Post-Processor Hull form

During early stage ship design it can be useful to develop a rough hull form to
better estimate the ship's total enclosed volume and internal/external layouts.
The development of a complete fully fair set of hull lines can take a relatively
large amount of time, but for early stage designs a rough/approximate set of
lines can be developed relatively quickly.
In general, there are many ways to put together a rough set of lines, but here I
have focused on three main options which mathematically relate a ship's hull
shape to certain specific hull parameters. These three options are;
A method developed by RADM David W Taylor where a ship's Design
Waterline and Sectional Area Curves are defined by separate 5th order
polynomials for the fore and aft sections and below water section are
defined by either a 4th order polynomial or a hyperbolic eqation based on
its relative fullness.
(More information on the Taylor methodology can be found here)
A method developed at the Netherlands Ship Model Basin by G. Kuiper
and published in the March 1970 Issue of the Society of Naval Architects
and Marine Engineers "Journal of Ship Production" where waterline curves
are defined by separate 7th order polynomials for the fore and aft
sections. Here special curves are defined to relate parameters like LCF,
1/2 entrance angle, water plane coefficient, etc vary over depth.
(More information on this NSMB methodology can be found here)
A method developed by the Istanbul Technical University (ITU) where a
ship's entire design waterline or sectional area curve is defined either a
single by a 5th order polynomial for ships with no parallel midbody, or a
single 7th order polynomial for ships with parallel midbody.
(More information on the ITU methodology can be found here)
A Combined Method
For the purposes of the design tool I am developing, I have chosen to
combine equations similar to those use in the ITU method for the sectional area
curve and design waterline with RADM Taylor's equations for the shape of the
underwater hull sections, as well as some additional information to define the
hull's profile and above waterline shape. I have set up an EXCEL spreadsheet to
assist the user in doing these calcs.
Profile Defintion
The 1st step in this combined method is to define the ship's profile. Starting with
the ship's principle dimensions, the you can define a box of;
Length = Lpp
Height = Dm
Next the user needs to define;
the bow slope
the transom slope
whether the ship has forward shear
o what type of shear it has
o where the shear starts
o the height of the shear at the bow
whether the ship has aft shear
o what type of shear it has
o where the shear starts
o the height of the shear at the bow
the main deck slope
the location where the lower hull begins to sweep up towards the
transom
the radius of the hull at the location where the lower hull begins to sweep
up towards the transom
the bow forefoot radius (if any)
Combining this with the draft at the ship's transom (derived from the Tt/Tx
defined in the initial hull form definition) you get a ship's profile as shown below.
Please note here that I've also allowed for adding in a Bow Sonar Profile to assist
in showing what the ship will look like if it has a bow sonar dome. [Currently, I
have only one profile available, but I hope to add more later].

Sectional Area Curve Development
Next it is necessary to draw the ship's Sectional Area Curve. For vessels of the
type we are considering with their relatively low block coefficients, it is expected
that they probably won't have much if any parallel midbody. As such, I initially
considered using the 5th order polynomial outlined in the OTU methodology.
However, I eventually decided to revise this a little and use a 6th order
polynomial and an additional constraint based on the slope of the curve at the
bow. I did this in part in order to give the user a little more control over the fore
body shape as using the default 5th order polynomial sometimes gave sections
that were a little too full to match up with the 1/2 entrance angles of the
corresponding design waterlines typical of the type ships under investigation.
As such the selected polynomial is of the form;
y = a +hx +cx + dx +ex
4
+x
5
+ gx

And
y = h +2cx +3dx + 4ex + 5x
4
+gx
5
+7hx

Where, @ x = 1
y
i
= h +2c +3d +4e +5 +g +7h = slope of the curve @ the bow
The other main constraints then are the same as for the 5th order curve, and
include;
@ x = 0, y = the Transom Area Coefficient (At/Ax)
@ x = 1, y = 0 (assuming the ship does not have a bulbous bow)
@ x = 0.5, y = 1 (assuming that the midship section is equal to the
section of max area)
@ x = 0.5, y' = 0 (as above)
y dx = Cp
yx dx = Cp ( 0.5 - LCB / 100 )
For reference, I have included both the 5th order curve in the spreadsheet to
help give the user a reference point while manipulating the 6th order curve, as
shown below.

