2. Structure. 3. Location of spaces. 4. Precaution against oil spills. 5. Exterior boundaries of superstructures and deckhouses. 6. Separation of cargo pump. ALEXANDER C. LANDSBURG MERCHANT SHIPS FOR W A R T I M E MOBILIZATION PROTOTYPE DESIGN A N D CONSTRUCTION FOR READINESS THE. the Merchant Navy. BY. H. J. PURSEY. EXTRA MASTER. Formerly Lecturer in Ship Construction to the School of Navigation. University of Southampton.
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The key requirement of a new ship is that it can trade profitably, so economics is of prime importance in designing a merchant ship. An owner requires a ship that . Merchant Ship Construction - D. A. Taylor - Download as PDF File .pdf), Text File .txt) or view presentation slides online. Good book for naval arch and ship. MERCHANT SHIP portal7.info - Download as PDF File .pdf) or view presentation slides online.
Skip to main content. Log In Sign Up. Maritime Commission in , admin- graduated from the University of Michigan from which he received his BS degree in and his M S degree in , isters programs designed to aid the development, op- both in theJield of Naval Architecture and Marine Engineer- eration, and promotion of a strong modern American ing. One of its specific goals is that of providing is currently the Manager of Computer-Aided Ship Design in shipping capability during national emergencies and the Division of Na al Architecture, OfJice of Ship Construc- wartime mobilization. An aspect of fulfilling this goal is tion.
This gives waves where the creslS are sharper than the troughs. The wave crest is considered initially at where M is tile bending moment, f is the second moment of area of the se-ction midships and then at the ends of the ship. The maximumqagging and sagging about its neutral axis, 0 is the stress at the outer flbre-s.
From the eq uaLioll the expression M fly is obtained for the stress in the material at some distance y from the neutral axis. The values M. I and y can be determined for the ship, and the resulting stresses in the deck and bottom -shell can be fuund.
The ratio f! Z, when y is measured to the extreme edge of the section. The values are d-etermineJ for the midship scction, since the greatest moment will occur at or near midships see Figure 2. A mme detailed explanation of this process is given in Muckle's work, Nrrval Architecture jar Marine Engineers, previously cited. The stmctura. Significant strides in the application of computers to both design and construction since the edition prompted consideration of a special chapter devoted to the role of com- puters.
However, difficulties of integrating such a chapter into the remainder of the teat led to a decision calling upon the authors to include computer applications in each chapter as appropriate. Additionally, in keeping with the trend toward increased use of metrication both in the United States and abroad, the Committee received approval to accord primacy to measurements in accordance with the Systeme International d'Unites S I in the text and illustrations with English units retained only in secondary status as an aid to students learning the metric system.
Fortunately, John J. This bore fruit especially with the treatment of the strength of ships and the design of principal structural members which had not achieved sufficient coordination in earlier editions. We are indebted to the Editor and the members of the Control Committee who have painstakingly reviewed all of the chapters and made many valuable comments.
In some cases they actually provided some of the text which the authors greatly appreciated.
Special mention is due Past President Young, who in spite of the extra work and responsibility placed on his shoulders after his election to the Presidency, continued to serve as an active Committee member throughout his entire term.
Additionally, we would like to express our sincere appreciation to the American Bureau of Shipping. Not only have five Bureau personnel served either as authors or Control Committee members, but the Bureau has consistently provided assistance and information to other authors and to the Society in the preparation of this volume. As a result of the collaborative effort involved in its preparation the edition of S h i p Design and Construction will better meet the needs of all naval architects.
Because of its comprehensive treatment and the near impossibility for one person to retain specialized knowledge in every technical field covered by this edition, the book should be valued by practicing naval architects as well. Although its an- tecedents covered much of the same general subject matter, the present volume has been essentially completely rewritten and thus stands alone as a significantly different form of treatise on the subject. Additionally chapters on Load Lines, Tonnage, and Launching, previously covered in the Principles of Naval Architecture are now more logically contained within this volume as well as chapters on Contracting Arrangements and Trials and Preparations for Delivery.
A general format has been adopted that leads the reader through the derivat. Ensuillg chapters deal with the overall structural design, the design of structural components, and with the selection and connectiou of hull materials.
With these basic elements decided upon, the more detailed aspects of design are treated including hull outfit and fittings, and cargo handling techniques and equipment for dry, liquid, and hazardous cargos.
In making the transition from design to construction the various stages of cost estimating, contracts, and governmental oversight are discussed followed by a detailed explanation of the equipment and techniques involved in ship construction. The various processes used in ship launching, including the most modern methods of transferring a vessel from the building site t o a waterborne condition, are described and launching cal- culation techniques are delineated.
