— = eee A \ Ship Construction Sketches and Notes Kemp & Young STANFORD MARITIME LIMITED= eee oe oe =— = ee PREFACE Page 3 ILLUSTRATIONS Dimensions. Load Lines, Tonnage Mt Terns tetera + Lines Plan’ *; | 7 {Bending Slab, Launching Ways’ | Stes ee eer ‘i Connection of Aluminium to Steel, Seetion Welding . . Design Notch, Hard Spot, Riveting... | Strength Curves, Forces Causing Stress ite who has carried out the major part of the Shell Expansiee Plas work of revision in addition to drawing all the illustrations, We are also gratefol to there Double Bottom Conseniction aa Sid te cellagues who have contributed idees and criticism and to the many gentlemen Duct Keel, Bilge Keel woo. 2220000002 ind firms, particularly MacGregor & Co, (Naval Architects) Ld., who have t0 kindly Beam Knees, Tankside Brackces. 212 helped in one way and anothe Pounding and Panting ..-.. Bulbous Bow . fag 21, 23 35 7 er 34, 33, 35 ocb Ed 39 | Hawsepipe, Bow Thruster | eae 4. F, Kemp Gener Arrangement AR | September, Peter Young Stern Frames and Rudders vn 2 Stem Tube... \ Watertight Bulitheads <2 1127117 Corrugated and Pillar Buikheads Hatch Comers..... 00... Hatchways . Superstructure Bulkhes Watertight Doors . ad, Porthole | i | 0 Doors 7 Ventilator vse Mase Steps ©. Derticks, Cranes | | Deck Fittings = ' Engineroom . . Bilge and Ballas Lines | het General Cargo Ship 103 Refrigerated Ves 200022107! 2 os Stantord Maritime Limited Dry Cargo — Container Carrier | Seen tt07 Mario Gomosny of the Guerin Pip Group Disko eee 103) ii6, 111 ‘6 ign Stet Sonate ane Bulk Caries erases iy Collier } 7 FRACTURE SHEAR Sjap == oo mo Page 16 ‘SHIP CONSTRUCTION SKETCHES AND NOTES Britde Fracture. ili ie Renae tis applied to & material i elongates eesiclly, then Plastically ‘nd finally i fractures. “A warning of fracture is given by elongation, or nally mild sre! behaves in a completly brittle manner. The fracture occurs Br cet warning when the load is well below the elastic lini ofthe rece fracture of this type is Known as ‘brittle fraccure™ Securrence of brittle fracture are (a) low temperatures, fclatively light, (c) defects of faults in & ise. welding may initiate a fracture. sididon fone ard by varying the pecenage of cadre eee by ne Addition of various elements such a chrmiure, kel ene of steel depend basically om the percentage of carbon presen, increased hardness of the steel, a Jad Reading il sel i general used. Ie reaively chegp, may be role, aber! Moted ed woskod calf orhot witht any appaceabi te eee Fikret At low temperatures mild eal lcks notch wages sot ie shana 4 to the chen erngSs OF seth A to E, used in shipbuilding, the grades varying ED anche pene nimical composition. Grades A and B are ordiniy ie a grades GD and E possess higher notch toughness characterseer ade a nai 2 Particular grade tobe used, where gente engi is equred a sedans wrt Ves orer 200m in Length at to hak gale bet eda ‘teenake, bilge sake and kel fora dirtnce SOL sates wa aL GAET oF cuties, et hgh tensile stcs are used. These are special trio epee nds beige irene reg ner mi sl cea aster i pine aera The use of high tenle seein luge venues gers ene selene ad BENE wing in wight ‘The Nigh come Reyes ‘euctionis capable of being fabricated and welded undesnine sees Ail steel is subjected to tests, these being tensile, (41-50 kg/mm?, elongation 22%), td he enPact (at, The impact cet is only eared out on he high ea ores SMPTE At which the tex fo Be cared out b prentee Eee Bet ing: tublected to heat treatment depending on the grade, ie. notm izing of ier tena cone BORON, itt produce steel having & fine praised seacean improves its tensile strength, ductility and resistance to shock’ Annealing is the uniform heating of the material and then allowing it to cool slowly. eee oe oe oem or ee Page STRESSES Cc TENSION === = T COMPRESSION racrune “ J MATERIAL %0 i L. : ‘ie. eoinr L waste Ur 3 wsike Test STRESS STRAIN DIAGRAM miu sree ' H eo COMPRESSIVE OUMP Test 8 2 Lowe Ation impt =e eo oe oe Page 18 SHIP CONSTRUCTION SKETCHES AND NOTES PLASTICS There i wie and raved wt of plac