of all of the
offsets outboard (port and stbd) of this point.

Depth Change:
Depth changes are proportional. The change is applied at the starting point specified and
is upward, away from the baseline. All data items are for the greatest molded depth. The
data entry items displayed are the default .HUL file data. The data entry items include:

1. Change in D - Enter the unit length of change to the depth. Precede reductions
with a minus sign. The depth is automatically updated for all changes in depth
entered.

2. Depth - The desired depth may be entered instead of the change in depth. The
change in depth is automatically updated and the proper sign displayed.

3. Start at HT - The user may also select a default starting point for the depth
change above the baseline of the ship. This option changes the depth of all of
the offsets above this point.

Any combination of the three dimensions can be changed simultaneously. The three operations
described above are independent and may be superposed on each other.

This program can also stretch or shrink the objects associated with the hull: the deck,
compartments and bulkheads. By pressing the [F8] key, the user can select the components to
shrink and stretch. Note the following about this option:

1. If a deck surface is defined, it is always modified along with the hull if “Hull
Sheer/Camber Description” is selected.

2. If “Compartments and Appended Compartments” is selected, all the compartments in

the same path as the loaded hull file will be modified in the selected manner, except

Compartments that touch a deleted segment are not changed, even if the
compartment is entirely within the boundaries of the deleted volume.

Compartments that touch a midbody addition are unchanged in size but are
shifted aft by half of the added length.

3. Modifying “Compartments and Appended Compartments” does not use a .CML file
compartment list. All the compartments in the directory will be affected. After the
operation is completed, a new .CML compartment list will be created., The default
name for the .CML file supplied by the program is the vessel’s name.

Note: Once the selections are modified, the new dimensions are written to the existing
hull, compartment and bulkhead files. Those files are now changed. Make sure that
copies of the original files exist in another directory.
Adjust LCB and Cb
With the
    

option, the user can vary these two hull volume characteristics
without changing fundamental vessel dimensions. Selecting this option brings up a screen shown
in Figure 4-11. An isometric view of the current hull is shown in a box on the right side of the
screen. The left side of the screen displays the reference draft, the calculated value of the LCB
and Cb at that draft, and the parameters that are to be held constant when the new values are
calculated.

Figure 4-11

When the window is first opened, the hydrostatic properties at the molded reference draft are
calculated; appended compartments and volumes are included in the calculations. The default
reference draft is the vessel's depth and can be changed to any desired draft. Computed values for
LCB and Cb at the reference draft are displayed; if it is changed, the LCB and Cb are recalculated.
In order to change LCB or Cb the offsets of the base hull must be deformed in a smooth and
systematic way.

In developing the algorithm, it was assumed that the vessel has a “normal” ship shape -- fat in the
middle and thin at the ends with the volume varying smoothly over the length. Therefore,
alterations to a barge’s LCB or C b have a limited effect, as is explained below. Changes to station
spacing are made in proportion to a sine curve having values of zero at the ends and one
amidships. Similarly, the offsets of the transverse stations are assumed to vary continuously and
smoothly. Changes to the offsets are also made in proportion to their relative position on a sine
curve. These methods are explained here:

Adjust LCB:
The LCB is the longitudinal centroid of the volume of the hull at a given draft. In this
program, when the LCB alone is changed, no change is made to the shape of the transverse
 stations -- the stations are simply moved to different positions along the vessel's length.
The vessel's beam and draft do not change. Therefore, to shift the LCB forward of the
base position without changing the shape of individual stations, the stations must be
shifted forward. To move the centroid aft, the stations must be shifted aft.

The volume is assumed to vary over the length of the vessel like a sine curve. The bow is
0 and stern is at . An initial step size that is a fraction of the length is calculated and
stations are advanced relative to their position on the sine curve times the step size. With
a given set of parameters, there is only one solution; the stations are moved progressively
until the solution is bracketed. Then the program iterates with successively smaller steps
until it converges on the solution. Note the following about changes to the LCB:

1. If the LBP is held constant, then 0 and  are placed at the FP and AP respectively.
The stations beyond the perpendiculars have a negative sine and are shifted opposite
to the direction of the shift of the stations between perpendiculars. So, for example,
with the LCB moved forward and the LBP held constant, the bow will be shortened
and the stern lengthened. This would be important for vessels with long overhangs.

2. If the LOA is held constant, then 0 and  are placed at the most forward and most aft
stations. All stations will be moved relative to their position on the sine curve.
Consequently, the hull intersections with the design waterline will change.

3. If the LBP and LOA are both held constant, then 0 and  are placed at the
perpendiculars and the stations outside of the perpendiculars are not moved from their
position on the base hull.

4. Only a certain range of LCBs are possible. The limiting case is for all the stations
except one to be compacted at one end or the other. If a new LBP is outside the
possible solutions, an error message is displayed.

