General Design of WarshipsE. & F. N. Spon, Limited, 1920 - 306 pages |
Expressions et termes fréquents
amidships ammunition angle armament armor deck axis ballast base line battleships beam bilging block coefficient boat boiler-rooms bulkhead deck bunkers calculated cent center of buoyancy center of gravity coefficient cofferdams construction curve of stability damaged determined displacement double bottom draught effects Empress of Ireland equal equation fitted floodable length flooded compartment formula forward frames free surface freeboard fuel given greater guns heel hence hull inclination increase inertia inner bottom integral curve integraph keel light cruisers machinery main deck main tanks maximum metacentric height method moment of inertia Navy obtained ordinarily ordinate percentage plating position principal dimensions protective deck radius of gyration reserve buoyancy resistance rudder ship side sinkage smaller spaces speed stern subdivision submarine submerged condition torpedo transverse bulkheads trim troop-transports United States Navy vertical vessels volume W₁L₁ warships water-line watertight weight schedule
Fréquemment cités
Page 224 - ... exits to the decks above being provided where necessary. 5. All side scuttles situated below the first deck above the bulkhead deck should be closed up and sealed. Special fan ventilation is to be provided if necessary for the cabins affected. 6. Each suction pipe where it enters the compartment from which it drains should be provided with a screw-down non-return or other suitable valve which can be worked from the bulkhead deck. These valves are to be kept closed except when the pumps are in...
Page 227 - BBj , which is always positive, and the change in metacentric radius, which is always negative and approximately equal to ^ , where i is the moment of inertia of the free surface of...
Page 47 - There are several reasons for this, but perhaps the most important is that USAID, Population Division, has been a leading and early underwriter of international fertility control efforts.
Page 224 - ... possible. 8. Valves on all sanitary discharges at the ship's side should be such as will prevent water passing inboard through them when the vessel has considerable trim or list. These valves should be frequently examined and kept in good order. 9. Any ash or rubbish shoots, etc., having upper ends opening on decks below the bulkhead deck should be provided with watertight covers, and instructions should be issued to ensure that these covers are always in place when the shoots are not in use....
Page 97 - ... speed and range you will be able to attain. I do not know whether I am right about that or not, but I am inclined to think so. The automobile has been in development for 65 or 70 years and there is a certain limit to its speed except for racing purposes now. I mean from the actual utility standpoint there is a limit to the speed at which they can be utilized. I think we are going to reach that point in airplanes some day.
Page 54 - The freeboard in the bow determines practically the speed at which a ship can be driven up against the sea. With a given freeboard, when a certain speed is reached, depending on the state of the sea, on the form of the bow, and various other factors, water will be shipped in such quantities and the resistance to driving will be so much increased that it becomes undesirable or impossible to raise the speed further.
Page 7 - M=e or, since 2 as* is the moment of inertia of the section ab, we have as the expression for the sum of the moments of the internal forces, H being the strain in the remotest fiber, e its distance from the neutral axis, and I the moment of inertia of the cross-section. The line - df denotes the change of length of the fiber ad due to the force H. Hence if E be the coefficient of elasticity...
Page 116 - GO~~v(J obtained by a method similar to that employed in the case of the dimethyl derivative, namely, by treating the product of the action of ^-nitrosodietliylaniline on diphenylcycZopentenone with hydrochloric acid.
Page 88 - X 1.8 = 116.64 32.4 155.52 97.2 x*-8- 272.16 272.16*97.2 = 2. 80 feet, which is the distance of the center of gravity of the trapezoid from the rear face of the wall. The pressure of the earth on the rear wall, as stated above, is very uncertain; a value for it has already been computed (in the example in section 225) as 5,400 pounds. This value is probably excessive, except under the most unfavorable conditions. The point of application of...