CHAPTER VII

HYDROSTATIC CURVES AND THE DISPLACEMENT

SHEET
(56). DISPLACEMENT CALCULATION.
THE calculations for displacement, centres of buoyancy and of flotation,
transverse metacentres, etc., are conveniently set out in a standard tabular
form termed a displacement sheet. Such a sheet can be based on any of the
integration rules discussed in Chapter III and will usually show only the
main calculations in full detail. The many minor calculations for inter¬
mediate water lines, etc., can be done elsewhere and the results entered in a
summary.
A displacement sheet should be clear and involve the least possible
amount of work in its preparation. It should not require the drawing of
special sections but only those already shown on the lines plan.
The sheet shown in table io fulfils these requirements if the lines plan
has been drawn with ordinate stations from o to io and a half spacing at
Nos.
| and 9I stations. The figures in thick type are the measured offsets.
Each vertical column 1-5 contains the water-plane offsets for a given water
line together with their products when treated with Simpson’s multipliers.
The products to the right of the offsets in each column are added vertically.
Their summation (col. 26) when multiplied by 2 and by § the ordinate
spacing gives the water-plane area.
The wrater-line stations are so few in comparison with the ordinate
stations that it is always desirable to use Simpson’s rules for a vertical
integration, even when the trapezoidal or mean ordinate methods have been
used for the longitudinal summation. The figures immediately below the
measured offsets in cols. (1-5) are their products when treated with the
appropriate inside multiplier for a vertical spacing. These products are
added horizontally and their summation appears in col. (6) and when again
multiplied by the appropriate factor as the multiples of areas in col. (7). The
summation of col. (7) represents the longitudinal integration of the transverse
sections.
The summation of the water-plane functions in col. (26) are multiplied
by the factors in col. (27) to give the products in col. (28). The summation
of these products represents the vertical integration of the horizontal
sections and must agree with the summation of col. (7), thus affording a check
on the clerical accuracy of the figures. As will be seen, both summations
give the same figure of 553-48. The displacement of the main hull up to
No. 1 water line is therefore 553-48 X |rds the ordinate spacing X frds
96
 TABLE IO

I DISPLACEMENT SHEET
USING SIMPSON’S RULE
MOTOR YACHT
Water lines .. i ' 3' apart
Length overall
Length on 1 W.L. .. .. •• 1x5 3
105' o' Ordinates .. io' 6' apart
Breadth extreme .. 2i'o'
Draught amidships .. 7' 9'
Water Lines Vertical Sections
§ I W.L. W.L.
1 3- 5 W.L. 4 W.L. 3 W.L. 2 1
il Mo -
o I Simpson's Multipliers !g s ments

.1 8sz 4 2 I 2 4 £
i t Col. 5 Col. 6 Col. 7 Col. Col. 9
* io Co/. 1 Col. 2 Col. 3 Co/. 4
8

o 1 00 o-o 00 o-o 0 0 I o-o 0 0 o-o 00 0*0

o-o o-o o-o o-o 0*0 o-o 00 5 co
4 I 0*20 0*20 0*08 o-8o 1*28 1*28 1 65 1-65 1-94 i*94
0*10 i*6o 28 1 3-30 o-97 7-25 7-25 44 32*63
1*04 0*78 2*00 2*76 2*07 3*36 2-52 3 68 2*76
1
* 0*52 4*00
i*5o
2*76
10*96 6 32 12*64
6*72 1*84
6*76 1352
15*84 II*88 4 47-52
2 2 3 10 6*20 4 60 9*20 5*48
32-25 64-50 3
3 1
i-55 9*20
5*48 5-48 7*12 7*12
5-48
7*96 7-96
12*64
8*60 8*6o 8*90
46-59 46-59
tfo 2
i93'5o
93-i8
2*74 14*24 7-96 17*20 4*45
10*00
4 2 7*46 14*92 8*88 17*76 9*58 19-16 9*90 19*80 20*00
3-73 17*76 9-58 19*80 5*00 55-87 1 1 1 '74 1 111*74
I 8*20 8*20 9*64 9-64 10*22 10*22 10 44 io*44 10*50 10*50
5
20*88 159-73 59*73 o 478-57
4*10 19*28 10*22 5-25
6 2 7*10 14*20 9*26 18*52 10*00 20*00 10*30 20*60 10*40 20*80
7 1 m
204
4*08
18*52
7*38 7-38
14*76
10*00
9 02
9*02
9*02
20*60
9*70 9*70
5*20
10*00 1000
57-87 US-74
19*40 50*22
5*00 50*22
1

