Marine Propellers By S.W. Barnaby

About the Book

One of the classics in Naval Architecture, this book is based on a series of Lecture as given by Mr Barnaby to the students of Royal Naval College.

From the Preface to the First Edition:

"

In preparing these lectures for the students of the Royal Naval College, I availed myself of information from various sources.

Now that they are published verbatim in book form, it becomes a duty as well as a pleasure to acknowledge the assistance thus received.

I am indebted first of all — and who that studies the subject of Marine Propulsion is not? — to Professor Rankine. Also to Mr. W. Froude, Mr.Bourne, Mr. White, Professor Osborne Reynolds,
Mr. Sennett, Mr. Maginnis, and Mr. Seaton.

There is, however, much that is new.

The curves in Plate II., which enable the diameter, pitch, and speed of revolution of a screw suitable for any horsepower and any speed to be determined, are now made public for the first time.

For most of the new material, and especially for permission to publish these curves, and the method of producing them, I am indebted to Mr. Thornycroft. It was my privilege to be associated with him in making some 550 experiments with model screws, and a (Considerable portion of these lectures is the result of knowledge thus obtained. "

Here is the link:

http://ia341216.us.archive.org/1/items/marinepropeller01barngoog/marinepropeller01barngoog.pdf

Study of the Literature to Assess the Future of India's Shipbuilding Industry

Study of the Literature to Assess the Future of India's Shipbuilding Industry

By Howard M. Bunch, University of Michigan, 7/6/2003

I. INTRODUCTION

Several industrial sectors within India are at the cutting edge of technology, and world class in their sector capabilities. Sadly, the shipbuilding industry is not one of these sectors at the moment. It is uncompetitive in cost and in delivery time, and most of the major shipyards must be heavily subsidized to remain open. The reason for an investigation of the Indian shipbuilding industry would be to develop a better understanding of why it is so uncompetitive, and to project its future direction.

Many believe that India is on the threshold of establishing a more significant world presence; it has an outstanding system of higher education in technological areas, the population is hardworking, wide use of the English language supports international communication, and the country's location is at the center of major movement in economic and political change. The growing geo-political importance of the country has exacerbated the need for a better understanding of the country's industrial sectors, especially those that have a relationship with defense capabilities.

An overview of the economic history of the nation since Independence in 1947 is first presented. Next, there is a brief discussion of the maritime sector of the economy, followed by an evaluation of the nine major shipyards involved in new ship construction. Finally, conclusions are drawn as to the reasons for the industry's current condition, with projections as to its future.


II. INDIA'S ECONOMIC DEVELOPMENT SINCE INDEPENDENCE ¹

At time of India's independence in 1947, agriculture contributed 70 percent of Gross Domestic Product [GDP], and absorbed 80 percent of the work force. Decades of depressed economic growth had led to a stagnant living standard, intensified by a scale of poverty that reportedly affected 80 percent of the population. The only effective way to reverse this situation appeared to be a transition to an industrial economy, utilizing a "command economy regime."

The process of making the transition to an industrial economy had four major features: [1] emphasis on heavy industry, [2] leadership role of the public sector, [3] self-reliance, and [4] promotion of regional dispersion of growth. Shipbuilding was one of the industrial sectors heavily supported in implementation of this policy during the two decades after Independence, with major investments in public shipyards. [Specific instances are discussed in later sections of this paper.] Shipyards were an integral part of heavy industry; the government actively emplaced and expanded its ownership in shipbuilding operations, and the "local [i.e., India] purchase" of all material and equipment associated with shipyard operations was strongly encouraged.

The command economy regime prevailed, without significant change, for nearly two decades [1947-1965]. Toward the end of the period, major deficiencies had become apparent. The domestic industrial policy framework had created an economic environment in which the entrepreneurs had little motivation to reduce costs and improve quality. The continuing insistence on "Buy India" proved too costly because domestic costs of many products [including ships] were priced well above the international market. Too, quality of Indian products was considered suspect, especially for complicated, technically advanced industrial goods.

