Muckle's Naval Architecture

464 Pages·1987·6.038 MB·English

by  W. Muckle and D A. Taylor (Auth.)

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Muckle's
Naval Architecture
W. MÜCKLE
MSc, PhD (DUNELM), DSc (N'CLE),
CENG., FRINA, FIMARE
Formerly Professor of Naval Architecture,
University of Newcastle upon Tyne
Revised and updated by
D. A. TAYLOR
MSc, BSc, CEng,, MRINA, MIMARE
Senior Lecturer in Marine Technology,
Hong Kong Polytechnic
BUTTERWORTHS
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First published as Naval Architecture for Marine Engineers, 1975
Reprinted 1978, 1981
Second edition 1987
© Butterworth & Co (Publishers) Ltd, 1987
British Library Cataloguing in Publication Data
Mückle, W.
Muckle's naval architecture for engineers.
2nd ed. (Marine engineering series)
1. Naval architecture 2. Marine
engineering
I. Title II. Taylor, D. A. III. Series
623.8Ί VM145
ISBN 0-408-00334-0
Library of Congress Cataloging-in-Publication Data
Mückle, W. (William)
Muckle's naval architecture.
(Marine engineering series)
Rev. ed. of: Naval architecture for marine engineers. 1975.
Bibiography: p.
Includes index.
I. Naval architecture. I. Taylor, D. Α., M.Sc.
II. Mückle, W. (William). Naval architecture for marine
engineers. III. Title. IV. Title: Naval architecture.
V. Series.
VM156.M78 1987 623.8'1 86-26361
ISBN 0-408-00334-0
Filmset by Katerprint Typesetting Services, Oxford
Printed and bound in Great Britain by Anchor Brendon Ltd, Tiptree, Essex
Preface to second edition
In the ten years since this book was first published, many changes
have taken place. The bulk of the theoretical material, however,
remains as relevant and correct as when it was written.
Any references to Regulations that have changed have been
updated and the section on ship types has been rewritten and
expanded. The work of the International Maritime Organisation has
been described in more detail to reflect the growing importance of this
organization in maritime affairs. Additional examples have been
inserted into a number of chapters and an additional chapter on
Rudders and Control Surfaces has been added.
It is hoped that this book will continue to assist marine engineers,
deck officers and all students of naval architecture in their understan-
ding of the fundamental principles of this subject.
D. A. Taylor
Preface to first edition
The marine engineer who is concerned with the design or operation of
machinery in ships requires some knowledge of certain aspects of
naval architecture and it will be found that naval architecture is
included in most courses leading to a degree or some other qualifica-
tion in marine engineering. The branches of the subject concerned are
mainly resistance, propulsion and vibration and are dealt with in
great detail in specialist books. The present book gives an overall
account of these problems and sufficient theory is developed to enable
the student to grasp fundamental principles.
Whilst resistance, propulsion and vibration are the branches of
naval architecture which are the main interest of the marine engineer
it is desirable that he should have some knowledge of other branches.
Thus, chapters have been included dealing with ship calculations,
stability and trim, ship motions, and structural strength. Brief refer-
ence has also been made to ship design.
The book is intended primarily for marine engineers but it is hoped
that deck officers may find it useful and it should be of value to
students in naval architecture who are studying for degrees or diplo-
mas and who are approaching the subject for the first time. The
practising naval architect should also find the book useful.
Lists of references have been included at the end of some chapters
and these should be of use for further study.
W. Mückle
Acknowledgements
I wish to thank the many firms, organisations and individuals who
have provided me with assistance and material for the updating of this
book.
The following firms have provided information and illustrations of
their products, for which I thank them.
British Hovercraft Corporation Ltd.
British Shipbuilders
Brown Bros, and Co. Ltd.
Howaldtswerke-Deutsche Werft
International Maritime Organisation
IMO News
Marine Engineers Review
The Motor Ship
The Naval Architect
Samsung Heavy Industries Co. Ltd.
Sasebo Heavy Industries Co. Ltd.
