Professional Documents
Culture Documents
HE
& DESIGN
RITISH
'UPBUILDING
The
British Shipbuilding.
By A.
L.
AYRE,
Illustrated
by 85 Diagrams.
CO.,
LTD.,
D.
WAKRKN
ST.,
NEW YORK
A 7.
gin eer
Library
CONTENTS.
CHAPTER
I.
Dimensions
of Length,
CHAPTER
II.
Displacement Defined.
CHAPTER
III.
CHAPTER
IV.
Initial
Statical
Conditions.
CHAPTER
Metacentric Stability.
V.
Effect of Inclination
To Determine
CHAPTER
VI.
CHAPTER
Effect on Stability
etc.
...
...
...
page 69
VII.
Salt to Fresh Water, or viceLoss of Initial Stability due to Grounding the Case of a
Vessel in Dry Dock.
Effect on Stability due to Vessel being partly
in Mud
page 8 1
versa.
CHAPTER
Statical Stability at
VIII.
CONTENTS
Continued.
CHAPTER
IX.
Definition.
Dynamical Stability
Moseley's Formula. Construction
of Curve.
Stability of Sailing Ships
Heeling Produced by Wind
Pressure oil Sails, and Effect of Area of Statical Stability Curve.
Effect of Dropping a Weight Overboard...
...
...
page 98
:
CHAPTER
X.
CHAPTER
...
...
page 104
XI.
CHAPTER
XII.
CHAPTER
XIII.
Ships.
Types of Rudder. Causes of Pressure on
Rudder. Calculation for Pressure. Twisting Moment on Rudder
Head. Calculating the required Diameter of Rudder Head.
page 135
Turning Trials
The Steering
of
CHAPTER
XIV.
Amount
of Stress.
CHAPTER XV.
Freeboard and Reasons of its Provisions. Reserve of Buoyancy.
Board of Trade Rules. AmendEffect on Stability and Strength.
ments in 1906
page 147
CHAPTER
XVI.
Under Deck, Gross and Net Register. Method of Measurement and Computation. Allowance for Spaces Occupied by Pro...
page 153
pelling Power, and Effect of Recent Act
Tonnage
CHAPTER
A
XVII.
of British
Shipbuilding.
CHAPTER
I.
The measurements
Dimensions.
Length.
is
pendiculars
The measurement
(See Fig.
of
1).
LENGTH
for
is
British Corporation measure the length from the fore side of the
stem to the aft side of the stern post, taken on the estimated summer
load-line,
where there
is
no rudder
is
Registered length
to be
is
measured
that measured
1.
is
and is measured
usually given as Moulded or Extreme,
is measured
Moulded
Breadth
vessel.
the
at the widest part of
to
the outside
side
one
frame
on
of
outside
over the frames, i.e., from
Breadth
is
British Corporation
I
I--"
*> c
1
Fig. 2.
of
British Shipbuilding.
is
are
Areas.
as
compared
work
this
The
second
very apparent,
Simpson's,
is,
nowadays,
of the base
the
and
C,
by
one-third of the
The
common
total so ob-
interval h gives
^h (A
-f C)
to C.
is
lo-O Feer
an odd number
If
ates.
of ordin-
number the
Ave
from A,
ordinates
as
is
shown
sketch,
rule
the
into
following
To
the
up
to the
sum
of the
lengths of the end ordinates
add four times the length of the even numbered ordinates and twice the
The total so
length of the intermediate odd numbered ordinates.
obtained multiplied by one-third of the commom interval gives the area.
Ordinates
Functions
Multipliers
10-0 feet.
9-4
10-0
37-6
8-5
17-0
7'4
29-6
6-0
6-0
Sum
Multiplied
by J
interval
=
= 3-3^-3=
of functions
100-2
1-1
Area
110-22 sq.ft.
Simpson's First Rule is the one most frequently used in ship
calculations.
However, in certain cases, where the positions of
ordinates are given, this rule is not applicable
for instance, in
==
If four ordinates
British Shipbuilding.
is
employed,
Four Ordinates
Seven
Ten
The sum
1,
3,
3,
1,
3,
3,
2,
3,
1,
of functions obtained
3,
2,
3,
3,
3,
3,
2.
by using
3,
etc.
1,
these multipliers
is
next
No. of
Ordinate
of
Simpson's
Ordinates
Multipliers
10-0 feet.
Length
Functions
10-0
94
28-2
8-5
25-5
74
14-8
6-0
18-0
3-9
11-7
1-0
1-0
Sum
Multiplied
by
f X 4
=
=
Area
of functions
interval
109*2
1-5
163-8 sq.
ft.
add five times the length of the other ordinate which bounds the required
area and from this sum deduct the length of the acquired ordinate which
The remainder multiplied by one-twelfth of
lies outside the figure.
interval will give the area.
Example Suppose that in
4
and
5 ordinates is required
numbers
area
between
4
the
Fig.
the
common
No.
of
Length
Ordinates
Ordinate
of
...
6-0 feet.
Functions
Multipliers
...
74
30-0
...
59-2
89-2
8-5
8-5
80-7
Multiply by
TV interval
3-3
iV
Area
=
=
275
22-19 sq.ft.
Ordinate Rule.
are given,
If six ordinates
be seen
will
it
used in any calculation, but when such does occur, the above rule
is reliable.
E would
as
is
shown by x and y
ordinates.
The
necessary
fore,
to
re-
From
to
pliers will
i, 2, 1, 2, J, and then
commencing from C we
have 1, 4, 1. Adding
together the two multi-
pliers
the
SIMPSON'S MULTIPLIERS
shown
Fig. 5.
for
new
in
C,
we have
multipliers
as
5.
Fig.
where the
first
and
last
Volumes.
By means
of curved bodies.
of a vessel.
Example
Divide
its
of the
:
longitudinal length
up
into a suitable
number
rules, as
(These
simple examples
of
moments
introduced here so
are
Fig. 7.
effect as
case,
75 tons
To
x 20
find the
ft.
== 1,500 foot-tons
moment,
so as to give the
50
1.500
1,500 foot- tons moment with 50 tons at D
ft. (the distance out to B)
150 tons. Another
to look at the question is as follows In Fig. 8 we have a bar
foot-tons
way
at the point
30
-f-
""==
10
supported at the point S, the overhang of one end being 10 ft. and
20 ft. the other, a weight of 60 tons being suspended from the short
end. What weight would require to be hung on the opposite end
to allow of the bar remaining horizontal ?
Neglecting the weight
of the bar, we have
Moment for short end
60 tons x 10 ft.
quired.
ft,
lever ==
30 tons
re-
10
we imagine
20-0
IQ'-Q
Fig. 8.
In
Fig'.
we have a system
Distance from
Weight
5 Tons
XY
Moment
15 Feet
75 Foot-tons
20
30
10
50
500
15
70
1,050
10
100
1,000
600
X
^0
>S>*^
IQTU.J,-
10
lH
Fft
-3 \3*
Fig. 9.
*
33
'J
^
^
']-"'
- ~'_*
5o ^tJ
7^>'>L
if
JOO-'_J
jn
11
12
from
which
Y,
Therefore,
we
-f-
ft.
see that
we should have
shown
moment
is
if
ft.
from
Y,
in the figure.
is
filled
with cargo
of the
Moments
Position
No.
Lever from C B P
Weight
;;
Forward
Aft
55
(forward
99,000
25
(forward)
20,000
(aft)
97,500
(aft)
117,000
and Bunkers
Aft 214,500
Difference
"
in excess, the C
42,500
Forward
will
"
net
Moment.
obviously
lie
in that direction.
Net
"
forward
"
moment, 42,500
7-08
which
ft.,
total cargo
and
C G
foot-tons
-^
forward of 'midships.
Centres of
Gravity
of
The Centre
of Gravity of
rules.
If
we go back
to Fig. 4
as follows
G relative
13
14
CHAPTER
II.
DISPLACEMENT
DEFINED.
CENTRE OF BUOYANCY DEFINED.
DEADWEIGHT AND DEADWEIGHT SCALE.
COMPOSITION OF DEADWEIGHT.
TONS PEE, INCH.
DIFFERENCE IN DRAUGHT.: SEA
AND RIVER WATER, THE BLOCK CO-EFFICIENT OF DISPLACEMENT.
CO-EFFICIENT
CO-EFFICIENT
OF
OF
MID-SHIP
AREA.
PRISMATIC
CO-EFFICIENT.
AVERAGE VALUES OF
RELATION OF CO-EFFICIENTS
TO EACH OTHER.
When
is floating in water
from
its
displaced
position and put to
one side. This amount of displaced water is obviously exactly
^qual in volume to the volume of the underwater portion of the
vessel.
If the amount of displaced water is measured and
expressed
either in volume or weight, we have what is known as displacement.
Displacement.
is
into a reservoir
volume or weight. The quantity of displaced water is dependent upon the weight of the vessel. When a vessel is floating in equilibrium in still water she must displace an amount of water the weight of
either in
which
is
equal
to the
is
is
cubic foot,
we have
2,240
-f-
64
35 cubic feet of
salt
water per
15
ton, therefore,
the calculations)
Methods
of Calculating
ing chapter.
Centre of Buoyancy. Centre of Buoyancy is the centre of gravity
of the displacement of water i.e., the centre of gravity of the volume
"
It is
occupied by the vessel's underwater portion, or we may say
the centre of gravity of the displaced water while in its original
To determine
position i.e., before the introduction of the vessel."
:
and
is
aft
floating at.
and
vertically.
Its position is
The
fore
and
fore
which is spoken
measured either from
aft position,
must be
Fig. 11.
above the
C G.
They
C G.
the C
G being
There
is,
downward
force of the
16
vessel's
line
weight
at rest in
i.e.,
still
is
for the
is
shown.
Fig. 12.
by B
The
equal.
We
in
is
must
lie in
the
same
Buoyancy.
weight
If
17
the light-
of cargo, bunkers,
etc., are put on board, the displacement will then become 6,500
tons in the load condition, this amount being the load displacement.
We therefore see that the amount of deadweight a vessel is able
draught
light
shown
is
to be 7
ft.
in.,
and
reached, at 19
ft.
in.
Summer
to
corresponding
Lloyd's
weight scale the amount of deadweight is readily ascertained for
any particular draught within the range of the light and load. For
instance, suppose it is required to know the amount of deadweight
on board the vessel when floating at draughts of 15 ft. 10 J in.
forward and 17
15
Upon
is
ft.
lOf
*
ft.
in.
1-|-
j
>
in. aft
mean draught
of 16
read
off as
ft.
ft.
in.
in.
the
amount
3,350 tons.
by that amount,
is
is
known
increased or decreased
placement
is
1 in.,
"
as the
is
being
if
at
of displacement con-
18
an area which is a mean between the areas of the water- lines at the
top and bottom of the layer. For instance, if we have a layer
whose top water-line has an area of 6,000 sq. ft. and the bottom
water-line 5,980 sq.
is
6,000)
5,990 sq.
ft.
ft.,
the
mean between
5,980 f
Fig.
13.
IS-9
IWr
Win
^
saa.
3>o-.
3o
V)-5
iAaa.
U4.
1L
6
T7
19
is
"
the
In the above-
volume
ft.
ft.
x iV
ft.
in cubic
35
=
X iV X A-
= WIT =
"
water-line divided
may
inch of a vessel
such
is
Length x Breadth
-f-
CD
In
Difference in Draught
Salt water
is
taken at 64
Ibs.
per cubic
ft.
2240
=
35 cubic
ft.
per ton.
64
Fresh water
is
taken at 62J
Ibs.
per cubic
ft.
2240
-
62J
36 cubic
ft.
per ton.
470
70
530
600
77
88
20
River water
is
ft.
'
2240
-
35-555 cubic
ft.
per ton.
63
When
amount
volume
If
then
W
W
of displacement
=
X
when
displacement when
vessel
it**
f-
Fig. 14.
water.
It will
-555.
its
to find
Volume
of layer
-555 cubic
ft.,
W
therefore its displacement in salt water
21
-555
- tons.
35
in salt water,
same
result as
Displacement of layer
-f-
==
sinkage in inches.
W.X-S&S
^^~
*
,
sinkage
in inches.
n
<
W_
sinkage
in inches
when passing
63t
may
Draught
-f-
22
The amount
follows
of British Shipbuilding.
of extra
From
(i.e.,
we have
at 19
ft.
draught
(salt
water
4,310 tons deadweight,
2,000
plus
=
=
lightweight,
6,310
displacement,
,,
32.
6,310
63t
63
The
Co-efficients.
32
may
down
Co-efficient
This
Co-efficient of displacement.
to a draught
is
the Block
dis-
For instance, take a vessel 300 ft. long x 40 ft. breadth x 17 ft.
6 in draught. The displacement of a block having the same dimensions would be
:
300
ft.
x 40
or 210,000
But suppose
that,
ft.
-=-
x
35
17-5
(salt
ft.
water)
210,000 cubic
ft.
6,000 tons.
The
4,500
is
-75,
which
is
the
6,000
or,
way
4,500
300
ft.
x 40
X 35
=
ft,
17-5
ft.
.75.
Co-efficent,
23
x 40
ft.
ft.
17-5
ft.
-75
4,500 tons.
35
It will be seen
that,
by knowing a
Block
vessel's
we
Co-efficient is -8
would be termed
full,
while
-5
would be
fine,
and
65 medium.
'Midship Section Area Co-efficient. This is the ratio that the
immersed area of a vessel's 'midship section at any draught bears to
area of a rectangle whose breadth is equal to the breadth of the vessel
and
The
of
17
draught
the
ft.
vessel
in.
is
T K,
taken
.
over
the
frame
flj^
is
The area
c i r c u m
rectangle
--"-
40
fore,
=
Fig. 15.