bigbalding, The many dierent tics in use have many different propetin. BasiclyEhcy ae Sf lghe wet ke Meee fees, not highy inflammable, have good hsultong peers aren Henle ‘A To of te uses to which plastics may be used onboard are given below = fibre glass used for the construction of lifebout, insulation laminated plastic beatings = stare tube Byron, terjlene, polypropylene ete. ~ moocing ropes Ping ~ fomestnadserces lennsulaton = electric wining insulation ~ refrigerated compatments ecorative laminates and fiiags Sccommodation, ALUMINIUM IN SHIPBUILDING Most of the aluminium alloys used at present in shipbuilding are mainly for the construction of superstructures The chemical compesition of the aluminium slloys to be used is Inid down in the Rates along withthe various tests that sample pieces have to woes Both riveting and welding may be sed in te jolning ofthe Sarous structural parts y speeded vg the welding of aluminium is the removal of the oxide film process (metal ineregas ot tungsten inert pus proces lig auniniam “thok” epee ar re lhe wep on op weight and teri an Improvement in sbi ps ease in deadweight, resistance to bending stress and te cortesion nae Disadvantages are that itis more expensive to work and weld: ene sect ‘expansion Between steel and aluminium may give tse to thogsiag cea: ie. sedlBen thaminium is in contact with other mets in the presence of th electrolyte, te. sear galatccoreviongocutr withthe comanion of aersncn ne bienctallic connections shauld be insulated so ato prevent any seal aluminium Sit Sontact. This is of paramount importance atthe dey of sponta ee aR subjected eo sea water. The two metas should be separteed Uy sober ee eth Joint, Le Neoprene shet.'tn addition the set work should be sprayestan wees Hine ot galvanised. Aluminium rivets should be waed trance e Pe 2 luminim lapped on the stel in such a manner tht there © we cate ahumium fwd on weather se. In the preservation of alum ic an indication of how the mass is distabuted with toapeet re aed a setae: ren crow sectional area itis possible to create 4 number Of Giicee wettng sho, il have agreter dhin another becuse ofthe pester dates aoe fas wo The Seta ofthe upper ( lower) flange from the neutral axis (designated b distance of the upper (or lower) flange from the neural exis (designa ‘0 indiation of th efficiency with wich Se Aaage ea aed ‘Fan momen: of ine {is divided by the teen exresion Uy canoe at Sg gandard or modulus of the ability ofa scion to witatand Seniong 2d eee streses, The expression Vy is termed the secon teehee Although the geometrical distrbucon of maa «section measure of the strength of ‘he material used in the section also determines the stengeh ef Be Ream The greater the strength of the material the greater will be ie renee oe ing. om ome or eet Page 19 Sefganes to Bending imps {S55 (PD, the maximum stress occuring at the upper- ‘most and lowermost parts Total resistance to be Moment tending to bend beam = M mo atxp snd maximum stress which can be permitted (due to material) is known, then Me P Its then necessary that required ie. reference to In obtaining the seanth that particular section in associ then If the bending moment L y fo select section wi ometri pr of the va fonwith other scone OF JOINT neDoEs, Bowne SSinrins ‘couPouNo SECTIONS OF EQUAL AREA — S000? 8 YELLOW CHROMATE THER Side xP section modulus ith 4 Section Modulus at least equal to erties of Rolled Sections and Built Girders" us structural items the section modulus of structural members has to be calculated, NOM ausonsent packine. é atuminwu aver CALVANIBE SECTION MODULUS 3M 22810m UPPER FLANGE T OAR Max SudPage 20 WELDING ‘SHIP CONSTRUCTION SKETCHES AND NOTES This is the fusion of two metals together by the application of heat resulting in a joint which is as strong, or stronger, than the metals being joined. Welded joints may be obtained with any metal although some are more difficult to weld than others. ‘The heat required to produce the weld may be generated in a number of ways, examples are (a) Electric Are Welding. ‘This is the