Professional Documents
Culture Documents
1
volume Foreword
Salvage Table of Contents
Appendices
Index
5 Stranded Ships
7 Rigging Systems
8 Recovering Buoyancy
9 Weight
10 Explosives
Quick Reference Page - 2
1
volume Foreword
Salvage Table of Contents
Chapters
Index
Salvage Engineering
C Stability and
Construction Standards
E Engineer’s Tables
F Comprehensive Examples
G Anchoring Systems
U.S. NAVY
SALVAGE ENGINEER’S
HANDBOOK, VOLUME 1
(Salvage Engineering)
DISTRIBUTION STATEMENT A: THIS DOCUMENT HAS BEEN APPROVED FOR PUBLIC RELEASE
AND SALE; ITS DISTRIBUTION IS UNLIMITED.
A (B blank)
S0300-A8-HBK-010
RECORD OF CHANGES
whose drive and vision defined the need and created the opportunity
for the handbook, and whose experience and mentorship led the way
in its crafting.
ABOUT THE AUTHORS
Captain Charles A. (Black Bart) Bartholomew was an engineer who made the Navy—and salvage—his career. A graduate of the United States
Navy Academy, Webb Institute of Naval Architecture, and the Navy Deep Sea Diving School at the Washington Navy Yard, he served in a
number of engineering billets before assignment in 1970 to the heavy repair ship USS HECTOR during a period of significant battle-damage
repair and combat support operations in southeast Asia. From there he was ordered to the Naval Sea Systems Command (NAVSEA) in
Washington, D.C., where is served in several offices, including that of the Supervisor of Salvage.
From 1977 to 1985 he was Commanding Officer of the Naval Experimental Diving Unit, served on the Commander in Chief, U.S. Pacific Fleet
staff, and was Repair Officer and then Production Officer at the Long Beach, California Naval Shipyard. In 1985 Captain Bartholomew was
transferred back to the nation’s capital and NAVSEA to serve as Director of Ocean Engineering and Supervisor of Salvage and Diving where
he served until his untimely death in 1991.
During his twenty-two years as a Navy diver and salvor, Captain Bartholomew participated in the salvage of sixteen ships, numerous aircraft,
and the space shuttle Challenger. The "Bart" in his nickname derives in part from his surname and in part from the acronym for "Bitts And
Round Turns," a common term used in seamanship.
Commander Bert Marsh was commissioned in 1975 through the NROTC program at Oregon State University and immediately attended the Navy
Deep Sea Diving School at the Washington Navy Yard. He is a plank owner in the Special Operations community as a diver and salvor, having
served on both ARS and ASR (salvage and submarine rescue) ships. During his earlier shipboard tours, he served as diver or salvage officer
on numerous aircraft salvage operations and in several ship and small craft recoveries.
As an exchange officer with the Royal Navy, Commander Marsh participated as diver, bell operator, or diving officer on the RN saturation
diving vessel, making open ocean dives to 500 FSW. He then transferred to the Navy Postgraduate School where he earned an MSME and
shifted to the Engineering Duty Officer community.
During tours at Puget Sound Naval Shipyard and NAVSEA, Commander Marsh directed salvage operations from Alaska to the Persian Gulf.
His salvage experience has included submarine strandings, hydrofoil PHM salvages, oil and gasoline tanker firefighting and salvage, along with
combat salvage and structural integrity evaluation of the USS PRINCETON during the Gulf War.
Commander Marsh is currently serving as the Commanding Officer of the Navy Experimental Diving Unit in Panama City, Florida.
Lieutenant Commander Richard W. Hooper, a native of Baltimore, Maryland, graduated from Loyola College, Baltimore (Bachelor of Science,
Chemistry and Physics) in 1980 and was subsequently commissioned through Officer Candidate School as an Engineering Duty Officer. His
assignments have included Boilers Officer aboard USS INDEPENDENCE (1981-1984) and Ship Overhaul Project Officer, Drydocking Officer,
and Diving Officer at Norfolk Naval Shipyard (1985-1988). Lieutenant Commander Hooper received his MSME from the Naval Postgraduate
School in 1991 and is currently assigned to the Naval Sea Systems Command, Office of the Supervisor of Salvage and Diving as the Assistant
for Salvage Operations.
The Salvage Engineer’s Handbook was a significant goal for Captain Bartholomew. His death in 1991 left considerable doubt as to the survival
of this engineering project, however, his road map provided Commander Marsh and Lieutenant Commander Hooper clear direction for the
completion of this undertaking.
S0300-A8-HBK-010
FOREWORD
In a 1948 address to the Society of Naval Architects and Marine The Salvage Engineer’s Handbook is part of a family of references
Engineers, Rear Admiral W.A. Sullivan, Chief of Navy Salvage and that includes the U.S. Navy Towing Manual, the Emergency Ship
Supervisor of Salvage during World War II, called salvage "a branch Salvage Material Catalog (ESSM), the U.S. Navy Underwater Cutting
of engineering." That precept has been oft quoted, and generally and Welding Manual, the Technical Manual for Use of Explosives in
endorsed by salvors, naval architects, and engineers of various Underwater Salvage, and the six volume U.S. Navy Salvage Manual,
disciplines who have become involved in salvage work. Despite this which was developed concurrently with the handbook. The handbook
general consensus, no institution offers significant instruction or builds and expands on these works, in particular the Salvage Manual,
grants a degree in salvage engineering. For the most part, individuals taking it as a point of departure. While there is an intimate
relationship between the salvage engineer and salvage officer (they
evolve into salvage engineers through years of application of a naval
may, on occasion, be the same person), this handbook concerns itself
architecture or engineering education to the problems of ship salvage.
with the engineering aspects of salvage. In general, information
Training by experience has its advantages, but the lack of a well- provided in the mentioned references is not repeated, except as
defined, structured academic base has left salvage engineers with a necessary to maintain the continuity of discussion, or to prevent
dearth of literature specific to the field. If a profession is known by excessive searching between manuals. The Handbook has been
its technical writing, salvage engineering could easily be overlooked. published in two volumes. Volume 1 is a comprehensive treatment of
There is a fairly extensive body of literature on marine salvage, but salvage engineering and related calculations. Volume 2 is the user’s
apart from calculation and analysis sections of reports of specific manual for the NAVSEA Program of Ship Salvage Engineering
salvage operations, very little published material addresses the (POSSE), computer software designed for field work, which relieves
engineering aspects of ship salvage. the salvage engineer of much of the tedium of salvage
calculations—but not of the assumptions and underlying mechanics
This handbook has been assembled to provide the Navy salvage that make the calculations meaningful.
engineer an authoritative and comprehensive reference work
comparable to the standard reference works available for other Salvage engineers, as engineers and as salvors, are members of a
profession defined by concepts, rather than a craft defined by
technical disciplines. Most of the subject matter presented is not
procedures. It has been said that there is no substitute for good judge-
new, but has been gleaned from many different sources. Salvage
ment in the absence of hard fact. Good judgement in the absence of
engineering is by its nature interdisciplinary, innovative, and fact is made possible by a thorough understanding of similar
improvisational; it is quite impossible to include in a single volume situations. Only through mastery of the underlying concepts is it
a thorough treatment of all the fields encompassed by the profession. possible to improvise or innovate solutions to problems where standard
This handbook should be taken as an outline of an extremely broad procedures do not apply. Familiarity with established practice
and diverse subject. Many of the component subjects are extensively combined with eager evaluation of new situations are the under-
treated in available literature and the aspiring salvage engineer should pinnings of a progressive profession. This is doubly true in salvage,
expect to gain a complete knowledge of the profession only by where the requirements to deal with old ships, operate in remote,
reference to works on related topics, extensive study of salvage undeveloped areas, and improvise in the field mandates a knowledge
histories, and time on the proving ground of experience. of techniques and equipment considered obsolete in other fields, while
the advances in shipbuilding technology and increases in ship size
demand that salvors be familiar with the latest innovations.
R. P. FISKE
Directory of Ocean Engineering
Supervisor of Salvage and Diving, USN
INTRODUCTION
Salvage engineering is a broad-based, interdisciplinary field. Salvage Commercial salvors provide their services voluntarily in the
engineers must have a firm grasp on the principles of naval expectation of financial reward in the form of a fixed fee, a per diem
architecture to be able to assess the strength and stability of a rate, or a salvage award based on the value of the ships or goods
damaged vessel. A working knowledge of strength of materials, salved. Commercial salvage is viable only so long as the potential
mechanics, dynamics, and structures is requisite, as are some salvage award exceeds the cost of the salvage. The economics of
understanding of soil mechanics, fluid dynamics, coastal processes, military salvage operations are not as easily summarized. Salvage is
safety engineering, and the theory and practice associated with a mission assigned to certain ships and units; it is not an economic
venture. Although projected mission costs may influence the decision
rigging systems design and operation, pumping operations,
to conduct a particular operation, the returns of a successful operation
compressed air system design and operation, metals fabrication, are not always measured in financial or even tangible terms.
industrial processes, and explosives use. An effective salvage Political, environmental, or military considerations sometimes require
engineer will also be familiar with ship operations, deck seamanship, that the price of salvage be paid, no matter how high. Military or
machinery operation, diving, and oil spill remediation. Above all other government agencies of most maritime countries maintain some
else, however, a salvage engineer must understand salvage—what it form of salvage capability because national interests may require the
is, and why it is. In the words of Rear Admiral W.A. Sullivan: undertaking of commercially unattractive salvage operations, and to
ensure that salvage assets will be available for wartime use.
The salvage officer . . . must know sufficient naval
Public Law 513 (10 U.S.C. §§ 7361 et seq) authorizes the Secretary
architecture to be thoroughly conversant with the of the Navy to provide "by contract or otherwise, necessary salvage
subjects of ship stability, buoyancy, and trim. He facilities for public and private vessels upon such terms as he
must know something of the strength of ships so that determines to be in the best interest of the United States." As
he can estimate the stress that can be placed on a unnecessary government competition with the salvage industry would
ship’s structure with safety. He should be an not be in the best long-term interest of the country, peacetime salvage
engineer conversant with the laws of mechanics, of services provided by the Navy and other military services are largely
limited to salvage of government owned assets. Salvage services
the strength of materials and of gases, especially may be provided to nongovernment assets if commercial salvors
those pertaining to compressed air. He must know cannot or will not provide the required services. Salvage operations
about the nature of soils and rocks upon which a conducted by military forces and assets during peacetime generally
vessel may strand and he must be most thoroughly fall into one of the following categories:
versed in the principles of salvage. He must know
something of the valuation of ships and of their • Salvage of publicly owned vessels and clearance of
Federally controlled harbors.
cargoes, for, in addition to salvaging ships, he will
have to decide whether or not a ship offers sufficient • Salvage assistance to allied navies/governments.
salved value to warrant the expense and risk involved
in its salvage. The salvage officer must be a man of • Clearance of critical waterways at the request of the U.S.
experience and decision. He will have no time when Coast Guard or U.S. Army Corps of Engineers.
he arrives at the scene of a wreck to make long
• Salvage or removal of vessels presenting a severe pollution
surveys and to consider a plan of action. He will hazard, when no commercial assets are available, and when
have to decide upon this very quickly and he is not requested by the U.S. Coast Guard.
apt to hold his position long if he makes many
mistakes. • Salvage of vessels that present a unique training
opportunity, as determined by the Supervisor of Salvage.
Marine salvage is a service provided to ship and cargo owners with
the object of preserving a significant portion of the value of the ship,
• Recovery of aircraft components to support mishap invest-
igations as required by military and civil agencies.
its cargo, or both. Typical salvage services include rescue towing,
debeaching stranded vessels, raising sunken vessels, firefighting, • Recovery of valuable or sensitive objects belonging to
damage control assistance, and cargo recovery or removal. Salvors government agencies.
universally apply the term casualty to a vessel requiring salvage
assistance, in keeping with the definition of the word as something • Support of oceanographic research.
"harmed or destroyed as the result of some act or event." Although
operationally similar, wreck removal, harbor clearance, and similar • Assistance to state and municipal governments.
operations are not salvage in the strictest sense, as the casualty has
little or no salvage value. • Salvage of commercial vessels when no adequate
commercial assets are available and the government is
contracted by the vessels’ owners.
v
S0300-A8-HBK-010
Wartime salvage may fall into any of the above categories, depending • Systems Design – Designing systems to apply or resist
on priorities at the time. The principal reason for wartime naval forces, or to recover buoyancy:
salvage, however, is to recover assets that cannot be procured
elsewhere in sufficient quantity at any cost. Examples of wartime (1) Designing pulling, lifting, or parbuckling systems.
salvage operations include:
(2) Designing and constructing cofferdams, current
• Expedient repairs to damaged ships, or refloating deflectors, and similar structures.
lightly damaged ships for immediate return to duty.
(3) Selecting and evaluating attachment points for lifting
• Firefighting, damage control assistance, expedient or pulling systems.
repair, and rescue towing of ships damaged by enemy
action. (4) Designing and installing structural reinforcements.
• Clearance of vital ports and waterways. (6) Designing, constructing, and installing large patches.
• Recovery of war critical cargo, shipboard equipment or (7) Designing field-built or improvised weight- and
munitions for further use, and/or to prevent enemy use. cargo-handling systems.
• Recovery of sensitive or classified items to prevent (8) Evaluating anchor holding power and designing
enemy recovery. mooring systems.
vi
S0300-A8-HBK-010
In conventional engineering design, component material and size are The salvage engineer is almost always faced with imprecise
selected to give adequate strength for a clearly defined design load. information or totally unknown conditions that must be estimated.