70
40
ft.
of
the
scribing
there -
is
X
*1-
17-5
ft
'
be
665
665
sq. ft.,
then
-95,
which
is
700
Co-efficient.
required, 40
Prismatic
Co-efficient
whose length
is
equal
of
Displacement.
vessel bears to
This
is
the
ratio
that
vessel.
Fig. 16
shows such a
24
prism.
This Co-efficient
is
Co-efficient.
Fig. 16.
Displacement
of
prism in tons
35
665
length
(salt water).
x 300
we have -
35
taking the actual displacement of the vessel at 4,500 tons,
we have
4,500
-
5,700
4,500
35
-
-789.
300 X 665
Co-efficient of
This
Waterplane Area.
above,
circumscribing
being 300
rectangle
40
12,000
sq. ft.,
10,800
Co-efficient will therefore
be -
-9.
12,000
Soo'-o
^^JO^
VJir
Fig. 17.
A?
the
moulded
i.e.,
25
length between
placements of the
are not included.
f
sM
s
10
Screw Tug5
Trawler
Herring
Sailing Vessel
...
11
...
Battleship
Cruiser
1
3
fi
2
a
64
67
95
650
96
92
71
520
290
84
480
72
75
50
54
77
79
98
J*EH
82
...
70
...
...
61
...
...
36
...
..
58
30
27
15
30
26
CHAPTER
III.
made
ponding
approximate
efficient is
estimate
of
displacement
This preliminary determination
the resultant block co-efficient is one which
determined.
to ascertain
if
the
corres-
block
is
is
co-
merely
suitable
ships,
of the total,
speed in knots
1-06
A/length.
27
We now
what
Should
it
first cost,
extent of
1 in.
to 2
in.,
many
length.
taken,
is
governed by the
It
28
annum, to a fairly
would be easily
large
sum
Again, perhaps
it
required by
the case of the breadth, we have it governing the number of rows
of hold pillars and the size of the beams, therefore it should again
be ascertained that
similar effect.
yet
it is
one in
while
r
Again, in the freeboard rules and tables we find spots w here,
Therecareful
can
obtained.
be
by
juggling, large advantages
fore,
can be calculated, and again from this the weight of the machinery.
Calculations are then made for the weight of the hull iron and
steel,
the
sum
of
example
vessel's depth.
is
The
free-
Depth, Moulded
Depth of Keel
...
in.
23
Extreme Side
Certificate
29
OJ
2
23
Freeboard
Load Draught
20
4
2|
1J to bottom of
Keel.
The above
particulars are
shown
in Fig. 18.
of the lines,
ceeded with.
commonly known
If
30
British Shipbuilding.
of
We
31
Length, B.P
Breadth, Moulded
320ft.
Depth, Moulded
45
ft.
23
ft,
as
is 20 ft. 1| in.
Above, the lightweight is given as 1,990 tons.
the
added
to
This,
required deadweight of 4,640 tons, gives a load
of
6,630 tons, as is also shown. We have now to
displacement
of
the vessel to give a displacement of 6,630 tons
form
the
design
at 20 ft. 1J in. extreme draught. In designing the form the lines
are drawn to the moulded dimensions i.e., to the inside of the
The plating itself contributes an amount of displacement,
plating.
and since we are to design to the moulded form it is necessary to
deduct from the total displacement, the displacement of the plating,
keel
6,630 tons --
- 6,633
which
which
i.e.,
46-4
per cent.
-7
6,583'6 tons,
The draught to
the moulded displacement required.
this displacement is to be obtained is also to be moulded
is
by the thickness
of the keel.
would be
6,584
ft.
moulded draught.
The block
35
-g
320 x 45 x 20
which, for the dimensions and required speed, is fairly suitable.
Should the vessel be required to float at even keel when loaded,
it will be obvious that the longitudinal position of the Centre of
at 164
ft.
32
is
the
name
is
illustrated.
The dimensions
vessel.
above
DM
drawn
This
is
to
the
termed
the
base-line.
moulded
line.
parallel
depth
We have now completed a rectangle which represents, in block form
the length and depth of the vessel. At a convenient distance below
another block is constructed, in which the plan view is drawn, this
being known as the half-breadth plan. The vessel's centre line
C L is drawn, and then the half-breadth moulded is set off from it
(both sides of the vessel being alike, only one side need be drawn),
is drawn.
half -breadth line
The plan in which the
and the
HH
shape of the sections is shown is called the body plan, a block being
next constructed for this. This plan usually has the same base-line
as the sheer plan and is placed either at one end, clear of this plan,
or at the middle of its length, as shown in Fig. 19. The centre line
set off
is
to be
measured from
i.e.,
33
amount
of sheer
sections can
now be sketched
sections by using
in the
body
plan.
It is usual
to
sketch these
more or
less
necessary to
the body plan and setting them off on the respective sections in
the half -breadth, and through the spots so obtained to draw the
water
line.
It
may
spots so as to obtain a fair line, but by this means the form of the
vessel is gradually faired up.
After a few water-Hnes are laid off,
method
instance.
may
Take the 12
ft.
is
cut
lift
by
to their corresponding
way and making modifications here and there, the three plans
are gradually brought to agreement with each other, resulting in
the faired up form of the vessel. The above brief description of
this
the construction and fairing of the sheer draught, while not intended
34
The Theory
and.
Fig. 19.
35
actual
faired
is
to
buoyancy
be
is
fixed
in position, the reading of each half-section (bounded by the centreline, frame-line and the water-line to which the displacement is
having been obtained, they are then put through Simpson's rule
for the purpose of finding the volume of displacement, also being
"
"
"
levers
to find the
multiplied by
longitudinal centre of buoy-
ancy."
By
.centre of
and the
"
lines
"
calculation
eventually obtain the form that will fulfil the required conditions
of displacement and longitudinal centre of buoyancy. After the
"
"
lines
are fixed according to the planimeter calculation, the final
36
British Shipbuilding.
way
are then
of the water-lines
rule.
When dealing with questions of resistance, the area of the immersed surface is often required, and, therefore, this generally
forms another branch of the present calculations. The displacement
of the shell can also be found from the area of the wetted surface
when
multiplied
by
its
mean
thickness.
tie*J>tauiu*4f.
Fig. 20.
sum
The
obtained from
body plan
of the sheer
mean
by 2
The mean
for both sides, gives the total area of wetted surface.
in
length of water-line can be found in a similar way to that used
near
finding the mean half-girth of the sections, although it is quite
half the required
at
water-line
a
of
the
take
to
length
enough
is 14 ft.
draught. For instance, suppose that the given draught
Let the water-line shown in Fig. 20 be one at half of this draught
viz., 7 ft.
by
1,
37
WETTED SURFACE UP TO
No. of
Section
14 FT.
L.
38
-5
block co-efficient)
...
-8
block co-efficient)
...
Load
Draught
Draught
1-00%
-65%
2-0%
1-5%
Light
shown
The
made
as
mentioned above,
number
are
for a
The "Displacement Scale " and the various Curves shown thereon.
In Fig. 21 we have shown the displacement scale and the other
curves as constructed from the results obtained by means of the
before -mentioned
scales
calculations.
from which
top of keel
results
it
This curve is
used being shown at the top of the diagram.
extremely useful in obtaining the displacement at any particular
draught, or the draught corresponding to any given displacement.
For instance, suppose this vessel to be floating at a draught of
and
ft.
6J
in.
in. aft,
16ft.
2)32
Mean draught
16
9J
in.
ft.
in.
ft.
in.
it is
Fig. 21.
39
40
At
this
scale,
a line x y
is
squared across
cuts the displacement curve, and from the point of intersection y, a perpendicular is erected which cuts the scale for disuntil
it
to the
2,300 cargo.
3,800 total displacement at the time.
From
amount displacement.
In Fig.
21
it is
The
figures obtained
draught are
fairly
wedge
to the
amount contained
1
emerged wedge L F L. If this is the case, and the waterlines do intersect at 'midships, the assumption is correct but should
we assume the intersection to be at 'midships, and the contents
in the
of the
water-line
41
we obtain a
different water-line
L, which is equal
(shown dotted) to the actual level water-line
1
to 10 ft. draught, and cuts the inclined water-line
L 1 at F.
Fig. 22.
"
trim, going
of
down by
flotation
"
sometimes
called
the
' :
tipping
centre
"
which,
on account
.by 3
ft.,
and
ft.
viously be incorrect,
amount
when
Taking a
would obsince the inclined displacement is one of the same
in.
in.
as
difference
draughts
floating at 10
is
12
ft.
in.
ft.
in.
19
ft.
in.
ft.
in.
42
British Shipbuilding.
level water-lines
Total trim
m =
x X
Length
where x
of water-line
is
the total trim being the difference between the new draughts, 12
ft. aft
7 ft. forward
5 ft. total trim. In this case
10
ft
100
9
ft.
in.
-f-
cases
it will
in the fore
may
-5 ft.
in.
If
ment corresponding
the actual
ft,
==10
in.
the displacement
ft.
to a
trimming by the
mean
Trim by
stern
and C
of 'midships.
aft
forward
,,
head
,,
,,
aft
,,
forward
,,
add m.
deduct m.
deduct m.
add m.
The
worthy
of notice.
made with
the planimeter,
much
trim,
it is
The curve
43
to
make
drawn
the displace-
as
shown
in
Fig. 21.
A perpendicular
erected to represent 'midships, and the positions as calculated
are set off from this on the respective water-lines, and a curve
Curve of Longitudinal Centres of Buoyancy.
is
drawn
as shown, from
for
any intermediate
Curves
of
Vertical
Centres
of
Buoyancy,
The
etc.
vertical
line the
are
scale are
extremely
required draught.
any
44
CHAPTER
INITIAL
IV.
STATICAL STABILITY
CONDITIONS. TRANSVERSE METACENTRE EXPLAINED. FORMULA FOR CALCULATING THE POSITION
OF THE TRANSVERSE METACENTRE. AVERAGE VALUES OF METAOENTRIC HEIGHTS. THE METACENTRIC DIAGRAM ITS CONSTRUCTION
:
AND USE.
Conditions
of
Stable
Equilibrium.
We
in
the
same
and
buoyancy.
This
is
must
lie
in
a condition
is relaxed.
Unstable equilibrium
inclined from the upright she will not
return to that position, but incline further away from it. Neutral
equilibrium means that when a vessel is inclined from the upright she
vessel
is
in
while she
C G and C B
line.
we have
remaining fixed.
shown,
it will
45
'
Fig. 23.
which tends to take the vessel back again to the upright. The line^
of the upward force of buoyancy cuts the centre line of the vessel
at a point M, which is known as the Transverse Metacentre.
It
that
is
above
the
latter
should be here noted
G, thereby fulfilling
In this case
figure
is
have
tion
we
is
below G.
the condition of
and
in the
Fig. 24.
slightest inclinais
impossible
to-
46
one.
"
equilibrium, since here the vessel possesses neither a
righting
"
"
"
nor a couple that will capsize her, because the downward
couple
and upward forces are acting in the same vertical line, this
being
caused by G and
It will have been noticed that,
coinciding.
in the first two cases, the vessel's
stability was dependent upon
the distances between the forces of
gravity and buoyancy, which
"
"
is known as the
lever
and designated G Z. In the stable con-
condition
Fig. 25.
since the
upward
force of
buoyancy
It
G, so that we have the position of
coinciding with G.
will be seen that the positions of G, the centre of gravity, and M,
the metacentre, govern the lever and therefore the stability. When
line at
of
is fixed,
upon the
see, is
is
we
therefore
47
above which the centre of gravity must not be raised for the vessel
remain in stable equilibrium. The distance between G and
to
is
"
moment
of
of inertia
M, a large
moment
waterplane.
because the moment of inertia has been changing, but for all practical
purposes it may be said that in most ships its position remains
further
by basing
it
solely
of
F Wi is the
angle Q (exaggerated for clearness in the sketch)
1
It will
of
immersion.
emersion and L F L is the wedge of
wedge
;
Fig. 26.
48
British Shipbuilding.
prismatic, so that
=
=
^?
of the length
the areas
Let
== the centre of
gravity of immersed wedge.
the centre of buoyancy in upright position.
the centre of buoyancy in inclined position.
gi
B =
B! =
V =
M =
Volume.)
the Transverse Metacentre.
On
(Representing
looking into Fig. 26 it will be seen that on account of the inand the resultant underwater form of the vessel, B has
clination
drawn through
BT we can find
.
of inclination
B B
tan 9
We
or
therefore first of
all
it will
find
be obvious that
i.e.,
wedges
tan P
B
X
B BT
B B
From
moments
same direction as the
amount will be equal to
the principle of
parallel to g g }
and that
g g^
= B
its
B,
V
Let
us
further
We
of the waterplane.
W W
T
and L
to be
which
Sy.
also equals
l ,
will equal
The volume
of a
y X
49
wedge
W W (emerged
L L
y x
or -
wedge)
(immerged
wedge)
W Wi
Since
and L LI
y tan
we may
ft,
y x y tan
write
ft
?/2
tan w
BB, =
and
of v
write
x -#
tan
Ji/
gr,
we can
</,,
<?
V
!
f y
tan
= B B
V
small, so that
= B B
tan
1
,
we have remaining
I y
BM = -
V
which
is
equal to
Moment
of Inertia
BM =
Volume
3
of Displacement
is
If,
base,
above
50
Values
Metacentric
of
figures giving
good
The following
Heights.
results in
are
average
working conditions.
Ft. Ins.
Cargo steamers
Ft. Ins.
1
6 to 3
to 2
3 to 2
6 to 2
Tugs
Steam yachts
to 2
1
Battleships
Cruisers
to 3
to 2
9 to 2
9 to
Sailing vessels
High speed
...
...
...
...