Design Waterline Development
Next it is necessary to draw the ship's Design Waterline. As above, I initially
considered using the 5th order polynomial outlined in the OTU methodology.
But, I eventually decided to revise this a little and use a 6th order polynomial
and an additional constraint based on the slope of the curve at the bow, because
the Design Waterline 1/2 Entrance Angle is one of the parameters needed for the
Fung & Leibman 2 resistance estimation methodology that I am using.
As such, I have the same type 6th order polynomial for the Design Waterline as
the Sectional Area Curve.
However, as noted above for vessels of the type we are considering with their
relatively low block coefficients, although it is expected that they probably won't
have much if any parallel mid body, it is possible that they may have some flat of
side. As such, I am considering possibly updating the definition of the Design
Waterline Curve to a higher order polynomial to allow the user to better define
the extent of any possible flat of side on the ship.
An example of the Design Waterline Development is shown below.

Above Water Hull form Definition
Next, in order to help define the angle of flare of the side shell along the length
of the ship, it is necessary to better define the shape of the above water hull
form.
To do this, I have chosen to set up a methodology where the user 1st defines
the shape of the weather deck outline, and then the shape of an intermediate
waterline halfway between the Design Waterline and the Weather deck.
For these two additional waterlines I have chosen to use the same type
polynomial as for the Design Waterline. For reference when laying out the
weather deck I have added the outline of the Design Waterline for reference.
Here though, since the Weather deck will be longer, due to the bow and transom
slope (rake). As such, I have scaled the design Waterline appropriately to give a
better sense of how the two waterlines relate to each other.
Similarly, for the intermediate waterline I have added both the Design Waterline
and the Weather deck outline (appropriately scaled) for reference.
By tweaking and adjusting the coefficients and parameters of these upper
waterlines the user can influence the shape and flare of the above water hull
form. Eventually, as I review more information on existing designs, I hope to be
able to provide some guidance curves on what might be suitable values for
Water plan Coefficients, Longitudinal Centers of Flotation and the like for the
upper waterlines based on the values used for the Design Waterline and
Freeboard, etc. Additionally I also want to better update the setup to allow for
flare at the ship's midsection.
Below are samples of the Weather deck and Intermediate Deck Definition Panels.


Below Water Hullform Definition
For the underwater hullform definition I have chosen to use the same
methodology outlined in the Taylor Method. In doing so I have set up a lookup
table to define the appropriate value for the coefficient c, based on the sections
are coefficient m and flare angle f, as shown below.
For sections with an area coefficient m of less than 0.72 I have also setup a
simple lookup to recommend a value of reciprocal deadrise angle to use, as
shown below. In general these values will help the user make a first initial
estimate, but this may need to be revised for each individual ship. To assist in
better refining these values for the finer hull sections I have set up the EXCEL
Spreadsheet to plot out the calculated deadrise of the other sections to give the
user a feel for the range of values and any trends through them to assist in
estimating alternate values to use.
An example of this section of the spreadsheet is shown below.

