Ship Design and Construction - Robert Taggart - Ebook download as PDF File . pdf), Text File .txt) or read book online. Ship Design and Construction 1st Edition. by Robert Taggart (Editor) It is an excellent reference book for naval architects and marine engineers or anybody interested or are in the marine field. The present book is devoted to the ships featuring hybrid hull construction. The publication was written to provide shipbuilders, ship designers.

Ship Design And Construction Book

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Ship Design and Construction, Volume 2. Front Cover. Thomas Lamb. Society of Naval Architects and Marine Engineers, - Construção naval - pages. User Review - Flag as inappropriate. i want to get the data from this books.. This data is concern general cargo ship.. I want to draw the General arrangement. Get this from a library! Ship design and construction. [Thomas Lamb, MBA.; Society of Naval Architects and Marine Engineers (U.S.);].

Side Launch Calculations. Platform Launch Calculations. Launching Tests. Instrumentation and Equipment. Launch Observations. Launch Preparations, Crew and Schedule. Post Launch Calculations. JACK, 1 Testing. The office affiliations given are those a t the time of writing the chapters. Section 1 Introduction 1. T h e term basic design refers to deterinination of major ship characteristics affecting cost and performance.

Thus, basic design includes the selection of ship dimensions, hull form, power amount and type , preliminary arrangement of hull and machinery, and major structure. Proper selections assure the attainment of the mission requirements such as good seakeeping performance, maneuverability, the desired speed, endurance, cargo capacity, and deadweight.

Section 2 describes the procedures for establishing the mission requirements before the basic design is undertaken. These requirements, such as the nature of the cargos andlor passengers t o be carried, have a powerful influence on the design. Basic design encompasses both concept design and preliminary design. I t results in the determination of major ship characteristics, permitting the preparation of initial cost estimates. In the overall design process, basic design is followed by contract design and detail design.

Contract design, as its name implies, develops plans and specifications suitable for shipyard bidding and contract award. Well prepared contract plans and specifications will be clear and in sufficient detail t o avoid costly contingency items and protect bidders from obscure or inadequate description of requirements. Detail design is the shipyard's responsibility for further developing the contract plans as required t o prepare shop drawings used for the actual construction of the vessel.

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T h e four steps involved are illustrated in the Design Spiral, Evans ' as a n iterative process working from mission requirements to a detail design, Fig. These steps are amplified further below: Concept Design.

T h e very first effort, concept design,. It includes preliminary light-ship weight os timates usually derived from curves, formulas, or experienc: Alternative designs are generally analyzed in parametric studies during this phase t o determine the most economicitI design solution or whatever other controlling parameters ;rrcs considered determinant.

T h e selected concept design thc. Preliminary Design. A ship's preliminary desigl1 further refines t h e major ship characteristics affecting cosl. Certain controlling factors such ;IS length, beam, horsepower, and deadweight would not 11,: Contract Design. T h e contract design stage yields it set of plans and specifications which form an integral part. I t encompasses orit! This stage delineates more precisely such features as hull form based on a faired set of' lines, powering based on model testing, seakeeping and maneuvering characteristics, t h e effect of number of propellers on hull form, structural details, use of different types of steel, spacing and type of frames.

Paramount, among the contract design features, is a weight and center of gravity estimate taking into account the location and weight of each ,I'.

T h e final general arrangement is is, the engineer's product a t this point is no longer to be inalso developed during this stage. This fixes the overall terpreted, adjusted, or corrected by any other engineer. In summary, this chapter considers basic design as that as well as their relationship to other features such as cargo portion of the overall ship design process which commences handling equipment, and machinery components.

T h e accompanying specifications delineate quality with concept design and carries preliminary design to the standards of hull and outfit and the anticipated performance point where there is reasonable assurance that the major for each item of machinery and equipment.

They describe features have been determined with sufficient dependability the tests and trials that shall be verformed successfullv in to allow the orderly development of contract plans and specifications. This development will form a basis to obtain order that the vessel will be considered acceptable. Table 1A shows a typical list of plans developed in the shipyard prices within a predetermined price range that will contract design of a major ship.

Smaller, less complex result in an efficient ship with the requisite performance vessels may not require every plan listed for adequate def- characteristics. T h e late 's and 's saw a of detail considered in contract design. Table 1B is a list nurnber of major new developments which in one way or of the typical sections covered in a commercial ship speci- another had an impact on the general basic design problem.

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Among the most significant was the computer. While the d. Detail Design. The final stage of ship design is the computer affects how basic design is performed, other development of detailed working plans. These plans are the changes have impacted on what constitutes the basic design installation and construction instructions to the ship fitters, problem.

For example, one revolutionary development was welders, outfitters, metal workers, machinery vendors, the change from breakbulk to containerized cargos in the pipefitters, etc. As such, they are not considered to be a part liner trades. Other developments in other ship types of the basic design process.

One unique element to consider created similar new considerations. For tankers, size in this stage of design is that up to this point, each phase of mushroomed; the increasing demand for petroleum and the design is passed from one engineering group to another. T h i s includes crew boats, offshore supply boats, high powered towing vessels, pipe laying bargeslships, a n d countless other specialized craft.

F u t u r e developments cannot b e foretold, b u t it, seems certain t h a t other minerals will be sought from the sea necessitating entire new fleets of vessels designed for tasks not yet known.

T h u s , the difficulty of basic s h i p design will vary with t h e degree of departure from p a s t practice. S o m e s h i p operating companies are closely tied t o successful previous d e signs, a n d they will permit little variation f r o m these baselines in t h e development of replacement vessel designs. If t h e prospective mission a p p e a r s t o parallel existing operations, this may b e a sound approach. Consequently, in such ituations, basic design m a y b e limited t o examination of minor modifications t o dimensions, powering, a n d a r rangements.

