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LOWER SIDE
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See also:LOWER See also:SIDE STRINGER the margin See also:plate on each side, are continuous, the transverse frames being fitted between them and attached to them by See also:angle bars. The first and third longitudinals from the See also:middle See also:line are intercostal, being fitted in See also:short pieces between the frames and attached to the 15 in. deep of 33 lb per See also:foot, riveted to the sheel-plating, which, with the channel floors, give very See also:great See also:local support to the bottom. This See also:system of framing extends practically throughout the length of the See also:vessel ; thus the bottom is very strong, and very large See also:ballast tanks are formed, having a capacity of nearly 3000 tons. The upper See also:deck is plated, and the stringers are made specially heavy, to compensate for the strength lost by cutting wide hatchways. Fig. 111 represents a See also:modern See also:British See also:cargo steamer of See also:ordinary construction, of about the same breadth and See also:depth as the See also:American British See also:Lake steamer just described, and it will be interesting to See also:note the See also:differences between the two vessels. These differ- cargo steamer, ences, so far as the outside See also:form is concerned, are chiefly that the British cargo steamer has deck erections, See also:top-sides and a See also:main deck, whereas the Lake steamer has scarcely any deck erections and no topsides, while her hold extends from the top of the inner bottom to the upper deck; they are due to the fact that the latter See also:ship is only required to See also:traverse inland See also:waters, where heavy See also:weather is not met with, whereas the former is an ocean-going vessel, and must be prepared to meet all conditions of See also:wind and See also:sea. As to the differences in the details of construction, they are chiefly that in the American Lake steamer the bottom framing, which is of great depth, consists of deep channel-See also:frame bars, above which the longitudinals are continuous, instead of the usual transverse framing in the British ship, extending between the See also:outer bottom and tank top; and that the margin plate continues the See also:surface of the tank top out to the side, instead of being nearly See also:vertical, as in the British ship. The system adopted in the American steamer conduces to See also:security in See also:case of grounding in the shallow waters through which she has to pass. The See also:general construction of a large passenger vessel is shown by See also:Atlantic fig. 112, which gives a See also:perspective sectional view of the llaer, framing, &c. of the See also:Cunard See also:liner " See also:Campania." The transverse frames and the girders or longitudinals extend in depth from the outer bottom plating to the inner bottom plating. The centre keelson, the second See also:longitudinal from the middle line, and See also:floor-plates by short angle bars. The floor-plates have large holes cut in them to lighten them, and to give See also:access to the different spaces for inspection, See also:painting, &c., and smaller holes for watercourses. From the margin plate the transverse frames consist of stout channel See also:Plan. See also:Elevation stringers, the strength of the frames is continued by gusset plates, as shown. Some further structural arrangements usually adopted in British See also:ships are shown in See also:figs. 113 to 115. Fig. 113, to which reference has already been made, shows in detail the construction of a bulkhead, with the framing in See also:wake of it, and the same details at an ordinary frame; also the stringers, beams, pillars, &c. The bulkhead itself stops at the tank top, being secured to it by See also:double angle bars, and the fl9or immediately beneath it is- made See also:water-tight. It would involve very costly See also:work to make the bulkhead water-tight if the side and See also:bilge stringers were made continuous; these have therefore been cut, and the continuity of the longitudinal strength is maintained, as far as possible, by the large brackets shown in the plan. Besides bulb stiffeners, the bulkhead is provided with built-up vertical stiffeners at AB and a built-up See also:horizontal stiffener at CD. Fig. 114 shows the arrangement for See also:special strengthening at the extreme fore end of a vessel, between the collision bulkhead and the stern, and below the main deck, these consisting chiefly of panting stringers, panting beams and See also:breast See also:hook. Fig. 115 shows the general arrangement of stern framing of a single-See also:screw ship, including the See also:shaft See also:tunnel. A water-tight See also:door, which can be closed when necessary from above the level of the outside water, shuts off communication between the See also:engine-See also:room and tunnel; the form of the stern See also:post and See also:aperture frame casting is shown, with its See also:attachment to the centre keelson and other details. Figs. Additional information and CommentsThere are no comments yet for this article.
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