J. M. Voith GmbH.
D. A. Taylor
The function of the ship;
I
ship types
The ship is one of the oldest methods of transport and the modern
ship incorporates many developments which have taken place over
hundreds if not thousands of years. The two major developments
which distinguish the present-day ship from that built 150 or more
years ago are the use of steel in place of wood as the material of
construction and the employment of mechanical means of propulsion
instead of sails. Many new problems have of course arisen with the
passage of time in the design of ships; there are, however, many which
are common to ships of all ages. Great developments have taken place
in the practical construction of ships and there has been a parallel
increase in understanding of the factors which go to make a successful
design. The subject of naval architecture is concerned with all these
developments in design and construction and although not an exact
science it is nevertheless a science. In the past few decades knowledge
has expanded very rapidly and naval architecture has divided itself
naturally into a number of branches requiring specialist study. These
different branches will be considered in more detail in later chapters,
but it is fitting to consider here in broad terms the problems which
arise in the design of ships and to describe the requirements which
they must fulfil. Many are common to ships of all types, whether
warships, cargo or passenger ships, or ships designed for some special
purpose. The features of different types of merchant ships will also be
discussed briefly in this chapter.
THE FUNCTION OF THE SHIP
Disregarding ships built for special purposes, merchant ships may be
said to be part of a transport system. Their function is therefore to
transport commodities or people from one place to another. It will be
realised that the ship is only one part of such a system. The overall
problem involves a study of the facilities to be provided at the
terminal ports for loading and discharging cargo, as well as the means
ι
2 THE FUNCTION OF THE SHIP; SHIP TYPES
for collecting cargo at the loading port and for the distribution of the
cargo at the port where it is discharged.
The ship should be capable of carrying out its part in the transport
system as quickly and efficiently as possible, and this is the problem
which the ship designer has to solve. The requirements which the ship
has to fulfil may be stated as follows.
The dimensions of the ship should be such that it provides sufficient
buoyancy to support the load for which it is designed. It will be seen
later how dimensions are fixed to satisfy this requirement. Another
important consideration is that the ship shall be stable in all normal
conditions of loading. This simply means that if the ship is displaced
by some external force from its equilibrium position when floating in
still water, it will return to that position when the force is removed.
The most important problem in this field is that of transverse stability
when the ship rotates about a longitudinal axis. It will be shown that
transverse stability is governed largely by the ratio of breadth to
draught. The ship is also capable of rotating about a transverse axis so
there could be a problem of longitudinal stability. The surface ship is,
however, so much more stable in this direction that it is virtually
impossible to make it unstable. This is not true of a submarine in the
immersed condition, where the stability is the same in both directions.
This is one of the reasons why the longitudinal distribution of loads is
so important in vessels of this type.
When the ship is at sea forces are generated on it due to the waves
through which it is passing and the gravitational forces arising from
the loads which it carries. The ship also has six degrees of freedom,
which all involve accelerations so that dynamic forces are created. All
these forces cause the structure to deform and the ship bends in a
longitudinal vertical plane like a beam. It is necessary, therefore, that
the ship should have some minimum structural strength to resist this
type of bending. In addition to longitudinal bending there are trans-
verse and local deformations of the structure which arise from the
forces imposed upon it. The longitudinal strength of the ship is of
primary importance and will be dealt with in Chapter 7. This aspect
of strength governs to a large extent the ratio of the depth of the ship
to the length.
It was stated earlier that a ship should have sufficient buoyancy to
support the loads which it is intended to carry. Because the ship is
passing through waves when at sea it will more often than not be
pitching and heaving and to enable it to 'rise' to the sea it is necessary
to have some reserve buoyancy above the waterline. The ship must
therefore be designed to have a certain amount of freeboard, i.e. the
top deck should be some distance above the waterline. Freeboard is
THE FUNCTION OF THE SHIP; SHIP TYPES 3
important from several points of view. It increases the range of
stability when the ship is rolling, it helps to prevent water coming on
board and it provides reserve buoyancy which can enable it to float in
the event of damage.