2
ii5-74
100*44
8 2 1*20 2*40 3*42 6*84 6*38 12*76 8 06 16*12 8*90 17*80
o*6o 6*84 6*38 16*12 4-45 34*39 68*78 3 206*34
9 i 0*16 0*12 0 52 o-39 1*92 i*44 4*24 3-18 6 24 4*68
0*08 1*04 1*92 8*48 3*12 14*64 10*98 4 43-92
94 I 006 0*06 0*12 0*12 0 40 0*40 1*75 i-75 3*80 3"8o
003
-
0*24 0*40 1*90 6*07 6*07 44 27*32
IO 4 00 0*0 0*0 0*0 0*0 0*0 0*0 00 00
0*0 0*0 0*0 0*0 0*0 0*0 0*0 5 0*0

Col. 26 . . 56-64 72*27 95-27 107*00 114*70 553-48 493-76

Col. 27 4 2 1 2 4 478-57
Col. 28 .. 28*32 158-54 95-27 214*00 57-35 = 553-48 1519

Col. 29 4 3 2 1 o

Col. 30 .. 113*28 475*62 190*54 214*00 993-44

S.W. Displacement of Main Portion to No. 1 W.L.

= 553*48 X|X io*5 X f X 1*25 X 2/35
— 184*5 ton.
Vertical C.B. pf Main Portion below No. 1 W.L.
= 993-44 X 1-25
55348
= 2*24 ft.
C.B. of Main Portion Abaft No. 5 Ordinate, Amidships
= I5-19 X io*5
553-4,8
5=S 0*29 ft.
 BASIC NAVAL ARCHITECTURE

TABLE IOA
DISPLACEMENT SHEET (amid.)

Appendage Below 5 IV.L.

5
*
-S
g 3 *4
'-5 t45 £ .1
o .1 «o
I
*
<
«*»
ST
a
§
*5 a
§
*2 II
>0
I
£
K
.1 § -a I 3" S.W. Displacement of Appendage
t 4 4 below 5 W.L.
CQ
I I = 64-47 X 10 5 X 2 X 2
3 3 35
Col. Col. Col. Col. Col. Col. Col. Col. = 25-79 ton
10 11 12 *3 >4 15 16 *7 Vertical G.B. of Appendage below
5 W.L.
o 1 o o 0 o 5 o
o-i6 = 46-68
* 1
i
0-14
0-64 0-48
0-14 0-02 4* 0-63
6447
o-35 0-17
—
1 4 i -92
2 2 2-70 5‘4° o-54 2-02 3 16-20 0-72 ft.
3 1 600 6-oo 063 3-78 2 12-00
4 2 909 18-18 0-73 13-27 1 18-18 C.B. of Appendage Below 1 W.L
= 5’72 ft.
5 1 10-08 10-08 o-8o 8-06 o 48-93 C.B. of Appendage from No. 5
Ordinate (Amidships)
6 2 8-6o 17-20 0-77 13-24 I 17-20
1 3-82 3-82 0-72 2-75 2 7-64 = 14-10 X 10 5
l 2 138 276 080 2-21 3 8-28 64-47
9 i 0-36 0-27 0-90 0-24 4 1-08 = 2-30 ft. Forward.
9l 1 0-14 0-14 0-14 002 4i 0-63
10 i o o o o 5 o

64-47 46-68 34-83

14-10

SUMMARY OF DISPLACEMENT AND C.B. TO No. 1 W.L.