The volume concludes with a discussion of ship trials and the final preparations required for delivery from the shipyard to the owner.
In this edition, the edition Glossary has been significantly expanded to cover all unfamiliar terms used in both design and construction of ships rather than only the construction terms defined previously. Acronyms, abbreviations, and symbols have been defined as they appear within t h e text instead of the previous practice of including them in separate tables.
In general, the symbols used are in accordance with the Interna- tional Towing Tank Conference Committee on the Presentation of Data. One of the major departures of SI from previous metric systems is the use of distinctly separate units for maas and force.
In SI, the unit of force, the newton N , instead of being related to gravity, is defined as being equal to the acceleration it imparts to a unit mass, the kilogram kg. T h e SI unit for mass not force is the kilogram, used to specify the quantity of matter in a body. T h e SI unit for force is the newton.
One newton applied t o a mass of one kilogram gives a n acceleration of one meter per second squared. Weight is sometimes defined as the force which, when applied to a body, would give it an acceleration equal to the local acceleration of free fall. Because of'this conventional usage, it has not been possible to delete the dual use of the tern1 weiqht as a quantity thrzughout the entire text nor to specify whether mass or force is intended.
The practice followed throughout the hook has been to present ail dimecsions in SI units followed by U. Customary units in parentheses. Occasionally, to avoid confusion, separate comparable tables or graphs are presented in the two sets of units.
Also, on some illustra- tions, SI units only are given to eliminate unnecessary crowding. When expressing dis- placement, deadweight, buoyancy, or other vertical forces associated with gravitational acceleration the conventional use of long tons has been retained; furthermore, long tons and metric tons have been used interchangeably because of the small difference between these two measures.
Similar treatment has been used in dealing with horsepower. For a complete listing of the SI unit terms and conversion factors used throughout the text, the reader is referred to the Glossary under SI Units.
I t was created in and comprises a forum in which worldwide maritime problems, except those concerning rates and tariffs, are presented, evaluated, and solved. It is a standards-making body, a medium of exchange of information on shipping matters, and a means of promoting measures to facilitate the movement of ships and their cargo. IMCO has facilitated many interna- tional agreements on safety, pollution, and ship requirements and a mechanism has been established for keeping these agreements up to date.
T h e organization does not possess direct regulatory powers.
However, international agreements developed by IMCO on the subject of shipping and other sea-related questions, when brought into effect by assent of the required number of participating national governments, do become binding upon mariners of those nations through the respective national legislative processes. IMCO also functions as a source of information and counsel to other elements of the United Nations organization having an interest in maritime matters.
In its relatively brief existence, IMCO has dealt with a wide variety of problems related to the sea. The types of craft discussed range from conventional displacement ships with a variety of missions to offshore structures, hydrofoils, and air cushion vehicles together with their equipment and requirements for the personnel to operate them.
Not only is operation of the ship considered, but the impact of the ship on the environment as well. The concepts of traffic separation and ship control disciplines have been considered as they relate to the Rules of the Road in various restricted areas of the world's sea lanes.
These various conventions and their effects on ship design and construction are mentioned in several chapters of this book. Iciss Chapter I is indebted to r?
Scott Dillon, author of this chapter in the previous edition is deserving of the initial indi- vidual acknowledgment, since he provided an excellent basis on which to build and since he served as one of the author's principal mentors in the area of ship design. Special thanks are due to Sharon Bowers for her accurate typing and reproduction of numerous drafts of the text. In addition the following individuals provided essential assistance in gathering data, preparing illustrations, converting English units to Metric, and generally offering useful critical reviews of the text: Charles B.
Cherrix, Thomas G.
Connors, Alexander C. Landsburg, George H. Levine, Robert M.
Michel Chapter 11 extends his appreciation to numerous companies and individuals for the use of their data and illustrations in the preparation of this text. Gratitude goes to the following people who contributed directly to this chapter: George C.
Tapscott Chapter is grateful for the ship arrangement drawings supplied by Ronald K. Kiss and material used from Chapter XI of the previous edition authored by E. Maier and A. Graf of the American Bureau of Shipping; Mr.
Graf provided immeasurable assistance in the technical aspects and provided the excellent sketches.
Chapter VI was initially authored by Dr. Randolph Paulling and a later draft was coauthored by Dr. Rolf Glasfeld. However, although the output of these two authors was of high technical caliber, the Control Committee decided that the material was more ap- plicable to Principles of N a v a l Architecture than to S h i p Design a n d Constrnction.