About 1965 some changes in the system began to occur, with the most important being the placement of increased emphasis upon the amount and quality of higher technical education and upon the emergence of community schemes for rural development. Public ownership of the industrial system, however, continued to increase, and by the 1980s accounted for 50 percent of total investment in India's economy. Also, the emphasis on local content continued without significant change, even though structural shortcomings of a "Buy India" policy were readily apparent to the nation's leaders.

India achieved a sustained and stable growth rate of about 3.5 percent/annum from Independence to 1980. In the early part of this period, the highest growth rate occurred in heavy industry [because of the focused government support]. Toward the end, however, the greatest increases were in consumer durables. Whatever the product category, the domestic content for India's goods was among the highest in the world [comparable to Soviet Union, China, and other command economy nations].

Major industrial reform was introduced into the nation in 1991. The action was instituted to correct continuing high inflation, high fiscal deficits, and foreign exchange shortages. The causes for the crises were [1] the collapse of the Soviet Union, then India's largest trading partner, and [2] the sudden drying up of both the domestic and West Asian markets due to the Gulf War. As a result, balance of payments for the nation became almost unmanageable. The current account deficit nearly doubled in the last half of the 1980s decade; likewise, the debt service burden rose to nearly 30 percent of export earnings in 1990-91. In mid-1991 the country negotiated a structural adjustment loan with the International Monetary Fund that provided a mechanism for liberalizing and reforming its economic system.

"One of the principle objectives of structural adjustment was the reallocation of resources into the tradable goods sector, especially manufacturing, and raising its growth rate by the removal of anti-export bias through appropriate trade and industrial policy reforms."² This did not happen; in fact, there was a significant decline in the growth rate for almost all categories [intermediate goods was the singular exception].

"A central doctrine of the orthodox reform package is that only the retreat of the state would permit allocative efficiency through appropriate market signals, that in turn would promote improvements in productivity of capital and labor." ³ "In spite of the fall in public investment and expenditure ratios, public sector growth and surplus generation actually improved in the 1990s. . ." ⁴ The opposite effects from what was anticipated seemed to create uncertainty on the part of the state's planners. An example of this effect is seen in the shipbuilding industry: Several government studies had recommended privatizing two of the public shipyards [Hindustan Shipyard and Cochin Shipyard]. However there has been no action to date,⁵ showing uncertainty as to how to interpret the cause/effect relationships between the public sector's role and improvement of the economy.

In spite of the unsettling direction of growth for "rate of goods produced," and the unexpected positive performance of public sector operations, there were two planned events that accelerated India's economic development, as expected. The first was the dramatic inflow of Foreign Direct Investment [FDI] to support capital expansion. FDI investment in 1991 was approximately US$200 million; in 1997 the investment had reached US$ 3.2 billion.⁶ And the annual FDI investment continues to rapidly grow; in 2002 the inflow was reported at US$4.43 billion.⁷ That is a compounded growth in excess of 32 percent/year for the 11-year period: 1991-2002.

The second major trend was the increasing importance of information technology on the nation's development. The growth of this economic sector has been spectacular since 1991. Investment in information technology has been growing at about 50 percent/year.⁸ Equally as important as the primary investment itself, are the other stimuli that information technology brings:

• accelerated, leaner, more standardized business practices,


• increasingly complex transnational business alliances,


• hyper-competitive purchasing, worldwide, and


• soaring international trade in services.

One would expect that these stimuli would result in significant cross-industry technology transfer. However, many industrial sectors [e.g., shipbuilding] do not appear to be participating in information technology enhancement at levels found in other Pacific Rim countries. And, significantly, there has been no apparent indication of any nationally organized effort to change this situation-at least for shipbuilding.

III. INDIA'S MARITIME ECONOMY

Continuing economic development since 1991 has resulted in a more vigorous liberalized economy that is better integrated with the rest of the world. The country's Gross Domestic Product is about US$500 billion, and, if present trends hold, is projected to be the fourth largest economy in the world [after USA, Japan, and China] by the year 2020 [in terms of Purchasing Power Parity].⁹ Consistent with that growth, there must be enormous increases in capacity for India's transportation network. This is especially true of the maritime sector: ports, shipping, shipyards, etc. Ninety-seven percent of the nation's international trade volume is carried by sea. India's location on the Indian Ocean favors maritime communication and trade; it also drives the nation's defense system to direct significant portions of its resources toward naval considerations.