Displacement Below 1 W.L. Before 5 Ord. Abaft 5 Ord.

Item Tons C.B. Moment C.B. Moment C.B. Moment
Main Portion 184-50 2-24 413-30 0-29 53-5*
Appendage below 5 W.L. 25-79 5-72 H7-50 2-30 59'3i
Bilge Keels 005 50 0-25 2*2 O-II
Shafts, Propellers, etc.
Shaft Brackets
Shaft Bossing
o-io
o-Q4
016
4*26
4-0
4-10
0-43
0-16
o-66
42-5
48-5
32-9
ta
5-26
Rudder 0-09 4-8 o-43 51-6 4-64

Deductions Nil
Total
—.. ..
210-73 2-67 562-73
59-31

005
6963
59-31
10-32

98
 HYDROSTATIC CURVES AND THE DISPLACEMENT SHEET
TABLE IOB
DISPLACEMENT SHEET (contd.)
Metacentres
I
4
o
*
a
Trans Longitudinal
Functions
*<5* Ordi¬ a Functions a for
3 £
1 « nates Cubes Functions Functions .*& for •ÿa. Moment
i I of Of of of C. OJ F. of Inertia
No. I Ordi¬ Cubes Ordi¬ of 3 of
3 W.L. nates nates * W. Plane W. Plane
Col. Col. Col. Col. Col. Col. Col. Col.
18 19 20 21 22 23 24 25
o i o o o o 5 o 5 o
i I i*94 7 7 i*94 4* 8-73 4* 39*29
1 i 368 50 38 2-76 4 ir-o 4 44**6
2 2 676 309 618 13*52 3 40*56 3 121-68
3 1 8*9° 705 705 8-90 2 17-80 2 3560
4 2 io-oo 1000 2000 20-00 1 20-00 1 2000

5 1 I0-50 1158 II58 10-50 0 98*I3 o o

. 867 2
1
2
10-40
10-00
8-90
1125
1000
705
2250
1000
1410
20-80
io-oo
17-80
X
2
3
20-80
2000
53*40
1
2
3
20-80
40-00
160-20
9 i 6-24 243 182 4-68 4 18-72 4 74-88
9* 3*80 55 55 3-80 4* 17-10 4* 78*95
10 i o o o o 5 o 5 o
9423 ”4*70 130-02 633*56
98*13
31*89
Transverse Inertia of No. 1 W.L. about Longitudinal Inertia of No. I W.L. about
Centre Line Amidships
= 9423 X 2 X f X 10-5 = 633-56 X 10-5 X f X 2 X 10-5*
3 = 978,600 ft.*
“ 43.975 ft.4 Longitudinal Inertia about Centre of Flota*
tion
Transverse B.M. for No. 1 W.L.
= 43.975 X J_ — ——
978,600 1606 X 2-92*

—
210-73 35
5-96 ft.
Area of No. 1 W.L.
=
—
978,600
965,000 ft.*
13,600

Longitudinal B.M. for No. 1 W.L.

= 114-70 X 2 X i X 10 5 = 965,000
= 1606 sq. ft. 210-73 X 35
= 130-8 ft.
—
Tons per inch Immersion No. 1 W.L.
1606 Moment to Change Trim 1" at Perps.

—
12 X 35
3-82 ton
= 210-73 X 130-8
12 X 105

—
Centre of Flotation Abaft Amidships (No. 5 = 21-88 ft. tons*
Ord.) Alternative Method
31*89 X 10-5 = 965.000
114-70
2-92 ft.
*g

Change of Displacement for

Trim at Perpendiculars
1 ft. Change of
— 420 X 105
21-88 ft. tons

* Assuming G.A/.L = B.M.L = 130-8 ft.