standard method used in shipbuilding and repair work, detailed by the Classification Society and is the process described below. (b) Gas Heating by Oxygen and Acetylene. ‘This method has now been superseded by electric are welding in shipyards, the oxy-acetylene blowpipe or torch being mainly used in the cutting of steel. (©) Resistance Welding. In this method the parts to be joined ate clamped together and an electric current (AC) is passed through the joint. The resistance to the passage of current ‘across the joint creates heat thus causing the metal to mele with resulting fusion, ‘Spot welding is a similar form of resistance welding. (@)_Thermit Welding. ‘A combination of chemicals called the thermit is fired producing a chemical reaction. It is essentially a casting process and this method is mainly used in the joining of castings, ic. sternframes. Electric Arc Welding. ‘An clecic arc is formed when an electric current passes between two electrodes sepanited by short distance from each other, In clcte are welding one eecuode ‘he welding fod whe the others the meta (pate ec) tobe welded, The electrode nd plate are connected tothe supply an arc is surted by momenarly touching te cleo fn to the plat and then withdrawing about to 6 mm from he plate‘ spa forms sco the! pp, the a sirounding the suk becoms lose and curent flows aco ie mp, Toe tern cated epronnatcy 4000 he af betwen 20 w 600 lcpending on the thickncsy type of metal Being welded end voltage, {AC or DG. If che carent i to high a dick layer of weld meta Will be deported od specter may occur, Le. small parices of metal seattered tround the weld In gener perl eh layers are beter chan a thick ones ‘The voltage drop actos the ac beencen 1S and 40 volts, determines the amount of penetration and shape of deposited metal, The control of the arc and the absorption of atmospheric gases by the weld is reduced to a minimum by shielding the arc. ‘This is done by covering the electrode with various types of coatings, Le. inert gases are released which form a shield around thea ‘and molten pool of metal. The chemical composition of this coating has a lage effect ‘on the electrical characteristics of the arc. The arc is rendered stable, the weld metal is ‘easier to control, penetration and fusion is good, and slag is easily removed. at eS eee suas neouces ‘cooune weLo meray GOOD WELD (e000 PENETRATION PLATE EDGE PREPARATION souane wu ELECTRIC ARC WELDING os fr ‘ ‘ * Page 21 Fux covert ELECTRODE GAS SHIELD. FAULTS cack OF Ho wetenon Pomroncemnes “Fusion wnoercut, OY [Oven as MELUSION runutar porosity on PENETEATION 7) ne S108 ruston NO ROOT PENETRATION TRIPLE HEADED 8: FOR quick eDce i i i iPage 22 WELDING PosITIONS SHIP CONSTRUCTION SKETCHES AND NOTES Downhand welding is easier to cary out and the various parts are placed inthe mature ce the ght ic he Soon ta hp wi bly be welded in the upside down poston, the section then Belegtoened ne fe Femoval to the berth for assembly. ps Vertical welding may be performed either upwards or downwards. Upwards ‘riding is most common; as the weld metal is deposited itis used as step on which ve ‘continue the deposit. Overhead welding is dificult operation to perform. Lightly coated rods, corect ‘current contol and a short a are eseral for a salafacony welt Machine welding is now extensively used, exelent results being obtsined providing fe machine is correctly set up. The electrode is wound on 3 dite tne eee ln he submerged (anion melt) process the are is submerged under fone Powder which runs down from s hopper on the machine. The unfurl powder mean Sreptup and reused. The number of rans required to complete the weld will depend on the electrode, 1 is esenil that each Iyer i completely deoged tad Bret deposit otherwise imperfections wil occur inthe relent wees One ake wel is sometimes ‘peened’. This consis oflghuy hammering the pele ne cere meal ther when the wed is hat or immediate as cooled inter eh se Proent and to conlidate the metal sstuceue The materials to be joined must be properly prepared, plate edge preparations are