Variation of — , — , 

 B H 



TABLE 1 

 A L 



-, and LCB Position with 



,100 

 C a for the Parent Models 



^B 



0.60 



0.65 



0.70 



0.75 



0.80 



L 



B 



7.50 



7.25 



7.00 



6.75 



6.50 



B 

 II 



2.50 



2.50 



2.50 



2.50 



2.50 



A 



122.0 



141.4 



163.4 



188.2 



216.5 



(L/lQQf 



L/Vl/3 



6.165 



5.869 



5.593 



5.335 



5.092 



LCB as percent 

 of Lgp from 



1.5 aft 



0.5 aft 



0.5 fwd 



1.5 fwd 



2.5 fwd 



to doubt the value of the prismatic coefficient as a standard form parameter" (discussion on 

 Reference 45). 



In the present series, the midship area coefficient does not vary very much, and so the 

 resistance qualities can be related either to Cg or Cp without introducing any conflicting 

 situations. Since the results of such a methodical series will essentially be used by the 

 designer, C g is probably the better choice for presentation of the various curves and contorurs. 



Five block coefficients were chosen, each associated in the first instance with given 



longitudinal center of buoyancy (LCB) positions, midship area coefficients, length-beam 

 and beam-draft (- — J ratios (Table 1 and Figure 1). B and H are the moulded beam and draft 

 in feet, respectively, and L is the length between perpendiculars (LBP) measured from the 

 centerline of the rudder stock to the forward side of stem at the designed load waterline, as 

 adopted by the SNAME in its Model Resistance Data sheets. It corresponds with that used 

 by the classification societies such as the American Bureau of Shipping. 



The variation in — with Cd was chosen by the panel to take into account the fact 

 that the finer ships were, in general, relatively longer and narrower than the fuller ones. 



To cover the general spread of — , — , and 



B H / ^ 



100 



for existing designs, and the 



n-2 