3-82 X 2-92 X 12
105
1-27 ton
 BASIC NAVAL ARCHITECTURE

SUMMARY OF RESULTS

Item 5 W.L. 4 W.L. 3 W.L. 2 W.L. i W.L.

Mean Draught B.P 2' 9' 4' o' 5' 3' 6' 6' 7' 9'
Displacement (Tons) 25*79 60-44 104-38 / I 155-05 210-73
Tons per inch i 89 2-64 3-i7 3-57 3-82
Centre of Buoyancy
Below i W.L. (Feet) 5-72 4-92 4-16 3-4i . 2-67
Transverse Metacentre
Above C.B. (Feet) 12-18 10-87 8-86 7-28 596
Centre of Buoyancy .. 2-3 2-2 •58 0-73 005
About No. 5 Ord. (Feet) Forw. Forw. Forw. Forw. Aft
Moment to Change Trim
B.P. (Ft. Tons) .. 5-52 9-98 I4‘34 18-54 21-88
Change of Displacement
For i ft. Change of Trim (Tons) 0-73 o-53 0083 o-66 1-27
Centre of Flotation about 3-36 1-77 0-20 1-62 2-92
No. 5 Ordinate (Feet) Forw. Forw. Aft Aft Aft

the water-line spacing x 2 (for both sides of the vessel) and divided by 35
for the S.W. cu. ft. per ton. That is,
A = 553-48 X § X 10-5 X f X 1-25 X 2/35 —
184*5 tons.
This displacement is for the main hull alone as for purposes of illustra¬
tion a vessel with a raked keel was chosen and the portion below No. 5
water line treated as an appendage. This is not essential, as the water lines
could have been extended downwards to include the keel as would normally
be done for a vessel without a raking keel. The appendage method is often
preferred as simplifying the main displacement sheet.
With this method, the volume below the last water line is found by
measuring the areas of the transverse sections below the line. These areas'
are entered in col. (12) and multiplied by Simpson's factors as in table IOA.
As a raked keel will usually cut most of the water lines in between the
ordinate stations, the appendage method is probably rather more accurate.
The effect of the minor appendages is shown in the summary to water
line 1. It is always necessary to calculate the displacement of these, but
their moments are usually so small that the latter can generally be omitted.

(57). VERTICAL CENTRE OF BUOYANCY (V.C.B.).

This is found by taking moments of the functions of water -plane
areas about a reference plane. In table 10 the moments (col. 30) are taken
about No. 1 W.L. The sum of these moments, viz. 993-44 divided by the
sum of the original functions (col. 28) and multiplied by the water-line
spacing gives the distance of the centre of buoyancy below No. 1 water line.
Thus 993-44 X 1-25 -T- 553-48 = 2*24 ft.
(58). LONGITUDINAL CENTRE OF BUOYANCY (.L.C.B.).
This is found by taking moments of the functions of the vertical sec¬
tional areas (col. 9) about a reference section, preferably the midship section,
100
 HYDROSTATIC CURVES AND THE DISPLACEMENT SHEET
as in table io.If there is no measured midship ordinate as in the mean
ordinate method, an adjacent reference section can be used, and a correction
made to the result. In table io the difference of the moments in col. (9) is 15- 19.
The distance of the L.C.B. is therefore 15-19 multiplied by the ordinate
spacing of io- 5 and divided by the sum of the multiples of areas in col. (7).
That is, L.C.B. abaft No. 5 = 15-19 X 10-5 4- 553*48 = 0-29 ft. The
L.C.B. is abaft No. 5 ordinate because the aft moments are in excess of the
forward moments.
(59). TONS PER INCH (T.P.I.).
The water-plane area for each water line was seen to be the sum of the
vertical addition in any column, one to five multiplied by 2 and by f
the ordinate spacing. This area divided by 35 X 12 = 420 gives the tons
per in. at the water line in question. Thus the water-plane area for No. 1
water line = 114*70 X 2 X f X 10*5
—
1606 sq. ft. and 1606 =r 420 =
3-82 tons per in. Any curve representing tons per in. is also a curve of
water-plane area to a different scale.
(60). TRA NS VERSE METACENTRE FROM SHEET.
The cubes of the ordinates are entered in col. (19) of a special table IOB
and the functions of the cubes in col. (20). The sum of the latter, viz. 9423,
has to be divided by 3, multiplied by 2 and by § the ordinate
spacing to give the transverse moment of inertia of the water plane in feet 4
about the longitudinal centre line. This moment divided by the volume of
displacement in cubic feet gives the height of the transverse metacentre
above the centre of buoyancy corresponding to the assumed water line
(art. 36).
Thus for the example, the transverse moment of inertia for No. 1
water plane = 9423 T3 X 2 x|X 10-5 = 43,975 ft.4. The height of