...
liners
9 to
Destroyers
Moment
BM
Volume
of Inertia
==
* c
b
of Displacement
B2 x
Cancelling
L and B
D x
i
is
co-efficient
B2
B3
HI.
c h is
is
Therefore
we may
by combining
and
cb
write
Breadth 2
X x
Draught
An
is
-08.
x.
cb
Approximate
M.
gives the
made
is
constructed
from the
results
at a few draughts.
for the transverse B M.
made
51
of
The
In
.and divided
by
by
first
sum
moment
transverse
calculation,
of
TRANSVERSE METACENTRE.
No. of
Section.
i.e.,
the height of
52
Tons.
Volume
of Displacement
I
1,136
x 35
39,760 cu.
ft.
722,766
18-18
ft,
ft.
B M
39,760
4-
M above Base =
23-38
ft.
of the waterplane
27, a metacentric
diagram
is
The perpendicular
shown.
A B is first
2
U-4-5'-H
Fig. 27.
At right angles
it the scale of draughts is set off.
to this perpendicular the values, as calculated, are set off upon
lines drawn at the draughts corresponding to the calculations
drawn, and upon
these are
ft,,
14
ft,,
and 20
ft,
water-lines.
It is
calculation
and
53
of
The
calculated positions of
The diagram
is
The
required, the distance between Jbhe two curves is measured.
metacentric diagram, which gives a graphic representation of the
locus of V C B's and Transverse Metacentres, is extremely useful
is
to the naval architect or ship's officer, as from it they are able readily
to obtain the position of the Transverse Metacentre at any particular draught, which position, when used in conjunction with the
position of the Centre of Gravity, then enables them to state the
i.e.,
by obtaining
its use,
take the
case of the vessel dealt with in Chapter III., where a table was
drawn up and the vertical position of the centre of gravity calculated.
When
C
ft.
and when light 11 ft., these assumptions being made for the sake
Take the load condition first At 19 ft. draught,
of this example.
set off the height of the centre of gravity 17-42 ft., giving the point
:
as
point
to be 2-2 ft. for the light condition, the height of the centre
of gravity, 16-62 ft., is set off at 11 ft. draught, giving the position
and the resultant metacentric height of 4-5 ft. In both cases
{ ,
is
of gravity
above
had been
by
P, so that
it
was
54
be in an unstable condition when loaded, and therefore the disposition of the cargo would have to be so amended as to bring the
centre of gravity below the curve.
Should this occur in the
the
curve
transverse
of
metacentres would
(when
designing stages
be approximated from a previous similar ship by proportioning
the B M's according to the square of the breadths of the two
vessels
M of new vessel = B M
BJ
of previous similar vessel
B2
where
and should
it
Bw =
B =
new
vessel,
and
definitely to decide the question before building is actually commenced. It may not be necessary to draw out the diagram if the
in
ordinates of the corresponding waterplane and finding the B
the usual way. The positions of the corresponding vertical centres
position
55
height
is
found to be the
by placing the
of gravity
which
will
draught
vessel
is
may
be altered
is
Take
of the bunkers.
Suppose that in this case where G in the load condition is 17-42 ft.
above base, the effect of burning out the bunkers to the abovementioned extent is to increase the height of G by 1 ft. 3 in., which
now gives G at 18-67 ft. above base, as shown by B in Fig. 27. The
metacentric height is now only 1 ft. against 2-2 ft. in the fully load
condition.
This being a large reduction, shows that but for the
vessel having a fairly large amount of G
in the original condition,
she might have been left with a dangerously small amount, or even
in an unstable condition.
The metacentric diagram is therefore
some
supplied with
cases,
dependent upon
it.
officer,
who
is
"nowadays,
is
solely
any
and by the
centre of gravity for the total weight is found, the positions of the
cargo, etc., being obtained from the capacity plan supplied to the
vessel.
The condition of the vessel can therefore be obtained before
is commenced, or
by these means the positions of cargo
can be obtained so as to produce any required condition, or again,
loading
56
of British Shipbuilding.
as
Weight
Items.
Bunkers
Bunkers
in
Hold
in Bridge
Poop
in Tons.
CHAPTER
57
V.
lever
'"'
in feet.
lever equal to
Moment
Z,
we
to the displacement
of statical stability
W
W
=
or
W
As
X G
X G
Z,
sin
9,
most
constant, in
up to angles
of 10 to 15 degrees therefore,
within these limits it will be seen that the amount of statical stability
cases,
of
waterplane
Inclination.
vessel inclines
consequently
the width of
the
increases,
becomes larger
the value of
that the
As a
is
moment
is
increased.
From
the formula
it will
be seen
position can, therefore, in some cases be reached where the increased moment of inertia of waterplane will produce a height of
new
centre of buoyancy
and then a position of
of weight and buoyance
will
rest
will
58
B,
is,
therefore,
in
coincides with the upright value, the perpendicular cutting the centre
but on increasing the inclination the altered waterplane
line at
n
Fig. 28.
59
of British Shipbuilding.
will
the vessel
is
M4
B4
reaching
still
we now have
and
unstable,
will
continue inclining
but on
where
would
are caused
by the
moment
varying
line,
is
at its
maximum,
is
greatest
;-,
r,
when
(50
trimming some
The causes of
As the bunkers were being burnt out
in the
way mentioned
above.
When
G2
(Fig.
stability
moment
An amount
buoyancy
of cargo being
per-
deducted
61
will
it
that, while a
vessel
is
being fixed and the former varying according to the vessel's underwater form, it being determined by the line of the upward force of
buoyancy.
being found by means of the calculations described
centre of gravity,
It
must
the position of
by means of an Inclining Experiment performed
at the finishing stages of the vessel's construction.
For a load
condition, the amounts of deadweight are added, and G found as
shown
in a previous example.
G
.
moving from G
We
also
The
(see Fig. 30).
all
at
of
that,
rest,
positions
centre of buoyancy lie in the same
to GI
know
a point
which, for small transverse
the Metacentre, Now, if we know G G! we can find
the Metacentric Height], it being obvious that
inclinations,
is
M (which is
G G,
M =
tan 9
w X
G G
is
readily found by
where
W
W
- =
the weight
moved
by the
formed as
afterwards described.
is
ri
w x
r\
l
British Shipbuilding.
by means
(
I
of -
tan 9
d
which
or
is
the
same
x tan
we can
all
Transverse
Moment
of
Inertia
M =
Volume
of
Displacement
equilibrium.
v4Ctti|Ht
Fig. 30.
63
information
time
is
(this either
In Fig. 30
=
=
M =
B =
G,
is
is
moved.
moved.
=
=
Length
of
plumb
line to
Deviation of plumb
line.
The batten, upon which the inclinations of the plumb line are
marked, must be rigidly fixed. To prevent the plumb line trembling
and to help it in becoming steady, before noting the inclination, a
bucket of water may be used, as shown in the sketch. Before
of the position of
to enable a preliminary calculation to be made
to ascertain the probable weight required to give the vessel the
G should be made
angle of heel aimed at. The vessel having been brought to the
upright, or as near as can be obtained, a batten is erected upon two
level
boilers full to
working
even better to have them
empty
(it
boats, floating stages, etc., that are moored to the vessel are removed
or slacked off, and all gangways removed. The mooring ropes
off, and anchors hauled up.
on board other than those actually engaged
should be slacked
No men
in
should be
the experiment.
64
it, if
is little
or
no wind
possible.
The weights that are used in the experiment are divided, half
being placed on the starboard side and the remainder on the port
side, the distance from the centre line being the same in each case.
The men employed in the work of moving the weights from side to
side must take up a position on the centre line of the vessel when not
engaged in the operation.
Everything now being ready, the draughts forward and aft should
be taken, so that the actual displacement, transverse moment of
inertia, and the position of the centre of buoyancy might be ascertained for the vessel's conditions during the experiment.
Before
moving the weights the position of the plumb line should be marked
on the batten, and the distance from the point of suspension P to
the batten noted. This is shown in Fig. 30 as y. Now move the
weight A on to the top of B, or in a position so that its distance
from the centre line is the same as in the case of B. The distance
moved
feet.
reference
fore
engine and boiler space, the trestles being, in both cases, placed
upon the tank top the third would be placed in the after holds,
the trestles being placed upon a lower deck hatch top, so as to be
;
by
line y.
is
plumb
lines,
w X
= GM
x tan
may
be taken
off
height of transverse
= M
=
(B
M +
M
h)
--
G M
Gr\
\x\
tan
w x
d
x
xy
=
=
h =
W =
Where
Transverse
moment
of inertia of waterplane.
Volume
of displacement.
Centre of buoyancy above keel.
The weights and positions of all things that have either to go aboard,
come ashore, or be shifted after the performance of the experiment,
having been rioted, the corrections for them are made as follows
:
a weight has to be taken ashore (such as those used in the experiment), multiply the weight by the vertical distance of its centre
If
66
centre of gravity.
if
w x
C G
Shift of
dr
vertically
dr
below,
it will
be in a downward direction.
C G vertically
Shift of
w x
dv
W +
d"
If
w x
the displacement
vertically,
divided by
same
direction as
dv
=-
altering in the
Example
of
x 38
ft.
ft.
inclining
18
ft.
8 in.
Two plumb
2nd
2nd
ft.
lines used.
-93
ft.
starboard -96
ft.
-94
ft.
...
...
port
starboard -97
line,
16
ft.
ft.
long.
( -95
'955
ft.
mean
[
[
ft.
mean
deviation.
Mean
95
ft.
16-0
ft.
deviation,
=
of
Length
plumb
line,
2nd
2nd
line,
ft.
ft.
|
ft.
...
-72 ft.
port
starboard -725ft.
Mean
12
ft.
-0594 tangent.
long.
mean
mean
71
ft.
12-0
ft.
=
Length
plumb
line,
(
Mean
of tangents
\
I
-05Q4
*
-05925
*v/Ot7-L
25 x 30
x tan
61
1,590
15-05
ft.
B, above keel
4-56
ft.
M, above
19-61
ft.
7-96
ft.
11-65
ft.
Less
= G
...
G M
ft.
mean
deviation.
-0591 tangent.
G M =
B M
-71 ft.
deviation,
of
,
i
keel
...
above Keel
Corrections as under
7-96
ft.
-05925
at time of experiment.
67
68
British Shipbuilding.
by listing
moment
a weight, or
it
suppose a vessel
position of
the tank.
When
full,
line..
The draughts
diagram.
to give
20
ft.
plumb
18
ft.
above
line
being *5
the tank at a distance of 20
obtained with a
ft.
The
ft. off
inclination obtained
by
filling
is
obviously equal
to moving the same amount of weight that distance across the deck,
since had it been placed upon the centre line no inclination would
by 20
ft.
w x
20
-
3,600
length of
M =
G M =
therefore
deviation
G =
multiplied
d
18
G M =
is
moment.
plumb
line
18
ft.
above keel
ft.
(as
14
ft.
above
found by experiment)
keel.
ft.
CHAPTER
69
VI.
item of the hull and machinery, or by the quicker method of comparison with a previous similar ship whose height of G, as obtained
by
inclining experiment,
is
known.
for the
for the previous ship, as a proportion or co-efficient of the depth, moulded. Say, a vessel of 20
latter is to obtain the height of
ft.
12
-6 of
20
new
Say, the
=
13-2
ft.,
Weight.
Vessel
similar
exactly
previous ship,
amended
to
i.e.,
without the
...
bridge...
...
basis ship
13-2
19,932
^ 26
Total weight of
20,192
1,520
the new ship.
1,510 tons
Moment.
the
new
ship
13-28
ft.,
...
which
1,520 tons.
is
20,192
for
70
British Shipbuilding.
Of course, this is a very simple case, with only the one amendment,.
but it will suffice as an example. It is very probable that when
comparing a proposed ship with a previous vessel a fairly large
amount of corrections will be necessary, but, if carefully made.
the result obtained by use of this method will be very nearly correct.
and in some cases may be even more accurate than a figure obtained
by means of the independent calculation. The following are average
figures for the Co-efficient for
Coefficient.
Type.
to shelter deck ~
a^bove
...............
Sailing Vessel
...
Water
...
...
...
...
'54
to shelter deck.
'60
to upper deck.
to
-60
\
[to
'72
awning deck.
a
mean
be-
-I
(r.q. decks.
Steam Trawler
Effect of Free
Depth, Moulded,
taken
-75
to
'70
to
main
deck.
upper deck.
Holds of
A great loss
cargo, such as oil or grain, has a most dangerous effect if not guarded
against, since if an external force inclines the ship, the cargo will
move in the inclined direction and, of course, further increase the
of inclination due to the applied force.
When such cargoes
are carried, every precaution should be taken to prevent a free
surface by keeping the holds quite full and to erect longitudinal
divisional bulkheads, so that if a free surface does occur, the move-
amount
ment
will
not be large.
loose
way
of speaking
"
"
virtually
is
to say that a
Fig.
31
WL,
the
The,
?/?,
W,
Let vf
in the tank,
g and
-
w A
w\ or
I,
i>\
after
,,
Vf
71
== the total
therefore
b b\
- the
point of intersection of a perpendicular through b\ and
the centre line of the vessel upon which lies the position of 6.
bb,
b
is
- and since b b\
obviously equal to
vf
-
g g^
tan
vf
we have
g g
m =
Vf X
where
or b
m =
the
moment
A, and
tan 9
of
and
inertia
of
free
water
through
Fig. 31
72
is like
point of suspension,
The value
m.
of b
height,
is
Wf
of the shift
GG
which
is
therefore equal to
where
and
vessel,
Vf X
m
-
GG (W
x 35
V, X
= GG
f,
or
it
be written
may
V
i
V,
-
m = GGf
m = --
V,
-I
therefore
Vf
x-- = G G/
cancelling out,
we have
i
-
= GG
We
GG
V
"
73
of ra, this
ancy that
and adding
is,
it
the weights across the deck, thereby obtaining the total moment
The addition to the
of inclination.
moment
will, therefore,
vf
Therefore,
g g\
the addition to be
made
to the
moment caused by
35
GM
equal
wxd
+ (--xgg*)
W
If
x tan
by a
shown
tight girder, as
take up
w3
In this case
1
a 2 A, and
2
the girder, being shifted a similar distance. It will be seen that
the volume of either of the transferred wedges is only one -quarter
to
of the
in the tank,
</
half as great as g
moment which
gr
is
But we
shifting a wedge when the tank had no centre division.
now have a shift of two wedges occurring, one on each side of the
centre line, therefore the shift of the
moment
equal to
J of that caused
when
will cause
74
it is
of British Shipbuilding.
large
wedge was
is
transferred.