Design loads are determined by dividing the "known" failure load by In some instances, sound approximations will provide sufficiently
a factor of safety to provide a reserve of strength in a system or accurate results. In other situations, measurement of casualty
component. Tabulated failure loads for various materials are dimensions and/or extensive numerical integration may be necessary
averages based on destructive testing—a particular sample of the for adequate precision. The precision of input data limits the
material may fail at higher or lower loads. The factor of safety is precision of calculations. For example, drafts can seldom be read
therefore a factor of uncertainty. In any design, there is additional
more precisely than ± 3 inches on ships outside well-protected
uncertainty about a component’s actual failure mode, behavior of the
material in the vicinity of its ultimate stress, applicability of design harbors. A calculation based on displacement from observed drafts,
theory assumptions, operating environment, quality control during such as ground reaction, can therefore be no more precise than ± 3
fabrication and installation, and additional stresses introduced by times the ships TPI. A similar awareness of the accuracy of data
deformation of components within the system. Design safety factors from curves or drawings must be maintained. Calculated data with
recommended or required by regulatory bodies are selected to give unjustified significant digits can instill false confidence in operating
an acceptable degree of certainty that a structure will carry the design personnel. Wherever possible, the salvage engineer should determine
load. Standard safety factors vary depending on service and the and provide an error range with calculated values. If for example, it
anticipated result of failure. For example, safety factors for systems is calculated that the freeing force for a particular stranding is 500
where failure may endanger human life are much higher than for short tons ± 50 tons, salvors are aware that the casualty may pull free
similar systems where there is no life hazard. with as little as 450 tons line tension. On the other hand, they are
also aware that at least 550 tons of pulling force should be available,
The changeable environment of salvage work, with its requirement
and that until the pulling force is well above 550 tons, there is no
to work with sometimes incomplete data, increases uncertainties
reason to suspect a miscalculation or the presence of unknown
concerning failure modes, applicability of design theory assumptions,
operating environment, and quality control. In such cases, safety factors.
factors should be increased over those recommended for design work
wherever possible. Oilfield design, beset with similar uncertainties, There is also a fundamental difference in the way salvage engineers
is typified in the phrase "build it stout for hell!" Salvors, however, and ship designers approach naval architecture. Naval architects, as
must often work with the limited materials at hand. In salvage designers, deal with ships as designed, as built, or as modified, while
engineering design, choice of component materials and size is often salvage engineers deal with them as wrecked. The differences in
forced by capacity of handling systems or material availability, and approach resulting from this distinction are subtle but significant.
the salvage engineer must determine limiting loads based on the Naval architects examine proposed ship designs and alterations in
strength of components to be used. In many cases, it is necessary to normal operating, or intact conditions, and certain hypothetical
accept lower factors of safety than called for by standard design conditions of damage. The salvage engineer on the other hand, deals
practice—salvage system components, such as chain, wire rope, with ships in conditions of known or identifiable damage. This is not
sheaves, structural shapes, etc., may see loads that exceed their to say that a salvage engineer does not design, or examine
normal safe working or design load. Because a reduced safety factor hypothetical conditions; it does say that in most cases, those
gives less certainty that the structure will not fail under load, design conditions have as their point of departure an initial damaged
and operating procedures should be modified to remove personnel condition.
and critical equipment from danger areas during system loading when
circumstances dictate the acceptance of reduced safety factors. Since most naval architects deal with new construction or
modifications to fairly new ships, they concern themselves chiefly
Safety factors for some structures are based on an assumed loss of with current design practice and rules. However, old ships don’t
material through corrosion or other forms of deterioration over a disappear from the seas on the adoption of new rules or practices,
given service life. Lower safety factors can be accepted safely if but, like MacArthur’s "old soldiers," only gradually fade away.
failure loads are calculated from actual rather than nominal or initial Strandings, collision, mechanical breakdown, and other marine
component dimensions. incidents are part of the fading process, and are more, rather than
less, likely as a ship ages. The salvage engineer must therefore have
Component service life is a major concern in conventional design.
at least a passing knowledge of ship design and construction practices
Structural component stress levels are selected to avoid fatigue
for the last 40 years or so, as well as the most current methods.
failure. Salvage systems are often designed for short-term or one
time use on a single operation; fatigue is not a primary consideration.
An oft quoted, humorous anecdote states that
Short term use must be defined in terms of load cycles, however, not
time. As an example, structural reinforcements and tensioned wire
rope on a stranded casualty are subjected to load fluctuations or Ship salvage is a science of vague assumptions based on
reversals by the passage of waves. With a 5- to 7-second wave debatable figures from inconclusive instruments, performed
period, the components may experience over 17,000 load cycles per with equipment of problematical accuracy by persons of
day. The salvage engineer must ensure that system components doubtful reliability and of questionable mentality.
subjected to excessive stresses or cyclic loading during salvage
operations are carefully inspected prior to reuse, and scrapped if
unacceptably worn or deformed.
vii
S0300-A8-HBK-010
This statement, attributed to an unidentified chief mate of a European The feel for the casualty can only be obtained by direct observation.
salvage tug, is sometimes used to justify a slaphazard approach to While it is not possible for the salvage engineer to personally observe
salvage work. It should instead be taken as a sobering warning as to all aspects of a salvage operation, he should get out on deck, crawl
the changeable nature of salvage work and supporting engineering the bilges, and see for himself the condition of the casualty insofar
analysis. Because salvage is conducted in an uncontrolled and often as practical. The engineer should also make time to observe salvage
imperfectly defined environment, assumptions are sometimes work and preparations in progress. By so doing, the salvage engineer
necessarily vague, and are always subject to change. This should can get a feel for the kind of problems facing the salvors, and may
prompt a periodic reevaluation of the data and assumptions employed, be able to suggest improvements or modifications. He can also
and the conclusions they have produced. The temptation to over- ensure that systems and components are fabricated to design
engineer a situation must be resisted, however. The second part of specifications. Innocent and seemingly minor field expediencies,
above quoted anecdote is less well known but equally as instructive such altering the orientation of timbers or structural shapes to ease
as the first part: fabrication, can seriously compromise a structure. Time spent in
MBWA (Management By Walking Around) is time well spent. The
The captain of a salvage vessel is said to be a engineer who isolates himself from the salvage operation to work on
man who knows a great deal about very little, his calculations is of little practical use to the salvors, and therefore
and he goes on knowing more and more about likely to be ignored.
less and less until finally he knows practically
The amount of engineering analysis that can or should be conducted
everything about nothing. The chief engineer on
is often determined by time constraints. The planned removal of a
the other hand, is a man who knows very little wreck that has lain on a beach for some time can proceed in a
about a great deal and keeps on knowing less thoughtful, orderly manner—there is little if anything to lose should
and less about more and more until he finally the wreck be damaged by weather or surf, so time is available for
knows practically nothing about everything. The extensive data gathering, analysis, and planning. On the other hand,
salvage master starts out knowing practically a casualty stranded on an exposed coast and subject to scouring
everything about everything and ends up currents may be destroyed in days or even hours if not successfully
knowing nothing about anything due to his refloated. It has been said that perfect is the enemy of good enough.
association with captains and engineers. The time and effort expended to perfect a good enough analysis or
plan may not be justified, especially if the delay results in additional
Because the aims of a salvage operation are usually quite limited, it damage to the casualty or prevents successful salvage. This
is easy to focus attention too narrowly, to the exclusion of peripheral, recognition should be tempered with the realization that some jobs
but none the less vital issues. It is just as easy to include too many may be impossible without careful engineering analysis, despite time
extraneous considerations, to attempt to engineer the world. constraints. The adage that "there is never enough time to do it right,
but always time to do it over again" may not apply. There may be
A large part of a salvage engineer’s contribution to an operation is only time to succeed or fail on the first attempt.
subjective analysis that does not involve calculation or detailed
measurement. Even as mariners develop a seaman’s eye, engineers The almost explosive increase in the power and utility of personal
develop an analytical view of the world around them. In applying computers in recent years has greatly increased the ability of the
this view to a ship casualty, an engineer may note items overlooked salvage engineer to provide real-time engineering analysis. A few
by others, and obtain an intuitive feel for the casualty. By the same computer programs have been developed specifically for salvage
token, experienced salvors and seaman may note things overlooked calculations and planning; others are under development. The
by the engineer. By comparing impressions, operators and engineers NAVSEA Program of Ship Salvage Engineering (POSSE), running
can create a synergy that can solve problems that might defeat them on an MS/DOS©-based microcomputer, can perform hydrostatic,
when working alone. Salvage engineering can be truthfully called a stability, longitudinal strength, and ground reaction calculations. The
science of boundaries and boundary conditions. The salvage U. S. Navy Salvage Engineer’s Handbook, Volume 2 (S0300-A8-
engineer’s art is to recognize boundary conditions and their HBK-020) describes the capabilities and operation of POSSE. Use
significance to calculations and assumptions. Having established of POSSE or a program with similar capabilities permits the salvage
operating boundaries, the salvage engineer must be mindful of how engineer to provide a quick initial assessment, and to evaluate the
closely the operation approaches those boundaries. Calculations effects of proposed actions before they are taken, even when little
based on a mix of hard data and assumptions are not absolute, but time is available for planning and analysis. The increased speed of
can be assigned a confidence level. The salvage engineer must be salvage calculations also allows the salvage engineer to spend more
aware of the confidence level of his calculations and time with the salvors and understanding the problems at hand.
recommendations and communicate this to the salvage officer or
salvage master.
viii
S0300-A8-HBK-010
TABLE OF CONTENTS
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
ix
S0300-A8-HBK-010
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
x
S0300-A8-HBK-010
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
xi
S0300-A8-HBK-010
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
xii
S0300-A8-HBK-010
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
xiii
S0300-A8-HBK-010
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
C HAPTER 9 - W EIGHT
9-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1 9-3.2 TEMPORARY TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
9-2 REMOVABLE WEIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1 9-3.3 COMPARTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
9-2.1 FLOODWATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2 9-4 WEIGHT SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
9-2.2 BALLAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2 9-5 DISPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9-2.3 CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2 9-5.1 LIGHTERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9-2.4 FUEL AND OTHER LIQUIDS . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 9-5.2 JETTISONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9-2.5 STORES AND PROVISIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 9-6 HANDLING METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9-2.6 AMMUNITION AND WEAPONS . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 9-6.1 LIQUIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9-2.7 BOATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 9-6.2 BULK CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9-2.8 AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 9-6.3 BREAKBULK CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9-2.9 PORTABLE EQUIPMENT AND UTILITY VEHICLES . . . . . . . . . 9-3 9-6.4 CONTAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9-2.10 STRUCTURE AND FITTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 9-6.5 VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
9-2.11 ANCHORS AND CHAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 9-6.6 BOATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
9-2.12 CREW AND EFFECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 9-6.7 WEIGHT-HANDLING EQUIPMENT . . . . . . . . . . . . . . . . . . . . . 9-14
9-3 WEIGHT ADDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4 9-6.8 HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
9-3.1 BLADDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4 9-6.9 WORK FORCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
9-6.10 DISCHARGE RATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
xiv
S0300-A8-HBK-010
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
C HAPTER 10 - E XPLOSIVES
10-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1 10-4.3.2 FRACTURING CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
10-2 EXPLOSIVES SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2 10-4.3.3 CONTACT CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
10-3 EXPLOSIVES THEORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3 10-4.3.4 CHARGE PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
10-3.1 EXPLOSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3 10-4.3.5 SHIP SECTIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
10-3.2 PROPERTIES OF EXPLOSIVES . . . . . . . . . . . . . . . . . . . . . . . 10-4 10-4.4 SEAFLOOR BLASTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
10-3.2.1 BRISANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4 10-4.4.1 ROCK BLASTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
10-3.2.2 RELATIVE EFFECTIVENESS . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4 10-4.4.2 CORAL BLASTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
10-3.2.3 SENSITIVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4 10-4.4.3 BLASTING IMPALEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
10-3.2.4 SENSITIVENESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4 10-4.4.4 SETTING ANCHORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
10-3.2.5 WATER RESISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4 10-4.4.5 CHANNELING IN SOFT BOTTOMS . . . . . . . . . . . . . . . . . . . 10-20
10-3.3 UNDERWATER EXPLOSIONS . . . . . . . . . . . . . . . . . . . . . . . . . 10-4 10-4.5 CONCRETE AND MASONRY BLASTING . . . . . . . . . . . . . . . 10-21
10-3.3.1 SHOCK WAVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4 10-4.6 TIMBER AND PILE CUTTING . . . . . . . . . . . . . . . . . . . . . . . . 10-21
10-3.3.2 SCALED DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5 10-4.7 REDUCING UNDERWATER SHOCK WAVE
10-3.3.3 BUBBLE PULSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5 PRESSURE AND IMPULSE . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
10-3.4 BLAST EFFECTS OF UNDERWATER EXPLOSIONS . . . . . . . 10-7 10-4.7.1 CHARGE PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
10-3.4.1 STRUCTURAL EFFECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7 10-4.7.2 BUBBLE SCREENS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
10-3.4.2 LINEAR CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8 10-4.7.3 FIRING SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
10-3.4.3 MULTIPLE CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9 10-5 PERMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
10-3.4.4 BALLASTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9 10-5.1 CORPS OF ENGINEERS . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
10-3.5 EFFECTS ON MARINE LIFE . . . . . . . . . . . . . . . . . . . . . . . . 10-10 10-5.2 ENVIRONMENTAL IMPACT STATEMENT . . . . . . . . . . . . . . . 10-23
10-3.6 SAFE DISTANCES FOR ABOVE-WATER BLASTS . . . . . . . . 10-10 10-5.3 STATE AND LOCAL AGENCIES . . . . . . . . . . . . . . . . . . . . . . 10-23
10-4 EXPLOSIVES WORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11 10-6 OPERATIONAL NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
10-4.1 CHARGE WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12 10-6.1 TEST SHOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
10-4.2 UNDERWATER BLASTING . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12 10-6.2 EXPLOSIVES EXPERTISE . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
10-4.3 CUTTING AND FRACTURING CHARGES . . . . . . . . . . . . . . . 10-13 10-6.3 U.S. MILITARY EXPLOSIVES . . . . . . . . . . . . . . . . . . . . . . . 10-24
10-4.3.1 SHAPED CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13 10-6.4 COMMERCIAL EXPLOSIVES . . . . . . . . . . . . . . . . . . . . . . . . 10-24
PAGE PAGE
APPENDIX/PARAGRAPH NUMBER APPENDIX/PARAGRAPH NUMBER
xv
S0300-A8-HBK-010
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
xvi
S0300-A8-HBK-010
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
xvii
S0300-A8-HBK-010
PAGE PAGE
CHAPTER/PARAGRAPH NUMBER CHAPTER/PARAGRAPH NUMBER
xviii
S0300-A8-HBK-010
LIST OF ILLUSTRATIONS
ILLUSTRATIONS
FIGURE PAGE FIGURE PAGE
NUMBER TITLE NUMBER NUMBER TITLE NUMBER
xix
S0300-A8-HBK-010
xx
S0300-A8-HBK-010
xxi
S0300-A8-HBK-010
C HAPTER 9 - W EIGHT
9-1 FLAT-TOPPED BARGE MODIFIED TO CARRY BULK CARGO . . . . . 9-8 9-6 UNLOADING POLLUTANT BULK CARGO AND RETURNING
9-2 STAND-OFF LIGHTERING - PACKAGED CARGO . . . . . . . . . . . . . . . . 9-8 SLURRY WATER CASUALTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9-3 STAND-OFF LIGHTERING - LIQUID CARGO . . . . . . . . . . . . . . . . . . . 9-9 9-7 CARGO SLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
9-4 REMOVING BULK CARGO FROM A GEARLESS CARRIER . . . . . . 9-10 9-8A FORKLIFT ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
9-5 REMOVING BULK CARGOES FROM FLOODED HOLDS . . . . . . . . . 9-11 9-8B FORKLIFT ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
9-9 OFFLOADING VEHICLES OR RO/RO CARGO . . . . . . . . . . . . . . . . 9-14
C HAPTER 10 - E XPLOSIVES
10-1 DETONATION ADVANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3 10-11 SHARED CHARGE CUTTING SEQUENCE . . . . . . . . . . . . . . . . . . . 10-12
10-2 EFFECTS OF CHARGE DIAMETER ON 10-12 TYPICAL SHAPED CHARGES FOR SALVAGE WORK . . . . . . . . . . 10-13
DETONATION VELOCITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3 10-13 TYPICAL MANUFACTURE’S DATA FOR LINEAR
10-3 PRESSURE-TIME HISTORY VERSUS DISTANCE . . . . . . . . . . . . . . 10-4 SHAPED CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
10-4 GAS BUBBLE EXPANSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6 10-14 IMPROVISED SHAPED CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . 10-15
10-5 PRESSURE-TIME SIGNATURE 60 FEET FROM 300-POUND 10-15 FRACTURING CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-15
TNT CHARGE DETONATED IN DEEP WATER . . . . . . . . . . . . . . . 10-6 10-16 STEEL CUTTING CONTACT CHARGES . . . . . . . . . . . . . . . . . . . . 10-16
10-6 SEAFLOOR GEOMETRY LIKELY TO FOCUS 10-17 OBSTRUCTION BLASTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
EXPLOSIVE ENERGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7 10-18 EXCAVATION ROCK BLASTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
10-7 DAMAGE FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8 10-19 CORAL BLASTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
10-8 GEOMETRY FOR CALCULATING SHOCK FACTOR . . . . . . . . . . . . 10-9 10-20 SETTING ANCHORS WITH EXPLOSIVE CHARGES . . . . . . . . . . . 10-21
10-9 MINIMUM DELAY BETWEEN DETONATIONS IN 10-21 TAMPING FACTOR, C, FOR CONCRETE
CHARGE ARRAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9 BREACHING CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
10-10 CHARGE CONFIGURATIONS TO CHANNEL 10-22 SHOCK WAVE EFFECTS FOR VARIOUS
EXPLOSIVE FORCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11 BLASTING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
xxii
S0300-A8-HBK-010
F OLDOUTS
FO-1 FFG-7 CLASS LINES PLANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FP-1 FO-3B FFG-7 CLASS BONJEAN CURVES (PROFILE FORMAT)I . . . . . . . FP-7
FO-2 FFG-7 CLASS CURVES OF FORM . . . . . . . . . . . . . . . . . . . . . . . . FP-3 FO-4 FFG-7 CLASS LONGITUDINAL STRENGTH
FO-3A FFG-CLASS BONJEAN CURVES (ROSSETTE FORMAT)I . . . . . . . FP-5 AND INERTIA SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FP-9
FO-5 FFG-7 TROCHOIDIAL WAVE ON FFG-7I. . . . . . . . . . . . . . . . . . . FP-11
LIST OF TABLES
xxv
S0300-A8-HBK-010
C HAPTER 9 - W EIGHT
9-1 BOAT AND CRAFT WEIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2 9-5 LOGISTICS SUPPORT SHIP CAPACITIES . . . . . . . . . . . . . . . . . . . . . . 9-7
9-2 NAVY AND MARINE CORPS AIRCRAFT WEIGHTS . . . . . . . . . . . . . . 9-3 9-6 LIFT CAPACITIES FOR NAVY, MSC,
9-3 LIQUID STORAGE TANKS AND BLADDERS . . . . . . . . . . . . . . . . . . . . 9-4 COAST GUARD, AND ARMY SHIPS . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9-4 MILITARY CRAFT FOR LIGHTERING . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6 9-7 DRY CARGO CONTAINER CAPACITIES . . . . . . . . . . . . . . . . . . . . . 9-14
9-8 IMPROVED PORT UNLOADING TIMES . . . . . . . . . . . . . . . . . . . . . . 9-16
xxvi
S0300-A8-HBK-010
C HAPTER 10 - E XPLOSIVES
10-1 DEGREE OF DAMAGE FOR VARIOUS SHOCK FACTORS . . . . . . . 10-8 10-4 POWDER FACTORS (LB/YD3) FOR ROCK BLASTING . . . . . . . . . 10-18
10-2 PRESSURE DISTRIBUTION AROUND MK 8 MOD 2 10-5 ROCK DENSITY AND TOUGHNESS . . . . . . . . . . . . . . . . . . . . . . . 10-19
HOSE CHARGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9 10-6 MATERIAL FACTOR, K, FOR CONCRETE
10-3 FISH KILL RANGE CONSTANTS . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10 BREACHING CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
10-7 CHARACTERISTICS OF MILITARY EXPLOSIVES . . . . . . . . . . . . . . 10-24
xxvii
S0300-A8-HBK-010
xxviii
S0300-A8-HBK-010
Since this manual will form the technical basis of many subsequent instructions or directives, it utilizes the standard Navy syntax as pertains
to permissive, advisory, and mandatory language. This is done to facilitate the use of the information provided herein as a reference for issuing
Fleet Directives. The concept of word usage and intended meaning which has been adhered to in preparing this manual is as follows:
"May" and "need not" have been used only when application of a procedure is discretionary.