the transverse metacentre is then B.M. =

43,975
210-73 X 35
ft. 5- 96.
—
(61). LONGITUDINAL METACENTRE FROM SHEET AND
CENTRE OF FLOTATION.
The method of calculation will be seen from table IOB. The first step
is to take functions of the No. 1 W.L. ordinates about a convenient refer¬
ence plane at No. 5 station, the midship section. The difference between
the sum of the aft functions for moments in col. (23) and the forward func¬
tions is 31-89 excess of aft moment. The centre of flotation is found by
dividing this excess by the sum of the functions of ordinates in col.
(21) and multiplying by the spacing. That is, C. of F. abaft No. 5
3i,89
station — 114-70
X 10-5 = 2-92 ft.
101
 BASIC NAVAL ARCHITECTURE
The longitudinal moment of inertia is then found by taking the second
moments of the ordinates about the same reference station and correcting
for the required axes at the centre of flotation. The sum of the functions for
second moments in col. (25) is multiplied by 2 and by §• the ordinate
spacing for the area and by the square of the spacing for the leverage about
No. 5 station. Thus the longitudinal moment of inertia'about No. 5 station
= 633-56 x 2 x § X 10-5 x io-52 = 978,600 ft.4. The reduction of
I for an axis at the centre of flotation is the area of the water plane
multiplied by the square of the distance of the centre of flotation from
No. 5 station. That is, 1606 x 2-922 = 13,600 must be deducted. This
—
gives 978,600 13,600 = 965,000 ft.4. The height of the longitudinal
metacentre is found by dividing 965,000 by the volume of displacement,
—
that is, by 210-73 x 35* This gives BML 130-8 ft.
It should not be assumed that a satisfactory mensuration rule as regards
areas, displacements and transverse moments is equally suitable for longi¬
tudinal moments, with only the same number of ordinate stations. For
instance, the displacement sheet in the first edition of this book was arranged
to suit the mean ordinate method for combining all the ordinate widths and
Simpson’s Rule for integrating the water planes. This effected a con¬
siderable saving of labour over the method in this edition, which is based
on the use of Simpson’s rules throughout.
A comparison of the results shows that there is no appreciable difference
in the figures for displacement, tons per in. or transverse metacentre
There is however a difference of the order of 5 % in the figures for longi¬
tudinal metacentre, moment to change trim and position of C. of F. A
number of displacement sheets for other types of vessel were worked out
with similar results. It was found that, whereas about 10 stations were
sufficient for good results with Simpson’s rules, about 20 were required
to give the same results with the trapezoidal or mean ordinate methods
for the longitudinal moments.
The severest test of a mensuration rule is at the bow and stern, as
regards the longitudinal moments. The most rapid curvature of a ship’s
lines (in the horizontal plane) is near the extremities, yet it is at these points
that the relatively small areas of water plane exercise such an important
effect owing to the length of leverage.
The reason for the discrepancy is that the trapezoidal and mean ordinate
methods consider the various areas to be concentrated at the station
ordinates, whereas Simpson’s rules correctly integrates the area, provided
that the bounding curve complies with the restrictions of art. (12). The
trapezoidal method ignores the individual inertia of the various sections
about their own C.G. and also involves other errors. It is therefore necessary
to have about double the number of stations, so as to reduce these omissions
and errors to negligible amounts.
It may be considered that Simpson’s rules have made an exact correc-
’Oi
 HYDROSTATIC CURVES AND THE DISPLACEMENT SHEET

tion by virtually overloading or over-accenting the intermediate ordinates.