Figure 1 displays India's Maritime Major Assets. As seen, the coastline, which is in excess of 7,500km [about 4,500 miles], affords two-direction access into the nation's interior because of its peninsular configuration.

Click here to see Figure 1. (Source: Roy-Chaudhury, India's Maritime Security, pg 16.)

Both coasts are active. There are three major entry/exit points that focus on energy products on each of the coasts, as seen in Figure 1. The other ports may also handle energy products but focus their attention on dry cargo. In 1998-99 about US$60 billion of cargo was handled at India's major ports, averaging 670 thousand tonnes daily. The Confederation of Indian Industry indicates that export/import activity has continued to rise. Recent data, for example, show an annual [April, 2002-March, 2003] value increase in excess of 16 percent both for exports and for imports.¹⁰

It is obvious to any observer of India's port operations that they are woefully inadequate to meet the current cargo thru put needs. The waiting time for a ship at a typical Indian port is typically DAYS, instead of HOURS or NO DELAY that would likely occur at many major ports of Pacific Rim countries. It was estimated in 1996 that investments of approximately US$3.9 billion would be required to meet port capacity requirements projected for 2005-6.¹¹ [Data were not found that indicated how much has been spent since that report appeared.]

A recent technical paper, prepared at Indian Institute of Technology, Kharagpur, ¹² described an additional aspect of India's maritime infrastructure, when it noted the characteristics of the nation's merchant fleet. The fleet consists of about 500 ships, totaling approximately seven million Gross Registered Tons [GRT]. The fleet's average age is 18 years, and appears to be physically mismatched with the market needs. For example, there is a shortage of container vessels for the current and projected cargo movements via containers. Likewise, there is a shortage of vessels designed for India's short haul routes.¹³

Only about 10 percent of Indian-flag vessels have been built in Indian shipyards, Reasons cited for this low share are: higher costs, and delays in delivery time. It was also pointed out that Indian shipyards have not developed standard designs that give them the ability to quickly respond to customer requirements.¹⁴

The Indian government recognized the need to improve its shipping sector, and in 1998 appointed the Shipping Policy Committee to provide guidance in upgrading the system. In 1999 the committee recommended the industry be recognized as an "Export Industry," which would make it eligible for fiscal and funding benefits, e.g, accelerated depreciation of assets, extending maturity periods of government loans, and reserving certain cargo types for Indian-flag ships.¹⁵

The present Union Party government in 2002 decided to continue India's shipbuilding subsidy policy for another five years, and further expanded it to include support for private shipyards [the former policy only applied to public yards].¹⁶ For the first time, the entire shipbuilding industry has been given subsidy support — a major event in the country's economic policy.

IV. INDIA'S SHIPBUILDING INDUSTRY

There are 28 established shipyards in India involved in new construction and repair. [See Appendix for a listing of these yards.] However, nine yards dominate the system. Seven of these are in the public sector, with the remaining two being privately owned. Four of the public sector yards are under the administrative direction of the Ministry of Transport; the Ministry of Defense administers the remaining three. These nine dominant yards will be briefly described, and are grouped as follows:

Ministry of Transport:

• Cochin Shipyard, Ltd, Cochin


• Hindustan Shipyard, Ltd, Visakhapainam


• Hoogly Dock and Port Engineers, Calcutta


• Central Island Water Transport Calcutta

Ministry of Defense:

• Garden Reach Shipbuilders and Engineers, Calcutta


• Goa Shipyard, Ltd, Goa


• Mazagon Dock, Ltd, Mumbai

Private Yards

• ABG Shipyard Group, facilities at Surat and at Magdala


• Bharati Shipyard, Ltd, Mumbai

India has a history of shipbuilding that stretches back to the Harrapan Civilization [approximately 2500BC]. The "modern era" began with the building of a dry dock at Bombay about 1750; a second was erected in Calcutta about 1780. During the 19th century, the industry was in a period of expansion and prosperity. However, for the last 100 years, the yards have been in a general decline, especially with regard to new construction. At present, the Indian yards build very few vessels for export, and, as noted earlier, supply only about 10 percent of the Indian shipping industry's needs.¹⁷