"Will" has been used only to indicate futurity; never to indicate any degree of requirement for application of a procedure.
The usage of other words has been checked against other standard nautical and naval terminology references.
BIBLIOGRAPHY
Accounts of several salvage operations highlighting unique salvage problems, techniques and skills.
Bartholomew, C. A., Mud, Muscles, and Miracles, Naval History Center, 1990.
Blank, John, S., 3rd, Modern Towing, Cornell Maritime Press, 1989.
Brady, Edward M., Marine Salvage Operations, Cornell Maritime Press, 1960.
Salvage practices pertaining to strandings and sinkings, salvage equipment and structures, and integration of naval architecture principles.
Clay, John S. Salvage of Stranded Tank Vessels with Computer Assistance, Department of Ocean Engineering, University of Rhode Island, 1983.
Describes modification of the Ship Hull Characteristics Program (SHCP), that assists modeling to determine probability of exceeding
longitudinal hull strength of stranded ships.
George, R. L., Quirk, John L., Use of Magnets in Marine Salvage, NCEL Technical Report R583, 1968.
Explores the application of magnets to underwater work, concludes that magnets have uses in shallow water but are of little value in
deep water salvage because of low payload/weight ratios.
Hancox, David, Reed’s Commercial Salvage Practice, Volumes 1 and 2, Thomas Reed Publications Ltd., 1987.
NAVAIR 00-80R-19, NATOPS U.S. Navy Aircraft Crash and Salvage Operations Manual, 1989.
Salvage procedures, lift points, weights, and other pertinent details for U.S. Navy aircraft.
NAVSHIPS 250-631-2, Submarine Salvage – Pontoons and Related Equipment, Boston Naval Shipyard, 1964.
Description and operation of submarine salvage pontoons and other submarine salvage equipment.
Reid, George H., Ship Handling with Tugs, Cornell Maritime Press, 1986.
Ship Salvage Notes, Parts 1 and 2, Naval Deep-Sea Diving School, Washington, D.C., 1960.
TM 55-503, Marine Salvage and Hull Repair, Department of the Army, 1966.
Reference and training guide to salvage and repair of marine hulls and related equipment.
Bibliography-1
S0300-A8-HBK-010
SALVAGE REPORTS
Removal of ten large wrecks from the Suez Canal in seven months.
Commander Service Group THREE/Commander Task Force SEVENTY-THREE ltr 4740, ser 70-0172, of 16 Jun, 1966, SS EXCELLENCY
Salvage Operations; report of.
Refloating of MSTS freighter stranded on Triton Island by pulling/wrenching with beach gear and tugs, and discharging 368 tons of
cargo into an LST.
Matich, M.A. J., Burial of Wreck Obstructing the St. Lawrence Channel, N.Z. Engineering, 15 February 1969.
Soil Mechanics aspects of the successful disposal of a 527-foot ore carrier in the river bottom to below specified navigation clearance.
Four aircraft recovery/salvage report overviews (KAL Flight 007, Air India Flight 182, South African Airways Flight 295, and United
Airlines Flight 811), illustrating the evolution of recovery/ salvage equipment and procedures.
NAVSEA SL740-AC-RPT-010/SUPSALV, USCGC MESQUITE Salvage Operation Dec. ’89-July ’90 Keweenaw Peninsula, Michigan, 19 July
1991.
Removal and disposal of 180-foot buoy tender from shallow water over a rock ledge. Details construction and employment of heavy
lift barge and preparations of wreck for lifting.
Difficult refloating of AGOR stranded on steeply shelving coral reef; addresses solutions to stability problems and lack of suitable beach
gear anchorages.
NAVSEA Supervisor of Salvage Report 84-06, EX-USS BLUEGILL Salvage Operations, 1984.
GATO class submarine (WW II fleetboat) raised from 138 FSW on internal buoyancy with 8.4 ton salvage pontoon for added lift and
control.
Removal and disposal of barge in heavy current in Niagara river. Calculations include hydrodynamic force prediction and ad hoc lift
barge design
Removal and scuttling of large vessel from San Miguel Island. Details extensive topside weight removal and use of prototype Ship
Salvage Engineering Program (SSEP).
Underwater search and salvage using manned and unmanned submersibles in a logistically complex operation.
Unique operation using "cut in place and lift" technique; report details solutions to difficulties encountered using explosives as a cutting
technique.
Bibliography-2
S0300-A8-HBK-010
Removal of Great Lakes coal carrier from busy ship channel using cast-in-place foam.
Righting and refloating of large ocean liner in New York harbor. Details removal of superstructure, shoring, and pumping operations.
Petersen, Charles, C., The Soviet Port Clearing Operation in Bangladesh, March 1972-April 1973, Center For Naval Analyses Memorandum,
(CNA) 1406-73, 28 August 1973.
Analyses of Soviet port clearance and salvage capabilities as evidenced by operations in Bangladesh.
Whitaker, F. H., Captain, USN, The Salvage of USS "Oklahoma," Transactions SNAME, Vol. 52, 1944.
Righting and refloating of battleship capsized and sunk by extensive torpedo damage at Pearl Harbor, HI, 7 December 1941.
Hackman, Donald J. and Cardy, Donald W., Underwater Tools, Battelle Press, 1981.
Larn, Richard and Whistler, Rex, Commercial Diving Manual, David and Charles, 1984 basic diving procedures and underwater work techniques
for construction, inspection, and maintenance.
NAVFAC P-990, Conventional Underwater Construction and Repair Techniques, not dated.
Guide for underwater construction team (UCT) conventional operations - based on UCT case histories and commercial practice.
Guide for underwater construction team (UCT) repairs in contingencies. Companion volume to NAVFAC P-990.
NAVSEA 0994-LP-007-8010/8020, Underwater Inspection, Maintenance, and Repair of Naval Ships (Underwater Work Techniques Manual)
Volumes 1 and 2, not dated.
NAVSEA 0994-LP-001-9010, U.S. Navy Diving Manual, Vol. 1, AIR (REV 2), 1988.
Navy air diving procedures and requirements; discussions of physics, medicine, physiology operations planning, decompression
procedures and tables, and recompression therapy. Addresses SCUBA, lightweight diving apparatus, MK 12 deep-sea diving dress.
NAVSEA 0994-LP-001-9020, U.S. Navy Diving Manual, Vol. 2, Mixed Gas Diving, Second Edition, 1977.
Continuation of Volume 1, detailing Navy mixed gas diving procedures and requirements; includes gas properties for use in diving,
saturation diving theory and practice.
Bibliography-3
S0300-A8-HBK-010
Information, techniques, and procedures for underwater inspection, maintenance, and repair of hulls and appendages of surface ships,
submarines, and small craft. Completed chapters include:
NOAA Diving Manual, National Oceanic and Atmospheric Administration, Manned Undersea Science And Technology Office, 1979.
Talkington, Howard R., Undersea Work Systems, Naval Ocean Systems Center, San Diego, CA., 1981.
Tucker, Wayne C., Diver’s Handbook of Underwater Calculations, Cornell Maritime Press, 1980.
Calculations and data commonly used in underwater work for divers and engineers.
NAVAL ARCHITECTURE
Lewis, E. V. (Editor), Principles of Naval Architecture, Society of Naval Architects and Marine Engineers (SNAME), Second Revision, 1988.
Taggart, R. (Editor), Ship Design and Construction, Society of Naval Architects and Marine Engineers (SNAME), Second Edition, 1980.
Comprehensive text and reference by a recognized master of the subject. A "standard" reference.
Muckle, W., revised by Taylor, D. A., Muckles Naval Architecture, Second Edition, Butterworths, 1987.
Gillmer, Thomas C. and Johnson, Bruce, Introduction to Naval Architecture, Naval Institute Press, 1987.
Rawson, K. J. and Tupper, E. C., Basic Ship Theory, Volumes 1 and 2, Third Edition, Longman Inc., 1983.
Pursey, H. J., Merchant Ship Construction, Seventh Edition, Brown, Son, and Ferguson Ltd., 1975.
Manning, George C., Manual of Ship Construction, D. Van Nostrand Company, Inc., 1942.
Bibliography-4
S0300-A8-HBK-010
White, G. W., Elementary Beam Theory and the Ship Girder, Stanford Maritime Ltd., 1979.
Shipboard loading and discharging operations, strength of materials, ship girders, and problem solving by manual and automated
methods.
NAVFAC DM 28, Design Manual: Weight Handling Equipment and Service Craft, 1975.
Design data and operating procedures for heavy lift equipment on all types of platforms.
NAVSEA 0900-LP-097-4010, Structural Design Manual for Naval Surface Ships, 15 Dec 1976.
PB 171471, NAVSHIPS 250-443-1, Manual of Properties of Combined Beam and Plate, Volumes 1 and 2.
Tabulated area, moment of inertia, and section modulus for various stiffener-plating combinations.
NAVSHIPS 250336, Wood: A Manual for It’s Use as a Shipbuilding Material, 1957.
DDS 079-1, Stability and Buoyancy of U.S. Naval Surface Ships, 1975. NAVSEA design practice for stability and buoyancy.
DDS 100-1, Reinforcement of Openings in Structures of Surface Ships, Other Than In Protective Plating, 1984.
DDS 100-4, Strength of Structural Members, 1982. Uniform standards for design of structural members in compression and shear.
DDS 100-6, Longitudinal Strength Calculation, 1987. Standard practice for longitudinal hull strength calculations and drawings (traditional static
balance).
Register of Ships, annual – Ship name and former names, official number, Lloyds Register number, call sign, owners, managers, port
of registry, tonnages, hull type/classification, builder and date and place of build, extreme and molded dimensions, construction details,
hold and hatch dimensions and/or tank capacities, number and capacity of winches and cranes/derricks, machinery type and power,
speed. Updated by monthly supplements and a "Weekly List of Alterations."
Register of Offshore Units, Submersibles and Diving Systems, annual – Data on mobile drilling rigs able to operate in at least 50 feet
of water, submersibles, diving systems classed with or certified by Lloyds Register, and selected work units (ships, barges, and platforms
employed in offshore construction, pipelaying, heavy lifting, firefighting, and submersible/diving support). Sections cover units in
existence and under construction. Also included is a list of owners and managers with addresses, telex, telephone, and telefax numbers.
Maritime Guide, annual – Data on drydocks, gazetteer, maps, telegraphic addresses and telex numbers for shipbuilders, marine engine
builders and boilermakers, shipbreakers, marine insurance companies, and marine associations.
Merchant Vessels of the United States, annual – Official U.S shipping register, including yachts, giving official number, name, call sign,
hull type, tonnage, dimensions, place and year built, service, horsepower, name of owner, and home port. Updated by monthly
supplements.