In
girder is not water-tight, but the holes through same are only small
such as drainage holes, it is practically impossible to estimate the
effect, as the levels of the water on each side may be at some inter-
Fig. 32.
free
at the time of
it
being
difficult to
75
estimate
loss
if
the liquid
water
is
but
if it is
V
the specific gravity different to that of the water in which the vessel
floating, then GG f or the loss of
is
X weight per
GM
displacement in tons.
Effect
on
Initial
present-day means
structure, into
Stability
The
which water
is
allowed to enter
when
extra immersion
is
76
"
the after peak tank, and 3 the fore peak tank 4 is a
deep tank
divided longitudinally by a centre line water-tight bulkhead, also
shown in section a 5 are 'tween deck side tanks, being shown in
' ;
section
by
has been
Another means
b.
fitted,
hatchways,
etc.
is
these are
shown
in the elevation,
and
also in section
The
by
filling of the various tanks has important effects on
the vessel's stability due to altering the position of the centre of
c
6.
gravity,
and
moment
also the
immersion
new
produces a
tions
Fig. 34.
be 20
At the
light draught, 7
ft.,
ft.
this
alteration.
M is
a larger amount
height alone
is
stability of the
being
the
stability,
of
now
ft.,
in the
condition.
The metacentric
two conditions,
truest
we
new
comparison.
saw that G
sin
When
==
We have
of 5
ft.,
be 5
-1736,
and
if
placement
is
the displacement is
is
increased to 1,900 tons, and we have already seen that the G
at
10
then 7 ft. The righting moment for the ballasted condition
The
righting
is
therefore 1900
moment
-1736
77
2,309 foot-tons.
77 per cent, more than when light, the difference being caused by
an increase of displacement and an increased metacentric height.
Comparing the metacentric heights only, the increase is 40 per
cent.
The vessel will be much stiffer in the ballasted condition,
and will most probably roll heavily. This difference in stability
between the light and ballasted conditions is very representative
of the
of such vessels in
many
this
is
"
"
without cargo
draught also making the vessel much easier to navigate under such
circumstances. As in the above example, the latter necessities
are often provided at the expense of certain disadvantages. Of
course, it would be possible to obtain the required ^amount of im-
"
to a low position
all
fore
and
aft,
the-
her higher at the fore end, and possibly be disadvantageous from the point of view of navigation, since with a
beam wind the tendency is for the vessel's head to fall off.
vessel
The
would
lift
position of
being governed
by
means of controlling
the stability in such a case is by the position of G. In some modern
vessels of large beam the excess of stiffness prevails to a large extent.
shape
78
of British Shipbuilding.
way by
filling
tional ballast
'
is
"
in a
"
condition.
Side tanks in the position as
While
Fig. 33 may be used as bunkers when required.
"
"
"
"
tanks is to reduce the excess of
the effect of
stiffness
deep
vessel
is
load
shown by
when
ballasted, yet in
found to
exist.
many
Such tanks
up
serious strains,
the patent
^^^^
ditional
placed
side,
all
fore
and
ceiitilever-
X^
-extending
In the case
ballast
in
aft
being
compartments
vessel's
"
A large number of vessels of this type have been built, giving excellent
results.
filled,
When
the
the immersion
"
double -bottom
is
"
Suppose that by filling the aft peak, fore peak and deep tanks,
the above vessel's draught is increased to 12 ft., the displacement
there being 2.200 tons, and the centre of gravity now being 17*5 ft.
79
above the base. The curve of metacentres here shows the metacentre
For this conto be 21 ft. above the base, giving a G M of 3-5 ft.
The following
is
the value of
amount when
GM
It is generally
is completely
the fact of the addition
of ballast at such a low position giving one, at first sight, the impression that G has been lowered and the G
thereby increased.
This case shows how this might not always happen, the G
being
less
when
when
Fig. 35
light.
is
is
to
now
which
larger.
not the case, because by adding the extra weight we have imis much lower
mersed the vessel to a deeper water-line, where
is
than
it
fore, at b
moment
at b draught
may
be greater
is
volume
is
large since
80
= B
M.
V
As the draughts increase, the height of M is lowering owing to the
volume of displacement increasing at a greater rate than the moment
of
inertia
since
the
of
is
waterplanes
"<^
""
^-^
waterplane,
of the
fulness
increasing
the
slowly.
although
height of
is
increasing
"
placement
is
predominant.
When
Fig- 35.
is
of a wall-
is now
of displacement becoming nearly equal, the value of
has
the
effect
the
that
of
so
increasing height
slowly
decreasing
than
is
CHAPTER
81
VII.
inertia,
will
will
ing
into
fresh
water,
on
If
ing deeper.
in
salt
water
the draught
is
greater
when
fresh
here ascending.
is
therefore see that the
curve
We
stability alters
when
pass-
is
governed according
The above conditions are
to the position of the original water-line.
reversed when passing from fresh to salt water. Passing from salt
to fresh water,
and would
freeboard
is
less freeboard,
The effect of
slightly reduce the range' of stability.
dealt with in the following chapter in connection with
When
the
a vessel
stability
is
first
not
82
of British Shij)building
amount
of water as before,
and thereby
still
support but suppose the tide to fall, we know that the vessel will
then lose a layer of buoyancy contained between the old and new
;
W
W
L
L
L2
when
when
The
The
water-line
water-line
the vessel
is
afloat
and upright.
left
the
but the
now
vessel
W
W
to W
=
=
=
The
The
The centre
B
B
B2
i
=
=
G
P
The
L2
of
buoyancy corresponding
L2
to the
W-
=
L
B2
The
"
effective metacentre
position of the
vessel has taken the blocks.
The point
upwards
of contact of keel
and blocks.
"
after the
83
Fig. 37.
through B 2
upward
we
will
ant of
forces
shown by the
is
downward
ing through G.
following
how
act-
From
the
force
it
this
will
be seen
resultant
is
two upward
the
Using
moments,
"
levers
forces.
principle
and
"
from
of
taking
the
line
W-P, we have
moments " about that
of force
"
line as follows
Fig. 38.
84
W-P x
P X
Totals ==
British Shipbuilding.
==
nil
P x
P x
(weight)
P X
nil.
(moment)
therefore
a,
which
the distance
is
We
as the case
may
be
(in this
case
we have
we suppose
"
righting lever/')
If
will
be shorter than
GZ by
t
the
Gz
amount
= G
Zj
a.
P X
In the above
we saw
that a
a.
W
therefore
we may
write
P X
Gz
= G
Z,
W
=
On
L
looking into the figure it will be seen that b
this
for
6
in
the
above
we
have
substituting
equation
P x L
Effective righting lever
P x
L
/\ J^
(i
1YJL
Gz
= G
sin v
0111
being equal to
a)
7
sin 9,
sin B
and
(G
--
Z-,
Gz
sin
and Gz
is a.
sin 9
P x L
O)
Z,
sin
85
a
sin G
therefore the
so
W
loss in metacentric height
g-^-
sin V
L M~rm&.
Wx
cance u_
gin Q
-5TU fl.
we have
ing out
P X L
(which
is
best
for
deducted from the original amount, readily gives the state of the
vessel's stability for any required condition upon the blocks.
This
formula being simple, is easily applicable. P is quickly found from
the displacement scale, being the difference between the displacement
is obtained
when afloat and when upon the blocks. L
M
M
of water
above the
depth of the keel.
being the total displacement, has been already found from the
displacement scale when obtaining the displacement of water when
afloat.
Of course, throughout the question we have made the
assumption that the inclination is one within the limits for which
by reading
off
new
the position of
B,
M =
and adding to
water-line,
is
Moment
Volume
practically constant,
of inertia of the
of displacement
and
new
up
to
Vessel
this
it
waterplane.
new
being
waterplane.
partly
in
mud.
we have shown a
In
Draught to
LQ
= DQ
86
has fallen to
W,
L,
and
has
vessel
become partly sub-
mud to
L2
2
in
merged
water-line
The
draughts to
Do
now
equal, say,
while the vertical
centre of
is
'I'linu 111 1 II II ii i
buoyancy
How-
.
,
it
is
obvious
Fig. 39.
W,
equivalent to
ever,
Bo
vessel's
that
quite
the
greater density of
the mud portion up
L2
own
of
acting at
its
vertical centre
buoyancy
B2
tend to lower B,
to, say,
B3
Fig. 39a.
It is desired to
deduce a formulae
to use in obtaining
the depth vessel is
submerged in the
D 2 Fig.
We intend to
mud,
i.e.,
39b.
below
buoyancy
L2
as an in-
crement
of
W2
dis-
ment up
to
That is if
up
to
//
W,
L,.
be displacement up to
L and
7
1 1 1
nil
Fig. 39b.
(S,
1) is
L Q and W,
be displacement
additional displacement
up to
L2
W =
then
of vessel equal
=
=
=
and C
C.j
^2
L and
Wj
plus
breadth
- -
(Sj
up
to
,,
>,
,,
,,
"
>
"
>
1),
B.
coeff.
displacement
W
=
x C
W-j
LQ
L
** 2
*!
x D, x C,
Then
f-
XX^
or 35,
L and B
Do
87
of British Shipbuilding.
x Co
x C,
1)
(S,
cancelling out
= D
D =
Do X
+ D
C,
Co
-D
X C2
X C
(S,
C2
(S T
WATER
'SPECIFIC
GRAVITY =
MUD
SPECIFIC GRAVITY
Fig. 39c.
Si
88
or
if
vessel of prismatic
form
S,-
1T
now worth
new metacentric
In Fig. 39c
Then
we have exaggerated
in Fig. 39c.
W
W
L3
L4
=
=
mud
B4
line
centre of
W
W
of vessel
buoyancy
L
L2
up
,,
MQ
=
=
M!
centre of
buoyancy up to
to
L3
mud).
L4
position of
water-line
only.
position
metacentre
corresponding
to
original
neglecting effect of
mud.
(S
/
L2
89
KM
1) 4-
(8,
KM,
and
1)
(S,
= KM
KM
X W,
Km =
is
the
"
+ KM,
effective
meta-
- KM
KM
ai
Mo M
= KM Sin 9 X W
= Sin 9 x W (KM
KG. Sin
KG)
-f-
= GZ
Sin
2
or
W
X
new
GM 3
Lo
Do -12'
Bo
L5
Fig. 39d.
righting lever.
90
It should
Sin 9
be observed that
that
GM
if
KG
X
is greater than KM
Q
3
would have a negative sign and
Sin 9
Sin 9
British Shipbuilding.
Bi
Di
B3
TT
D2
L
Fig. 39e.
39d
is
line
to 2
and say
a vessel of rectangular section floating freely at waterjust touches a mud bank of specific gravity equal
L Q and
DQ =
12'
and
W,
and
vessel
is
partly submerged in
15'
L, and
(D 2
D -
6)
2D 2
D =
2
6
3'
or
D,
9'
mud
KM = KB o +
M = KB o +
6'
KM, =
B,M,
KB,
-;;-
KM = KB
2
4-5
I,
KB,
tl
(Si
B 2 M 2 = KB 2
V2
15
1-5
KG =
12
4-5
15
15
12
(S,
1)
1)
1-5
6-58
7-75'
say 6'0
7-75
then|KM 3
12
15
-f-
12
and
15
6-58'
I2
-f
== 7-56'
V,
15
6'
Vo
=
X 45
135
=
6'88'
180
KM Q
KM 3
91
7 56
6-88
0-68'
92
CHAPTER
STATICAL STABILITY AT
DEFINITION.
AT WOOD'S
STABILITY
VIII.
CROSS CURVES
OF STABILITY CURVES.
:
We will now
of inclination
The displacement
is
the same
up
to either water-line.
We know
that the length of the righting lever G Z measured in feet and multiplied by the vessel's displacement in tons gives the amount of foottons,
moment
of statical stability.
The displacement
for
any con-
is
couple caused by the action of the buoyancy and the weight of the
vessel, the buoyancy acting upwards through B T and the weight
Fig. 40.
downwards through
inclinations, but
of the shift of
B must be
to the water-line
fore, find
93:
G.
The
found.
and at
the shift of
but as we desire
it
in a direction
X h
now
h^
-
R, which
;.
is
V
parallel to
W, L
or to
V =
Z.
volume
volume
of either
wedge.
of displacement.
Having found B R,
BR--Br =
Now B
= B G
Z.
sin 9,
therefore
G Z
x h
h^
-
B G
sin
9,
V
this
is,
X h
h^
+ B G
X h
hi
is
sin 9.
stability
V
this
equation.
The values
of
representing
R, hav-
V
ing been calculated, they are next corrected for B G sin 9, and then
set off and a curve drawn, as shown by G Z in Fig. 41, where the
horizontal scale
is
scale-
94
of British Shipbuilding.
the stability,
h h
This
is
gener-
Fig. 41.
by B R.
g m,
is
m joined with
in Fig. 41.
At its commencement, the curve will lie
line
as
is
in this Fig. from
There are
the
seen
to z.
m,
upon
to
find
the
value
of
R, each involving most
many methods used
0, as
shown
for
our
for a sufficient
An
Fig. 42.