os Properly prepared, pl Prepi qThe quality of & weld is dependent upon the training and efficiency of the Berar, (A good weld is stronger than riveting but itis difficult to test. The inspection {akss the form of a visual examination supplemented in the case of important seaetoon Maids by nondestructive tests or methods of flaw detection. ‘Thess may consi of ‘adio-graphic examination (X-rays), magnaflux (magnetic method), ete. The sdvantages of welding are a substantial saving in weight, economy in the fOustruction, greater fabrication potential, better continuity of strength, a grester freedorn in design and the ease of obtaining an oiltight and watertight conneesion, SECTIONS USED IN WELDED CONSTRUCTION ee eves ean wwventeo © T gam Lar suare pri a BUTT WELD |X __“ancue oF STAGGERED INTERMITTENT WELOING 1 cwawren iy it aglus nor CESS AaaN OR isan wnicneven ie dees FILLET WELD WITH DOUBLE FILLET, WELDS SINGLE _V FILLET. RESISTANCE WELOING OF A SEAM Lec TROOE,om ete SHIP CONSTRUCTION SKETCHES AND NOTES vantages are due to locked up stresses occuring on the cooling of the weld and distortion and buckling of plates due to the rapid heating and cooling’of the weld, Ie is essential to avoid design notches and hard spots and special attention must be given 10 the welding sequence, Design Notch: any structural discontinuity or any abrupt change in the geometry of the section’ may constitute 2 design notch. Example: square cut corners of hatchways used in rivet design are too severe for welded ganstruction, the ¢2rers ofall openings should be well rounded. See Hard Spot. regions of stress concentration found in welded construction, i.e. reduce the strength of bracket or stiffener graduslly by shaping, sec illustration, Welding Sequence. In order to avoid distortion the amount of welding should be kept to a minimum, ice. use of larger size plates. The welding sequence should be simple and practical, weld the butts before the seams so that the plates or panels are free to move and there i no ‘restraint during welding operation. In the case of frames or longitudinals and shell scams, the frames may be scalloped in way of the shell seams. Twisting may be prevented bby making all the welds in one direction. Repairs, The general principles of welding are the same in repairs asin the construction. Ad- divonal complicaons ase since the welding hus fequesly to be cael oases A ructare. Each repair must be considered separately. Damaged material to be cut away, void notch effect, comers should be cut round not square. Great attention must be given to the welding sequence allowing for contraction taking place on cooling of the weld metal, Successful repair work requires great attention to cutting, fitting and welding. ROLLED AND BUILT SECTIONS: Various rolled and built sections are used in ship construction and are illustrated. Ths, OBE of section used depends on the degree of strength required. Bult sections are lused when a greater degree of strength is required than that obtained from rolled sections. DESIGN NOTCH In PRereRENce emACKING, To sovane HARD SPOT nivereo wevoes “TOE OF PERED ma stironee waren suoveeD Srreworn RK wrtwos Vecoeo {auto - — eansnouie o# eee connen ROLLED SECTIONS 1 7 1 dacs — : c BUILT SECTIONS i JPee — =e a ee Vy Page 26 SHIP CONSTRUCTION SKETCHES AND NOTES Page 27 RIVETING RIVETING Riveting has to large extent been superseded by Welding and the latest Roles only ter to all welded construction, Parts of the vesel owen may be eee connection of deck stringer to sheerstake,evctad scape ‘The bars fom which rivets are manufactured have to undeigo certain test as follows and illustrated on pages 15 and 17. kt] Tensile test — strength of 41-50 kg/mm? with an elongation of not less than 26% for eel bars, ‘Dur short lengths, whe Nd, ithstand bei yressed_ eet imp, comprestive test — short lengths, when cold, to withstand being com to half their length without fracture. Selected manufactured rivets have to undergo certain tests a follows and illastated opposite = : } (1) Rivet shanks are to be bent cold and