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requisitioning information can be stored on the computer to be interfaced with the shipyards commercial systems for purchasing and material control. Sub-assembly, assembly and block drawings can be created in 2-dimensional and 3-dimensional form and a library of standard production sequences

Figure 44 requisitioning information can be stored on the computer to be interfaced with the shipyards commercial systems for purchasing and material control. Sub-assembly, assembly and block drawings can be created in 2-dimensional and 3-dimensional form and a library of standard production sequences

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Ship classification societies originally had varying specifications for steel: but in 1959, the major societies agreed to standardize their requirements in order to reduce the required grades of steel to a minimum. There are now five different qualities of steel employed in merchant ship construction and now often referred to as IACS steels. These are graded A, B, C, D and E, Grade A being an ordinary mild steel to Lloyds Register requirements and generally used in shipbuilding. Grade B is a better quality mild steel than Grade A and specified where thicker plates are required in the more critical regions, Grades C, D and E possess increasing notch-tough characteristics, Grade C being to American Bureau of Shipping requirements. Lloyds Register requirements for Grades A, B, D and E steels may be found in Chapter 3 of Lloyds Rules for the Manufacture, Testing and Certification of Materials.
Ship classification societies originally had varying specifications for steel: but in 1959, the major societies agreed to standardize their requirements in order to reduce the required grades of steel to a minimum. There are now five different qualities of steel employed in merchant ship construction and now often referred to as IACS steels. These are graded A, B, C, D and E, Grade A being an ordinary mild steel to Lloyds Register requirements and generally used in shipbuilding. Grade B is a better quality mild steel than Grade A and specified where thicker plates are required in the more critical regions, Grades C, D and E possess increasing notch-tough characteristics, Grade C being to American Bureau of Shipping requirements. Lloyds Register requirements for Grades A, B, D and E steels may be found in Chapter 3 of Lloyds Rules for the Manufacture, Testing and Certification of Materials.
FIGURE 6.1 Typical aluminium alloy sections
FIGURE 6.1 Typical aluminium alloy sections
FIGURE 7.1 Stress/strain relationship of shipbuilding materials
FIGURE 7.1 Stress/strain relationship of shipbuilding materials
FIGURE 8.1 Vertical shear and longitudinal bending in still water
FIGURE 8.1 Vertical shear and longitudinal bending in still water
FIGURE 9.10 Metal cutting processes
FIGURE 9.10 Metal cutting processes
FIGURE 10.1 Stress/strain relationship for parent/weld metals and butt/fillet weld detail
FIGURE 10.1 Stress/strain relationship for parent/weld metals and butt/fillet weld detail
FIGURE 10.3 Backstep and wandering methods of welding
FIGURE 10.3 Backstep and wandering methods of welding
FIGURE 14.1 Bulk carrier single shell side block unit
FIGURE 14.1 Bulk carrier single shell side block unit
When any panel and the block assemblies are complete there will be some time buffer before their erection at the building berth, building dock or within the building hall to allow for any mishaps in the production schedule. Stowage is generally adjacent to the berth, dock or building hall and will vary in size according to the yard’s practice, some yards storing a large num- ber of units before transferring them to the berth or dock for erection in order to cut the berth/dock time to a minimum. Qanienrec af ereactinn far any narticnular chin vary fram chinvard tr chinvard
When any panel and the block assemblies are complete there will be some time buffer before their erection at the building berth, building dock or within the building hall to allow for any mishaps in the production schedule. Stowage is generally adjacent to the berth, dock or building hall and will vary in size according to the yard’s practice, some yards storing a large num- ber of units before transferring them to the berth or dock for erection in order to cut the berth/dock time to a minimum. Qanienrec af ereactinn far any narticnular chin vary fram chinvard tr chinvard
FIGURE 14.6 An erection sequence for a large double hull tanker
FIGURE 14.6 An erection sequence for a large double hull tanker
FIGURE 14.7 An erection sequence for a dry cargo bulk carrier
FIGURE 14.7 An erection sequence for a dry cargo bulk carrier
MECHANICAL LAUNCH TRIGGER (ELEVATION) FIGURE 15.3 Release arrangements for ship launch
MECHANICAL LAUNCH TRIGGER (ELEVATION) FIGURE 15.3 Release arrangements for ship launch
FIGURE 16.4 Transversely framed double bottom construction
FIGURE 16.4 Transversely framed double bottom construction
FIGURE 16.5 Longitudinally framed double bottom construction
FIGURE 16.5 Longitudinally framed double bottom construction
FIGURE 16.6 Bulk carrier double bottom construction
FIGURE 16.6 Bulk carrier double bottom construction
the stern frame connection, at any shaft brackets, and in way of the hawse pipes where considerable chafing occurs. Further shell plate thickness increases may be found at the panting region, as discussed later in this chapter.