TON*
95
British Shipbuilding.
obtained.
line
we have
dis-
On any
cross curves.
is set off
the value of
BR
this being
to
below
of
degrees
corresponding to the
it is
required
First of
all,
is
drawn,
B R
ton
Fig. 43.
IQ
ordinate
ordinates
of
of
Fig.
10,
Transfer these
53.
20, 30
R, below which
values
~J|
to
their
respective
B G
for
into righting
as
shown dotted.
more
stability
when
It will
96
British Shipbuilding.
by the
difference in the
displacement.
range.
point, as
Fig.
44
is shown at 62
deg. by x in
and the latter is seen to be
85 deg., because the curve here decends below the base line, and the
vessel no longer possesses a righting tendency, and, therefore,
If the vessel is inclined by an external force, such as the
capsizes.
wind, it is obvious that when the force is relaxed she will return to
the upright if the angle of 85 deg. is not exceeded but suppose the
;
vessel to be inclined
will
then settle
moment
down
by
moment caused by
the
For instance, say 50 tons are moved 20 ft. across the vessel
= 1,000 foot-tons, then
causing an upsetting moment of 50 X 20
the angle of rest will be 35 deg., since we here have this upsetting
weights.
moment balanced by
Now, suppose that a
exactly that
amount
larger upsetting
of righting
moment
moment.
incline further
is
obvious that
vessel's dimensions
Influencing the Shape of Stability Curves.
control the stability to a large extent, especially in the case
of the breadth, which, as previously mentioned, controls the
moment
of inertia.
effect
upon the
height will
increased,
is
be larger,
shown
G Z
meta-
represents
centric
97
Fig. 45.
upon the
line
levers being in this case more rapid, the curve also showing larger
levers and increased range.
Altering the depth of the vessel would
moment
of inertia to such
may
pro-
98
British Shipbuilding.
CHAPTER
DYNAMICAL STABILITY
STRUCTION OF CURVE.
IX.
MOSELEY'S FORMULA.
DEFINITION.
CON-
HEELING
SAILS,
OVERBOARD.
G and B when
Z
B G.
Now
B,
B, Z
inclined to the
new
R + R
B,
water-line
W,
L,
is
equal to B,
Z.
+g
X (gh
is
h,)
V
and
or
B G
cos
X (gh
+ 0,
equal to r
is
therefore B,
0,
+ BG
cos
.61
V
Dynamical
B, Z
B G -
We know
cos
X (gh
+g
+BG
It will therefore
cos
and cos
G.
6 is versin 6 (1
B G and B G
amount by which
Dynamical
tf
will
be
BG
X (gh +gr, h
lever
cos
versin
is
d,
and
in excess,
99
we now
write
B G
versin
0,
V
which
is
Dynamical moment
which
is
G and
=W
X (gh
A,)
B G
L
This
B.
versin 8
V
is
known
as Moseley's Formula.
The dynamical
up on
respective
ates,
their
ordin-
we can obtain
curve
of
ical
Fi g- 46
dynamstability,
which
is
in
shown by
Fig.
46.
maximum
wise the
amount
of
dynamical
stability.
Between any
infinitesi-
take an ordinate
100
drawn
British Shipbuilding,
the curve
is
is
to, this
by the
Inclination Scale, 10
.
= F
and
1 in.
radian and
1 in.
-1 ft,
in.
=1
-4 ft.
-4 ft.
Z.
-1
radian.
*04 foot-radians.
'04
dynamical
ft.
== ol~s
deg.
in.
10
G Z
GZ
ft,
J in.
lever.
==40
100 tons
foot- tons
dynamical moment.
Having
ordinates such as
Stability of
is
at E, which
total pressure
lee-side
sail set.
known
is
of the
we have a
tion to the
Sailing Ships.
wind
The centre
is
shown of
pressure of water, p acting in the opposite direcThis water pressure acts through the
pressure.
we have
a righting lever
Z, therefore
=W
GZ
(righting
moment),
W being
101
P, the pressure on the vessel's sails, is effected by sail area and wind
pressure x is effected by the distribution of the sails. The area is
;
that taken from the projection of the sails on to the centre line of
the vessel. It is obvious that as the vessel inclines this projected
area will become less. Notice in the adjoining sketch in Fig. 47
that
when
is
becomes
Now, suppose
that
A represented
the
sail
square
area
then
upright,
&- r
in
when
feet
inclined to
equal to
&.
9,
being
A x
cos
Let x be the
of
resistance
lateral
when
upright, then x X
cos 9 will be the
vertical
when
Fig. 47.
Heeling
Tons per
sq.
ft.
Heeling
mement when
upright
A x
wind pressure X
moment when
distance
inclined to
9.
M.
inclined
we have
sails
102
Tfie -Thfon,
the angle of
all
canvas
maximum G
set,
Z.
when upright
A x
2
-
2,240
A x
this,
multiplied by x in feet
==
2
-
tons
X x
feet
2,240
of
which
curve S
moment
moment
S.
therefore,
on
as
is
f g.
b, which is,
which the wind force has absorbed an equal amount of the vessel's
After reaching the
righting force, being equal to the work done.,
which
she settles down
at
the
the
vessel
returns
to
b
a,
angle
angle
inclination
103
Fig. 48
however,
may
If a weight be
Effect of Dropping a Weight Overboard.
suddenly dropped from off one side of a vessel such as, for instance,
a weight falling owing to the breaking of a rope suspended from a
derrick
force.
line,
were to
fall in
X 30
300 foot-
104
of British Shipbuilding.
CHAPTER
X.
B
G
Centre of Buoyancy
Centre of Gravity
Centre of Buoyancy
== Centre of
Gravity
G,
CF
The centre
the two
g and
g,
Fig.
49
==
B,
calculation.
W.L.
W,
L,.
water-lines,
respectively.
M = Longitudinal
w = A weight on
7
Metaeentre.
board which
moved
is
aft,
Let
V =
wedge, then
<3\
--
B,, and
V
B
B,
= B
M^ X
circular
(Let
Therefore
circ.
and
M =
b or
c.)
X gg
V X
At
a,
circ.
length across to be
and
this
(y
its
X dx X x X
circ.
tf)
x x
x2
X y X dx x
circ.
0.
all
now be
*M - v
V
'
X y X dx X
total
circ.
substituted for v
7
'
moment
9.
g g
.
,
^ /^-V
dx *
a
x circ. -m*
cancelling out,
we have
of transference
equal to
x oirc.
x2
Circ.
M =
7
"T"**'
flm
X
ij
X dx
105
106
moment
of inertia, because
In the calculation the area and centre of notation of the water plane
is
first
moments
of inertia being thereby obtained since the functions of the halfordinates are now multiplied by their levers squared. The sum of
is
multiplied
by
J of the
common
longitudinal
made
as shown.
Trim.
By
"
trim
"
is
of
change of draught
-j- L L,
change
draught forward. In Fig. 49, W,
Trim. The tipping centre is taken as being the centre of flotation.
Change of trim is caused in the following ways first, by moving a
weight, already on board, in a fore and aft direction second, by
of
)i.v
Fig. 49.
40k
&
107
a weight
moved a
in tons
trimming moment
moment necessary
distance d
in foot-tons.
Now,
we know
if
w X
the
amount
the
of
at each end), we
(i.e., J
can find the total amount of change of trim caused by the shifting
of a weight already on board the vessel thus
Trimming moment
to alter the trim
in
in.
(w X
d)
moment
-f-
Moment
Change Trim
to
w x
In Fig. 49, -
G,
w X
or
G,
= G
M, tan
= G
M; tan
w X
tan
6.
GMj
total trim
0,
'
The
vessel),
1 in.).
(W
= G
W
.
(M C T
1 in.
1 in.
W
G
and
to change trim
W,
L,
T.
T
L
(length of water-line)
X tan
&
T, or
tan
0,
w X
W
If the
so
in.,
then
(L being in
feet,
must
multiplied
L x
7
is 1 in.,
is
1
L x
M;
W X GM
W x GM
.
change of trim
w x
=w
by
necessarily be
12).
12
d,
the trimming
moment where
the trim
12
we have
C T
1 in.,
X G M;
L X
12
being the
108
total displacement.
of gravity,
of trim that
When
the alteration
is
small, the
be 12
in. in
i%V of 12
in.
yVo of 12
in.
=
=
in.
in.
that
is,
its
for
moderate amounts
under the
centre of flotation,
The sinkage is
by the tons per inch corresponding
to the water-line.
in the
same
water-line.
position, as above, in
which
to place the weight so as not to alter the trim, we can then proceed
to find the trimming moment by multiplying the added weight by
the distance of
its
divided by the
C T
1 in., will
109
weight to be of a large amount. We will have to discard the assumptions made in the previous case, and take the following into
account
:
To
1.
find the
new
parallel
new
total displacement.
The
The
The
The
2.
3.
4.
5.
buoyancy
of the
C T
added layer
The
1 in.
position of the
is found as
of displacement
From
follows
C F
of
for a
centre of
plane
is
buoyancy of the
found from
also
layer.
The C F
this curve.
Now
new M C T
1 in.
multiplied
by the
its
is
Fig. 50.
layer,
new
waterplane.
Deducting a Weight.
is
simply reversed.
and
its
C B
centre
C T
in.,
as-
110
new
of British Shipbuilding.
C F
amount of
new
of the
waterplane.
To obtain the
which
position in
means
draught
C T 1 in.
total change of trim in inches, when multiplied by the
of
the
will
amount
to
the
condition,
trimming
give
corresponding
moment required to produce this change. This trimming moment
being divided
forward of the
C B
of the layer, in
2)
weight
CHAPTER
RESISTANCE.
Ill
British Shipbuilding.
XI.
Tow Rope
Resistance.
The
composed
Eddy-making (R e ), Wave-making (R w ), and
Total Tow Rope Resistance = R + R,
Air Resistance (RJ.
If a ship were towed in such a manner so that
-f R,,, + R = R.
the presence of the tug would not affect the resistance of the ship,
then the ship would impart to the rope a strain equal to R. This
(l
resistance
her
is
augmented
ance,
it is
is
propelled
In dealing with
by
resist-
motion
its particles
Fig. 51.
Fig. 52.
the figure, these lines being termed stream lines. The direction of
the flow of water is shown by the arrow. When nearing the body,
the stream lines widen out, reaching a maximum width at the end
112
now
The
effect of this
The stream
the
lines
which
is
and nature
of surface,
upon plane
by towing them
in the experimental
In estimating this
and nature
of surface, speed
at
which
it is
R x
Rs being the
/,
/ S V",
co-efficient
is
which
and L
by the formula
is
feet,
being found
15-5
is
n,
an index accounting
L>.
A/W X
obtained
the speed.
For
painted and
may
be used.
of ship
100
ft.
200
-00944
-0097
/
n
ft.
300
400
ft.
-00923
ft.
-0091
500
113
ft,
-00904
These figures will also take into account the eddy- making reFor a vessel 350
sistance for vessels of ordinary and good form.
long, with a wetted surface area of 24,500 sq. ft., the skin frictional
in salt water at the speed of 11
Ibs.
At
knots
hour will be -00916 x 24500 x Hi- 83
ft.
18,064
sight
may appear that the square of the speed may be used
instead of the 1-83 power, the latter seeming to be near to the square
per
first
it
this,
when wave-making
resistance
is
in
Eddy-making Resistance.
which draw upon the power of the vessel in the shape of setting up
Such endings should, therefore,
be avoided as far as possible. In modern, well-formed vessels
eddy making is of small amount, and is usually taken as being 5
extra resistance to be overcome.
when
is
required for
Wave-making
Resistance.
In addition to
the
statical
crests
interesting relation is, therefore, obtained when the bow series joins
the stern series. Should it happen that a crest of the bow series
coincides with the stern statical crest, the wave of the former is
piled up on top of the latter, as shown in Fig. 53, causing a large
114
stern crest with a following train of large waves, the wave -making
If a hollow of the
resistance being greatly augmented thereby.
bow wave series had coincided with the stern statical crest there
effect, and consequently fairly
water astern resulting in a reduction of wave-making resistance,
The distance in feet, from crest to crest of the bow wave series in
flat
deep water,
per hour).
Fig. 53.
so that, at her working speed, the hollow of a bow wave will coincide
with the stern statical crest. The distance between the statical
56
x 20 2
224
ft.,
for a vessel of this speed, while 336 ft. would be very good, since
"
"
we would, in this case, obtain a bow series hollow coinciding
Propellers, or
crest.
abnormal form
of lines,
the
stern
statical
crest
Fig. 54.
Wave-making Resistance
in Ibs.
D
(RJ
12-5
x C X
V =
L =
is
and C
V4
displacement in tons,
block co-efficient.
115
Air resistance
Resistance.
is only of importance at
high
steaming against a head wind. At low
speeds it is generally neglected because of its small amount, but at
high speeds it becomes worthy of notice, and is usually allowed for
speeds, or
when a
vessel
is
Air Resistance in
Ibs.
(R a )
-005
A V2
A being the area of the hull and erections exposed ahead, and
the speed, in knots per hour, of the air past the vessel.
ship length
V model
\/l
variation
length
ship length
will
3
.
model length
It should be
follow the
"
Law
of
In Fig. 55,
Comparison."
represents a curve
?/
various
<?
&
>
^-r
Fig. 55.
obtained.
resistance,
this curve,
and by
this
The
means
Law
it is
By means
speeds.
the formula / S
Vw
resistance
of
frictional
ft
is
of
the
the
"
Comparison
applies to
By
116
British Shipbuilding.
simply altering the scales of speed and resistance the curve B can
be used for the ship, therefore by multiplying the model speeds by
Vl
by
new
is
Co-efficient
/ and index n
Length.
ft.
...
-00937
11
ft.
...
-00920
12
ft.
...
-00908
Horse Power.
1 ft.
1-94
...
The unit
1 ft.
Force X Speed
1 lb.
n.