Bibliography-5
S0300-A8-HBK-010
Descriptions of ships and major aircraft of the world’s navies with selected illustrations.
Compendium of data on manufacturers and operators of tugs, salvage vessels, submersibles, and offshore supply vessels. Includes vessel
characteristics and operator addresses.
Other:
Polmar, Norman, Combat Fleets of the World, biennial, United States Naval Institute, 1978-79.
ENGINEERING
An introduction to coastal zone processes, including wave generation and decay, surf, current effects, and beach erosion/accretion.
Myers, John J., Holm, Carl H., McAllister, and Raymond F. (Editors), Handbook of Ocean and Underwater Engineering, McGraw-Hill Book
Co., Inc., 1969.
Guidelines for design of systems and structures for over-water construction; written for engineers without ocean-related background
Rocker, Karl, Handbook for Marine Geotechnical Engineering, Naval Civil Engineering Lab, 1985.
Response of seafloor materials to foundation and mooring loads. Includes very comprehensive discussion of performance factors for
all types of anchors.
Puech, A., The Use of Anchors in Offshore Petroleum Operations, Gulf Publishing Company, 1984.
Excellent guide to drag anchor selection and employment. Descriptions and data for wide selection of commercial anchors.
Reference data of physical, chemical and biological aspects of the ocean environment. Includes air-sea interactions and ocean
engineering information.
Shore Protection Manual, Volumes 1 and 2, Fourth Edition, U. S. Army Coastal Engineering Research Center, 1984.
Construction and rehabilitation of ship unloading and cargo handling facilities in theater of operations harbors; harbor clearance; port
administration
Design, hydraulics, pipe friction and pump hydraulics related to hydraulic dredging.
Bibliography-6
S0300-A8-HBK-010
Turner, Thomas M., Fundamentals of Hydraulic Dredging, Cornell Maritime Press, 1984.
Herbich, John B., Coastal and Deep Ocean Dredging, Gulf Publishing Company, 1975.
Theory of centrifugal pumps, dredge pump cavitation, head losses, and pipeline transport of solids.
Driscoll, Alan H. (Editor), Handbook of Oceanic Winch, Wire, and Cable Technology, Second Edition, 1989.
Comprehensive handbook encompassing most aspects of usage and safety of wire rope, winches, sheaves. Includes sections on Kevlar,
fiber optics, coatings, testing, and calculation tables.
Vendrell, J., The Oil Rig Moorings Handbook, Brown, Son and Ferguson, Ltd., 1985.
Anchoring and mooring systems for various rigs; details computer programs useful in catenary calculations.
API Recommended Practice 2P (RP2P), Analysis of Spread Mooring Systems for Floating Drilling Units, Second Edition, American Petroleum
Institute, 1987.
Design, and evaluation of spread mooring systems for floating drilling platforms.
DM 25.1, Waterfront Operational Facilities, 1971 – Design criteria for piers and wharves
DM 26.1, Harbors, (Change 1), 1984 – General planning criteria including functional layout and data sources.
DM 26.2, Coastal Protection, 1982 – Principles of coastal structures with general planning and structural design criteria. Includes wave
theory and transformations.
DM 26.3, Dredging, 1968 – Dredging project logistics for harbors, turning basins, and channels.
DM 26.4, Fixed Moorings, 1986 – Guidelines for designing and loading fixed moorings.
DM 26.5, Fleet Moorings, Basic Criteria and Planning Guidelines, 1985 – Criteria and planning guidelines with example calculations
for design of fleet moorings.
DM 26.6, Mooring Design, Physical and Empirical Data, 1986 – Vessel characteristics, strength and dimensions of anchors, buoy, chain
and fittings.
General reference mechanical engineering topics, with extensive tables and charts.
Karassik, Krutzsch, William C., Fraser, Warren H., and Messina, Joseph P. (Editors), Pump Handbook, Second Edition, McGraw-Hill Book
Company, 1985.
Syska, R. E. and Birk, J. R. (Editors), Pump Engineering Manual, The Duriron Company, Inc. 1983.
Mih, W. C., Chen, C. K. and Orsborn, J. F., Bibliography of Solid-Liquid Transport in Pipelines, Albrook Hydraulic Laboratory College of
Engineering Research Division Washington State University, December 1971.
Bibliography-7
S0300-A8-HBK-010
Avallone, Eugene A. and Baumeister, Theodore III (Editors), Marks’ Standard Handbook for Mechanical Engineers, Ninth Edition, McGraw-Hill
Book Company, 1987.
Lindeberg, Michael R., Mechanical Engineering Review Manual, Seventh Edition, Professional Publications, Inc., 1984.
Manual of Steel Construction, Eighth Edition, American Institute of Steel Construction, Inc., 1980.
Detailed information on properties, design and specifications. Also math tables and other data on fabricated steel structures.
Roark, R. J. and Young, W. C., Formulas for Stress and Strain, Fifth Edition, McGraw-Hill, 1975.
Load response and stress, strain, and deflection relationships for common structural components, including beams, plates, cylinders,
spheres, struts, etc.
General shore-based guide covering plumbing, ventilation, vacuum, refrigeration, and air systems.
Krynine, Dimitri P., Soil Mechanics, McGraw Hill Book Company, Inc., 1947.
NAVFAC DM 7, Design Manual: Soil Mechanics, Foundations, and Earth Structures, 1971.
Soil classification and measurement, rock and soil stability, structure settlement analysis.
Lindeberg, Michael R., Civil Engineering Reference Manual, Fourth Edition, Professional Publications, 1986.
Brady, Nyle C., The Nature and Properties of Soils, Tenth Edition, MacMillan Publishing Co, 1990.
Bibliography-8
S0300-A8-HBK-010
Troxell, G. E., Harmer, E. D., and Kelly, J. W., Composition and Properties of Concrete, McGraw-Hill Book Co., 1968
Meyers, Arnold, Current Bibliography of Offshore Technology and Offshore Literature Classifications, ASR Marketing, 1984.
Chen, Andrie T. and Leidersdorf, Craig B. (Editors), Arctic Coastal Processes and Slope Protection Design, American Society of Civil
Engineers, 1988.
Papers addressing the civil engineering challenges of cold regions. The first six focus on arctic coastal processes including coastal
geomorphology, ice processes, and other environmental ice processes. The last 5 cover slope protection design.
Bowie, I. G., An Application of Flow Net Theory to Marine Salvage Operations, University of Sydney, School of Civil and Mining Engineering
Research Report 490, March 1985.
Theoretical examination of the feasibility of reducing ground reaction by inducing steady state water flow in the soil under a stranded
ship.
Marine Engineering:
Osbourne, Alan and Bayne, Niel A., Modern Marine Engineers Manual, Volume 1, Second Edition, Cornell Maritime Press, 1973.
Osbourne, Alan and Hunt, Everett, Modern Marine Engineers Manual, Volume 2, Second Edition, Cornell Maritime Press, 1991.
Harrington, Roy L. (Editor), Marine Engineering, Society of Naval Architects and Marine Engineers (SNAME), 1971.
Overview of shipboard engineering plants and fundamentals of machinery and equipment design and operation,
Highly recommended pocket guide to the more important technical and mathematical formulas. Translated from the German.
Hicks, Tyler G. and Hicks, David S., Standard Handbook of Engineering Calculations, Second Edition, McGraw Hill, 1985.
Comprehensive reference encompassing all fields of engineering, including marine and nuclear. Includes over 5,000 routine and
nonroutine problems.
Hughes, William F. and Eber, W. Gaylord, Basic Equations of Engineering Science, 1964.
Definitions, theorems, computer models, numerical examples, and tables with formulas and functions.
CRC Standard Mathematical Tables, Chemical Rubber Co, 1989, Re-issued periodically
Bibliography-9
S0300-A8-HBK-010
Birnes, William J. (Editor), McGraw-Hill Personal Computer Programming - Languages and Operating Systems Encyclopedia, Second Edition,
McGraw-Hill, 1989.
Single volume cross-indexed desktop reference including language applications, software, and operating systems. Thirty-seven languages
addressed, including ADA, Basic, COBOL, Fortran, Pascal, RPG, Paradox, DBase II, Lotus, "C", MS-DOS, Apple, Macintosh,
Commodore software.
Handbook and Guide for Comparing and Selecting Computer Languages, Stuff of Research and Education Association, 1985.
Intended to help programmers make the correct choice by drawing comparisons between eight languages including Basic, COBOL, "C",
Fortran, and Pascal.
Kernighan, Brian W. and Ritchie, Dennis M. The "C" Programming Language, Prentice-Hall, 1978.
Purdum, Jack J., Leslie, Timothy C., and Stegenoller, Alan L., "C" Programmer’s Library, Que Corporation, 1984.
Design and writing functions plus several methods to analyze and attack problems.
EXPLOSIVES
Gregory, C. E., Explosives for North American Engineers, Trans Tech Publications, 1973.
Henrych, Josef, Dynamics of Explosion and Its Use, Elsevier Scientific Publishing Company, 1979.
Analytical examination of the effects of explosion induce waves and forces on various media and interfaces, and their engineering
applications.
FM 5-25, Explosives and Demolitions Field Manual, Department of the Army, 1967.
Guide to explosives use in destruction of military obstacles and certain construction projects. General reference for charge weight
formulas, handling, safety, types, and preparation of explosives.
Theoretical and logical exposition and compendium of the basic phenomena associated with underwater explosions.
Blasters’s Handbook, Fifteenth Edition, E.I. du Pont de Nemours and Company (Inc.), Wilmington, Delaware (1967).
Handbook for the use of commercial explosives, including many particular applications, historical sketches and safety precautions.
Holland, Norma O. (Editor), Explosives - Effects and Properties (U), Naval Ordnance Laboratory (White Oak) Report NOLTR 65-218, 21 Feb
1967, CONFIDENTIAL.
Handbook of explosive properties, and the effects of explosives in air and water.
Kennard, E. H., Underwater Explosions - A Summary of Results (U), David Taylor Model Basin Report C-334, Feb 1951, CONFIDENTIAL.
Bibliography-10
S0300-A8-HBK-010
Strange, J.N., Water Shock-Wave Reflection Properties of Various Bottom Materials, Summary Progress Report, Army Engineer Waterways
Experiment Station, Vicksburg, Mississippi, Miscellaneous Paper No. 1-826, Jun 1966.
Data on shock reflection properties of unconsolidated clayey silt, consolidated clayey silt, sand, and concrete, with graphical results and
tentative conclusions.
Strange, J.N. and Miller, Louis, An Exploratory Study of the Effect of a Bubble Screen on Water Shock (U), Army Engineer Waterways
Experiment Station, Vicksburg, Mississippi, Miscellaneous Paper No. 2-285 Oct 1958, CONFIDENTIAL.
A set of experiments that indicates the peak pressure and impulse are significantly reduced by an appropriate bubble screen: boundary
conditions for the tests do not permit detailed predictions, however.
Strange, J.N. and Miller, Louis, Shock-Wave Attenuation Properties of a Bubble Screen, Army Engineer Waterways Experiment Station,
Vicksburg, Mississippi, Technical Report No. 2-564, Apr 1961.
Experimental results of shock-wave attenuation by a bubble screen 20 feet long and 0.5 to 3.0 feet thick with an airflow of 0.8 to 2.0
cubic feet per second on pressure, impulse, and energy.
Thompson, W.M., Jr., The Effect of Liquid Loading on Double Bottom Response to Underwater Explosions (U), Underwater Explosions Research
Division Report 1-59, Feb 1959, CONFIDENTIAL.
Tests on a 3/8-scale model section of the FORRESTAL (CVA-59) bottom structure indicating that an optimum liquid loading to
minimize damage does exist.
Naval Sea Systems Command, Naval Ships Technical Manual (NSTM), various dates.
Administrative and technical instructions for operation and maintenance of U.S. Navy shipboard equipment. Chapter 001 is index and
user guide. Chapters pertinent to salvage include:
Bibliography-11
S0300-A8-HBK-010
Hiscox, Gardner Dexter (Editor), Henley’s 20th Century Book of Formulas, Processes, and Trade Secrets, Norman W. Henley Publishing Co.,
1944.
Over 10,000 scientific formulas and chemical recipes for industrial and general use compounds.
Phillips, Arthur L. (Editor), Welding Handbook - Fundamentals of Welding, Fifth Edition, American Welding Society, 1963.
Welding processes and materials, techniques and metallurgy.
MATERIAL PROPERTIES
Moss, John B, Properties of Engineering Materials, CRC Press, 1971.
Properties and behavior of materials and their response to the environment,
Shubert, P.B., Moltrecht, K.H., and Ryffel, H.R. (Editors), Machinery’s Handbook, 21st edition, Industrial Press Inc., 1981.
Compendium of metal properties, component standards, and standard practices for design and fabrication of machine parts.
Danton, Graham, The Theory and Practice of Seamanship, Ninth Edition, Routledge and Kegan Paul, 1985.
Comprehensive commercial (British) seamanship reference.
Knight, Austin M., Knight’s Modern Seamanship, Ninth Edition, 1941, Twelfth Edition, 1953 (D. Van Nostrand Co. Inc.), Eighteenth Edition,
1989 (Van Nostrand Reinhold).
Fundamentals of basic seamanship, oriented towards Naval operations. Older editions include valuable guidance for improvising lifting,
pulling, and handling rigs. Editions after the first revised by various authorities.
Vanderberghe, J. P., Chaballe, L. Y., Elseviers Nautical Dictionary, Elseviers Scientific Publishing Co., 1978.
Over 18,000 nautical terms with definitions in English/American, Dutch, French, German, Italian, and Spanish.
Chief of Naval Operations (CNO OP 03C2), U.S. Navy Cold Weather Handbook for Surface Ships, 1988.
Operations manual describing cold weather effects on personnel, machinery, and ship handling.
Macdonald, Edwin A., Polar Operations, United States Naval Institute, 1969.
Comprehensive description of operational requirements particular to polar operations.
Canadian Hydrographic Service Marine Sciences Branch, Pilot of Arctic Canada, Second Edition, 1970.
Sailing directions for Arctic Canada, with comprehensive discussion Arctic ice formation and behavior.
Bibliography-12
S0300-A8-HBK-010
Navigation:
Maloney, Elbert S., Duttons Navigation and Piloting, Thirteenth Edition, Naval Institute Press, 1978.
Comprehensive piloting and navigation information covering dead reckoning, celestial, and radio navigation.
Bowditch, Nathaniel, American Practical Navigator, Defense Mapping Agency Hydrographic Center, 1977 (periodically updated).
Recognized standard reference for celestial and terrestrial navigation.
Ship-to-Ship Transfer Guide (Petroleum), Second Edition, International Chamber of Shipping, Oil Companies International Marine Forum, 1988.
Safe transfer of petroleum products between ocean-going vessels at sea, including standard operating procedures and safety
considerations.
Sauerbier, Charles L., Meurn, Robert J., Marine Cargo Operations, Second Edition, John Wiley and Sons, 1985.
Basic principles and techniques of cargo operations and stowage implications.
International Safety Guide for Oil Tankers and Terminals, Second Edition, International Chamber of Shipping, Oil Companies International
Marine Forum, International Association of Ports and Harbors, 1984.