It is of course true that an error in an intermediate ordinate is twice as serious
with Simpson’s First Rule as if it had occurred in a dividing ordinate. It is
also true that except at the ends of a vessel, there is no special reason why
any particular ordinate should be a dividing or an intermediate ordinate.
This was shown by the discussion on Durand’s rules in art. (16). When
using Simpson’s rules it is evidently desirable to be specially careful when
measuring the intermediate ordinates.
(62). MOMENT TO CHANGE TRIM ONE INCH FROM SHEET.
As seen in art. (49), this moment can be calculated by dividing the
longitudinal moment of inertia about the centre of flotation by 420 L. Alter¬
natively it can be found by multiplying the longitudinal metacentric height
by the displacement (weight) and dividing by twelve times the length.
Both the above methods may involve the error mentioned in art. (48).
This is usually of little consequence on large vessels but should be avoided
on small craft. Thus the working of the displacement sheet calculation
(art. 61) and described in art. (48) is only exact if the centre of buoyancy
coincides with the centre of gravity. On small craft the possible difference
between these two centres is too large in relation to the longitudinal meta¬
centric height to be ignored. The moment to change trim should be cal-

LBML 12 L
—
culated from the correct equation, viz. M.C.T.1” A GMLy and not from

12 L
The difference in the case of the vessel in table 10 is only about 3%.
(63). CHANGE OF DISPLACEMENT FOR ONE FOOT CHANGE
OF TRIM AT PERPENDICULARS.
This is the layer correction already described (arts. 40 and 47). The
thickness of the layer (fig. 34) was shown to equal the change of trim
multiplied by the distance of the centre of flotation from amidships and
divided by the length between perpendiculars. Hence the layer thickness
X
corresponding to 1 foot change of trim is - feet, where the C. of F. is x
JLi
ft. from amidships. If T is the tons per inch, the corresponding change of
... Tx x
.
displacement is ——— . As the C. of F. is abaft $$ the correction is
12
to be
deducted for trim by the head and added for trim by the stern in accordance
with table 9.
(64). THE PLOTTING OF HYDROSTATIC CURVES.
The results obtained by the displacement sheet calculations are set out
in the form of curves as in fig. 36. The ordinates are in all cases the draught
103
 BASIC NAVAL ARCHITECTURE

measurements and by setting these out in the manner shown there can
be no ambiguity as to where they are taken. The values for displacement,
tons per inch, metacentres, etc., are all set out horizontally as abscissae
corresponding to the appropriate draught.
The vertical draught line forms the base from which the vertical
centre of buoyancy and the transverse metacentre are measured. The
horizontal difference between the two curves at any draught level represents
the height of the transverse metacentre above the centre of buoyancy.
7\ 5 NJ* I WATER LlklE .
vff
3
& %
Vi & &
m
v n
&
a $ %5k 3
IV
>
5

£ Iy
7J
jr
V&
N %
\
HI
*
?
n
ff— \T<>
Fri
\

7 Ur»0N(5 i
AFT FOfi D-
CA. * CfcVT« OF Boo Awcy
T M,£J I* 'MOM MX 70 CIIAN6E T ?tM
SCALE ,
T

ZO 40 60 50 100 120 <40 160 150 200 220

BOTTOM or KUL
AMIOSMI? 6CALE Of TOW 5
I LOWEST POItJT Of KEEL
Fig. 36.
HYDROSTATIC CURVES.