The Indian yards have not enjoyed any of the effects of the current worldwide, new construction commercial shipbuilding booms. Table 1, shown later, lists the commercial ships [over 1000Dwt] on order as of June, 2003 at Indian shipyards. Note there are only 11 ships in the list, with only one of those [the 29,000dwt Cochin ship] over 20,000Dwt. The listing was culled from a total tabulation of 42 craft, with the omitted all being under 1000dwt in size. The conclusion is that Indian yards' markets are essentially smaller craft, with larger vessels being the exception.

Only three ships and two dredges are on order with the Ministry of Transport's yards; four of which came from India's public sector organizations. Prospects have been somewhat better for the private yards; ABG's current order book consists of five ships over 1000dwt, all for foreign owners. ABG received an order from a Norwegian shipping company in 2001 for a 10,000-ton newsprint carrier. Earlier, an order was received from a German company for four 10,000-ton dry cargo vessels.

TABLE 1. COMMERCIAL SHIPS ON ORDER [over 1000dwt]
AT INDIAN SHIPYARDS, JUNE, 2003

Ship Type	Size [dwt]	Indian Owner	Builder
Tug/Supply	1300	No	ABG Shipyard
Supply Tug	1300	No	"
Tug/Supply	1300	No	"
Tug/Supply	1300	No	"
Support Vessel	1000	No	"
Tanker	1100	Yes	Bright Engineers
Tanker	1200	Yes	Central Island
Dredge	2664	Yes	Cochin Shipyard
Cargo	29000	No	"
Passenger/Cargo	1560	Yes	Hindustan Shipyard
Dredge	1050	Yes	"

Source: Fairplay Solutions, June 2003

Things have been better for ship repair. It is estimated that the industry's repair activity is about $200 million/year; there is optimism that activities will further improve because of stricter norms and regulations being imposed on the ship operators. Indian shipyards have a competitive advantage resulting from low labor costs, availability of a trained and skilled labor force, and proximity to international shipping lanes.

In spite of the positive note just expressed, many feel that the ship repair industry is in a dismal state for the following reasons¹⁸:

• lack of new investments in machinery and equipment,


• deterioration of existing machinery and equipment,


• use of obsolete methods and systems,


• lack of suitable training for upgradation of skills,


• life emphasis on professional management techniques,


• supply bottlenecks for raw materials and spares,


• over dependence on public sector,


• cumbersome government procedures, and


• extremely low labor productivity.

The above criticisms, though expressed relative to ship repair, apply equally to new ship construction operations in the yards, especially those under the administrative control of the Ministry of Transport Yards under the direction of Ministry of Defense appear to be receiving much greater funding support, and their plants are in better condition.

As mentioned earlier, there are three shipyards administered by Ministry of Defense: Garden Reach Shipbuilders, Goa Shipyard, and Mazagon Docks. The Garden Reach yard is primarily engaged in repair and engineering activities, such as the manufacture of compressors, pumps, generators, and diesel engines. About two-thirds of its production is for the civil sector. Goa Shipyards was acquired in 1964, and is a subsidiary of Mazagon Docks. It specializes in ship repair and engineering work. Mazagon Docks was acquired in 1960 and is India's major shipyard, capable of building frigates, submarines, cargo and passenger ships. About 60 percent of Mazagon's operations are directed toward the commercial sector.¹⁹ The three yards are in process of forming a consortium of Indian Defense Shipyards to market military products, including ships, into the international market. The consortium will be managed by M/S RITES, Ltd, a New Delhi consulting organization.²⁰