Safety precautions and guidelines for the transport of petroleum products at sea.
Code of Safe Practice for Solid Bulk Cargoes, International Maritime Organization, 1987.
Standards for safe stowage and shipment of solid bulk cargoes; includes stowage factors and hazard information for approximately 2400
items.
RIGGING
Rossnagel, W. E., Higgins, J. R., and Macdonald, J. A., Handbook of Rigging for Construction and Industrial Operations, Fourth Edition,
McGraw-Hill Book Company, 1988.
Standard reference and regulation guide for rigging operations.
Toss, Brion, The Rigger’s Apprentice, International Marine Publishing Company, 1984.
General marlinspike seamanship guide including emergency rigging.
Wire Rope User’s Manual, Second Edition, American Iron and Steel Institute (AISI), 1985.
Information on load factors, rope grade, varieties and properties, and handling, storage, and safety considerations. Tables of standard
strengths of various wire rope constructions.
Blandford, Percy W, Knots and Splices, Arco Publishing Company, Inc., 1978.
Pocket guide to essential knots and splices
Bibliography-13
S0300-A8-HBK-010
CG-174, Manual for the Safe Handling of Flammable and Combustible Liquids and other Hazardous Products, U.S. Coast Guard, 1976.
STANDARDS
NAVSEA 0910-LP-007-4100, General Specifications for Ships of the U.S. Navy (GENSPECs), annual.
Rules and Regulations for the Classification of Ships (annual) Rules for Floating Docks (annual)
Rules for Yachts and Small Craft (annual) Rules for Ships for Liquefied Gases (annual)
Rules for Inland Waterways Ships (annual) Rules for Ships for Liquid Chemicals (annual)
General:
American Society for Testing and Materials, Annual Book of ASTM Standards
Standards on performance and characteristics of materials, products, systems and services. Volume 00.01 indexes standards by title,
number, and keyword. Sections pertinent to salvage include:
General and permanent rules published by executive departments and agencies of the Federal Government. Divided into 50 titles that
are further subdivided into chapters and parts. Titles pertinent to salvage include:
29 Labor 46 Shipping
40 Protection of the Environment 49 Transportation
Vendor Directories
Extensive vendor listings, primarily but not exclusively firms doing business in the U.S. Divided into 3 sections: Products & Services
(volumes 1 through 14) – a "yellow pages" type product-to-vendor cross reference, Company Profiles (volumes 15 and 16) – brief
product/services descriptions, contact points, Catalog File (volumes 17 through 23) – detailed product descriptions, specifications,
performance data, drawings, photos, availability. Regional buying guides are also published.
Bibliography-14
S0300-A8-HBK-010
GLOSSARY
A list of symbols and abbreviations used in the handbook is given on page xxix.
DEFINITIONS
Air port. A hinged glass window, generally circular, in the ship’s side or deckhouse, for light and ventilation; also called porthole, portlight
or side scuttle.
Anchor, bower. The large anchors carried in the bow of a vessel. Weight varies with the size and service of the ship.
Anchor, kedge. A small anchor used for warping or kedging. It is usually laid from a boat and the vessel hauled up toward it. Weight varies,
usually from 900 to 1,200 pounds.
Anchor, stream. An anchor weighing about one-fourth to one-third the weight of the main bowers and used when mooring in a narrow channel
or harbor to prevent the vessel’s stern from swinging with the current or the tide.
Anchor hawk. Grappling device used to recover lost anchors, chains, wire rope, etc.
Ancillary equipment. Equipment that supports the operation of a system’s principal components or assemblies.
Angle collar. A collar or band made of one or more pieces of angle bar and fitted tightly around a pipe, trunk, frame, longitudinal, or stiffener
intersecting or projecting through a bulkhead or deck to make a watertight or oiltight joint.
Angle of Entrance (ae). The angle between the tangents to the load waterline at the fore end.
Auxiliary machinery, auxiliaries. Various pumps, motors, generators, etc., required on a ship, as distinguished from main propulsive machinery
units.
Bail. The part of a pelican hook or chain stopper that holds the hook closed.
Bale cubic. The cubic capacity of a cargo hold measured to the inside of the frames or cargo battens.
Ballasted condition. A condition of loading in which solid or liquid ballast is carried to obtain proper immersion, stability, and steering
qualities.
Batten. Long, thin strips of wood or steel used to keep tarpaulins in place over a hatch.
Glossary-1
S0300-A8-HBK-010
Battens, cargo. Wood planks or steel shapes fitted to the inside of the frames in a hold to keep the cargo away from the shell plating; strips
of wood or steel used to prevent shifting of cargo.
Bay. A recess in the shore or an inlet of a sea between two capes or headlands, not as large as a gulf but larger than a cove.
Beach berm. A nearly horizontal part of the beach or backshore formed by the deposit of material by wave action. Some beaches have no
berms, others have one or several.
Beach gear. A generic term for ground tackle and associated tensioning gear used to exert forces on grounded ships.
Beam, cant. Beams supporting the deck plating in the overhanging portion of the stern. These beams radiate in fan-shaped formation from
the transom beam to the cant frames.
Beam, transom. A strong deck beam situated in the after end of the vessel connected at each end to the transom frame. The cant beams which
support the deck plating in an overhanging stern are attached to and radiate from it.
Beam ends. A vessel hove over or listed until her deck beams approach vertical is said to be on her beam ends.
Beam knee. A bracket to stiffen the joint between a frame or stiffener and the end of a beam; also a beam arm or beam bracket.
Beam line. A line showing the points of intersection between the top edge of the beam and the molded frame line, also called molded deck
line.
Bearding (bearding line). The line of intersection of the shell plating and stem or sternpost.
Bearer. Foundations, particularly those having vertical web plates as principal members. The vertical web plates of foundations are also called
bearers.
Beaufort number or scale. A numerical scale (from 0 to 12) used for rating wind strength in order of ascending velocity.
Between decks. The space between any two, not necessarily adjacent, decks. Frequently "’tween decks."
Bevel. The angle between the flanges of a frame or other member. (When greater than a right angle, open bevel; when less, closed or shut
bevel); to chamfer.
Bight. A loop or bend in a rope; strictly, any part of the rope between the two ends.
Bilge. The rounded portion of a vessel’s shell which connects the bottom with side. To open a vessel’s lower body to the sea; curved section
between the bottom and the side; the recess into which water drains from holds or other spaces.
Bilge and ballast system. A system of piping generally located in the holds or lower compartments of a ship and connected to pumps. This
system is used for pumping overboard accumulations of water in holds and compartments, and also for filling ballast tanks.
Bilge bracket. A vertical transverse flat plate welded or riveted to the tank top or margin plate and to the frame in the area of the bilge.
Bilge keels. Flat surfaces projecting normally or nearly normally from the hull at the turn of the bilge. Bilge keels usually run on or near the
bilge diagonal. With full ships, bilge keels usually lie in one diagonal plane, but with finer forms it is sometimes necessary to lift the ends
unless the keels are very short.
Bilge plates. The curved shell plates that fit the bilge and form the bilge strake.
Bill board. An inclined platform, fitted at the intersection of the weather deck and the shell, for stowing an anchor.
Glossary-2
S0300-A8-HBK-010
Bitter end. The inboard end of a vessel’s anchor chain which is made fast in the chain locker; the inboard end of any line or rope, i.e., the
end that is secured to bitts.
Bitts. Short metal or wood columns extending up from a base plate secured to a deck or bulwark rail or placed on a pier for the purpose of
securing and belaying ropes, hawsers, cables, etc.
Bitumastic. An elastic bituminous cement used in place of paint to protect steel, especially anchor chain.
Block, snatch. A single sheave block having one side of the frame hinged so that it can be opened to allow the bight of a rope to be placed
on the sheave, thus avoiding the necessity of threading the end of the rope through the swallow of the block. Often employed as a fair lead
around obstructions.
Bollard. Single posts secured to a pier or vessel deck to which heavy hawsers are secured.
Boom crutch/boom rest. A light structure built up from a deck to support the free end of a boom when it is not in use.
Boom table. A small, stout platform attached to a mast to support the hinged heel bearings of booms and to provide proper working clearances
when a number of booms are installed on or around one mast. Also mast table.
Boot topping. An outside area on a vessel’s hull from bow to stern between certain waterlines to which special air, water, and grease-resisting
paint is applied; also the paint applied to such areas.
Bosom piece. A short piece of angle riveted inside a butt joint of two angles to form a strap.
Bossing or boss. The convex curved portion of the ship’s shell plating that surrounds and supports the propeller shaft.
Bossing plate. Steel plate covering the bulged portion of hull where the propeller shaft passes outboard.
Bottom plating. That part of the shell plating which is below the water line. More specifically, the immersed shell plating from bilge to bilge.
Bow thruster. A propulsive device located forward in the ship and used to control lateral movement.
Bowing. Lack of flatness in sheet or strip metal in which the longitudinal or transverse section forms an arc.
Bracket. A plate (usually triangular or trapezoidal) used to connect rigidly two or more structural parts, such as deck beam to frame, or
bulkhead stiffener to the deck or tank top.
Break. The end of a partial superstructure such as a poop, bridge or forecastle where it drops to the deck below.
Breakwater. A structure protecting a shore area, harbor, anchorage, or basin from waves; a plate or timber structure fitted on a forward weather
deck to form a V-shaped shield against water that is shipped over the bow.
Breast line. A mooring line from ship to pier, or ship to ship, perpendicular to the fore and aft axis, or at right angles to the ship.
Buckler. A portable cover secured over the deck opening of the hawsepipes and the chain pipes to restrict the flow of water through the
openings.
Bulk cargo. Liquid or solid cargo made up of commodities such as oil, coal, ore, grain, etc., not shipped in bags or containers; more specifically
applied to solid cargoes.
Bulkhead, aft peak. The first main transverse bulkhead forward of the sternpost, forming the forward boundary of the after peak tank.
Bulkhead, collision. A transverse watertight bulkhead, extending to the bulkhead deck and located 5 to 8 percent of the ships length aft of the
forward perpendicular, to resist flooding caused by collision damage. The collision bulkhead often forms the aft boundary of the fore peak tank.
Glossary-3
S0300-A8-HBK-010
Bulwark. Section of a ship’s side continued above the main deck or fore-and-aft vertical plating immediately above the upper edge of the sheer
strake installed as protection against heavy weather, usually about 3 feet 6 inches high.
Butt. The joint formed when two parts are placed edge to edge; the end (transverse or vertical) joint between two plates.
Butt strap. A strap that overlaps the butt between two plates in a bolted or riveted strap joint.
Butt welding. Joining two edges or ends by placing one against the other and welding.
Calk or caulk. To fill seams in a wood deck with oakum and pay them with pitch, marine glue, etc. To drive or hammer the adjoining edges
of metal together to stop or prevent leaks.
Cant. An inclination of an object from a perpendicular; to turn anything so that it does not stand perpendicularly or square to a given object.
Caprail. Rail on the stern of a towing vessel, over which the tow wire rides.
Cargo port/side port. Opening in a ship’s side for loading and unloading cargo.
Casing, engine and boiler. Bulkheads enclosing a large opening between the weather deck and the engine and boiler rooms that provides space
for the boiler uptakes, access to these rooms, and permits installing or removing large propulsion units such as boilers or turbines.
Catenary. The downward curve or sag of a rope suspended between two points.
Ceiling, hold and tanktop. A covering, usually of wood, placed over the tank top for its protection.
Chafing plate. Bent plate laid over a sharp edge to minimizing chafing of ropes, as at hatches.
Chain locker. Compartment in forward lower portion of ship in which anchor chain is stowed.
Chain pendant. A piece of chain used as a strap; chain rigged between the tow and tow hawser; chain used to create a catenary.
Chain pipe. Pipe for passage of chain from windlass to chain locker.
Chain riveting. Two or more rows of rivets so arranged that the rivets in one row are abreast those in the adjacent row; see also zig-zag
riveting.
Chamfer. To bevel, to form a smooth, round surface; to cut off the sharp edge of a 90-degree corner; to trim to an acute angle.
Chine. When the shell curvature is changed abruptly at a knuckle, the points of inflection lie on a line known as a chine.
Chock. A heavy, smooth-surfaced fitting usually located near the edge of the weather deck through which wire ropes or fiber hawsers may
be led.
Clay. Generally, fine-grained soils having particle diameters less than 0.002 millimeter and exhibiting plastic properties when wet.
Cleat. A piece of wood or metal, of various shapes according to use, usually having two projecting arms or horns upon which to belay ropes;
a clip on the frames to hold the cargo battens in place.
Glossary-4
S0300-A8-HBK-010
Clinometer. An instrument that indicates the angle of roll or pitch of a vessel, by means of a pendulum or a bubble in a curved, fluid-filled
tube.
Coaming, hatch. A frame bounding a hatch for the purpose of stiffening the edges of the opening and forming the support for the covers.
In a steel ship, it generally consists of a strake of strong vertical plating completely bounding the edges of a deck opening.
Cofferdams. Empty spaces separating two or more compartments as insulation or to prevent the liquid contents of one compartment from
entering another in the event of rupture or leak in the compartment bulkheads (naval architecture). Watertight enclosures built around deck
openings or the entire deck of a sunken ship to permit water to be removed by pumping (salvage). Temporary dams enclosing a basin so the
water level within can be lowered (civil engineering).
Counter. That part of a ship’s stern which overhangs the stern post, usually that part above the water line.
Cowl. A hood-shaped top or end of a natural ventilation trunk that may be rotated to cause wind to blow air into or out of the trunk.
Cutwater. The stem of a ship, the forwardmost portion of the bow, which cuts the water as the ship moves.
Datum planes. The three reference planes from which offset measurements are taken.
Dead flat. The portion of a ship’s structure that has the same transverse shape as the midship section.
Deck, shelter. Formerly, a nonwatertight superstructure deck continuous from stem to stern and fitted with at least one tonnage opening.
Deck, tonnage. The upper boundary of the internal volume of the measurable portions of the ship, as defined by the tonnage regulations.
Deck height. The vertical distance between the molded lines of two adjacent decks.
Deck machinery. Capstans, windlasses, winches, and miscellaneous machinery located on the decks of ship.
Deck stringer. The strip of deck plating that runs along the outboard edge of a deck.
Deep tanks. Tanks extending from the bottom or inner bottom of a vessel up to or higher than the lowest deck. They are often fitted with
hatches so they can also be used for solid cargo.
Derrick. A device for hoisting and lowering heavy weights, cargo, stores, etc.
Diagonals. The intersections of diagonal planes with the molded surface. Bilge diagonals are diagonal planes intersecting the molded surface
in the vicinity of the turn of the bilge.
Dog. A pawl; a device applied to a winch drum to prevent rotation; a small metal fitting used to hold doors, hatch covers, manhole covers,
etc., closed.
Dolphin. Several piles bound together, free standing or situated at the corner of a pier and used for docking and warping vessels. Also applied
to single piles and bollards on piers that are used in docking and warping.
Glossary-5
S0300-A8-HBK-010
Dunnage. Cushioning, blocks, boards, paper, burlap, or loose material placed under or among cargo in the holds to prevent their motion or
chafing.