hammered until the wo parts of the shank } touch without fracture on the outside of bend. (2) Rivet heads are to be flattened, while hot, until their diameter is 24 times ae diameter without cracking at edges he size, diameter, ofa rivet is governed by the thicknes of the thickest plate or i tart bar through which ic pases, the length depending onthe typeof poms eqeed Dieteeen aes peste coce types of points and heads te shows i ‘The punching of rivet holes weakens the metal so the centre of the holes must not aa eee |, Be nearer to the elge of any plate or bar than Tid. They ar either Seaebe ee ee F.usn,counrensunk ce | “aying’ surface or drilled and’ any burred metal smoothed off, Where sretece cs voir ciltightness is required the rivet holes are to be countersunk as shown, the seams of plating being cauiked on the same side. waamenco'on The pitch, i.e. spacing of rivets is given in terms of the diameter of the rivet and Somer ror should be sufficient to ensure satisfactory closing of the work. ‘The pitch for oilight work is 34-4, for watertight 44%, whilst general connections are up to about’ 7 diameters veted work n completion must be tested. A water pressure test for tanks, ie, SNAP HEAD double bottom tanks, deep tanks, peak tanks, ete. a high preture hese st ce acd deck plating, wateright bulkheads etc, a hammer test and visual iapecton of the fiveted work in remaining cases rap niver | SHaP Pont, CHAIN RIVETING ___210-2AG_eaet en,Page 78 SHIP CONSTRUCTION SKETCHES AND NOTES ‘CURVES OF SHEARING FORCE AND BENDING MOMENT. Such fumes are explained in the companion volume "Ship Stability Notes and Examples" by Kemp tod Young, ” _— The illustrations opposite show the sociated curves of shear force and bend imaments fr ship he sll water condition ad wen tee os sein Inveance the ware rere fend and trough amidships, ic. hogging and sagging. UM == Pr Page 29 TYPICAL STRENGTH CURVES mes Sear ToL nes | enone ‘Room STILL WATER CONDITION "SS. gean cunve, SAGGING CONDITION WWOYANEY CURVE NS. ~Fitan cunve,Page 30 SHIP CONSTRUCTION SKETCHES AND NOTES iciatly OaRiP At 242 is subjected to a number of forces causing the structure to distort. In- itially these may be divided into two categories, as follows (1) Stati forces — ship Noatng at rest in stil water. Two forces acting, (2) we ight of ship acting vertically downward and. (b) water pressure acting Perpendicular to outside surface of ship, (2) Dynamic forces — ship in motion. Six degrees of freedom. three linear and three rotational, ar illustrated. When these xen very large forces may be generated. Although the forsee Feoeited are umully of local mature, ie, heay piting cake eee eh he caste the suctre to vibrate and ths tan he eae oe oe Page 31 FORCES CAUSING STRESS STATIC FORCES =} 4 omer] | puorancy VESSEL aT REST ! DYNAMIC FORCES smaring 6 DEGREES OF FREEDOMoe Pe EPSP ee Page 33, 32 SHIP CONSTRUCTION SKETCHES AND NOTES ag " STILL WATER CONDITION Lions Yong, SPAFALE stresses to which the ship's structure is subjected may be divided as follows (1) Structural ~ those affecting the whole ship, @) Local those affecting particular parts of the ship Structural Stresses, (2) Longitudinal Stresses in Still Water. {though he wpthrst(uoyancy is qual tothe weight ofthe ship the distribution f of weight and buoyancy ot unfons thouphons the ee of ee, differences FA werent Oran CURVE flout occur eoughout the length ghng eto tena and comprenne ase en from the neutral axis, : SJ (©) Longicudinal Stresses in a Seaway causing Hogging and Sagging. qunen the ship is amongst waves the weight distribution remains unch ‘ripution of buoyancy is altered. Similar conditions may be experienced ot ‘magnified by incorrect loading, (©) Shearing Stresses. DEFORMATION WW ciRoER ie; icin sete imposed by the weight and buoyancy dttibution may HOGGING SAGGING sere sae, lngicudinal shearing stents,” The maximum shearing Tres een nea wernt ‘neutral axis, minimum at the deck and Keel, Vertical sheating ster nay dee wena went TI avorancr Buorancy= eS YO Page 34 ‘SHIP CONSTRUCTION SKETCHES AND NOTES (@) Racking. When a vessel is rolling the accelerations on the ship's structure are liable to cause distortions in the transverse section. The greatest effect is under light ship condiienn (©) Water Pressure. Water pressure acts perpendicular to the surface increasing with depth, The effect ‘of this is to push the ship's sides in and the bottom up, (© Drydocking. This has & tendency to set up the keel due to the upthrust of the keel blocks resulting in change in the shape of the transverse sectioné Localised Stresses. (2) and (2) Panting and Pounding, see pages 44 and 46. (3) Localized Loading. j.ocalised heavy weights it. engineroom, or localised loading of heavy carg ie. ore ‘may give rise to localised distortion of the transverse section. (4) The Ends of Superseructures These may represent major discontinuities in the ship's structure giving rise to localised stressed which may result in erscking " (5) Deck Openings. Holes cut in the deck plating, i.e. hatchways, mass, etc. create areas of high local stress due to the lack of continuity created by the opening, (6) Further examples of local regions of stress are + vibration due to propellers stresses set up by stays, shrouds etc. stresses set up in the vicinity of hawspipes, windlass winches, etc. sree aterials used in a ship's structure form a boxed shaped girder of very large dimensions, sine fide, shell plating, deck plating, hatch coamings, deck girders, double bottom ‘structure, longitudinal bulkheads (tankers), deck and bottom longitudinals ane ip coor foming longitudinal stresses. Transverse bulkheads and deep traniverset ae eificiens rear is a major ates onthe hull increasing with depth the Dotenn sence ‘much heavier, side framing reducing in size wich eighe, 1s is csental to prevent the various sree causing deformation or possible feacate. This may be overcome by increasing the sss ofthe mera ooh en spotton ofthe material and by prying areal attention to the suet deg RACKING Page 35 WATER PRESSURE LOCALISED LOADING DISTORTION OF TRANSVERSE SECTION DECK OPENINGS Limes sHowine snes CONCENTRATION IN WAY OF ovemines watcn SUPERSTRUC TURE ENDS suman sures staucrind r (2408 OF SUPERSTAUCTURE GRADUALLY TAPERED OFF MO ABRUPT. cHaNceSPage 36 SHIP CONSTRUCTION SKETCHES AND NOTES DECK AND SHELL PLATING This is the most important part of a vessel's structure since it forms both a water- ‘ight skin and is the prineiple longitudinal strength member of the hull girder. lates are arranged in fore and aft lines around the hull, called Strakes, and tion are lettered starting with the strake adjacent to the keel, this strake ‘The separate plates in the strakes Are numbered, usually from aft, thus plate SM ore will Bethe 12th place fom atin the Bed sake up ome kel om the port side. The thickness of the plating depends, in general, on the length of the vessel and frame spacing. The midship thickness is to be maintained for 0.4 L amidships and tapered gradually to an end thickness at 0.1 L at the deck and 0.075 L for the shell from the ends. Special attention to thickness is required when decks are to carry excess loads, to structural details especially with respect to hatch corners and deck openings. Abrupt changes of shape or section and sharp comers are to be avoided. Where decks are coated ‘with an anticorrosive paint and 1 wood sheathing or composition is effectively secured to the deck then a reduction of up to 10% in the thickness of deck plating is permitted. ‘The upper edge of the sheerstrake isto be dressed smooth and kept free of isolated ‘welded fictings or connections. The width amidships is not to be less than 150D mm. but need not exceed 2135 mm., D being the moulded depth in metres. Where the sheer- strake is rounded the radius is not to be less than 15 times the thickness of the plate. ‘The width of the kee is not tobe less than 70 B mm but need not exceed 1600mm, B being the moulded breadth, Its thickness is tobe not less than 6 + 0.1 L mm. Remaining strakes are to have a breadth not less than 1500 mm except that the bilge strzke shall not be less than 