5. If Cb is not constrained during this operation, it will change as LCB is changed.

Change in volume is proportional to change in Cb, although there is no clear
functional relation between the LCB and Cb.

Adjust Cb:
The block coefficient, Cb (= /(L*B*T)), is a descriptor of hull form. Displacement of a
vessel changes in proportion to change in Cb when length, beam and draft are held
constant. With these dimensions constant, the C b can be changed only by pushing stations
and station offsets outward from the center (increasing displacement) or pulling them in
(decreasing displacement). In essence, there are two different methods for changing the C b
in this program. The first changes the spacing of the transverse stations, effectively
growing or shrinking the length of the midbody, without changing the station offsets. The
second method changes the shape of the transverse stations only without affecting their
spacing.

Note: Block coefficient calculations uses the values Beam and Depth supplied by the user
in the "Ship Information" screen. Incorrect values in these fields can cause incorrect
results.
 For the first method, the volume is assumed to vary over the length of the vessel like a sine
curve as it did for changes to the LCB, and stations are moved in proportion to their
position on the curve. (In the calculation screen, Figure 4-11, this is constraint #1,
"Distort along Longitudinal Axis".) However, instead of the station shifting occurring in
one direction only, stations are shifted either towards or away from amidships. If the Cb is
to be increased, stations are pushed forward and aft from amidships -- the midbody is
extended and the station spacings at the ends are compressed. If the C b is decreased, the
midbody is shrunk and the station spacings at the ends are increased. The obvious limit to
increasing the C b by this process is when the forward and after stations are crowded at
their respective ends and the midbody extends over the length of the vessel (the C b cannot
exceed the midship area coefficient).

The second method changes the Cb by distorting the shape of each transverse station without
moving it along the length of the vessel. This method uses any one of the last three constraints
shown on Figure 4-11: #2) "Distort along Transverse Axis", #3) "Distort along Vertical Axis",
and #4) "Distort along Bilge Diagonal". These constraints are described below:

1. With the Distort along Transverse Axis constraint, the half breadths of offset points
are moved horizontally away from (to increase Cb) the centerline or towards it (to
decrease Cb). The heights of offsets are not affected. Half breadths are changed in
proportion to the sin((half breath/half beam)*). Consequently, half breadths near the
centerline or near the maximum beam are moved the least and half breadths near B/4
are moved the most. After each move, a logical test is performed to ensure that no
point is moved beyond B/2, which would mean either a negative half breadth or a half
breadth greater than the half beam.. Offsets will not move beyond these bounding
lines (centerline and beam). An initial step size is calculated based on the beam of
the vessel, which is reduced once the solution is bracketed.

2. The Distort along Vertical Axis constraint is identical to the previous except that
only the offset heights are changed -- half breadths are not affected. Only those
offsets that are below the “Reference Draft” are altered. The heights are changed in
proportion to the sin((height/ref draft)* ). The station is stretched or shrunk
vertically to increase or decrease the Cb. Offsets heights are not allowed to extend
above deck edge or below the baseline. Heights of deck offsets higher than the depth
(as stated in the Ship Information), remain unchanged.

3. The Distort along Bilge Diagonal constraint is a superposition of the preceding two.
Offset half breadths and heights are simultaneously changed as described above. The
net effect of this is that offsets are pushed diagonally away from the center for an
increase in Cb and pulled diagonally towards it for a decrease. As with constraints #2
and #3, points are not allowed to move below or above the depth, outside the half
beam, or to have a negative offset. For a vessel with the depth equal to the half beam,
the net effect of the change is to move offsets along lines that are 45 º from the
centerline -- a bilge diagonal.

Regardless of the constraints used with the second method, the result is the same in that the
individual stations are distorted. The program works by calculating a step size, applying it to
all the offsets in proportion to its position on the station, calculating a new C b, and iterating for
the solution. There are the additional constraints on offsets displacements: offsets cannot be
 moved beyond the half beam or the reference draft, and offsets cannot have negative values.
[So although the distortion calculations are the same for all stations, the result is (in the case of
an increased Cb) that most changes occur at the ends of the vessel because they can occur there
-- offsets can normally be moved a greater distance. For this reason, changes to barges are
limited, because barges do not have the same available offsets distances to be modified.

If the Cb of a hull is increased by a large amount in one step using a single one of these
constraints, the hull shape can be substantially distorted. For best results, change to the new
value incrementally, distorting along all three axes.