/.
10
unit of speed as
wax
for paraffin
= =
Power.
per minute
1 ft. lb.
per minute
(the unit of power).
R X
33000
or, if
we
of expressing
way
6080
RxVx-
R x V x
101-33
60
Horse power
33000
33000
=
The
latter is a
much
R X V x
is
-0030707
obtained by con-
minute
verting the speed of knots per hour into feet per
by
multi-
117
This
is
the
amount
of
power that
is
consumed
have been previously dealt with i.e., the tow rope resistance. It
be termed the tow rope horse power, because it is equal in
amount to that which would be transmitted through a tow rope
may
when towing
of
employed
usefully
in
vessel's motion.
This
is
the
amount
of
power that
is
name
is derived.
By use of the Indicator, diagrams are obtained
which graphically show the variation of the steam pressure in the
cylinders, the mean pressure being calculated from such diagrams.
If P = the so found mean pressure in Ibs. per square inch and A
= the area of piston in square inches, we have P A = the total mean
(i.e.,
have a force
of 2 L N.
PA
of
PA
N =
PA
if
minute
will
pressure in Ibs.,
ft.
Ibs.
be 2
N.
and a speed
We
2LN
=
or,
33000
therefore
in feet per
now
minute
118
A
"
simple
Plan
"
British Shipbuilding.
AN
P L
is
P.
33000
Indicated horse power will be seen to vary as the steam pressure
L A, and the number of revolutions N.
P
P to the I
Propulsive Co-efficients. The ratio of the E
known as the " Propulsive Co-efficient " for instance, in the
case of a vessel where 1,000 I
P is necessarily provided to drive
is
E H P is
600
=
I
H P
-6.
1000
in
amount,
therefore
absorbing
P at the
larger proportion of the I
slower speeds, and also owing to the
propellers being designed to give the
maximum efficiency at the designed
12
II
KrfT*
Fig. 56
Modern
should reach
its
maximum
45 to
-5
From
the above
it will
...
...
...
...
...
-5
to
*55
'5
co-efficient
as
-5, showing the necessity of generating twice as much power
would be required to overcome the tow rope resistance.
is
of British Shipbuilding.
119
Losses.
at
the
a loss to the I
P, a
good average
of the I
H P.
vessels,
which
for
is
To show how
it
same
varies in the
of a vessel of 800 I
P and
800 x (TO) S
The
H P
at 5 knots.
initial friction at
800
and
100 I
have
consumed by the
initial friction at
P
Now, while
5 knots speed.
at
P consumed by means
per cent, of the I
of initial friction, at the reduced speed of 5 knots we have 30 per
we have 7^
consumed
cent,
in this way.
The next
being equal to the thrust or load friction on the thrust block. The
amount of this loss is about 7| per cent, of the I
P, this being a
good average
figure.
Load
friction varies
P.
We
PHP
=
and
I
first
Now,
at the propeller
we have a
further loss
which
is
due to
slip
and
friction
of the water at the propeller and the screw not progressing to the
full extent of its pitch
for instance, a vessel at 10 knots
;
travels
of 13
ft.
10
120
ft. pitch
78,000
the resultant forward propeller speed, while
the vessel only travels 60,800 ft. in the same time, a difference of
78,000
60,800
17,200 ft., which is 22 per cent, apparent slip
ft.
is
PR
or it
be written
may
100
P R
P
slip,
being the
mean
the revolutions
pitch of the screw in feet,
of the ship in feet per minute. In this
10
13
6,080
100 -
60
13
This
the
is
wake
slip,
at the after
22 per cent.
x 100
as for this
end
it is
of the vessel,
speed of the water past the propeller from that of the ship. However,
from the above apparent slip the meaning of this propeller loss will
be seen. The propeller frictional resistance is also to be accounted
for in
making up the
propeller loss.
It
may be
designed propellers not more than 70 per cent, of the propeller horse
power can be actually used in the propulsion of the vessel, and
although some experiments have given better results, the 70 per
cent, is a safe figure to use.
Up to now, we have 85 per cent, of
the I
and from
this
H P we have
Another
P
(85 per cent, of I
per cent, of I
loss,
which
is
= P H P) x 70 per
H P remaining.
cent.
59-5
From
the
in of the stream
forward motion.
water at the
stream
The
line
stream
an increase
of resistance over
what would
be found were the propeller absent, as in the case of the tow rope
It is obvious that in a single-screw ship the augment
resistance.
will be larger than in the case of a twin-screw vessel, as in the latter
121
the screws are placed further away from the ship, and, therefore,
having less effect upon the stream lines but here we must make
"
allowance for
wake gain " obtained by the propeller from the
forward motion of the water at this part of the vessel. A single "
wake " than one
screw ship obtains a larger advantage from the
"
wake "
with twin-screws, because of the forward motion of the
;
the former
is
to the latter
Wake
is
termed
"
hull efficiency."
gain
-
hull efficiency.
of resistance
Propeller augmentation
'
to 95 per cent.
Twin-screw
after
vessels
95
Summing up
of the horse
the foregoing
power remaining
having made the de-
we have
Per cent.
Indicated Horse Power
...
...
Deduct
Deduct
P consumed
Propeller Horse
To allow
Power
...
...
...
92J
7J
...
85
...
...
=
=
...
per cent.
For hull
in load friction
. . .
=
=
...
...
...
...
Effective Horse
Power remaining
...
56-5
100
-565.
is
100
7|
'70
59-5
-95
56-5
122
Composition of I.H.P.
total generated
power
is
Eddy-making Resistance.
-|Wave-making Resistance
=
-j-
Residuary Resistance
Skin Frictional Resistance
Air Resistance
=
-j-
-f-
Propeller Horse
Power
-f-
(N
H P
-+-
is,
NH
great variation
being
and
when comparing
P.
an average figure
P
varies greatly between J I
different ships,
it
CHAPTER
123
British Shipbuilding.
XII.
CONSUMPTION.
Admiralty Co-efficient.
method
for estimating I
Co-efficient," the
H P
that
is
V3
IHP =
is
known
as the
as follows
"
Admiralty
xD
C
where
V =
D =
"
of
co-efficient
"
performance
previous similar ships, where V,
are known,
by
obtained
and
from
IHP
V3 x D
IHP
The following assumptions are made
1. That the total resistance will vary
:
Since
sistance, which will therefore vary as the wetted surface area.
the wetted surface area of two similar ships varies as the displacement
to the two- third power (D ), we can therefore use D as representing
frictional
will
1
'
83
The E
P necessary to propel the vessel will vary as
the cube of the speed (V 3 ). This will be obvious since we have
P
assumed the resistance to vary as V 2 and we know that E
resistance.
V
,
33000
so therefore
we use
to the third
124
of obtaining E
P.
The speed integer is, therefore, in all cases
one high when dealing with power than in the case of resistance.
3.
That the
HP
vary as the
E H
P.
a vessel where the engine efficiency is the same as that of the proposed vessel at the corresponding speed, since the corresponding
speed of the basis vessel may be so much different to her designed
speed that the engine efficiency will have greatly altered. The
importance of making comparisons only with vessels in all ways
We first assumed the total
similar to each other is therefore seen.
S X V
(R s ) varying as
3
V
as
S
X
(W S being
vary
the area of the wetted surface), and according to the assumption
S X V3
that I H P varies as E H P, then I H P will also vary as
3
I
H
P
since we
a
of
the
as
measure
S X V may be considered
S X V 3 as a figure having
thus assume it to vary. We may term
resistance to be skin frictional resistance
will
a relation to the I
S x
V3
-
H P
from another by
WS
x V3
T> is
one of the
The formula,
therefore,
now becomes
as given at the
125
commence-
ment.
The following
of
270
...
...
...
220
...
Large cargo, about 12 knots
Small cargo, about 9 to 10 knots
Trawler, about 9-| to 10 knots
Herring drifter, about 9 knots
...
...
...
300
At
290
230
130
115
of C.
Fig. 57.
126
V L
L,
therefore,
assuming
D,
HPT
XV,
B,
is
P,
we have
xD^
DT
IHP
The extended law
to vary as the
RxV DxDJ
IHP
I
'
H P
the I
and
therefore
IHP,
i
1
IV
'
basis
of
/Length
ship
V Length
of
proposed ship.
The I
P of the basis ship at this corresponding speed is
next obtained from the curve of power, and multiplying this by
displacement
of
proposed
ship
IHP
H P
corresponding
speed
is
_\ ""_
obtained.
I
HP
of proposed
similar ship.
/
**l
IHP,
This
is
used as the
on the high
When
resistance has been taken to vary to the same extent as the residuary
while we know that the skin frictional
resistance i.e., as L 3 or
L2
or Df.
127
We
come by the E
R X
resistance, the
E H P
Where
R =
or
where
is
V =
of
= E H
found by 33000
Ibs.
P.
and
amount
H P =
12000
X -0030707
15
552-73.
P is next determined by
P having been obtained, the I
the type of the vessel.
a
to
co-efficient
applicable
using
propulsive
co-efficient
in
this
the
case,
(as obtained
probable propulsive
Say,
The E
x 100
552-73
theIHP=-
HP =
1050.
55
and
their corresponding
E H
this
P.
Skin frictional
...
Eddy making
...
Wave making
...
Air resistance
Total
Skin frictional
It will
By
skin frictional,
HP
HP
HP
H P
= E H P
...
HP-
(if
necessary)
-0030707
(/.S.
/. S.
employed to give
the resistance in
which
is
128
P.
P may be taken as 5 per cent, of
estimating
Eddy making
P if Froude's co-efficients have been used in
the skin frictional
If
HP
required, since
is
P
This
they are high enough to allow for this. Wave making
is calculated by using the formula given by Mr. Taylor, as was
:
integer
by
-0030707, giving
D
Wave making
x C x
12-5
X V5
-0030707
P, for the
(The speed integer being increased when dealing with
reasons previously stated). Summing up these independently
P's we obtain the total E
estimated
P, and then by using a
P is found.
suitable propulsive co- efficient, the I
Another Method.
especially
when the
x V
D = displacement
M S A = 'midship
in tons.
=
L x v'M
results,
co-efficient a, is
A x
V
H P
a
speed in knots.
a
of
length.
2-0
a co-efficient
2-4
...
...
...
...
2-0
...
...
...
...
2-7
2-5
2-3
...
...
...
...
2-1
square root of the lengths of vessels, therefore we may say that speeds
are relative to the length of ship. To obtain a real comparison of
the speeds of various ships we should therefore compare the speeds
with the square root of the respective lengths by finding the ratio
:
Say a
vessel 400
129
ft.
11-25
-
then
==
-56
speed-length ratio
\/400
This ratio
is
speed, and
is
A/256 X '56
ft.
=9
long
knots, which
is
of this length.
V
The following
VL
Cargo steamers of slow speed ...
Cargo steamers of moderate speed
Cargo steamers of good speed ...
...
...
...
*45
...
...
...
-55
...
...
...
-65
...
...
...
...
-75
Atlantic liners
...
...
...
...
...
-90
Battleships
..................
...
cruisers
.........
............
Destroyers
We may
and
is
below
*5
.....
the vessel
-95
1
10
2-00
is
of
low
speed, at -9 ratio the speed is high, and at 1-2 we have speeds that
are excessive and only obtained with a large expenditure of power.
cases 10 knots.
-5
speed-length ratio
A/400
vessel,
10
-
It will
ft.
vessel, yet
it is
The
trial
10
130
abilities
P developed by
power. He also obtains the speed, maximum I
the engines, and the consumption of fuel necessary to obtain the
speed and pOAver. On the other hand, the shipbuilder takes the
opportunity to obtain data for future designing purposes in the
P necessary to propel the vessel at
shape of the amount of I
to the
and
1.
2.
counted during the time occupied and the mean speed for the run
found as afterwards described.
3. A continuous run at sea past a series of stations of known
distances apart, the times being recorded when the ship passes.
4.
The
Patent
last
logs.
method
is
shown in Fig. 58, which represents the measured mile near the
mouth of the Tyne. The course is marked by buoys or by a compass
as
bearing, as in the case of the Tyne mile, where the course is north
and south.
number of runs are usually made over the course at
various speeds, making at least one run each way for each speed.
If the trial is not to be a progressive one, and the vessel is to be run
power only, then two or three runs are made in each direction
making four or six in all. In progressive trials it is best to make
"
these numbers of runs for each speed taken and to find the
mean "
as is afterwards described, although the mean of two runs, one with
and one against the tide, would give a fairly accurate result. Some
at full
run
commenced
made
the
first
series of
is
runs would be
made with an
maximum
H P of about
H P,
the
first
1,000,
and
after
having carefully noted all the results, as mentioned later, the power
would be increased to about 2,000, when the second series of runs
would be made. The next runs would be made at progressive I H P's,
maximum
is
British Shipbuilding.
The
reached.
131
off
Fi?. 58.
is drawn as shown.
The numbers of revolutions being
noted for these speeds they are also set off, as shown. The Admiralty
the curve
co-efficients,
and a curve
required to
employed.
it is
co-efficient
such as
slip,
132
when
the resistance
is
increased,
i.e.,
parallel to the
two outer
posts, or north
and
taken,
because one person may anticipate, while another may delay until
he sees the posts actually open. The timing is one of, if not the,
most important observation of the trial trip a difference of one
:
mean
-1
of a
mean
is
which
means
I-
133
Knots.
Run
Run
1.
2.
With
tide
Against
...
15-000
...
13'688
3.
\
-
Run
u 344
With
...
14.407
14-375
15-126
14-431
14-503
14-487
14-467
14-567
Run
4.
Against
...
14-520
14-008
14-477
14-450
14-473
Run
Run
5.
With
...
14-938
6.
Against
...
13-636
14-380
14 287
'
,.
\14-472knts
'
meansP eed
'
86-396
14-399 knots.