It was earlier mentioned that the government agreed, in 1998, to provide additional funds to the public yards to make them more competitive in the international market. A subsidy of 30 percent was instituted to support construction of ocean going vessels, and was applied to both domestic orders and foreign deliveries. The subsidy was to be available for a five-year period, and has been extended for another five years. It will now also include private yards in its subsidy support.²¹

The perception is that the shipbuilding industry has suffered from an extensive public ownership, and the government would like to change its position by reducing that ownership.²² However, it recognized the importance of first securing economic stability, and therefore implemented the subsidy program, described in the preceding paragraph. The subsidy program has been complemented with a financing guarantee program for 80 percent of a ship's cost. Import duties are being reduced on equipment and spare parts; however, the system still favors Indian manufacturers. The regulations also make it difficult to freely move spare parts into [and out of] the country.

The literature suggests that labor legislation has created significant barriers for making the shipyards more efficient. It is almost impossible to shed jobs and to rationalize work standards and processes. The result is a bloated employee count that continues to grow in spite of low output. The private shipyards are reportedly dealing with the problem by heavy use of subcontractors.

The use of the tenders system is dominant in India, and all purchases by the government are by this process. This fact is of importance when discussing India's shipbuilding industry because a majority of the major yards are under government control. The results are market distortions within the industry. First, the government has built-in preferences for working with Indian suppliers. Second, low-bid selection dominates the process, and little consideration is given for previous performance or experience. Finally, personal contact and political muscle are great advantages, and corruption is reportedly widespread.²³

V. THE NINE MAJOR YARDS
A. Cochin Shipyard^{24 25}
Cochin Shipyard, Ltd
Cochin 682015, India
Tel: 91-484-361181, 361165; Fax: 91-484-373902
E-mail: info@cochinshipyard.com
Rear Admiral R. Wig, Chairman and Managing Director

Cochin is one of the largest shipyards in India, and is the only yard capable of building ships up to about 125,000dwt. It was established in 1972 under technical collaboration with Mitsubishi Heavy Industries of Japan. The yard has the distinction of having the International Standards Organization [ISO] 9001 certification for shipbuilding, ship repair, and marine engineering training.

The shipyard is located on 190 acres, and is configured with two docks and three quays. The new construction dock is 255m long by 43m wide. The repair dock is 270m long by 45m wide. The facility has the largest hull fabrication shop in India; it covers over 300,000 square feet of area.

The company has consistently shown a profit. In the latest reporting year [2000], there was a net income [including subsidy] of US$9.5 million.

B. Hindustan Shipyard
Hindustan Shipyard, Ltd
Gandhigram, Vishakhapatnam 530005, India
Tel: 91 891 530 005
Fax: 91 891 577 502
E-mail: hsl02@itpvis.ap.nic.in
D. K. Varma, Chairman and Managing Director

The Hindustan Shipyard was established in 1941. The government took over operation of the facility in 1952, and acquired ownership in 1962. The facility was the first yard in India to be awarded ISO 9001 certification for quality assurance. The shipyard has a workforce of about 5000 that are capable of processing about 1600-1700 tons of steel/month. [By contrast, Avondale Shipyards, New Orleans, LA, employs about 6000 workers, and can process over 5000 tons of steel/month.] The main features of the yard are:

• three slipways of 30,000dwt capacity, each


• building dock of 80,000dwt capacity


• outfit jetty and ship quay of 457 meters length


• a two-berth wet basin

The yard has constructed a full range of commercial vessels from oil tankers to passenger vessels, off shore supply vessels, and drilling platforms. Additionally, it has manufactured railway bridge girders, and structural materials for industrial plants.