1800 mm. All openings in the shell plating are to have well rounded corners. Plating in way of, pes is to be increased in thickness and the thickness of the piates connected to the sternframe or propeller brackets are to be 50% greater than the adjacent plating. At the ends of a vessel, particularly at the bow, the width of strakes decreases and it is often desirable to merge two strakes into one, this being done by a stealer plate. on eS ee ee OO SHELL EXPANSION PLAN Page 37 oss cn isst ce enn Cee cu fo i of iss ssf as tise ws pitt a ROUNDED SHEERSTRAKE sven PLATING FRawe weeo on san reaven rete 12008Page 38 SHIP CONSTRUCTION SKETCHES AND NOTES THE KEEL, CENTRE GIRDER AND CENTRE LINE STRAKE of tank top lating fonm s very strong Eshaped girder, the ‘backbone’ of the vessel. Phe width and thickness of the keel strake is to be maintained over its whole length. See page 36. In an average size cargo vessel these will be about 120mm and 20eim respecte. ‘The keel i joined to the stem bar and sternframe by the SHOE and COFFIN plate ‘which are the first and last plates of the flat plate keel, DOUBLE BOTTOM CONSTRUCTION Framing within the double bottom isto be either longitudinal or traverse. Veues aver 120 metres in length are co be framed longitudinally ad when the notation “Hew oF Sr Carpet i aged to «Yee. The thickness ofthe inner bottom plating is tobe calculated and increased when the Carpos* is tsignd, or where theres no cing fed in the square of to be regulary discharged by grat, A minimam Gicknes in Pasenger Vel the Inne bottoms Plage So b out to the ship's in Passenger Venues the inner bottom plating sc be continued out tothe ship's iden such & manner as to protec she bottom to the tum of the bige tlcrehons Sp Construcdon Rules), Drange ts tfected by means of wells stusted if We wings Rony capacity not less than 0.19 cubic metres and extending to nox ness the fel eek ‘Transverse Framing — Requirements Plate floors are wo be fired at every frame in the engine room, under boilers under bulkheads and toes of brackets to deep tank niffenc, way of 8 change of det a, {he double bortom and for the forward 0.25 L (see Pounding). Elsewhere thespacing ofl for otet to ofced 3. of wit bck fourth emainig fame ide girder are to be fit mn the centre girdet and margin plate extending 4 far forwacd and aft as is practicable. Breadth less han 20%, one de gnders bread above 20m, two side girders “The unsupported span ofthe framesinbracket loorsis not ro exceed 2.5m. Breadth of brackets attaching the frames to the centre gder and margin, plate to be M deoah of centre girder. The brackets are tobe flanged on thes unsupBorted edge, ‘Longicudinal Framing — Requirements Plate floors are tobe fitted at every frame under the main engines and the foremost shafe tunnel snd at alternate frames outboard of the engine seating, tlso undet boiler bearer, bulkheads and toes of brackets to deep tank slfencrs. Elsewhere spacing of plate floors is not to exceed 3.7m except when notation ‘Heavy or Ore Ciigoes & ‘signed when maximum spacing is to be 2m, [Between plate floors transverse brackets ae to be fitted extending from centre girder and margin plate to adjacent longitudinal. Bracket ae to be Heted se cvery hase ‘the margin plate'and not more chan 1°25m sparta entre girder, Side piers are to be fited between the Centre girder thd margin plate exten flora nde ca. Kernen hm td i one a pr im, two side en natation ‘Heavy or Ore Carpoes” spacing not to exceed 3.7m. ‘Where L exceeds 215m the bottom longitdigas should BE contests eogh Rahs General Sufficient holes are to be cut in the inner bottom floors and side girders to provide sdgquate ventilation and access, Theirsize should not exceed SOM depth of double bowie and be circular or eiptiea! in shapes Te "Each comparment isto be tested with «head of water representing the maximum Dpresmure which could be experienced in service or altermatively nit pressure testing may be (SE ee DOUBLE BOTTOM CONSTRUCTION TRANSVERSE FRAMING ane S108 ‘onacxer steurs OPEN FLOOR LONGITUDINAL FRAMING Loncrruornat