Dutchman. A piece of steel fitted or driven into an opening to cover up open joints or crevices usually caused by poor workmanship.
Eddy. A circular movement of water formed on the side of a main current. Eddies may be created at points where the main stream passes
projecting obstructions or where two adjacent currents flow counter to each other.
Embankment. An artificial bank, such as a mound or dike, generally built to hold back water or to carry a roadway.
Equilibrium, neutral. The state of equilibrium in which a vessel inclined from its original position of rest by an external force tends to maintain
the inclined position assumed after that force has ceased to act.
Equilibrium, stable. The state of equilibrium in which a vessel inclined from its original position of rest by an external force tends to return
to its original position after that force has ceased to act.
Equilibrium, unstable. The state of equilibrium in which a vessel inclined from its original position of rest by an external force tends to depart
farther from the inclined position assumed after that force has ceased to act.
Escape trunk. A vertical trunk fitted with a ladder to permit personnel to escape if trapped. Usually provided from the after end of the shaft
tunnel to topside spaces in commercial vessels.
Expansion trunk or tank. A trunk extending above a space which is used for the stowage of liquid cargo. The surface of the cargo liquid
is kept sufficiently high in the trunk to permit expansion without risk of excessive strain on the hull or of overflowing, and to allow contraction
of the liquid without increase of free surface.
Face plate, face bar. Generally a narrow stiffening plate fitted along the inner edge of web frames, stringers, etc., to form the flange of the
member.
Fair. To smooth curves, such as a ship’s lines; to eliminate irregularities; to assemble the parts of a ship so that they will be fair, i.e., without
kinks, bumps, or waves; to bring rivet or bolt holes into alignment. Fairings are plates, castings, etc., placed over or adjacent to projections
to give a streamlined form.
Fairwater. Plating or casting fitted around the ends of a shaft tube or strut barrel, and shaped to streamline the parts, thus eliminating abrupt
changes in the waterflow. Also applied to any casting or plating fitted to the hull for the purpose of preserving a smooth flow of water.
Fall. The entire length of rope used with blocks to make up a tackle. The end secured to the block is called the standing part, the opposite
end, the hauling part.
Fantail. Formerly, the overhanging stern section of ships with round or elliptical after endings to uppermost decks and which extend well abaft
the after perpendicular. Now commonly applied to the after end of the weather deck of any ship.
Fathom. A nautical unit of length used in measuring cordage, chains, depths, etc., normally equivalent to 6 feet.
Fidley. The top of engine and boiler room casings on the weather deck. A partially raised deck over the engine and boiler casings, usually
around the smokestack.
Fines. The smaller particles of a granular material, such as silt and clay in sandy soils or sand in sandy gravel.
Fish hooks. Outer wires of wire rope that have broken so that short ends project from the rope.
Glossary-6
S0300-A8-HBK-010
Flange. The part of a plate or shape bent at right angles to the main part; to bend over to form an angle.
Floodable length. The length of ship that may be flooded without sinking below her safety or margin line. The floodable length of a vessel
varies from point to point throughout her length and is usually greatest amidships and least near the quarter length.
Floor. A vertical transverse plate in the bottom of a ship running from bilge to bilge usually on every frame to deepen it. In wood ships, the
lowest frame timber or the one crossing the keel is called the floor.
Flounder(s) plate. A triangular steel plate to which chain bridle legs are connected, sometimes called a "fish plate."
Forefoot. The lower end of a vessel’s stem which is stepped on the keel.
Fouling. The attachment and growth of marine plants and animals on surfaces of operational importance to man.
Foundation. Structural supports for heavy machinery and equipment. Main foundations support propulsion boilers, main engines or turbines,
and reduction gears; auxiliary foundations support machinery space auxiliaries.
Frame, cant. A frame not square to the centerline at the counter of the ship and connected at the upper end to the cant beams. At the stern
and at wide flaring bows, the inclination of the molded surface to the middle line of the ship may become so great that it is desirable to cant
or incline the frames so that the standing flanges are more normal to the surface.
Freeboard. On a ship, the distance from the waterline to main deck or gunwale; the additional height of a coastal structure above design high
water level to prevent overflow. Also, at a given time, the vertical distance between the water level and the top of the structure.
Freeboard, statutory. The vertical distance between the permissible water line and a margin line established near the freeboard deck.
Freeing port. An opening in the lower portion of a bulwark to allow deck water to drain overboard.
Freshening the nip. Paying out or hauling in a line to move the point of contact with a chock or caprail so as to distribute wear.
Fully-arisen sea. The condition when the fetch length and duration are long enough for a given wind velocity to produce the highest waves
possible. This steady wave state requires a minimum fetch and duration which can be related to the wind velocity at a specific height above
the sea surface.
Fuse pendant. A pendant of wire rope or chain specifically designed to fail at a known tension. May be used to protect the rest of the rigging
arrangement.
Gear. A comprehensive term in general use on shipboard signifying the total of all implements, apparatus, mechanism, machinery, etc.,
appertaining to and employed in the performance of any given operation, as "cleaning gear," "steering gear," "anchor gear," etc.
Girth. Any expanded length, such as the length of a frame from gunwale to gunwale.
Grain cubic. The cubic capacity of a hold when carrying bulk cargo, measured to the shell plating rather than to the inside of the frames or
cargo battens.
Grapnel/grappling hook. An implement having from four to six hooks or prongs, usually four, arranged in a circular manner around one end
of a shank having a ring at its other end, used as an anchor for small boats, for recovering small articles dropped overboard, to hook on to lines,
and for similar purposes.
Groin/groyne. A shore protection structure built (usually perpendicular to the shoreline) to trap littoral drift or retard erosion of the shore.
Glossary-7
S0300-A8-HBK-010
Grommet. A soft ring used under a nut or bolt head to maintain watertightness; a leather, fabric, metal, or plastic reinforcement around an
opening in a sail, tarpaulin, or similar piece of fabric.
Ground tackle. A general term for all anchors, cables, wire ropes, etc., used to moor or anchoring a ship to the bottom.
Gudgeon. Bosses or lugs on sternpost drilled for the pins (pintles) on which the rudder hinges.
Gunwale. The line where a weather deck stringer intersects the shell.
Gypsy head. A cylinder-like fitting on the end of winch or windlass shafts. Fiber line or wire rope is hauled or slacked by winding a few turns
around it, the free end being held taut manually as it rotates.
Hamper, top hamper. Articles of outfit, especially spars, rigging, etc., above the deck, that may become in certain emergencies a source of
danger or inconvenience.
Harbor. Any protected water area affording a place of safety for vessels.
Hardness. Defined in terms of the method of measurement: usually the resistance to indentation, but also the stiffness or temper of wrought
products, or machinability characteristics.
Hatch (hatchway). An opening in a deck through which cargo and stores are loaded or unloaded.
Hatch battens. Flat bars that are wedged against hatch coamings to secure tarpaulins.
Hawsepipe. Heavy castings through which the anchor chain runs from the deck down and forward through the ship’s bow plating; stockless
anchors are usually stowed in the shank in the hawsepipe.
Hawser. A heavy line or wire rope used in warping, towing, and mooring; any line over 5 inches in circumference.
Heel. The corner of an angle, bulb angle or channel. The inclination of a ship to one side.
Holds. Large below deck spaces where cargo is stowed; the lowermost cargo compartments; the lowest deck in combatant ships.
Horsepower, delivered. Horsepower delivered to the propeller, i.e., brake horsepower less losses in reduction gearing and line shafting.
Horsepower, indicated. Theoretical engine horsepower based on cylinder pressures and temperatures, piston stroke, and engine speed, that does
not account for mechanical efficiency.
Intercostal. The term broadly applied, where two members intersect, to the one that is cut; the opposite of continuous; made in separate parts;
between floors, frames or beams, etc.
Glossary-8
S0300-A8-HBK-010
International Great Lakes Datum (IGLD). The common datum used in the Great Lakes area based on mean water level in the St. Lawrence
River at Father Point, Quebec, established in 1955.
Intertidal Zone. The land area that is alternately inundated and uncovered with the tides, usually considered to extend from mean low water
to extreme high tide.
Intrinsically safe. Equipment or devices that do not produce sparks, heat, or provide other ignition source. Primarily applicable to electrical
and communication equipment.
Jetty. On open seacoasts, a structure extending into a body of water, and designed to prevent shoaling of a channel by littoral materials, and
to direct and confine the stream or tidal flow. Jetties are built at the mouth of a river or tidal inlet to help deepen and stabilize a channel.
Joggle. To offset a plate or shape to avoid the use of liners in riveted construction.
Keel blocks. Heavy wood or concrete blocks on which the ship rests during construction or drydocking.
Keelson, side. Fore-and-aft vertical plate member located above the bottom shell on each side of the center vertical keel and some distance
therefrom.
Kjellam grips. A lightweight stopper useful for passing a wire rope where only low tension is exerted on the rope.
Knuckle. A sudden change of curvature; an abrupt change in direction of the plating, frames, keel, deck, or other structure of a vessel.
Lap. The distance that one piece of material is laid over another, the amount of overlap, as in a lapped joint.
Laying off. The development of the lines of ship’s form on the mold-loft floor and making templates therefrom; also called laying down.
Lee. Shelter, or the part or side sheltered or turned away from the wind or waves.
Lightening hole. A hole cut out of a structural member, as in the web, to reduce weight. Lightening holes are located in low stress areas to
minimize loss of strength. Lightening holes are commonly cut in floor plates and longitudinals in double bottoms, where they provide access
as well as reduce weight.
Lighter. A boat used in harbors for transporting merchandise; a full-bodied, heavily built craft, usually not self-propelled, used in bringing
merchandise or cargo alongside or in transferring same from a vessel.
Limber hole. A hole or slot cut into a frame or plate to prevent water from collecting. Most frequently found in floor plates just above the
frame flange or shell plating and near the center line of the ship.
Line shafting. Sections of the main shafting located in the shaft tunnel between the engine room and the after peak bulkhead.
Liner. A flat or tapered strip placed under a plate or shape to bring it in line with another part that it overlaps; a filler.
Glossary-9
S0300-A8-HBK-010
Littoral transport. The movement of sediments (littoral drift) in the littoral zone by waves and currents. Includes movement parallel (longshore
transport) and perpendicular (on-offshore transport) to the shore.
Locking pin. Keeper or device used to hold or maintain a chain stopper, shackle, or other similar devices in a designated position.
Longitudinal direction. The direction in a wrought metal product parallel to direction of working (drawing, extruding, rolling). The fore and
aft direction in a ship.
Low Water Datum (LWD). An approximation to the plane of mean low water that has been adopted as a standard reference plane.
Manhole. A round or oval access hole cut in decks, tanks, boilers, etc.
Margin plate. The outboard strake of the inner bottom. When the margin plate is turned down at the bilge it forms the outboard boundary
of the double bottom, connecting the inner bottom to the shell plating at the bilge.
Mast. A tall vertical or raked structure, normally located on the centerline of a ship and used to carry navigation lights, radio antennae, or cargo
booms.
Mean Sea Level (MSL). The average height of the surface of the sea for all stages of the tide over a 19-year period, usually determined from
hourly height readings. Not necessarily equal to mean tide level.
Messenger. A light line used for hauling over a heavier rope or hawser.
Mooring ring. A round or oval casting inserted in the bulwark plating through which the mooring lines, or hawsers, are passed. A heavy ring
on the top of a mooring buoy.
Mud. A fluid-to-plastic mixture of finely divided particles of solid material and water.
Nearshore (zone). In beach terminology an indefinite zone extending seaward from the shoreline well beyond the breaker zone. It defines the
area of nearshore currents.
Neutral Axis. For a beam in bending, an axis through the centroid of a beam cross section, perpendicular to the plane of the bending moment,
where bending stresses are zero.
Norman pin. A steel rod or post that can be raised or lowered, and which usually is mounted toward the stern of a vessel to limit the sweep
of a hawser across the rear deck.
Offset shackle. A plate shackle used to connect different sized ropes and chains.
Overhang. That portion of a ship’s bow or stern clear of the water which projects beyond the forward or after perpendiculars.
Glossary-10
S0300-A8-HBK-010
Pacific iron. Alternate term for gooseneck (cargo boom fitting, see Figure 7-40)>
Pelican hook. A hook which can be opened while under a strain by knocking away a locking ring or bale which holds it closed; used to provide
an instantaneous release.
Pendant. A length of wire rope, chain, or fiber line used to facilitate connecting longer lengths of the same.
Percolation. The process by which water flows through the interstices of a sediment. In wave phenomena, the process by which wave action
forces water through the interstices of the bottom sediment, tending to reduce wave heights.
Permeability. The characteristics of a material which allow a liquid or gas to pass through.
Pile, sheet. A pile with a generally slender flat cross section to be driven into the ground or seabed and meshed or interlocked with like
members to form a diaphragm, wall, or bulkhead.
Pintles. The pins or bolts that hinge the rudder to the gudgeons on the sternpost or rudder post.
Plating, clinker. Plating laid up so the edges of the plates form lap joints so that one edge of a plate is inside, while the other is outside of
the adjacent strakes.
Plating, flush. Plating laid up so the edges of the plates form butt joints resulting in a flush surface. The connections between the plates are
made by butt welds or by seam and butt straps in riveted construction.
Plating, in and out. Plating laid up with alternate strakes lying outside the adjacent strakes; the plates are connected by lap joints with both
edges of alternate strakes of plating either inside or outside of the adjacent strakes.
Plating, joggled. Plating laid up with the edges of the plates joggled, or offset, to avoid the use of liners between the plating and the framing.
Plunging breaker. A wave breaking on a shore, over a reef, etc., where the crest curls over an air pocket; breaking is usually with a crash.
Smooth splash-up usually follows.
Preventer. Any line, wire, or chain whose general purpose is to act as a safeguard should another tension member be carried away.
Propeller shaft/tail shaft. The short aftermost section of the main shafting to which the propeller is attached.
Pudding. A fiber or fabric filled canvas or leather bag used as chafing gear or a fender to protect such items as a towline or spar.
Rabbet. A groove, depression, or offset in a member into which the end or edge of another member is fitted, generally so that the two surfaces
are flush.
Reeving. The threading of a line or wire through a block, sheave, or other parts of a wire rope system.
Relation coefficient (e). The ratio between the prismatic and water line coefficients. It has a more constant value than the other coefficients
and is of use in the prediction of the water plane coefficient before the lines have been drawn.
Rider plate. A continuous flat plate attached to the top or bottom of a girder.
Glossary-11
S0300-A8-HBK-010
Riding chocks. The chock on deck through which the anchor chain or towing gear passes inboard.
Riprap. A layer, facing, or protective mound of stones randomly placed to prevent erosion, scour, or sloughing of a structure or embankment;
also the stone so used.
Rockered keel. A keel curved so that it is deeper in the midships region than at the ends.
Roll. To impart curvature to a plate. Also the cyclic, reversing transverse inclination of a ship in waves.
Roundings. Condemned rope under 4 inches in diameter, used to wrap around a rope to prevent chafing.