Table for Estimating Values of c











Table for Making Initial Estimate of Deadrise
m 0.75 0.74 0.72 0.70 0.68 0.66 0.64 0.62 0.6
0
0.5
8
0.5
6
0.5
4
0.5
2
0.5
0
0.4
8
0.4
6
0.4
4
0.4
2
0.4
0
0.38 0.36 0.34 0.32 0.30
Deadris
e
18.9
5
20.3
5
23.8
3
28.6
3
35.5
5
45.9
5
61.8
4
84.1
1
90 90 90 90 90 90 90 90 90 90 90 88.5
7
83.6
5
73.5
6
58.9
3
37.0
9
f
m
0.7 0.71 0.72 0.73 0.74 0.75 0.76 0.77 0.78 0.79 0.8 0.81 0.82
25 0.09248 0.06744 0.04750 0.03177 0.01933 0.00982 0.00294 -0.00076 -0.00174 -0.00030 0.00324 0.00854 0.01529
20 0.23008 0.18256 0.14457 0.11385 0.08875 0.06802 0.05085 0.03678 0.02522 0.01586 0.00844 0.00832 0.00479
15 0.43081 0.34752 0.28258 0.23100 0.18900 0.15446 0.12564 0.10159 0.08137 0.06428 0.04982 0.03763 0.02733
10 0.72698 0.58434 0.47563 0.39148 0.32468 0.27063 0.22632 0.18904 0.15800 0.13170 0.10927 0.09005 0.07352
5 1.21249 0.94226 0.75383 0.61537 0.50914 0.42548 0.35846 0.30325 0.25748 0.21911 0.18650 0.15862 0.13461
0 2.10120 1.54374 1.18760 0.94554 0.77056 0.63863 0.53469 0.45349 0.38698 0.33124 0.28502 0.24570 0.21209
f m 0.83 0.84 0.85 0.86 0.87 0.88 0.89 0.9 0.91 0.92 0.93 0.94 0.95
25 0.02316 0.03185 0.04107 0.05055 0.06002 0.06927 0.07811 0.08638 0.09396 0.10077 0.10680 0.11206 0.11665
20 0.00246 0.00124 0.00091 0.00130 0.00224 0.00360 0.00528 0.00720 0.00935 0.01173 0.01443 0.01756 0.02130
15 0.01871 0.01162 0.00594 0.00118 -0.00603 -0.00903 -0.01113 -0.01235 -0.01269 -0.01206 -0.01036 -0.00742 -0.00301
10 0.05928 0.04700 0.03643 0.02736 0.01963 0.01311 0.00770 0.00341 0.00035 -0.00168 -0.00306 -0.00410 -0.00495
5 0.11376 0.09571 0.07997 0.06622 0.05419 0.04367 0.03448 0.02649 0.01957 0.01364 0.00863 0.00451 0.00134
0 0.18307 0.15788 0.13590 0.11673 0.09976 0.08484 0.07164 0.05999 0.04969 0.04055 0.03249 0.02539 0.01918
Body Plan Development
Bulkheads & Wateline Development
After defining the shapes of the above waterline hull shapes and below waterline
section shapes, it is a fairly easy task to interpolate other sections and
waterlines, and a section is incorporated into the spreadsheet to allow the user
to do so.
Hull Volume Estimate
Having defined the hullform section shapes it is also a fairly easy task to have the
spreadsheet calculate the total enclosed volume of the hull. A plot showing he
distribution of this volume is shown below.

Initial Seakeeping Assessment
Here I have added a section for Freeboard checks and other preliminary
seakeeping assessments. Currently I have the spreadsheet plot the vessel's
flare @ station 3, freeboard and length against recommended trend data from
DDS 079-2, as shown below.

There also is a paper that was published by the American Society of Naval
Engineers, entitled "Methods for Designing Hull Forms with Reduced Motions and
Dry Decks" by David A. Walden & Peter Grundmann that provide some additional
recommendations on Freeboard. These include:
For L/T < 27.5
FB0 = 0.1 * V ^(1/3) * [ 5.4 - ( L - 120 ) / 40 * 0.5 ]
FB1.5 = 0.1 * V ^(1/3) * [ 5.3 - ( L - 120 ) / 40 * 0.19 ]
FB6 = 0.28 * V ^(1/3)
For L/T => 27.5
FB0 = 0.1 * V ^(1/3) * [ 5.15 - ( L - 120 ) / 40 * 0.45 ]
FB1.5 = 0.1 * V ^(1/3) * [ 5.1 - ( L - 120 ) / 40 * 0.09 ]
FB6 = 0.1 * V ^(1/3) * [ 2.6 - ( L - 120 ) / 40 * 0.16 ]
This paper also provides some guidance on Freeboard from other sources.
Specifically, the paper gives the following recommendation that is attributed to
Bales:
FB0=10.5 - 0.045 * ( L - 150 ) - 0.00002 * ( L - 150 ) ^ 2 - 0.20 * [ ( L / T ) -
27.5 ]
The paper also gives this equation, which is attributed to Gale:
FB0 = 1.011827 * T - 0.0000209 * L ^ 2 + 0.027806 * L
Finally, this paper also provides an equation for the Seakeeping Rank Estimator
that was developed by Bales. Here;
Rcap = 8.42 + 45.1 * Cwp(fwd) + 10.1 * Cwp(aft) - 378 * T / L + 1.27 * c / L - 23.5 *
Cvp(fwd) - 15.9 * Cvp(aft)
Where;
c = the Longitudinal Location of the hull cut-up aft of the FP
T = Draft
L = Lpp
Cwp(fwd) = Waterplane Coefficient for the Fwd Section of the Hull
Cwp(aft) = Waterplane Coefficient for the Aft Section of the Hull
Cvp(fwd) = Vertical Prismatic Coefficient for the Fwd Section of the Hull
Cvp(aft) = Vertical Prismatic Coefficient for the Aft Section of the Hull
This equation is set up to estimate the relative seakeeping capability of a vessel
based on the above parameters, with Rcap ranging from 0 to 10. The higher the
resultant Rcap, the better the relative seakeeping capabilities of the hull is
estimated to be.
I have included these equations into the spreadsheet to give guidance on
whether a design has adequate freeboard based on these recommendations.