The area above the displacement curve and bounded by the vertical
draught line and any required water line represents the moment of dis¬
placement about that water line. Hence the depth of the vertical centre of
buoyancy can be readily determined by dividing the area by the displace¬
ment. In the same way, the height above any given base is found by measur¬
ing the area below the curve and down to the base. This area divided by
the displacement gives the height of the V.C.B. above the base. The
method is easily proved by considering the area as the summation of a
series of vertical strips, each representing the moment of an increment of
displacement about the chosen base.
The centres of flotation and the longitudinal centres of buoyancy are
T04
 HYDROSTATIC CURVES AND THE DISPLACEMENT SHEET

also set off horizontally on the correct draught level but about a vertical
line representing the amidships position. This vertical line can be placed in
any convenient position on the diagram and in fig. 36 it has been drawn
through the 160-ton line. Distances to the right then represent centres for¬
ward of S3 and distances to the left centres aft of S3. Thus at 5*0 ft. draught
the centre of flotation is 0-40 ft. forward of amidships.
This all-horizontal method of drawing the curves is rather more com
venient than the older system of using a 450 reference line and setting
out the metacentre heights vertically through the points of intersection
with the draught levels.

(65). MORRISH FORMULA.

The height of the centre of buoyancy is often required prior to the
drawing of a lines plan. The Morrish formula provides a very close approxi¬
mation for normal forms and gives the depth of the V.C.B. below the
LAV.L. or below any lighter line as required. The formula is V.C.B. below
L.W.L. equals
| where H is the draught, V the volume of dis-
placement and A the area of the water plane.
It is sometimes more convenient to have the height above the keel and
not below the LAV.L. This height is:

K.B.= H -
A )ÿ
The Morrish formula can be further modified by inserting
L x B x H x CB in place of V and CA (L x B) in place of A. CB is the
block coefficient and CA is the coefficient of water-plane area. The height
of the V.C.B. then becomes:
KB 3 =i
\ 2
C*—
(’>CA -lCs or, if Chv is the vertical
CAx Lx CA
—
- Chv
rr
H\ j
6
prismatic, H
2<)
3
This formula was first given by J. Augustin-Normand.

(66). BONJEAN CURVES.

These are curves
of transverse sectional area and are drawn for the
same ordinate stations as are used for the lines plan, displacement sheet, etc.
They are usually prepared by planimeter readings to the various water
lines at each section and are assembled as in fig. 37.
The abscissa value of the Bonjean curve at any draught ordinate is made
equal to the sectional area at that draught. If any curved or inclined water
line is drawn as AB in fig. 38 the intersections with the ordinate stations
105
 BASIC NAVAL ARCHITECTURE

give the water-line heights h j, A2i, etc. Horizontal intercepts to the

Bonjean curve as hx in fig. 37 give the sectional area up to the height A. If
the mean ordinate method of integration is being used, these intercepts can
3
X IT s X
JX \\ \ \gT7fr JX.
w As#
kjMTM m
Hi.
ML a
VL V JZL
V
JV AFTER BODV FORE BOCy TV
HL TTL
IL IL
I I
TOP or KEEL C AMID SHIP.
r
'V ' ' 1 1 • \6o
] i 1 1
&o‘ '
zoo
SCALE or AREA ", SQLKRE FEET.
Fig. 37.
BONJEAN CURVES.
be directly added and the sum multiplied by the ordinate spacing to give
the volume of displacement to the water line AB.
The horizontal position of the centre of buoyancy of the volume to the

h h£ S
6i 74 64 5‘i 44 34 3V % FP
Fig. 38.
To FIND THE VOLUME OF DISPLACEMENT BELOW
A CURVED OR INCLINED WATER LINE.