The yard has continued to be unprofitable for a number of years, with recent losses of Rs 62.19 crore²⁶ [US$13.3million] in 1997-98, Rs 29.67crore [US$ 6.3 million] in 1998-99, Rs 31,6 crore [US$6.8 Million] in 1999-2000, and Rs 38.89 crore {US$8.3 million] in 2000-01. The accumulated loss sustained by the government in its ownership of Hindustan Shipyard is approximated at Rs 1,071 crore [US$230 million]. In a report prepared for the Indian Ministry of Shipping in 2001, the following statement was made: ". . .Given the location of the yard [Vishakhapatnam] and the facilities for ship building and ship repairs that it has acquired with substantial government support, efforts should be made to secure a strategic partner for the company and disinvest GOI [Government of India] holdings."²⁷

C. Hooghly Dock and Port Engineers
Hoogly Dock and Port Engineers
Martin Burn House, 2nd Floor, 01RN
Mukherjee Road, Calcutta 700001, India
Tel: 91 33 243 0417
Tlx: 021 5519 HDSLIN
E-mail: hdpeltd@cal2.vsnl.net.in
M. M. Kuila, Chairman/Managing Director

Hooghly Dock and Port Engineers is one of the oldest shipyards in India and has two production units: the Salkia Works and the Nazirgunge Works. Both operations have facilities for ship repairs and for new construction. The installed capacity in shipbuilding is 1100 tons/annum, and in ship repairs about 125 ships/annum. In 2001 the yard's management decided to increase emphasis on ship repairs, and revamped a repair unit at Kiddeport, near the Kolkata Dock System.

The operation has consistently suffered losses due to old and dilapidated machinery, low productivity, and shortage of building space and working capital. The government has been giving assistance for modernization of the two new construction units. During the last five years, a total of Rs 21.42 crores [US$ 4.6 million] has been infused into the facilities. In addition, there have been funds put forth to covers salaries and wages of employees. In spite of the infusions, the company has continued to lose money, with accumulated losses being Rs 167.07 crores [US $ 35.8 million] through March 31, 2000. The net worth of the company has been negative for over 10 years. The company has valuable land around Calcutta, and it has been recommended that the operation be closed, and the real estate sold.²⁸

D. Central Island [Rajabagan] Dockyard²⁹
Central Island Water Transport Corporation
4, Farlie Place, Calcutta 700001, India
Tel: 91 33 2200718
Fax: 91 33 4796962
E-mail: ciwtc@cal-3vsnl.net.in
S. C. Dua, Chairman and Managing Director

The Central Island [Rajabagan] Dockyard is situated about three miles downstream [on the Hooghly River] of the Calcutta Dock System. The facility has three dry docks for construction and repair of small- and medium-size vessels. The operation has integrated facilities for hull fabrication, casting operations, machining, repair, and outfitting of machinery and equipment. There are about 1700 employees.

The yard was established in 1972, and consistently turns a small profit from its operations. In 2000, the net income, which was largely from ship repair, was Rs 39 crore [US$ 8.3 million]. It has been recommended that the operation be privatized as quickly as possible, there being no strategic or commercial rationale for public ownership.

E. Garden Reach Shipbuilders and Engineers³⁰
43/46 Garden Reach Road, Calcutta 700 024, India
Tel: 91 33 4698132
Fax: 91 33 4698150
Rear Admiral Vohra, Chairman and Managing Director

The company was originally organized in 1884 as a small factory on the Hooghly River, near Calcutta. It was taken over by the government in 1960. The enterprise was gradually expanded and modernized to meet growing maritime needs — especially those of the India Navy and Coast Guard.

The company has six facilities in and around Calcutta, and one operation in Bihar. Most of the facilities are ISO 9000 qualified. There is a 160-meter dry dock for new construction and repair. The dock can handle ships up to 26,000dwt. In addition to the dry dock Garden Reach has another building berth [162m x25m] and two slipways [90m x 77m and 55m x 44m] with supporting cranes. There is a repair and overhaul shop for overhauling medium- and slow-speed diesel engines.

There are approximately 9,000 employees in the total Garden Reach operation, making it one of the two largest shipyard employers in the country. As mentioned earlier, the yard is under the administrative control of Ministry of Defense. It has consistently shown an after-tax profit over the years. In 2001-02, its latest reporting year, the net profit was Rs 15.93 crore [US$ 3.4 million]. That number is slightly below the average for the annual profits reported through the previous decade.

According to JANE'S³¹ there are two naval vessels currently under construction at Garden Reach. The first is BETWA, a 5000-tonne frigate with steam turbines, scheduled for commissioning in 2003. The second is KARMUKH, a 1350-tonne corvette, also scheduled for commissioning in 2003.