Rudder stock. A vertical rudder shaft that connects to the steering engine.
Salvage towing. Towing undertaken to rescue or save a discarded, wrecked, or damaged ship, or to transport a refloated ship to a safe haven.
Scarf. A connection made between two pieces by tapering their ends so that they fit together in a joint of the same breadth and depth as the
pieces connected. It is used on bar keels, stem and stern frames, and other parts.
Scow. A large, open, usually flat-bottomed boat or barge for transporting sand, gravel, mud, garbage, etc.
Scuppers. Drains from decks to carry off accumulations of rainwater, condensation or seawater. Scuppers are located in the gutters or
waterways, on open decks, and in corners of enclosed decks, and connect to pipes usually leading overboard when fitted below decks.
Scuttle. A small circular or oval opening fitted in decks to provide access. When used as escape scuttles and fitted with dogs that permit quick
opening, they are called quick-acting scuttles. Also, to intentionally open a ship’s hull to the sea to sink it.
Sea chest. A shell opening for supplying seawater to condensers, pumps, etc., and for discharging water from the ship’s water systems to the
sea. It is a box-like structure located in the hull below the waterline and having means for the attachment of the associated piping. Suction
sea chests are fitted with strainers or gratings, and sometimes have a lip that forces water into the sea chest when under way.
Seawall. A structure separating land and water areas, primarily designed to prevent erosion and other damage due to wave action.
Seam. Fore-and-aft joint of shell plating, deck and tank top plating, or a lengthwise edge joint of any plating.
Seam strap. A strip of plate serving as a connecting strap between the butted edges of plating. Strap connections at the ends of plates are
called butt straps.
Section modulus. A geometric property of a beam, indicating its resistance to bending, equal to the moment of inertia of the cross section
divided by the distance from the neutral axis to the outer fibers of the beam, measured in the plane of the bending moment.
Glossary-12
S0300-A8-HBK-010
Seiche. (1) A standing wave oscillation of an enclosed water body that continues after the cessation of the originating force, which may have
been either seismic or atmospheric. (2) An oscillation of a fluid body in response to a disturbing force having the same frequency as the natural
frequency of the fluid system. Tides are seiches induced primarily by the periodic forces caused by the sun and moon. (3) In the Great Lakes
area, any sudden rise in the water of a harbor or a lake whether or not it is oscillatory. Although inaccurate in a strict sense, this usage is well-
established in the Great Lakes area.
Seize. To bind with small stuff, as one rope to another or a rope to a spar.
Shaft tunnel, shaft alley. A watertight enclosure for the propeller shafting large enough to walk in, extending aft from the engine room to
provide access and protection to the shafting.
Shape (structural). A bar of constant cross section such as a channel, T-bar, angle bar, etc., either rolled or extruded; a rolled bar of constant
cross section such as an angle, bulb angle, channel, etc.; to impart curvature to a plate or other member.
Sheers, shear legs. Alternate terms for sheer legs (See Paragraphs 7-6.3 and 7-6.4.3).
Shell landings. Points on the frames where the edges of shell plates are located.
Shell plating. The plates forming the outerside and bottom skin of the hull, sometimes extended to include weather deck plating.
Shifting boards. Portable bulkheads, generally constructed of wood planking and fitted fore and aft in cargo holds when carrying grain or other
cargo that might shift to one side when the ship is rolling in a seaway.
Shift of butts. The arrangement of the butts in structural plating members whereby the butts of adjacent members are located a specified
distance from one another.
Shroud. A fixed wire rope running from a mast to the ship’s side, to provide lateral support to the mast. See also Stays.
Shut bevel. The closing together of the flanges of an angle to less than 90 degrees, the opposite of open bevel. Shut bevel makes riveting
difficult and was avoided on ships of riveted construction; a "turning frame" was arranged about amidships. All frames forward of turning frame
had the shell flanges of the frames on the aft side of the frame station. The aft frames had the shell flanges on the forward side so that they
too "looked in" towards the midship section.
Side plating. Plating above the bilge in the main body of a vessel. Also plating on the sides of deck houses, and the vertical sides of enclosed
plated structures.
Sight edge. The visible edge of shell plating as seen from outside the hull.
Significant wave height. The average height of the one-third highest waves of a given wave group.
Skeg. A deep, vertical, fin-like projection on the bottom of a vessel near the stern, installed to provide directional stability, support the lower
edge of the rudder, support the propeller shaft in single-screw ships, and support the vessel in dry dock.
Skylight. A framework with covers with glass panels fitted over a deck opening to admit light and air to the compartment below.
Sling. A length of chain or rope made fast to an object to be lifted, the other end connected to or laid over the hook of a crane or other lifting
rig; the rods, chains, or ropes attached near the bow and stern of a small boat into which the davit or crane tackle is hooked; the chain or rope
supporting the yard at the masthead.
Slip stopper. A chain stopper hooked or shackled to the deck and fitted with a slip-hook for holding a towline.
Glossary-13
S0300-A8-HBK-010
Sounding tube, sounding pipe. A pipe leading to the bottom of an oil or water tank, used to guide a sounding tape or jointed rod when
measuring the depth of liquid in the tank.
Span. The distance between any two similar members, as the span of the frames. The length of a member between its supports, as the span
of a girder. A rope whose ends are both made fast some distance apart, the bight having attached to it a topping lift, tackle, etc. A line
connecting two davit heads so that when one davit is turned the other follows.
Spanish windlass. A device to exert force in bringing together two parts of a rope, e.g., shortening a pair of parallel lines by twisting them
with a lever inserted between them at a right angle to their axis.
Spectacle frame. A large casting extending outboard from the main hull and furnishing support for the ends of the propeller shafts in a
multiscrew ship. The shell plating (bossing) encloses the shafts and is attached at its after end to the spectacle frame. Used in place of shaft
struts.
Spring, spring line. A mooring or docking line leading at an angle less than 45 degrees with the fore-and-aft lines of the vessel. Used to turn
a vessel or prevent it from moving ahead or astern.
Standing rigging. Fixed rigging, (shrouds, stays, etc.) that support masts and kingposts.
Stays. Fixed wire ropes that run either forward or aft from aloft on a mast to the deck to support the mast, as opposed to shrouds that run in
a generally athwartships direction.
Stealer. A single wide plate that is butt-connected to two narrow plates, usually near the ends of a ship, to reduce the number of strakes of
plating.
Stern, transom. A square-ended stern used to provide additional hull volume and deck space aft and/or to decrease resistance in some high
speed ships.
Sternpost. A vertical part of the stern frame to which the rudder is attached in some types of construction.
Stern rollers. The horizontal and vertical rollers at the very stern of a tug used to lead, capture, and control the tow hawser.
Stern tube. The watertight tube enclosing and supporting the propeller shaft.
Still Water Level (SWL). The elevation that the surface of the water would assume if all wave action were absent.
Stopper. A short length of rope secured at one end and lashed with rolling hitches to a line under tension to stop it from running.
Strap. A ring of wire or line, made by splicing the ends together, used for handling weight, etc.
Stringer bar. The angle connecting the deck plating to the shell plating or to the inside of the frames. The strength deck stringer bar is usually
called the gunwale bar.
Stringer plate. The course of plating that runs along the outboard edge of a deck.
Glossary-14
S0300-A8-HBK-010
Strut. Structural member loaded in tension or compression in line with its longitudinal axis. Outboard column-like or V-arranged supports
for the propeller shaft, used on some ships with more than one propeller instead of bossings. Rarely used on merchant vessels.
Surf zone. The area between the outermost breaker and the limit of wave uprush.
Surge, surge load. A violent or sudden increase in load on a wire, line, winch, etc.
Swell. Wind-generated waves that have traveled out of their generating area. Swells characteristically exhibit a more regular and longer period,
and have flatter crests than waves within their fetch.
Tackle. An arrangement of ropes and blocks to give a mechanical advantage; a purchase; any combination of ropes and blocks that multiplies
power. Also applied to a single whip which does not multiply power but simply changes direction.
Tank, settling. Relatively deep fuel oil tanks where oil is allowed to stand for a few hours until entrained water has settled to the bottom, to
be drained or pumped off.
Tank, trimming. A tank located near the ends of a ship. Seawater (or fuel oil) is carried in such tanks as necessary to change trim.
Tarpaulin. A pliable waterproof cloth cover secured over nonwatertight hatch covers.
Template. Wood or paper full-size patterns to be placed on materials to indicate the size and location of rivet holes, plate edges, etc.; also to
indicate the curvature to which frames, plate or other members are to be bent.
Tidal inlet. A natural inlet maintained by tidal flow. Loosely, any inlet in which the tide ebbs and flows.
Tie plate. A fore-and-aft course of plating attached to deck beams under a wood deck to increase strength.
Tonnage openings. Formerly, nonwatertight openings in the shelter deck and in the ’tween deck bulkheads immediately below in order to
exclude spaces from tonnage measurement and thus obtain reduced gross and net tonnage; also fitted at ends of partial superstructures. The
openings could be closed by nonwatertight wood shifting boards or metal covers meeting the tonnage and load line regulations.
Transom frame. The aftermost transverse side frame, see also beam, transom.
Tripping bracket. Flat bars or plates fitted perpendicular to the webs of girders, stiffeners, or beams to prevent their free flanges from tripping.
Trunk. A vertical or inclined space or passage formed by bulkheads or casings, extending one or more deck heights, around openings in the
decks, through which access can be obtained and cargo, stores, etc., handled, or ventilation provided without disturbing or interfering with the
contents or arrangements of the adjoining spaces.
Turbid. Of a liquid, containing suspended matter that interferes with the passage of light so that visibility through the liquid is restricted.
Two-blocked. When the two blocks of a tackle have been drawn together or tightened.
Ullage. The void above a liquid surface in a tank, and the measurement of this void.
Glossary-15
S0300-A8-HBK-010
Uptake. A metal casing connecting the boiler smoke outlet with the inner smokestack. It conveys the smoke and hot gases from the boiler
to the stack.
Waterway. A narrow gutter along the edge of the deck for drainage.
Wave crest. The highest part of a wave. That part of the wave above still water level.
Wave height. The vertical distance between a crest and the preceding trough.
Wavelength. The horizontal distance between similar points on successive waves measured perpendicularly to the crest.
Wave period. The time for a wave crest to traverse a distance equal to one wavelength, i.e., the time for two successive wave crests to pass
a fixed point.
Wave trough. The lowest part of a wave form between successive crests. That part of a wave below still water level.
Web. The vertical portion of a beam; the athwartship portion of a frame; the portion of a girder between the flanges.
Web frame. A built-up frame consisting of a deep web plate with flanges on its edges, placed several frame spaces apart, with the smaller,
regular frames in between.
Welding. A process used to join metals by the application of heat. Fusion welding, which includes gas, arc, and resistance welding, requires
that the parent metals be melted. In brazing, the joining (brazing) metal is melted but the parent metal(s) are not. In pressure welding joining
is accomplished by the use of heat and pressure without melting. The parts that are being welded are pressed together and heated simultaneously,
so that recrystallization occurs across the interface.
Well. Space in the bottom of a ship to which bilge water drains so that it may be pumped overboard; space between partial superstructures.
Whip. A term loosely applied to any tackle used for hoisting light weights and designates the use to which a tackle is put rather than to the
method of reeving the tackle.
Wildcat. A special type of drum whose faces are so formed to fit the links of a chain of given size.
Winch. An electric, hydraulic, or steam machine aboard ship used for hauling in lines, wire, or chain; a hoisting or pulling machine fitted with
a horizontal single or double drum.
Windlass. An apparatus in which horizontal or vertical drums or gypsies and wildcats are operated by means of an engine or motor for the
purpose of handling heavy anchor chains, hawsers, etc.
Yard tug. A harbor tug used in berthing operations; e.g., YTL, YTM and YTB classes of tugs.
Zig-Zag riveting. Two or more rows of rivets spaced so that the rivets of one row are offset; see also chain riveting.
Glossary-16
S0300-A8-HBK-010
Glossary-17
S0300-A8-HBK-010
Glossary-18
S0300-A8-HBK-010
Glossary-19
S0300-A8-HBK-010
TIGHTNESS ABBREVIATIONS
Joining Processes
Cutting Processes
Glossary-20
S0300-A8-HBK-010
INDEX
Index-1
S0300-A8-HBK-010
Index-2
S0300-A8-HBK-010
Index-3
S0300-A8-HBK-010
Index-4
S0300-A8-HBK-010
DAMAGE
STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-4
TO BEACH GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
TO CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5, 9-6, 9-8, 9-16
. . . . .
TO CHAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . 7-32, 7-33
. . . . .
TO COMPRESSED AIR SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . 8-35, 8-39
. . . . .
TO CRP PROPELLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . 5-31
. . . . .
TO FIBER ROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7-34, 7-36, 7-37
. . . . .