At t h e other extreme, totally new seagoing missions, such a s t h e ocean transportation of liquified n a t u r a l gas LNG , when first introduced, caused t h e designer t o begin with a blank piece of paper a n d proceed t h r o u g h rational design engineering with crude assumptions subject t o frequent a n d painstaking revision a n d development. F o r convenience, T a b l e 2 separates watercraft into t h r e e categories:.

Commercial Vessels. Industrial Vessels. T o perform specialized marine functions; s u c h a s fishing o r p i p e laying, o f t e n using s p e cialized personnel. Service Vessels. Moreover, there can be a wide variation of a design within a given t y p e. Some representative vessels from the list on Tahle 2 are shown in Figs. One may well ask, "Why? W h a t causes this? For commercial ships their mission is to function as a system t o carry cargo or passengers. T h e characteristics of t h e payload exert a powerful influence on the overall design.

Designs for carrying passengers differ significantly from designs for carrying crude oil. People and their effects impose relatively light payload, and swift voyages are desired to permit adequate time in port. On t h e other hand, the requirement t o ship crude oil in vast tonnages places a premium on ship deadweight capacity. For example these contrasting requirements yield passenger ships, Fig. Flag for inappropriate content. Related titles. Maxsurf Example. Jump to Page. Search inside document.

Chapter I. W Marine Manager. El Paso Marine Company 1 Introduction 2 3 Page Barge Carrying Vessels T h e very first effort, concept design, translates the mission requirements into naval architect. Paramount, among the contract design features, is a weight and center of gravity estimate taking into account the location and weight of each ,I' ' Complete references are listed at end of chapter.

F o r convenience, T a b l e 2 separates watercraft into t h r e e categories: Igor Pereira. Rafael Castelo Branco Goulart. Amar Shyam Ahuja. Brian Freeman. Jolly Jack. Hasib Ul Haque Amit. Muhammad Hafidz. 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.

Ship design and construction

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.

As a result of this decision, and concurrence by the P N A Control Committee, this material will be readapted for that publication. The tremendous effort put forth by these authors in attempting to meet S D C deadlines is sincerely appreciated. Bannerman and Hsien Y. J a n and is directed toward those aspects of structural design that are particularly applicable to the problems encountered by the shipyard naval architect in developing a structure that is not only technically adequate but is also in consonance with regulatory agency requirernents.

The present chapter in- corporates material from the edition of S h i p Design a n d Construction, specifically from Chapter , by Henry A.

Ship Design and Construction

Bannerman and Robert S. These coauthors would like to express their appreciation to the American Bureau of Shipping and particularly to Stanley Stiansen for making available the resources of that organization and to Drs. The volume is reflecting the huge practical experience of the authors in the field of ship design and s therefore recommended to any person engaged in the shipbuilding. However decision was made by the author of the volume to skip the academic soil and fracture mechanics, advanced theoretical civil engineering, plasticity and other matters.

The original intention is to explain in details the main stress forms and then proceed to the critical examination of the associated material properties and relevant testing.

After that the author explains the stress concentration followed by the information on the applications, with the latter being treated in fundamental terms, relevant aspects and procedures that are specific to the constructions and pressure vessels. The volume concludes with the numerous real case studies providing additional information for easier understanding of the subject. A huge part of the material has been presented in a quite condensed format with some references made to the publications available today, all listed in a separate section, all of the references have been selected by the author of the book.

There is a critically important need to accommodate this rapidly expanding population via the new places for living and work, associated infrastructure, food products and so many other aspects. And, the potential colonization of the ocean spaces might be considered one of the ways in which people would engage with the challenges connected with the provision of more energy resources as well as the space available for humans.

This volume is intended to provide the professional survey of the basic projects that have seen the building of the large floating structures or attained the duly detailed design concepts. Such projects would add a very valuable vision to the discourse that already exist, and include the mobile offshore base and OTEC platforms, floating oil storage bases and offshore oil turbines plus he floating ferry pier located in Japan, floating performance stage in Singapore, large marine concrete structures build in Norway and other interesting technical projects.

The author has compiled the key floating structures in one book capturing the innovative features and marking the latest technological developments in the subject field of engineering. The volume will provide readers with the good overview of the established shipyard techniques proven effective, safety matters involved, materials used for construction, their strength, cutting and welding of metals, including the newly introduced methods of computer-aided design.

The book also covers the relevant international regulations applicable to the different ship types, contemporary materials and fabrication techniques. The material in the book is arranged in seven sections introducing readers to the world of shipbuilding and covering the fundamental ship design, dimensions and categories, as well as the development of the types.

The content also considers the developments in the shipyard layout together with the development of the original arrangement and structural design plus the major processes that are commonly involved in the plate or section preparation and machining.As a partial trade-off toward page reduction, the Committee eliminated the edition chapter on Submersibles because of its relatively narrow field of interest and the lack of major new developments for commercial operations.

These coauthors would like to express their appreciation to the American Bureau of Shipping and particularly to Stanley Stiansen for making available the resources of that organization and to Drs.

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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. Boylston Chapter X appreciates the assistance in obtaining, and the permission given to publish the numerous illustrations for this chapter furnished by the following organizations: 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.

Search inside document. Launch Preparations, Crew and Schedule. The authors of the book are taking a detailed approach providing detailed descriptions of the relevant theories and definition of the problems, selection of the algorithms and math formulations etc.

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