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Si This Investigation Was Made to Determine the Difference in Resistance Between Curved and mereight Line Designs ' HE question of the simplifica- tion of ship forms is one that has received a good deal of attention during the 'past In their anxiety to produce a year. simple form from a structural stand- point, a good many designers, - not familiar with ships, have ignored en- tirely the question of econiomical pro- 'pulston. During the past year some experi- main features of the two types were kept constant. The diagonal line rep- resenting the corner was in all cases made a straight line, with the view that, if the bilge corner were cut. off, this would facilitate construction. The body plans shown in Figs. 9, 10, 12 and 13 represent the various forms used. The models were 10 feet' long and 16 inches wide. For each particular type the following By H. C. Sadler and T. Gea bottom, the top knuckle in. this case remaining the same as in: . the form shown in Fig. 9. Table I 'gives the characteristics of all the forms tried. The fuller models, marked 10 per cent and 20 per cent, were obtained from the finer forme by adding 10 per cent and 20 per cent middle. body and contracting the form of the ends to keep the length constant. The curves of sectional areas and /0 gf 9 6) 8. Zz AP th Z 'CURVE OF SECTIONAL AR ab eas 9/4. ABOYT a ROM BAKERS LAER ZN, NA, ih (ealno av igi9b* WD FOWER OF SH/P Cae OFA a, SHIP. ABOUT . oF * ments upon' "straight frame" forms have been. conducted in the tank at the University of Michigan, and the results are thought to be of sufficient interest to pilace on record. - The main. object of the experi- ments 'was to determine what differ- ence in resistance existed between an ordinary shipshape form and, one in which the curved form of the frames was replaced by straight dines. No _ particular attempt was made to de- ~yelop the best possible form, but the x paper presented at the twenty-sixth general meet- ing of the Society of Naval Architects and Marine Kngineers held in Philadelphia, Nov. 14 and 15. FIG. 1--CURVE OF SECTIONAL AREA characteristics were kept constant: Length, breadth, draft, displacement at load draft, with the corner cut off, 'the curve of sectional areas and hence prismatic coefficient, and the shape of the waterline. The models) were tested at:three different ae cover- ing the usual nange. In each case the tried with the sharp corner, and later this was removed. Two. different slopes were given to the bilge diag- onal to determine the effect of 'this model was first feature. In one case also the lower knuckle was given a small enough slope to keep it within the double in the curves load waterline are shown in Figs. 1 and' 2, and it will be noticed that, in order to use: the same form in ail cases, this necessitated a somewhat fuller line forward than was com- patible with east of propulsion. The general results are summarized Figs: 5,6. and 725A comparison of each set of curves for each type shows that the shipshape is the best, and that, of the other two torms with the corner off, the one with the steeper slope to the bilge diagonal gives 'better results than where this is at a smaller angle. At -- the lower speed-length ratios there is me 8 6h 7 PLAN OF LOAD WATER LINE CW. FROM BAKERS PAPER T/NA./914 MobdEL No56.C. ABOUT 72 PROPOSED 6 5 4 76 FIG. 2--PLAN OF LOAD WATERLINE. KAY a a