Adjust both LCB and Cb:

For normal ship shapes there is no clear functional relationship between the LCB and the
Cb; however, a change in one usually results in a change to the other. In this program, the
LCB and Cb can be changed simultaneously; however, this is computationally much more
intensive than doing the two distortions independently. If the LCB and Cb are both
changed with a given set of constraints, there may be one, many, or no solutions. This
program assumes that there is a continuous field of solutions and uses standard numerical
techniques (the Newton\Raphson method) to find one. When solving for either LCB or Cb
alone, the program can quickly calculate if there is a physically possible solution -- when
solving for both at once, it must iterate. If the maximum number of twenty iterations is
reached without converging on a solution, the base hull remains unchanged. The user will
get the best results if he considers the following when making simultaneous changes to the
LCB and Cb:

1. Both parameters must have some constraint. If only one parameter is constrained,
then only it will be changed.

2. For a large change in LCB or Cb, approach the desired values incrementally. It is
possible for the program to converge on a part of the solution field that has no
solution or a physically impossible one.

3. Carefully check the resulting hull form for correct appearance. It is possible using
this method to get results that are physically impossible.
Reposition Stations

Figure 4-12

The
  
screen is shown in Figure 4-12. It is nearly identical to the
 

  
screen and, in fact, duplicates all the functions on it. The user can delete, add,

interpolate, or change the longitudinal location of stations. When satisfied that the changes are
correct, [F8] accepts them and alters the hull (the changes are in memory until the .HUL file is
saved), and [ESC] cancels the changes and exits. However, pressing [F8] is not required if a
station is added and interpolated; the hull is automatically altered. This screen is useful and faster
if changes are to be made to many stations. For example, in both screens, the [F6] key is used to
delete a station; but in
    
, the user is prompted for every deletion and a
number of calculations are performed every time the key is pressed. In this screen, a number of
stations can be deleted at once, and the calculations and changes to the hull file occur only at the
end.

A powerful feature is the Interp. to HEC locations function, invoked with the [F10] key. Using
the offsets of the current stations, the program interpolates for offsets of all new stations to a
standard set described below. The old stations and offsets are overwritten. This is very useful if
using the
    
or the
    
options has caused incorrect station
spacing. Keep the following points in mind when using this function:

1. Thirty three stations are interpolated between perpendiculars. The program divides
the LBP into twenty evenly spaced segments. New stations are interpolated at every
evenly spaced segment and at fractional spacing at the bow and stern.

2. Existing stations forward of the FP or aft of the AP are not affected. Longitudinal
integration of the hull stations is affected by station spacing aft of the AP.
 3. The program calculates new stations using linear interpolation between existing,
adjacent stations. The old stations are discarded.

The usefulness of the
  
screen can be seen best through example. Consider
the case of a hull which has had the LCB moved aft by 10%:

1. Load a base hull model. In the
    
screen, move the LCB aft 10%
of its present position. Select constraint #2, "LOA Constant". Do not constrain the
Cb. Press [F3] to proceed with hull modifications.

2. Enter the
  
screen. Look at the profile view of the vessel -- the
stations have been compressed aft. There are superfluous stations aft. For the best
results generally in this program, stations should be properly spaced. (Refer to the
notes in Section 4.3 on proper station spacing.).

3. Since LBP was not held constant during the hull modification, there may no longer
be a station at the AP. If so, use the [F5] key to insert a station at the AP. Press
[F3] to interpolate at new station at that longitudinal location.

4. Interpolate new stations between station #1 and the AP if necessary for proper,
"Simpson's Rule" integration. Since integration always proceeds from aft forward,
it's best if a "Simpson's Rule" triplet ends on the AP. Delete superfluous stations.
Press [F8] to accept the deletions.

5. Press [F10] to interpolate for a new set of stations between the perpendiculars.

Check the transformed hull for correct appearance and station spacing.

Displaying the Hull

From the

option on the main menu bar display a plot of various body plan views or a
perspective view of the hull. This is useful for checking the completeness and fairness of the
stations you have input. If anything is less than satisfactory, make the necessary modifications.
The
 
option allows selection of views, and includes options to plot chines, waterlines,
and buttocks.

Printing
Selecting the
  
option on the main menu bar allows the user to print hull offsets, general
information and graphic plots of different projections of the hull. The appropriate printer must
first be indicated in the

menu of the control program.

Reading an SHCP, GHS or SFOLDS Hull File

Offset data developed and formatted for use with the Ship's Hull Characteristics Program (SHCP),
General HydroStatics (GHS), or SFOLDS can be read directly from a disk file and used with these
programs. Details of the offset file format required are given in the Appendix E, "IMPORTING
OTHER FILE FORMATS".
An item on the

main menu bar provides access to this option. When the file read is
complete, control returns to the main menu bar.

Data recovered from any other offset file should be subjected to the same close scrutiny used for
new data entry. That is, station spacing and offset selection should conform with the guidelines
described earlier. Appendage, thruster, and other general data must be entered as well.

If you choose to have the program insert circular arcs to mimic the parabolic curve fitting used by
SHCP, these should be checked by plotting the stations and body plan. If station interpolation or
compartment entry by bulkhead definition is desired, then chines must be entered.