RADM DW Taylor's Mathematical Lines
As long ago as the early 20th Century Rear Admiral David W. Taylor (USN) proposed a methodology where a ship's underwater
hullform could be defined through a set of mathematical equations. Specifically, RADM Taylor proposed that a ship's sectional area
curve could be broken into segments, including the fore section, the aft section, and a mid section (if the ship has any parallel
midbody). In this scheme the fore and aft sections of the curve are approximated by fifth order polynomials, of the form:
y = a +hx +cx + dx +ex
4
+x
5

If you non-dimensionalize the curves, where both x and y range from 0 to 1, such that;
y = the ordinate of the sectional area curve at any atation along its length (as expressed as a fraction of the maximum)
x = the distance along the curve. For a ship with no parallel middle body, and an equal length fore and aft section, x = 1
would be equivalent to 1/2 the ship's Lpp
t = the slope of the curve at its origin (numerically equal to the intercept of the tangent of the origin on the maximum
ordinate (eg x = 1), see figure below



Then, if the ship does not have a bulbous bow
@ x = 0, y = 0
@ x = 1, y = 1
@ x =1, y' = 0 (where y' = the 1st derivative of the curve)
y = h +2cx + 3dx + 4ex + 5x
4


Therefore
t + 2a +3h + 4c =
@ x = 1, y" = (where y" = the 2nd derivative of the curve)
y
ii
= 2a + hx + 12cx + 2dx

Therefore
2a +h +12c + 2d = 1
the area under the curve (as defined by y dx) = Cpf
where,
Cp = _
1
2
tx
2
+
1
3
ax
3
+
1
4
hx
4
+
1
5
cx
5
+
1

dx

]

Cp =
1
2
t +
1
3
a +
1
4
h +
1
5
c +
1

d
Then, you end up with 5 equations and 5 unknowns. As such, it is fairly easy to solve for the coefficients, as shown
below. Specifically;
a = 60 Cpf - 6t -30 -1/2
b-180 Cpf + 12t +100 +21
c = 180 Cpf - 10t - 105 - 5/2 1
d = -60 Cpf + 3t +36 + 1
The aft section of the sectional area curve can be handled similarly, as can the fore and aft ends of the design waterline. For the
aft end of the Sectional Area curve, you just need to substitute Cpa for Cpf and use an appropriate value of t to give you the shape
that you wish for this section. Similarly the value of 1 should be the negative of the value of 1 from the fore section to ensure
continuity. Typically in many/most cases 1 can often be assumed to be 0 for both segments. For the Design Waterline, you
should substitute either Cwl(fwd) or Cwl(aft) for Cpf and either the 1/2 entrance angle or the 1/2 exit angle for t,
depending on which end of the waterline that you are interested in.
For the underwater hull sections RADM Taylor found that a single equation did not appear to be suitable for all possible sections so;
for sections with a sectional area less than about 0.75 he proposed a 4th order parabola
y = 2x +ax +hx + cx
4

for sections with a sectional area greater than about 0.667 he proposed a hyperbolic equation
y = ax + h
d
(x +c)

for sections in between 0.667 and 0.75, it was not that either equation gave reasonably similar shapes, as such he
recommended using a sectional area of about 0.72 as the dividing point to determine which curve to use
By doing similar mathematical manipulations as above (bearing in mind that the coefficients a, b, c, and d here are not the same as
those above) you can solve for the coefficients in terms of other known values.
Specifically, if;
y = the half-breadth at any waterline as a fraction of the value at the design waterline (ie y = 1 @ x = 1)
x = the distance above the keel as a fraction of draft (ie x = 1 @ the design waterline)
m = the local sectional area of the section in question
= the reciprocal of the dead rise angle for the section
f = the flare angle for the section
Then, for the 4th order parabola
a = 3/2 f - 9/2 + 30 m - 12
b = -4 f + 6 - 60 m + 28
c = 5/2 f - 5/2 + 30 m + 15
And, for the hyperbola
a = f - c ( 1 - f )
b = ( 1 - f ) * ( 1 + c )^2
d = ( 1 - f ) * ( 1 + c ) ^2 * c
It is harder to solve for c but since y dx = m
Then,
m=
a
2
, + h d . lug
e
1 + c
c