In the foregoing the requirements of the ship to enable it to survive
at sea have been discussed. But it has, of course, to move from one
place to another, so that it is also important that this should be done
with the least expenditure of power. It necessitates that the form of the
ship should be suitably designed and Chapter 8 considers this further.
It may occur that the proportions of the ship which would result in the
least power would not be those which would be acceptable from
consideration of stability, carrying capacity, etc. A compromise has
therefore often to be made between conflicting requirements and this
will be found to be one of the problems always confronting the
designer.
THE LAYOUT OF THE SHIP
The layout of the ship is shown on a plan known as the 'general
arrangement'. It shows the sizes and positions of the various spaces
which are required for the ship to fulfil its duties. Their disposition
will depend very much on the type of ship, but there are certain spaces
which must be provided in all ships.
Assuming that the ship is intended to carry cargo, then spaces
called 'cargo holds' must be provided. They should have sufficient
volume to contain the lightest density cargo which it is expected to
carry. Often cargo ships have two, three, four or more holds, separ-
ated from one another and from other compartments by watertight
bulkheads. Most ships have double bottoms, the inner bottom being
some 1.0-1.2 m above the outer bottom. This inner bottom forms the
lower extremity of the holds, the top of the holds being the lowest deck
in the ship. Some ships have more than one continuous deck extend-
ing all fore and aft, and the spaces between these decks (the 'tween
decks) are also available for the carriage of cargo. These spaces may
be 2.4-3.0 m in height. Access to both holds and 'tween decks has
usually been made through large openings in the decks called hatches.
These access openings have to be closed when the ship is at sea by
means of hatch covers. For many years hatch covers were of wood
supported on steel hatch beams which could be removed easily. The
covers were in sufficiently small pieces to be easily handled and when
in place were covered by tarpaulins and battened down. In recent
years, however, because of the vulnerablity of wooden covers when
4 THE FUNCTION OF THE SHIP; SHIP TYPES
the ship is at sea, steel covers have been developed. They are usually
in sections and because of their weight they require some mechanical
means for opening and closing them.
The rapid loading and unloading of cargo from holds is a factor
which has considerable bearing on the economic efficiency of the ship.
This function has often been performed by derricks attached to the
masts or special derrick posts and operated by winches. These der-
ricks are usually capable of lifting relatively light loads of about 5 t.
Some ships have, however, been fitted with heavy lift derricks where
larger loads have to be catered for.
The time spent in port unloading and loading cargo can be appre-
ciable and has led to the development of other means of loading and
discharging cargoes. Thus, side loading of ships has been developed,
where loading is through doors in the side shell rather than through
hatches. This method is especially suitable for 'tween deck spaces and
permits the use of such devices as fork lift trucks. The use of cranes,
either on shore or on the ship, is another means for loading and
discharging cargo. It will be seen later that the use of containers has
speeded up the turn round of ships in port.
Generally in the dry cargo ship the cargo holds were placed fore
and aft of the machinery space which was situated at or near the
middle of length. Nowadays, however, many such ships have machi-
nery aft with a continuous line of holds from the machinery space to
the forward end of the ship.
Adequate space for the safe and efficient working of the machinery
is necessary. The trend in modern ships is towards smaller machinery
spaces. This is well illustrated by a comparison of the machinery
spaces of existing large liners with those of similar ships in the pre-war
era. In addition to the space allotted to the machinery it is also
necessary to provide space for the carriage of fuel (bunkers). Fuel can
be carried in double bottom tanks or in cross bunkers. In the former
case this otherwise useless space from the point of view of the carriage
of cargo is employed. Cross bunkers reduce the amount of space
which can be devoted to cargo. Sometimes it is possible to make use of
side tanks within the machinery space itself for carrying fuel, thus
saving space outside the machinery compartment.
It is often necessary to adjust the end draughts of a ship so that it
will trim correctly. This is achieved by the use of water ballast. Ballast
tanks are provided in the double bottom and there are deep tanks at
the two ends of the ship, the fore peak and the after peak tanks. The
double bottom is divided up into a number of small tanks, all of which
are provided with pumping arrangements which enable them to be
filled and emptied as desired.
Spaces must also be provided in the ship for machinery which is