Sec. 76.21 



DESIGN OF SPECIAL-PURPOSE CRAFT 



787 



(12) Burgess, C. P., "The America's Cup Defenders," 



SNAME, 1935, pp. 43-70 



(13) Nevins, H. B., "On the Building of a Yacht," 



Yachting, Mar, Apr, May 1935 



(14) Davidson, K. S. M., "Some Experimental Studies 



of 'the Sailing Yacht," SNAME, 1936, Vol. 44, 

 pp. 288-344. There is a bibliography on pp. 303- 

 304, 312. 



(15) Davidson, K. S. M., "Model Tests of Sailing Yachts," 



The Rudder, Aug 1937, pp. 14-15, 56, 58 



(16) Fo.x, Uffa, "Thoughts on Yachts and Yachting," 



1939 



(17) Stephens, W. P., "Traditions and Memories of 



American Yachting," 1942 



(18) Owen, G., "Outstanding New England Types of 



Fishing Boats, Whalers, and Yachts," SNAME, 

 HT, 1943, pp. 151-164 



(19) Skene, N. L., "Elements of Yacht Design," Dodd- 



Mead, New York, 1944 



(20) Herreshoff, L. F., "The Common Sense of Yacht 



Design," The Rudder Publishing Co., New York, 

 1945. In two volumes. 



(21) Aupetit, A., "Essais de Yachts (Tests on Yachts)," 



ATMA, Jun 1946, Vol. 45, pp. 433-452 



(22) Murray, A. B., "Towing Tank Developments," 



Yachting, Dec 1946, pp. 60-62, 110, 112. Ab- 

 stracted in SBSR, 9 Jan 1947, p. 37. Devotes a 

 considerable amount of discussion to sailing yacht 

 design problems which have been or should be 

 investigated by tests of models. 



(23) "Symposium on Sailing Yacht Design," SNAME, 



isfew Engl. Sect., 18 May 1948; see SNAME, 

 1948, p. 90 



(24) Barnaby, K. C, BNA, 1954, 2nd ed., pp. 244-256, 



Arts. 165-169 as follows: 



(165) Sail Propulsion 



(166) The Gimcrack Sail Coefficients 



(167) Sail Plans 



(168) Centre of Effort and "Lead" 



(169) Sail Area and Power to Carry Sail 



(25) Barnaby, K. C, "Progress in Marine Propulsion, 



1910-1950," INA, 1950, pp. J14-J15 



(26) Chapelle, H. I., "American Small Saihng Craft; 



Their Design, Development and Construction," 

 Norton, New York, 1951 



(27) Barkla, H. M., "High-Speed Saihng," INA, 1951, 



Vol. 93, pp. 235-257. This is one of the few papers 

 in the technical literature which tackles the 

 problem of yacht design on a fundamental, analytic 

 basis. 



(28) Douty, J. F., "History of Chesapeake Bay Saihng 



Vessels," SNAME, Ches. Sect., 29 Nov 1951 



(29) Morwood, John, "Saihng Aerodynamics," Morwood, 



123, Cheriton Rd., Folkestone, Kent, 1953 



(30) Denes, Gabor, "Yacht Research," The Motor Boat 



and Yachting, Dec 1954, pp. 524-525 



(31) Yacht Research Council of Great Britain. Photo- 



graphs of experimental work shown in The 

 Illustrated London News, 4 Dec 1954, p. 1009. 



(32) Chapelle, H. I., "The Search for Speed under Sail: 



An Outhne of the Development of Yacht Design 

 in America Until the 20th Century," a series of 

 several articles beginning in the Feb 1955 issue of 



Yachting, pp. 58-61, 94-98. Part II appears in the 

 Mar 1955 issue, pp. 71-75, and Part III in the Apr 

 1955 issue, pp. 66-70, 112, 114. 



(33) Davidson, K. S. M., "The Mechanics of Sailing 



Ships and Yachts," Surveys in Mechanics, edited 

 by G. K. Batchelor and R. M. Davies, Cambridge 

 University Press, 1956, pp. 431-475. There is a 

 list of 17 references on p. 475. 



(34) Allan, J. F., Doust, D. J., and Ware, B. E., "Yacht 



Testing," INA, 11 Oct 1956 



(35) Scheel, H., "It's Beam That Makes the Boat Go," 



Yachting, Jan 1957, pp. 146-147, 285 



(36) Crane, C. H., "What Limits Speed Under Sail?" 



Yachting, Mar 1957, pp. 53-56, 100, 102. 



76.21 Asymmetric Hull Forms. Although 

 practical applications of the asymmetric hull are 

 rare, for ships which are buUt to travel upright, 

 they do exist. When a marine architect sets out 

 to design a vessel which has an underwater hull 

 of different breadth and shape on the port and 

 starboard sides of the construction centerplane, 

 he wants to be sure that his unusual creation will 

 be acceptable and serviceable. 



Among the asymmetric-hull craft which have 

 performed exceedingly well, not only for years 

 but for centuries, there may be mentioned: 



(a) The saUuig yacht and the sailing vessel. 

 Although almost invariably designed to have 

 symmetry about the centerplane when at rest, 

 they always present an asymmetric form to the 

 water when heeled and propelled at any apprecia- 

 able speed by the wind. 



(b) The sailing canoes of Oceania. These employ 

 asymmetric hulls to eliminate centerboards, lee- 

 boards, and similar devices, as described in Sec. 

 24.21 ,and illustrated in Fig. 24. M. They make use 

 of outriggers to give them the required degree of 

 metacentric stability under sail. 



(c) The gondolas of the canals and lagoons of 

 Venice, described briefly in Sec. 24.21 



(d) The individual hulls of catamarans are 

 usually asymmetric about their own construction 

 centerlines. 



Several other cases present themselves in 

 practice: 



(e) The long, slender ship which becomes shghtly 

 bent due to collision or other major damage. 

 When the expense of straightenmg it appears 

 exorbitant, the marine architect may be called 

 upon for an opinion as to whether it really needs 

 straightening or not. 



(f) Ships to ferry, to tend, or to house operating 

 aircraft, such as airplane tenders and aircraft 