It will
be seen that
we have
For instance,
if
knots per hour and returns at the rate of 10 knots per hour, the
such
mean
being a
of 1
knot in
60 minutes
-f-
4-|
,,
4J
which was the mean speed of the vessel, and not 15 knots. This
example is, of course, exaggerated in the amount of difference
between the speeds (20 and 10 knots), yet it proves that the correct
method is to find the mean of the times and then for the mean speed
In ordinary trials,
to take that corresponding to the mean time.
however, the effect due to this is very slight. If in the above example
we had found
minutes
and the
total divided
mean number
134
Having
Fig. 59,
from the
sults obtained
the
speed
re-
on the
measured} mile
7*0
all
dia-
shown by
as
gram
of
first
constructed
trial,
corres-
number
tions
From
is
of
revolu-
easily found.
point on
the curve of revolu-
the
tions corresponding to
number found as
the
,,.
above
(in Fig.
59 the
shown by
point
x), drop a perpendicular down into the scale of
where
the
mean
speed,
speed during the continuous run will be
obtained.
In Fig. 59 it is shown to be 13-2 knots.
is
The
third
method
The
series of stations is
obtained by placing
to those on board the trial ship also noting the times, a good check
being thereby obtained. The observers on board the station ships
also
then,
trial is
obtained.
with ordinary fires, the spare bunker is sealed up and the sealed bunker
broken. At the end of the trial, the fires being left in ordinary
is again fastened up and the coal from
the spare bunker used. By knowing the original weight in the
sealed bunker, and then measuring or weighing the remaining amount,
the exact quantity used during the trial can be obtained. The
second method is to have a weighing party on board, and by means
the
CHAPTER
135
XIII.
it will
is
omitted, the
Fig. 60.
this
136
of British Shipbuilding.
on the centre
line, will
will
give
direction
vessel
port),
(to
changing
her
starboard direction.
as
course
L
Fig. 61.
1-12
and v
where
A =
angle
1-12
v* sin
9.
The
line of
137
held over to 45 deg. (usually the most efficient), yet the impingement
of the water, giving the resultant pressure P, is acting nearly at
The speed used should be that
right angles to the rudder surface.
of the water past the rudder,
must be accounted
wake.
Twisting
by means
When
a rudder
is
held over
Twisting
moment
moment
I
in foot-lbs.
in ft.-lbs.
(1-12
the
representing
v 2 sin
9)
lever.
At
first sight it may appear that the centre of pressure will coincide
with the centre of gravity of the immersed rudder area this is not
the case, and for rectangular plates we may take the distance from
;
10 deg. =
-24 of breadth.
= -315
= -365
30
40
45
Owing
80
=-48
90
- -50
60
=-400
70
=
=
=
50 deg.
20
-405
-42 of breadth.
-44
-46
to varying speed
of a ship
values may not be exactly correct when dealing with a ship's rudder,
but they may be considered as being fairly near to the correct figure.
When a vessel is moving in a sternward direction the after edge of
the rudder becomes the leading edge, and the centre of pressure
should then be found from this edge. Its position will now be
further from the axis of the rudder and the force P will be now
acting through a larger leverage than
in a forward direction.
The
when
force
is
138
and
is
when ahead
maximum
stress is obtained
when moving
made corresponding
to this condition.
be
62 (B), and upon it construct a rectangle having the same area and
overall width.
Now obtain the centre of gravity G of the actual
X '24
corresponding to the angle as given above say 10 deg.
Since the centre of gravity of the actual
d, giving the point p.
;
Fig. 62.
of the centre of gravity of the
actual
of pressure will also be forward
the
centre
squared-up surface,
of p, which corresponds to the squared-up surface. The amount
surface
139
12
(1-12
v 2 sin
T.
2240
And from
by means
of the following
formula
where d
efficient
VT
e,
a co-
1-02
1-28
e
e
1*70
Turning
Trials.
line, which is swept out by the vessel's stern, is the boundary within
which the vessel can turn the middle line is the one which the
vessel's centre of gravity is traversing, and the inner line is the one
upon which the pivoting point of the vessel lies, and is tangent to
;
(see
a person
is
situated at the
the vessel
is
olutions, the
making
rev-
above obser-
Fig. 63.
they are
N
acquainted by the blowing of the vessel's whistle. A triangle
(see Figs. 63 and 64) can then be constructed, and the [distance of
the vessel from the buoy can then be found by placing the apex upon
A number of observations are made,
0, the position of the buoy.
of
some
fixed object
140
on
The amount
G.
is
of this is
known
If
a line
line, so as
to cut
the position
of the buoy, the point P is obtained, and this is known
as the pivoting point, being the point where the vessel's centre
line is tangent to a circle (the inner one in Fig. 63), and this point
is
is
CHAPTER
141
XIV.
EFFECT OF SUPERSTRUCTURES.
to freely take
up
its
Fig. 65
sink further
and others to
rise,
all,
perhaps, alter
ton, the weight of each item is calculated per 1 ft. of its length,
this amount being set off over the corresponding length covered.
The various items having been set down, the curve produced will
be extremely irregular, as shown in Fig. 68, but the smaller irregularities may be discarded and the curve of weight drawn, as shown in
The curve of buoyancy is next drawn, the amount of
Fig. 69.
buoyancy per foot length being found at various positions
of the
142
vessel's length, and set off to the same scale as the curve of weights,
as shown in Fig. 69. We now have a graphic representation of
the distribution of the two forces, weight and buoyancy. The
areas of the two curves must be the same, as must also be the
longitudinal position of the centres of gravity of the areas, to conform with the conditions of stable equilibrium. From these two
curves
we can now find the resultant effect upon the vessel's structure,
The curve of loads is next constructed, as shown in Fig.
as follows
buoyancy
is
,,
is
in.
in.
Then
If
the area
up
to 9
is
=
=
1
ft.
ton
square inch
= 8 ft.
in. = 4 tons.
in.
way
=
32
32
tons.
96 tons
way
"
ing
moments
will
It is usual to
Fig. 67.
suppose the vessel poised upon the crest of a wave whose length
from trough to trough is equal to the length of the ship, and the
wave height from trough to crest to be -jVth of its length when 300
ft.
The wave
length.
position on the vessel is such
displacement and longitudinal centre of
and
its
Fig. 68.
result
When
"
full, this
obviously tending
144
Fig. 69.
resultant stress
upon the
vessel's structure
where
M=
Y=
the
moment
about the
neutral axis.
The moment
next to be
found.
N
is
axis.
The
is
greatest
Fig. 70.
for instance,
represented
if
by
we suppose a
Fig. 71,
is
"
"
hogging
greatest
when taken
and the
stress
so found,
is
nearly
145
in all cases found when the vessel is poised upon a wave crest, and,
from experience, it is found that the figure for this stress which will
produce a vessel free from weakness varies with the size of the ship.
In small ships of the coasting types, 2 tons is a safe figure, while
for medium -sized vessels of mild steel construction, about 6 tons
in tension, and 5 tons in compression are suitable.
In very large
for instance, in the
ships the figures may be further exceeded
Cunard Company's Lusitania, while enduring a hogging stress with
;
made
as follows
is
and I r
A
own
m n,
axis
which amount
x d*
equal to
is
12
then I
It will
2
(A x h
-f
I,.
to increase the
M
the formula
moment
x
it is
necessary
denominator of
a large
stress,
moment
of
I
inertia, therefore, giving
a small
stress.
To obtain a
large
material farthest
the
.>.
neutral
made of the
because
1
--M
-A
its
-^
Fig. 71.
11
I,
the
should
be
heaviest scantling,
area is multiplied
by the square
from that
**
axis
away from
of its distance
h 2 ).
viz.
(A X
This shows the advan-
tage
of
axis,
placing
material as
146
away from the neutral axis as possible but this should only be
done when the added material will stand the large stress that comes
upon it when placed at a large distance from the N A. At first
thought one is apt to think that high superstructures would be the
far
means
M
increased
I,
and the
stress given
by
Y
-
is
consequently
lar-
ger than when they were unaccounted for. The light scantlings of
such erections would not stand the increased stress therefore, they
;
must be arranged
bending of
longitudinal strength be
quite inde-
done by
pendent
is
an
which
fitting
expansion joint,
an
without
riveted
overlap
any
merely
of
them.
This
is
work
the
Fig. 72.
freely
vessel,
fracture,
which
may
otherwise occur.
147
CHAPTER XV.
FREEBOARD AND REASONS OF ITS POSITION. RESERVE OF BUOYEFFECT ON STABILITY AND STRENGTH. BOARD OF TRADE
RULES. AMENDMENTS IN 1906.
ANCY.
depth
upon
Reserve of Buoyancy.
immersed and
is
This
water-tight.
is
is
not
upper
at their ends.
the deck, undoubtedly carrying away all deck structures, and probably eventually causing the foundering of the vessel. In the case
of a vessel which has a reserve of
crest about amidships, we have, for a moment, an excess of displacement, and the vessel immediately tends to rise so that her weight
148
Effect
on
Stability.
vessel with a
good freeboard
is
able to
much
incline to a
effect of pulling
righting levers
v
X hh
on account
of the
V
In Chapter VIII. the influence
lever (see Chapter VIII. and Fig. 40).
of freeboard on a vessel's stability was shown in Fig. 45, where the
increased range resulted in the
In the previous
Strength.
new curve G 2 Z 2
article
we
longitudinal
bending moments
in a vessel
and
is
is,
The
therefore, placed in the holds or upon the deck.
further into the water, the effect being to
now immersed
increase the
moment
have
and, conse-
Board of Trade Rules. The rules for the computation of freeboard are arranged for four types of ships, a corresponding table
Table A is for first-class cargoof freeboards being given for each.
steamers
not
steel
iron
or
having spar or awning decks
carrying
i.e.,
vessels,
made
is
buoyancy. Table
which type is of a lighter
A vessel,
149
The freeboards
difference in length to that specified in the tables.
the
for
dimensions
also
given
proportionate
vary according to the
The four
tables are
Fig. 73.
displacement.)
B and C
is
The
relation of displacements
Displacement of
Coo
B
is
is
55
97
150
British Shipbuilding.
she
make
is
For Excess
,,
"
making a
total of 1
the water-line
A |}
of sheer
about 7
Erections
Iron Deck
ft.
as
in.
ins.
9J
,,
"
If
shown dotted
UD
Tonnage
-
Co-efficient.
Reg. Dims.
this accurately many corrections are necessary to the
but it should be
dimensions and tonnage in almost every case
remembered that the co-efficient sought is one the vessel would have
if framed on the
ordinary transverse system i.e., with ordinary
To obtain
A,
& ^Cvg
l?Uw^
Fig. 74.
mean
sheer
151
in excess or deficient of the rule standard, the registo be used for ascertaining the co-efficient is to be in-
is
tered depth
creased or reduced respectively by one -third of the difference between
the standard and actual mean sheer of the vessel. The freeboard
can now be determinee for the table length according to the depth,
moulded, and co-efficient. The correction for sheer is next made,
its amount being one-fourth of the difference between the rule and
the actual mean sheer of the vessel, being deducted from the freeboard
cases, and where there is a deficiency it is added.
correction of length is now accounted for, the amounts being
giving in the tables for every 10 ft. of difference between the table
for
an excess in some
The
and actual
lengths.
It is
when
it is less.
An
allowance
made
for
deck erections
is
to be
"
rections being made if required for
iron deck," extra strength,
round of beam, fall in sheer, non-compliance with rules regarding
freeing port area, satisfactory arrangements for crew getting backwards and forwards from their quarters, etc., deduction for summer
voyages, and height of statutory deck-line, as stipulated in the rules,
is eventually obtained.
In the case of raised quarterto
corrections
are
be
made
in cases where the height of
ships,
raised quarter-deck above main deck is less than that required by
the freeboard
deck
the rules, and also when the engine and boiler openings are not
covered by a bridgehouse.
amount
of controversy
of view.
One
or
152
two
alterations were
made
and
co-efficient length
amounts
erections,
of
but
from 330
to 510
ft.
ft.
mencing from nil at 195 ft. long, and extends to 5 in. for vessels of
300 ft. The greatest alteration, it will be seen, was made in awningdeck ships, and, while 13 in. of difference in the largest vessels of
this class appears at first sight to be a large amount, yet, when
compared with the freeboard taken to the awning deck, it is a small
proportion
viz.
At 408
At 408
ft.
ft.
...
14ft.
...
13ft.
in.
If
in.
1 in.
1 ft.
ft.
2J
high.
For the
vessel represented in Fig. 74, the dotted line C T shows the position
In connection with these alterations
of the old load-line for Table C.
it
made
to the scant-
the amendments.
lings of awning- decked vessels, further justifying
CHAPTER
153
XVI.
Tonnage.
"
is
spaces above the tonnage deck net register tonnage is the result
of making certain deductions from the gross.
We, therefore, have
;
the following
means
550 tons
980
,,
...
360
,,
...
1,700
,,
...
700
,,
Carries 1,000
From
the above
of so
many
mode
of
it will
tons
is
...
...
Light displacement.
...
Deadweight.
measurement.
The Under Deck Tonnage- The under deck tonnage is the first
found in the computation of the Board of Trade tonnages. The
tonnage deck is the second deck from below in all ships with more
than one deck. The length for tonnage in modern ships is measured
along this deck, the extremities being the points where the inside
lines of the framing or cargo battens meet (see Figs. 75 and 76).
This length
is
divided into a
number
number
154
in feet,
Fig. 76).
rule,
are
omitted.
By
putting the breadths through the rule the sectional areas are found
at the various positions, and then by putting the so found areas
through the rule the under deck volume in cubic feet is obtained.
Dividing this by 100 the result is the Under Deck Tonnage. Owing
wheelhouse, shelter for deck passengers, galleys and w.c.'s of reasonable extent also a small portion of the tonnage of the cargo hatches.