line AB is found by taking moments of the intercepts about a convenient

reference section. The vertical position is found by taking the moment of
area at each section above the base and combining them in the usual way. A
convenient method is to use an integrator set to measure about an axis at
the base line, With the mean ordinate methodÿ as with TchebychefFs, the
ro6
 HYDROSTATIC CURVES AND THE DISPLACEMENT SHEET

integrator can be run round each section in turn and only the initial and
final readings are needed. Between the sections, the measuring point must
be taken along the base line so as to include only the area of the various
Bonjean curves.
Areas, volume moments and centres found as described will be needed
for many purposes including launching, strength and flooding calculations.
(67). WETTED SURFACE BY MEASUREMENT .
If the half girths are taken at each ordinate station from keel to water
line and set out as a curve (fig. 39) the total area below the curve will be
slightly less than the true surface, as the fore and aft obliquity has been
neglected. In most cases an addition of, say, 2% for large vessels and 4% for
small craft will give a close enough result.
Rather greater accuracy can be obtained by measuring the length of an
average water line at, say, one-third draught from the half-breadth plan and
comparing it with the projected
length of the same water line on the t.w.t
profile. The excess percentage of 3*
the true expanded length over 9ÿ & Ti ek 5'i 4'i 2.z k z FP.
the projected length can then be Fig. 39-
applied to the area found from CURVE OF WETTED SURFACE TO THE LOAD
the half girths and the ordinate WATER LINE.
spacing.
Still greater accuracy can be obtained by taking the average increased
length between ordinate stations and multiplying the appropriate half girth
before constructing the curve of fig. 39.
For extreme accuracy the secant method can be used. If <j> is the angle
of obliquity of any water line at a section, the true spacing length at the
section should be SL sec 4>. The difficulty is to determine the average
obliquity that should be used. Both Taylor and Baker have described special
methods for this purpose.
In the Baker method, the difference in the areas of the half sections
immediately ahead and abaft the selected station is used. This difference
divided by the half girth at the station gives the mean intercept between
the sections on either side of the station. This mean intercept divided by
twice the spacing interval represents the tangent of the average obliquity
at the selected station.

(68). WETTED'SURFACE BY FORMULA.

An accuracy that requires the use of the secant method is seldom
needed. An approximate formula will usually be quite near enough. In
preliminary power calculations, no lines plan will be available, so that
recourse must be made to a formula. Reliable formulae are those due to
Mumford, Froude and Taylor.
107
 BASIC NAVAL ARCHITECTURE

The Denny-Mumford formula is S 17 Z x H -f

This can also be written S = v'jLH -f S//H.
— CB x L x B.
Froude’s formula is S Aÿ
— + 1-636 JL
A*
and is suitable for fine-lined warship types. The Haslar formula is on the
same basis as Froude’s but gives about 3% less wett6H surface. This is

Taylor’s formula is perhaps the most generally useful and is .S’— c \/~KL-
For normal vessels with beam-draught ratios of from 2-5 to 3-5 and
midship section coefficients between o-8 and 0-98, the extreme variation in t
c is only from about 15-2 to about 16-0, while 15- 6 can be taken as an average
figure.
In all the above formulae L should be taken as the mean immersed
length. H and B are the moulded draughts and breadths. The use of V in
place of A corrects for salinity difference. The Froude and Taylor formulas
apply to salt water. The wetted surface in fresh water for the same displace¬
ment weight can be taken as equivalent to a i|% increase.

(69). WETTED SURFACE OF ABNORMALLY SHALLOW-

DRAUGHT FORMS .
Shallow-draught vessels may have beam draught ratios far outside the
c values given by Taylor for the formula S = cV A L (art. 68).
The following table has been prepared to meet more extreme cases.
TABLE II
-a
Beam draught ratio Value of coefficient “c”
3*5 16*o
4*0 16-5
5-0 17-5
6*o 18-5
7*0 19-5
8*o 20-5
9-0 21*3
IO’O 22*2
Il-o 23*0
12*0 23-8
I3'0 24*5
I4'0 25-1
16*o 26*3
18*o 27-2

08