F. Goa Shipyard, LTD³²
Vasco-da-Gama, Goa 403 802, India
Tel: 91 834 512152
Fax: 91 834 513260
Rear Admiral Sampath Pillal, Chairman and Managing Director

The Goa Shipyard [GSL] was established in 1957 as a small barge-building yard. Today it is a completely integrated facility and participates in the design, development, construction, and commissioning of a complete range of commercial and military ships. It is also engaged in repair and modernization. Its workforce is about 2150 persons. The yard is publicly owned, and under the administrative control of Ministry of Defense.

GSL has three large self-supporting all-weather building bays. The largest of the three can accept a hull of 105m x 12m x 8.5m, and a maximum weight at launch of 1000tons. There are also four slipways with the largest capable of launching a ship of 2500 tons. There is an outfitting jetty with a length of 180meters. The yard has a shipbuilding capacity for producing 5.25 ships/year; however, utilization has consistently been well under that number.

In the latest reporting year [2000-01], total revenue was Rs 190 crore [US $40.7 million]. Net profit, after tax, was Rs 4.9 crore [US$ 1.05 million], which was a slight improvement from the preceding year. At the beginning of the 2001-02 year, work was underway on an advanced offshore patrol vessel, a hydrographic survey ship, a missile craft, a damage control simulator, and three fast patrol vessels. Total backlog was Rs 463 crore [US$ 99.1 million].

G. Mazagon Dock Limited
Dockyard Road, Mazagon, Bombay 400
010, India
Tel: 91 22 860561 Fax: 91 22 866237
E-mail: mdimktg@bol.net.in
Rear Admiral D. V. Taneja, Director, Shipbuilding

Mazagon Dock [MDL] is the largest shipyard in India, employing over 10,000 workers. The yard has designed and constructed surface combatants [6700ton destroyers], submarines, cargo vessels, tankers, tugs, dredges, and offshore structures. The yard has ISO 9001 accreditation.

MDL has the skills to implement CAD/CAM/CIM using the latest design software, operating from a number of workstations. There is an impounded wet basin with dimensions of 274m x 26.2m x 9.14m. Additionally, there are three slipways, with two capable of handling ships up to 27,000dwt, and the third having a capacity of 16,000dwt. Steel fabrication facilities include 600-ton rolls, latest technology welding systems, and bending and shaping machines. In addition, MDL is authorized to use the facilities at Mumbai Port Trust. These facilities include a 305m dry-dock, and a 152m dry-dock.

An indication of the capabilities of the yard is evidenced by the fact that the Indian Navy has designated it as the facility to build two attack submarines that would be delivered by 2005.³³

The yard is under the administrative direction of the Ministry of Defense. No financial numbers relating to MDL's operation were found during the literature search.

H. ABG Shipyard Group [includes a yard at Surat and at Magdala]
ABG Shipyard Group
5th Floor, Bhupati Chambers
13 Mathew Road, Opera House
Mumbai 400 004
Tel: 022 363 5253 Fax: 022 364 9236
E-mail: abgshpyd@gia-sm01.vsnl.net.in
Mr. R. Nakra, Managing Director

ABG is the largest privately owned shipyard in India, and is considered the most efficient. Its annual sales/employee monetary statistic is about Rs 750,000 [apx US$16,150], a number much better than that at any other yard in the country.³⁴ [As a comparison, the average revenue per employee in the U.S. shipbuilding industry is about $115,000.]

The company has two docks at its disposal. One is a graving facility located at the ABG yard in Surat, the second is a ship-lift located at the Magdala operation. [The Magdala yard may not still be in operation.]

I. Bharati Shipyard, Ltd³⁵
Bharati Shipyard Ltd
Combay Mutual Building
Sir PM Road, Mumbai 400 001 India
Tel: 91-22-2661194; Fax 91 22 2660601
E-mail: bharati@bom5.vsnl.net.in
Mr. V. Kumar, Director, or Mr. P.C. Kapoor, Director

Bharati Shipyard is one of the two leading shipyards in the private sector. It is engaged in the design and construction of sea and coastal craft up to a maximum of approximately 25 meters in length. The wet basin is reported to have a capability of accommodating up to eight vessels simultaneously.