;
Fig. 75.
When
The
into the Gross Tonnage, but when otherwise they are exempt.
the
items
Gross
is
a
of
the
Tonnage
composing
summary
following
of the vessel
shown
in Fig. 75
...
...
(total up to tonnage deck)
'Tween decks (A)
Poop (B), fitted with openings, therefore not measured...
Bridge
(C),
fitted
155
6,508-21
1,832-46
measured
41-58
...
52-61
...
178-24
...
149-56
24-35
...
...
Gross tonnage
5-02
...
8,792-03
from the
Fig. 76.
of deduction
is
determined as follows
156
Actual Tonnage of
P P Space
Allow deduction
of
When
When
When
'j
|'
I
When
P P
When
Board of Trade have option of allow ing 32 per cent, of gross tonnage,
or If times the tonnage of actual
space.
of allowing 32
per cent, of gross tonnage, or If
times the tonnage of actual P P
space.
Board of Trade have option of allow ing 37 per cent, of gross tonnage,
or 1
times the tonnage of actual
P P
space.
of allowing 37
per cent, of gross tonnage, or 1
times the tonnage of actual P P
space.
used in towing.
The following
dealt with
is
summary
which
Crew spaces
house on)
bridge. 173-34
264-14
103-05
=
=
P P
367-19
space
P P
space,
157
Seeing that the above figures for P P deductions (3, 121 '12) do not exceed
the latter amount, the estimated deduction is allowed. Had the actual
space x If been in excess of 55 per cent, of remaining gross, nothing further
than 4,633 '66 would have been allowed. The total deductions allowed is:
therefore
P P
3,121-12
367-19
...
...
space
Other deductions
...
...
Total deductions
The net
registered tonnage
is
now
3,488-31
obtained by
Gross tonnage
Total deductions
8,792-03
3,488-31
To show
let
The
instead of 1,783-5.
have been
...
now
5,303-72
limits the
P P
deduction f
P P
Other deductions =
5,162-50
367-19
5,529-69
2,950
If
Total deductions
5,529-69
8,792-03 gross
maximum
is
limited to 55
law.
allowance,
and
it will
air, as its
be seen that
amount
will
8,642-47 -- 367-19
of the
P P
L and A
and multiplying
this
by If we
158
Taking the
is still
in excess of the
maximum P P
is
maximum P P allowance.
Gross
8,642-47
Total deductions
4,918-59
Netreg
3,723-88
although
it is still
lations.
more
fair
amount in cases
and even in some
of
For instance,
P P
space
s.s.
X
If
other deductions
== 93-31
...
Total deductions
185-62 gross
25-31
188-60
Gross
185-62
Total deductions
188-60
Net. reg
If == 163-29
nil.
Going back to our original example it will be seen that the If deduction gave an allowance of 3,121-12 and the 32 per cent, of gross
gave only 2,813*44, and the owner here, having the option, obviously
takes the former. The actual P P space was 1,783-50, composed
of 1,633-94 engineroom and 149-56 light and air, and, without the
have been under the 20
light and air, the actual P P space would
per cent, of the gross, thereby only obtaining the 32 per cent, deduction. The advantage of including the light and air space, in
this case, is therefore seen to enable the owner to obtain the option of
the larger deduction, in addition to it making a further reduction by
similar occurrence takes
its being afterwards deducted If times.
place if the actual P P space is under 13 per cent, of gross in screw
steamers, when the inclusion of light and air space, or enlargement
of
of British Shipbuilding.
CHAPTER
159
XVII.
TYPES OF SHIPS
build.
To outward
first,
Fig. 77.
similar, except,
when
laden, the
amount
of freeboard is seen to
vary
having the
while one
may
is
and
forecastle
(shown dotted),
decked
vessel,
B and
two
are
most
100
British Shipbuilding.
Deadweight.
3,000 tons
2,700
2,100
200,000
200,000
200,000
...
...
this point
74
94
capacity, but this requirement is now economically provided by the shelter-decker on a relatively low tonnage
Minor Types.
By
in
tonnage opening
at the fore
or
is
fitted
after
ends,
qualifying the vessel for the exemption of measurement
To all
of the shelter 'tw een decks for tonnage.
as
a
vessel
to
be
the
same
seems
this
appearances
type
r
and awning-decks
respectively.
"
intact
Fig. 78.
referred to
is
of
modern
161
Fig. 79.
Midway between
shown
we have
in Fig. 81.
Fig. 80.
Fig. 81.
the main deck, this deck terminating at the after end of the bridge,
where the deck is lifted up to about half -height of the bridge, and
from
By
lifting
up
end
is
it is
way
known
the vessel
is
appreciated by means
162
in the freeboard.
The cubic capacity is also increased and comup by the shaft tunnel, and further
Fig. 82.
an
after hold
Fig. 83.
up
also.
Fig. 84.
Fig. 85.
INDEX.
PAGE
Admiralty Co -efficient
Admiralty
Co-efficient,
10
Centre, Tipping
41
average
...
...
...
125
Air Resistance
...
...
...
1 1
Apparent
...
...
...
120
...
values
Slip
36
Augment of Resistance
...
Awning Deck Vessel
...
Beam, Camber of
Bending Moments, Curve
Co-efficient,
...
of
...
142
Formulas for
125
Values
Average Values in
Different Types
Block
,,
,,
'Midship Section
,,
for
22
B. M. Longitudinal
B. M. Transverse
..."
Board
for Free-
of
104
Trade Rules
...
46
Breadth Extreme
...
...
Moulded
2
2
Registered
Buoyancy, Centre of
Curve of
,,
...
...
...
...
15
...
...
141
Curve of L ongitudinal
,,
Centres of
Curves
,,
of
...
Centres of
Reserve of
43
...
...
43
...
147
35
of
Beam
Centre of Buoyancy
Centre of Flotation
...
159
Vessels
Composition of I.H.P.
...
bility
17
122
44
99
Curve
Construction of Lines
32
...
150
Corresponding Speeds
Cross Curves of Stability
128
...
...
...
15
,,
...
...
41
,,
Loads
...
125
...
...
of
...
Bending Moments
Buoyancy
Curve
of
...
95
. . .
142
141
142
Longitudinal Centres
161
. . .
etc
Camber
24
of
Conditions of Equilibrium
Vertical
23
25
. . .
Combined
Type Vessel
Comparison and Types
69
each
Waterplane Area
Poop and Bridge
, ,
22
118
Propulsive
Relation to
other
,,
148
board
,,
,,
25
23
Area
26
ment
22
Co-efficients
159
...
...
12
106
Change of Trim
134
Coal Consumption on Trial
123
Co-efficient, Admiralty
Co-efficient, Admiralty, Average
93
Stability
Block
PAGE
123
of
Buoyancy
43
INDEX
Continued.
PAGE
Curve
of Shearing Forces
...
Stability
Vertical
Centres
94
43
Equilibrium, Neutral
Stable
of
Buoyancy
Weight
PAGE
Effect on Stability when passing
from Salt to Fresh Water ...
142
149
...
...
Composition
of
...
16
...
17
44
Depth
Moulded
Determination of Dimensions
...
27
...
Diagram, the Metacentric
Difference in Draught Sea and
51
River Water
Dimensions
19
...
...
...
...
...
...
61
...
...
115
Flotation, Centre of
...
Mean Draught
...
38
38
and Various
for
Provision
and
98
Eddy-making Resistance
Horse Power
...
Water
149
148
70
G. M., Values
...
50
of...
Gravity, Centres of
Gross Tonnage ...
bility
112
61
by Experiment
Grounding, Loss of
70
Ill
G. M.
in the
154
Initial Sta-
81
....
and Suc-
Effect of Inclination
cessive Metacentres
Effect of Superstructures
...
57
...
146
...
mud
...
75
85
Hogging
being partly in
150
of
117
of Dropping a Weight
103
Overboard
Tanks
147
...
Effect on Strength...
113
Effect
Effect of Free
...
Frictional Resistance
99
Effective
...
Stability, Moseley's
Formulae
...
26
its
Defini-
tion of
41
93
Block Co-efficient
Curves
16
103
Stability
...
Formulas, Attwood's
14
22
effect of
Dynamical
Experiment 66
Experiment, Inclining
Experiments, Model
...
Draught, Light
Dropping a Weight Overboard,
sel
Example
...
Curves thereon
Dynamical
123
108
of Inclining
...
Scale
,,
26
...
Estimating Trim
Co-efficient
Displacement
...
17
Scale
81
44
44
...
Displacement
Estimating Horse Power
Deadweight
...
Unstable
141
Curves of Freeboard
...
69
Co-efficients for
...
...
...
...
143
INDEX
Continued.
in.
PAGE
Horse Power
...
...
...
110
...
123
Effective
117
,,
Estimating
,,
Indicated...
...
117
,,
Nominal
...
122
...
Hull Efficiency
Hull Weight
121
28
and suc-
cessive Metacentres
...
57
...
61
Inclining Experiment
...
Inclining Experiment,
Example
Initial Stability
Grounding
Independent Method
of
Measured
Mile,
...
...
...
...
ity
Curves
...
...
to adding
Water
...
...
40
36
...
04
,,
Definition of
117
,,
Formulae for
Transverse
...
47
119
,,
Longitudinal
...
104
144
Transverse
Transverse
Metacentric Diagram
,,
Height, Values
...
51
...
46
51
of...
96
'Midship
Section,
efficient
75
50
57
Stability
due
Ballast
. . .
Progressive
Longitudinal
81
Calculation for
of Section
...
,,
Com-
position of andLosses in
...
127
to
Trials on
...
...
...
130
Measurement and Computation
of Tonnage
153
Estim-
ating H.P
Indicated Horse Power
...
due
66
of
Inertia,
PAGE
Loss ot
Area Co-
...
Model Experiments
...
...
23
...
...
115
Method Es-
Law
of Comparison, Extended
125
1
Length between Perpendiculars
...
...
2
Length Overall ...
,,
Registered
...
...
Light Draught
16
Lightweight
16
Lines, Construction of
...
...
of Ships, Positive
ical Stability
Dynam...
...
Moulded, Breadth
99
2
Depth
Multipliers, Simpson's
and
143
...
...
142
...
...
104
30
Longitudinal B. M.
Centre
,,
70
Vessels, effect of
Negative
Loads, Curve of
Moment
32
Loading
Moment
of
Metacentre
...
Overall Length
...
...
...
155
.122
...
...
162
104
Partial
104
Awning Deck
Vessel
INDEX
Continued.
PAGE
Planimeter
...
...
35
...
117
...
110
Indicated Horse
,,
...
PAGE
Rules Simpson's First ...
,,
Simpson's Second
Six Ordinate
,,
117
Trips
Pressure, Centre
of,
on Rudders 137
On Rudder,
,,
Calcula-
On Rudders
,,
...
Co-efficient
placement
...
...
Power
...
...
Slip
...
Propulsive Co-efficients
...
and Various
Shade Deck Vessel
119
Shelter
119
156
118
...
161
...
Depth
...
...
,,
Length
Relation of Co -efficients to each
other
25
...
...
147
Resistance
...
...
Ill
...
Air
Eddy-making
,,
Frictional
Deck Vessel
,,
Tow-rope
,,
Wave -making
Rudder, Centre
of Pressure
Head, Diameter
of
19
...
128
159
...
Dry
Dock
82
,,
Conditions of Initial
,,
Construction
44
Statical
,,
Cross Curves
...
113
,,
Shape of
Dynamical and
139
nition of
135
Rudders, Types of
...
136
Rudder, the Pressure on
Rules, Board of Trade for Free-
board
,,
...
...
Dy-
...
...
99
...
95
96
Defi...
sel
being partly in
85
,,
j,
Loss of
Salt to Fresh
,,
98
Mud
148
of
namical Curve of
137
132
129
Ill
137
119
...
in
One
...
Slip of Propeller
113
...
32
160
...
on
142
Ill
...
...
...
115
,,
...
Trial Trips
Reserve of Buoyancy
38
162
100
Curves thereon...
23
143
Displacement
136
Scale,
Dis-
of
...
...
by Wind Pressure
136
tion for
Prismatic
Sagging
Initial,
Water
81
due to
Grounding
...
81
Longitudinal
...
104
INDEX
Continued
PAGE
Stability, Metacentric ...
,,
Moseley's Formulae
,,
57
...
99
Ordinary Curve of
...
94
Sailing Ships
...
100
Statical, at large
,,
...
An. .
92
...
135
gles of Inclination.
Steering of Ships
...
Head
Types
Types
Types
of
...
Rudders
159
of Vessels,
,,
by Positive and
141
...
Negative Loading ...
Stream Line Theory
...
...
Ill
137
135
of Vessels
Strains caused
Strength of Ships
Stress, Formulae for
PAGE
Rudder
Moment
Twisting
Full
Partial
,,
Awning
Deck
Raised
141
...
162
Quar-
Deck
...
144
Subdivision of Intervals
...
Superstructures, Effect of
...
146
Surface,
...
Wetted
ter
30
Tipping Centre
...
161
41
153
Tonnage
Gross
...
...
153
154
putation
Net Register
Under-deck
Tons per Inch
Tow Rope
...
Resistance
...
...
153
...
...
155
153
Volumes
...
...
17
...
...
Ill
Transverse B. M.
46
tion for
...
...
51
...
...
...
Trial, Coal
Trials,
Consumption on
...
139
Turning
129
Trial Trips,
Precautions necess-
ary on
...
...
free,
Waterline,
134
132
119
Ballast, Effect
on
Initial
due to adding...
Effect of, in the
Tanks
46
47
for
Stability
Water,
69
..
Wake Gain
Water
Metacentre, Calcula-
,,
50
75
70
Mean
36
...
24
...
113
Curve
,,
Position
141
of
to
place,
so
is
Wetted Surface
. .
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