TO PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16, 8-17, 8-19, 8-30, 8-32
TO WIRE ROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8, 7-13 THRU 7-16
Index-5
S0300-A8-HBK-010
DAMAGE (SHIPS)
ENVIRONMENTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4, 3-6, 3-14, 3-18
EXPLOSIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6 THRU 10-9
FROM ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33, 3-36
LOCAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14, 7-63
RESISTANCE TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1, 1-34, 1-59, 1-70, 1-72, 1-74, 1-75, B-47, B-49, B-50, C-1 THRU C-7, C-12 THRU C-15
STRUCTURAL, HULL GIRDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84, 1-109, 2-2, 2-3, 2-12, 2-60 THRU 2-66, 8-44
TO CASUALTIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4, 4-5, 4-7 THRU 4-10, 4-15, 4-16, 4-19, 5-1, 5-18, 6-1, 6-2,
6-4, 6-10, 6-12, 6-13, 8-33, 8-37, 8-40, 8-44, 9-2, B-28
DAMAGE CONTROL (DC) BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11, 1-57, 1-90, B-4
DAMAGE OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63, 2-66
DAMAGED STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1, B-9, C-14, H-1, H-4
DAMAGED STRENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
DATUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7, 4-4, 4-7, 4-8, 5-10, 8-13, D-17, F-28, F-31
DEADRISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4, 1-40, 5-20, 5-22
DEADWEIGHT (ANCHOR)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-1, G-2, G-11 THRU G-15, G-21, G-28
DEADWEIGHT SCALE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-8
DEADWEIGHT (DWT)I . . 1-8, 1-12, B-28, B-30, B-31, B-33, B-34, B-36 THRU B-40, B-42, B-44 THRU B-46, B-48, B-49, B-52, B-54 THRU B-57, C-12
DEADWEIGHT COEFFICIENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
DEADWOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
DECK(S)I . . . . . . . . . . . . . . . . . . . . . . 1-71 THRU 1-75, 2-1 THRU 2-4, 3-5, 4-5, 4-7, 5-28, 6-3, 8-43, B-6, B-14, B-32, B-33, B-35, B-37 THRU B-45, B-51,
B-53 THRU B-57, C-12 THRU C-16, C-20 THRU C-22, F-8, H-1
’TWEEN DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33, 1-57, 1-73, 1-74, 1-100, 9-15, B-8, B-31, B-32, B-39, B-44
CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-36, B-37, B-39, B-44
FITTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5, 5-26, 5-28, 7-36, 7-69 THRU 7-72
STRENGTH DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2, B-21, B-22, B-31, B-53, B-54, B-56, C-20, F-18, F-25
UPPER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-37, C-20 THRU C-22
DEEP TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-64, 8-33, B-32, B-56, B-57, F-14
DEEP WATER WAVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1, 3-3
DEFLECTION . . . . . . . . . . . . . . 1-15, 1-76, 1-95, 1-97, 2-1, 2-3 THRU 2-6, 2-15 THRU 2-33, 2-39, 2-40, 3-13, 4-7, 5-4, 5-7, 5-8, 5-11, 5-13, 5-21, 7-22,
8-2 THRU 8-4, 8-11, B-3, B-41, C-15, F-2, F-7, G-29, G-35
DERRICK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33, 7-59 THRU 7-62, B-11, B-29, B-44
DESIGN CURVES FOR STIFFENED PLATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 THRU 2-12
DESIGN STRESS (SEE ALLOWABLE STRESS)
DESIGN WATERPLANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
DETACHABLE LINKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30, 7-33
DETAILED SURVEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1, 4-3, 4-4, 4-8
DETERIORATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1, 7-14, 7-35, 7-37, 8-1, 9-5, C-15, D-23
DETERMINING CASUALTY MOVEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
DETONATION VELOCITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
DEWATERING . . . . . . . . . . . 1-66, 2-1, 5-21, 6-3, 6-11, 6-13, 8-1, 8-3, 8-13, 8-19 THRU 8-23, 8-28, 8-30, 8-33, 8-35 THRU 8-37, 8-39, 8-42, 9-10, F-26
DI-LOK CHAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18, 7-22 THRU 7-25, 7-32
DIAMETER, EQUIVALENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-20
DIAPHRAGM PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22, 8-23, 8-27
DIESEL ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20, 5-25, 8-17
DILATENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19, 3-32
DIMENSIONS, SHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2, B-19, B-23, B-24, B-31, B-33 THRU B-35, B-38, B-40, B-44, B-46, B-49, B-51 THRU B-56
DIRECT-EMBEDMENT ANCHORS (SEE ANCHORS)
DISPERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19, 3-32
DISPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5, 1-9 THRU 1-15, 1-28, 1-29, 1-36, 1-40, 1-46, 1-50, 1-57, 1-65, 1-106, 5-4, 5-8, 5-29,
6-7, 6-10, 8-43, 8-44, B-2, B-8, B-19, B-23, B-24, B-31, B-33, B-34, B-38,
B-44, B-49, B-52, B-54 THRU B-56, C-2 THRU C-8, C-10, H-3, H-5 THRU H-7, H-9, H-13
DISPLACEMENT AND BUOYANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9 THRU 1-15
DISPLACEMENT AND COEFFICIENTS OF FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
DISPLACEMENT, CHANGE OF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
DISPLACEMENT VOLUME (∇)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9, 1-12, 1-15, 1-19, 1-28, 1-29, 1-47, 1-60, 1-63 THRU 1-65, 6-6, 6-7, 6-9, 6-11
DISTRIBUTED LOADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14, 2-15, 2-30, 2-65, 6-3, 8-1, C-15, F-19
DIVERS, DIVING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11, 4-6 THRU 4-8, 4-10, 4-18, 4-19, 5-32, 5-34, 6-4, 6-13, 7-13, 8-12, 8-40, 8-42
DOCKING STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66, 1-67
DORIS (SEE ANCHORS)
DOUBLE BOTTOM(S)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70, 1-74, 1-75, B-31, B-42 THRU B-44
DOUBLER PLATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62, 2-65, 2-66, 5-28, 7-72
DOWNFLOODING, DOWNFLOODING ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-58, 6-4, C-5, C-9
DRAFT (CARGO LIFT)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15, 9-16
DRAFT (SHIP)I. . . . . 1-2, 1-7, 1-12 THRU 1-14, 1-40, 1-44, 1-51, 1-54 THRU 1-56, 1-65, 1-82, 3-14, 4-15, 5-4 THRU 5-10, 5-12, 5-13, 5-16, 5-17, 6-2,
9-6, 9-7, B-2, B-3, B-5, B-7, B-19, B-23 THRU B-25, B-30, B-31, B-33, B-34, B-38,
B-40, B-44, B-46, B-49, B-51 THRU B-57, C-13, C-14, H-6, H-9, H-13
DRAFTS, DRAFT READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7, 5-8, 5-21, F-2
DRAFTS AFTER A CHANGE IN TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
Index-6
S0300-A8-HBK-010
Index-7
S0300-A8-HBK-010
EXPLOSIVE(S) (CONTINUED)
MULTIPLE CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9, 10-22
OPERATIONAL NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
REDUCING SHOCK WAVE PRESSURE AND IMPULSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11, 10-17, 10-21, 10-22
SETTING ANCHORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
SHAPED CHARGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
SHIP SECTIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
SHOCK FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
SHOCK WAVE EFFECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4, 10-5, 10-7 THRU 10-10, 10-22
TAMPING, STEMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11, 10-21, 10-22
TENSION PULSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3, 10-14, 10-19
TEST SHOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
TIMBER AND PILE CUTTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
EXTERNAL FORCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
EXTERNAL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42, 2-44, 2-45, 8-41
Index-8
S0300-A8-HBK-010
Index-9
S0300-A8-HBK-010
Index-10
S0300-A8-HBK-010
MACHINERY, MACHINERY SPACES . . . . . . . . . . . . . 1-58, 1-71, 1-73 THRU 1-75, 1-78, 1-98 THRU 1-100, 2-3, 3-33, 4-1, 4-4, 4-5, 4-20, 5-22, 5-30, 5-31,
7-71, 8-1, 8-22, 8-33, 8-44, B-1, B-9, B-12 THRU B-14, B-18, B-33,
B-37 THRU B-41, B-43 THRU B-46, B-49, B-52, B-54 THRU B-57, C-4
MAGAZINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5, 7-56
MAIN DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70, 1-72, 1-74, 1-96, 6-3, 9-10, B-14, B-18, B-31, B-35, B-38, B-41
MANHOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3, 8-36, 9-10
MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19, 8-22, 8-27, 9-16
MARGIN PLATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70, 1-73
MAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28, 6-2, 6-13, 7-50 THRU 7-52, 7-60
MEASUREMENT TON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
MECHANICAL ADVANTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26, 5-29, 7-64
MECHANICAL DREDGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33
Index-11
S0300-A8-HBK-010
METACENTER (M)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15, 1-28, 1-32, 1-38, 1-41, 1-51 THRU 1-55, 1-65, 1-67, 5-19, 6-6, 6-7, 6-9, 6-11, 8-1, 8-19, B-7
METACENTRIC HEIGHT (GM)I . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33 THRU 1-39, 1-47, 1-48, 1-51, 1-56, 1-57, 1-66, 1-67, 5-16, 5-19, 5-20, 6-7, 6-9, 6-11,
8-1, B-4, B-7, B-19, B-43, C-1, C-5 THRU C-9, C-11, F-29, H-9, H-13
METACENTRIC RADIUS (BM)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33, 1-34, 1-36, 1-39, 1-41, 1-47, 1-51, 6-5 THRU 6-7, 6-9, 6-11, 6-12, B-2
MIDSHIP PLANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
MIDSHIP SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2, 1-4, 1-6, 1-7, 1-42, 1-47, B-2
MIDSHIP SECTION COEFFICIENT (CM)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6, 1-47, B-51, B-53, B-54, B-56
MIDSHIPS BENDING MOMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-82, C-16
MINIKIN FORMULA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
MINIMUM ACCEPTANCE STRENGTH (WIRE ROPE)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
MINIMUM FREEBOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2, 1-75, B-36, C-1, C-12 THRU C-14
MINIMUM SECTION MODULUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-109, C-16, C-18
MODULUS
BULK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-16, E-3
OF ELASTICITY (YOUNG’S MODULUS)I . . . . . . . . . . . . . . . 2-5, 2-7, 2-12, 2-29 THRU 2-31, 2-37, 2-52, 7-7, 7-8, 7-52, 8-4, 8-9, D-21, E-3, E-16
OF RIGIDITY (SHEAR MODULUS)I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57, 2-58, D-23, E-3
OF RUPTURE (SEE ALSO ULTIMATE STRENGTH)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-23
PLASTIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
SECTION (SEE SECTION MODULUS)
TANGENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-23
MOLDED DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
MOMENT OF TRANSFERENCE (FREE SURFACE)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-61, 1-62, 1-64
MOMENT ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32, D-9
MOMENT CALCULATIONS (NUMERICAL INTEGRATION)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20, 1-23
MOMENT OF INERTIA (I)(SECOND MOMENT OF AREA)I . . . 1-21, 1-22, 1-24, 1-25, 1-28, 1-34, 1-43, 1-47, 1-48, 1-60, 1-78, 1-84, 1-85, 1-94, 1-95, 1-97,
1-108, 2-4, 2-48, 2-52, 6-6, 6-7, 6-9, 6-11, C-15, C-18, C-19, C-22, D-12, D-13, E-5 THRU E-17, H-7
MOMENT TO CHANGE TRIM ONE INCH (MT1)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-43, 1-44, 1-48
MOMENTS AND CENTROIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
MOORFAST (SEE ALSO ANCHORS)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45, G-6, G-8 THRU G-10
MOVEMENT OF LCB AND LCG WITH CHANGE OF TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-45
MOVING STRANDED SHIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
MUD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57, 5-13, 5-16, 5-22, 5-31 THRU 5-33, 6-2, 8-20, 8-21, 9-2, G-2, G-3, G-8, G-10, G-11, G-24, G-28
MUDCAPPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
Index-12
S0300-A8-HBK-010
Index-13
S0300-A8-HBK-010
PROGRAM OF SHIP SALVAGE ENGINEERING (POSSE)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-45, 2-15, 4-9, B-8, C-15
PROHASKA’S METHOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
PROOF STRESS, STRENGTH, TEST, LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18, 7-20, 7-21, 7-23 THRU 7-28, 7-33, D-23
PROPELLANT-EMBEDDED ANCHORS (SEE ALSO ANCHORS)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-17, G-19, G-21, G-22
PROPELLER(S)I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5, 1-73, 1-100, B-12, B-14, B-30, B-52, B-55, B-57, C-3, C-8
PROPERTIES
MECHANICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-20 THRU D-23
OF EXPLOSIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4, 10-24
OF ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33 THRU 3-35
OF LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-3
OF LIQUIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-20
OF MATERIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1 THRU E-3, E-16, E-18 THRU E-20
OF ROCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19, G-34
OF SOIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18 THRU 3-24
OF STRUCTURAL SHAPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-4 THRU E-15, E-17
OF TRIANGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-2, D-3
OF WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1
PHYSICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-47, D-14 THRU D-16
PROPORTIONAL LIMIT, ELASTIC LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22, D-21
PULLING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24 THRU 5-27, 5-29, G-1
PUMP(S)I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-13
AIR LIFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
AXIAL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17, 8-21
BALLAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16, 8-18, 8-23, 8-28 THRU 8-31
CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59, 8-19, B-29
CENTRIFUGAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14, 8-16 THRU 8-19, 8-21, 8-22, 8-26, 8-32
CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17, 8-21, 8-22
EDUCTORS (JET PUMPS)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
INSTALLED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
POSITIVE DISPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17, 8-21
POWER, PRIME MOVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17, 8-28
RECIPROCATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17, 8-21
ROTARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
SALVAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21, 8-22
SLURRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
SUBMERSIBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22, 8-26
SUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14, 8-16, 8-21 THRU 8-23, 8-28
TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16 THRU 8-22
PUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66, 3-38, 8-1, 8-13 THRU 8-32, 9-10
CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27, 9-10, 9-11, 9-16, B-41, B-42, B-49
CAVITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16, 8-19
COMBINED WITH COMPRESSED AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
FLAMMABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
FRICTION, HEAD LOSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
HEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66, 3-38, 8-1, 8-13 THRU 8-32, 9-10
SLURRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24 THRU 8-26, 8-32
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-13, B-14, B-18, B-41, B-49
VISCOSITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23, 8-30
PURCHASE(S)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24, 5-26, 5-27, 5-29, 7-64, 7-66, 7-67
Index-14
S0300-A8-HBK-010
SAFETY FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-95, 4-6, 4-14, 5-29, 7-13, 7-35, 7-54, D-24, G-25
SAG (SAGGING)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-76, 1-77, 1-81, 1-91, 2-3, 5-21, B-3
SALLYING SHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57
SALVAGE CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7, 4-13, 4-18, 4-19, 4-22
SALVAGE DREDGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34
SALVAGE MACHINERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22, 9-1
SALVAGE OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1, 4-2
SALVAGE PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1, 4-3, 4-6, 4-12 THRU 4-14, 9-15
DEVELOPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
ORGANIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
SALVAGE REPORT(S)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12, 4-23, 4-24
SALVAGE SURVEY(S)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3 THRU 4-12
SALVORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-4, F-13
SCANTLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-75, 1-86, 1-96, 9-4, B-6, B-7, B-41, B-43, B-50, C-15, C-16, C-18, C-20
SCOUR (AND SEDIMENTATION)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9, 3-11, 3-16, 4-6, 4-15, 5-18, 5-30, 5-31, 6-2, G-13
SCOUR CURRENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
SCREWS (SEE PROPELLERS)
SEA ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18, 3-33 THRU 3-38
SEAFLOOR BLASTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18 THRU 10-20
SEAFLOOR EFFECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13, 6-2
SEAFLOOR PENETRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
SEAKEEPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-71
SEAKINDLINESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-34, 1-57
SEAWORTHINESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-29, F-30
SECOND MOMENTS OF AREA (SEE MOMENT OF I)
SECTION MODULUS
CHAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
HULL GIRDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-78, 1-84 THRU 1-88, 1-108, 1-109, 2-3, 4-9, C-15, C-16, C-18, C-20 THRU C-22
STIFFENER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
STRUCTURAL SHAPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-5 THRU E-14
TIMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-17
TORSIONAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
SECTION PROPERTY DESIGN RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108
SECTIONAL AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15, 1-19, 1-22, 1-26, 1-28, 1-29, 1-79, 1-82, 3-12, B-2, B-3, C-16, C-20
SEDIMENT OVERBURDEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-20
SENSITIVITY (EXPLOSIVES)I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
SENSITIVITY (SOIL)I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
SHACKLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29, 7-18, 7-30, 7-31, 7-33, 7-36, 7-40 THRU 7-43, 7-45, 7-70, 7-72, G-7
SHAFT ALLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
SHALLOW FOUNDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-14, G-15
SHALLOW WATER WAVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 THRU 3-6, 3-29, 5-18, 6-4
Index-15
S0300-A8-HBK-010
Index-16
S0300-A8-HBK-010
Index-17
S0300-A8-HBK-010
Index-18
S0300-A8-HBK-010
Index-19
S0300-A8-HBK-010
Index-20