the stern frame connection, at any shaft brackets, and in way of the hawse pipes where considerable chafing occurs. Further shell plate thickness increases may be found at the panting region, as discussed later in this chapter.
Figure 17.7 Bulk carrier — single side skin midship section
Figure 17.7 Bulk carrier — single side skin midship section
FIGURE 17.8 Bulk carrier — double side skin midship section
FIGURE 17.8 Bulk carrier — double side skin midship section
FIGURE 18.5 Construction of deep tanks
FIGURE 18.5 Construction of deep tanks
Stowing arm pedestal Closing arm pedestal
Stowing arm pedestal Closing arm pedestal
FIGURE 21.3 Stern frames
FIGURE 21.3 Stern frames
Construction in Tank Spaces
Construction in Tank Spaces
FIGURE 22.3 Longitudinal framing of oil tankers
FIGURE 22.3 Longitudinal framing of oil tankers
FIGURE 22.4 12,700 tonnes Deadweight Oil Products/Chemical Tanker
FIGURE 22.4 12,700 tonnes Deadweight Oil Products/Chemical Tanker
5200 cu.m. SEMI-PRESSURIZED/FULLY REFRIGERATED LPG/NH, CARRIER
5200 cu.m. SEMI-PRESSURIZED/FULLY REFRIGERATED LPG/NH, CARRIER
73 200 cu.m. FULLY REFRIGERATED LPG CARRIER
73 200 cu.m. FULLY REFRIGERATED LPG CARRIER
FIGURE 24.7 Cross-section of bulk carrier with side mounted 30 tonne wire luffing cranes
FIGURE 24.7 Cross-section of bulk carrier with side mounted 30 tonne wire luffing cranes
being affected by the lifting and lowering wire purchases which are led to hydraulic winches.
being affected by the lifting and lowering wire purchases which are led to hydraulic winches.
valve is fitted to a substantial box within the line of the shell plate containing the sea inlet opening (see Figure 26.2). This opening is to have rounded corners and be kept clear of the bilge strake if possible. The sea inlet box is to have the same thickness as the adjacent shell but is not to be less than 12.5 mm thick and need not exceed 25 mm. Sea inlets in tanker pumprooms within 40 per cent of the ships midship length are required to have compensa- tion generally in the form of a heavier insert plate in the shell. A grill may be fitted over the opening and a sacrificial anode will normally be fitted because the valve metal and steelbox set up a galvanic cell (see Chapter 27).
valve is fitted to a substantial box within the line of the shell plate containing the sea inlet opening (see Figure 26.2). This opening is to have rounded corners and be kept clear of the bilge strake if possible. The sea inlet box is to have the same thickness as the adjacent shell but is not to be less than 12.5 mm thick and need not exceed 25 mm. Sea inlets in tanker pumprooms within 40 per cent of the ships midship length are required to have compensa- tion generally in the form of a heavier insert plate in the shell. A grill may be fitted over the opening and a sacrificial anode will normally be fitted because the valve metal and steelbox set up a galvanic cell (see Chapter 27).
FIGURE 26.4 Diagrammatic arrangement of direct line cargo piping
FIGURE 26.4 Diagrammatic arrangement of direct line cargo piping
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