Or substituting a, b, & d from above
m=

2
+( 1 ) ( 1 +c )
2
_1
c
2 (1 +c)
c . |ug
e
1 +c
c
_
Using a spreadsheet like MS Excel it becomes fairly easy to set up an interpolation table, where for various values of m and f you
can estimate the appropriate value of c to use.
The figure below shows a set of section shapes developed using this methodology, for a section area ratio (m) ranging from 0.475
to 0.95, with flare angle (f) of zero.

An important factor to bare in mind here, is that when using this method for drawing up a ship's rough lines, you will have to
transform some data for use. Specifically, using the polynomial equations for the Design Waterline and Sectional Area Curve
can give you values for 1/2 breadth as a fraction of the ship's maximum overall 1/2 breadth, and sectional area for the station as a
fraction of the ship's maximum sectional area. To draw the actual section shape you should then transform the sectional are value
that you get from the equations into full scale sectional area, and then figure out what the local sectional area value would be for
the max beam and draft at that station.
The method outlined above can be very useful, but because it treats the fore and aft sections of the ship separately, it relies on
inputs of hull form coefficients such as Cpf, Cpa, Cwl (fwd), Cwl(aft), LCB(fwd), LCB(aft), LCF(fwd), and LCF(aft), etc that
are not commonly available for most ships.


Under Development

The Istanbul Technical University Method
Here is another method, that I believe is from the Istanbul Technical University, in which a ship's entire waterline or sectional area
curve can be treated as a single 5th order polynomial for ship's with no parallel midbody or as a 7th order polynomial for ships with
parallel midbody.
Specifically, for waterlines and sectional area curves without parallel midbody;
y = a +hx +cx +dx +ex
4
+x
5
+ gx

Where x = 0 is the transom and x = 1 is the bow
Here, for the sectional area curve, the boundary conditions are;
@ x = 0, y = the Transom Area Coefficient (At/Ax)
@ x = 1, y = 0 (assuming the ship does not have a bulbous bow)
@ x = 0.5, y = 1 (assuming that the midship section is equal to the section of max area)
@ x = 0.5, y' = 0 (as above)
y dx = Cp
yx dx = Cp ( 0.5 - LCB / 100 )
For the Design Waterline, these boundary conditions are;
@ x = 0, y = the Transom Beam Coefficient (Bt/Bx)
@ x = 1, y = 0 (assuming the ship does not have a bulbous bow)
@ x = 0.5, y = 1 (assuming that the midship section is equal to the section of max beam)
@ x = 0.5, y' = 0 (as above)
y dx = Cwl
yx dx = Cwl ( 0.5 - LCF / 100 )
For ships with parallel midbody
y = a +hx +cx +dx +ex
4
+x
5
+gx

+ hx
7

Here, for the sectional area curve, two additional points are defined as
pf = the forward extent of the parallel midbody
pa = the aft extent of the parallel midbody
The boundary conditions are;
@ x = 0, y = the Transom Area Coefficient (At/Ax)
@ x = 1, y = 0 (assuming the ship does not have a bulbous bow)
@ x = pf, y = 1 (assuming that throughout the extent of the parallel midbody sectional area = maximum area)
@ x = pa, y = 1 (as above)
@ x = pf, y' = 0 (as above)
@ x = pa, y' = 0 (as above)
y dx = Cp
yx dx = Cp ( 0.5 - LCB / 100 )
For the Design Waterline, these boundary conditions are;
@ x = 0, y = the Transom Beam Coefficient (Bt/Bx)
@ x = 1, y = 0 (assuming the ship does not have a bulbous bow)
@ x = pf, y = 1 (assuming that throughout the extent of the parallel midbody sectional area = max beam)
@ x = pa, y = 1 (as above)
@ x = pf, y' = 0 (as above)
@ x = pa, y' = 0 (as above)
y dx = Cwl
yx dx = Cwl ( 0.5 - LCF / 100 )
Using the Matrix ("Array") capabilities of a Spreadsheet Program like Excel it is fairly easy to solve for the coefficients in the original
polynomials.
A sample of the 5th order and 7th order polynomials is shown below.