The yard has three slipways, with a 58 meter span gantry crane. The yard also has a full-fledged design organization that performs its own designs, and also offers its capabilities to other organizations.

One of its major products is tugs; over 40 have been delivered in the last few years. One was the largest built in India.

VI. CONCLUSIONS OF THE LITERATURE INVESTIGATION

It is universally acknowledged that India's shipyards are not internationally competitive on any reasonably applied measure. An Indian maritime consulting organization cited the following as the reasons for this condition,³⁶ and it is concluded they are appropriate:

• lack of new investments in machinery and equipment,


• deterioration of existing machinery and equipment,


• use of obsolete methods and systems,


• lack of suitable training for upgradation of skills,


• life emphasis on professional management techniques,


• supply bottlenecks for raw materials and spares,


• over dependence on public sector,


• cumbersome government procedures, and


• extremely low labor productivity.

It appears that the Indian government recognizes this situation, and also recognizes the strategic importance of making improvements. This is a positive sign. There is still confusion [both in the government and in industry] however, as to the best ways to plan for, and effect, the needed changes. The standard litany for improvement for the past decade has been to reduce public ownership, with the common belief that the private sector could improve the efficiency of any operation. But statistics seem to indicate that the solution is not that simplistic in India, and that there are other approaches that should also be considered.

The original purpose of this study was to examine the paradox that exists in India in which some specific sectors, especially information technology, have become world-class in their competitive structure, while others, like shipbuilding, have languished. One of the conclusions is that India has generally ignored this paradox, and has made no focused effort to transfer its information technology into the lagging sectors. Evidently the country's planners decided that available [and limited] resources, when applied, could produce more marginal benefits to the nation by being expended in the information technology sector than in the less competitive industries.

Importantly, however, India has been taking onboard the concepts of an internationally minded, global society — especially since 1991 — and is transforming itself into a strong player on the world stage.³⁷ It is expected that the government will accelerate its support of the lagging industrial sectors because of their critical importance to the nation's long-term, overall prosperity. The maritime industry will be at the forefront of that acceleration to assure the emplacement of the necessary transportation infrastructure needed for India's global society transformation, and future economic growth. The specifics of the maritime sector's support will include [1] acceleration of the transfer of information technology into shipping and shipbuilding activities, [2] action to reduce the negative effects of laws and governmental processes on industrial efficiency, [3] major investment in supporting public infrastructure, and [4] increased emphasis on education programs associated with shipping, ship acquisition dynamics [including both the commercial and military sectors], and ship design/production integration.

India's shipbuilding industry will reduce some of its competitive disadvantage by 2010, but complete elimination of that gap will probably take 20-25 years [or longer],³⁸ and must be accompanied by transformation of the sector's operating structure, physical facilities, the supply base, and the supporting education system.

Prepared by:
Howard M. Bunch, Emeritus Professor
Department of Naval Architecture and Marine Engineering
University of Michigan
Retirement Address:
1121 West Avenue D
San Angelo, TX 76901 USA
Tel: +1-325-482-8585 Fax: +1-325-944-0994
e-mail: hbunch@umich.edu

____________________________________
1 All India Management Association, Indian Business: Strategies for Competitiveness, 1st Edition, 1999. Amexcel Publishers, Ltd., New Delhi, ISBN: 81-7446-158-2. This book was the singular reference for the entire section. Where specific quotations occur, they are independently cited by page number.

2 Ibid., pg 22-23.

3 Ibid, pg 24.

4 Ibid, pg 25.

5 E-mail correspondence, Govardhana Rangan, Dow Jones India Representative, 4June03.

6 Ibid, pg 26-27.

7 Press Trust of India, New Delhi. February 11, 2003.

8 Op Cit, All India Management Association, pg 129.

9 Roy-Chaudhury, India's Maritime Security, Institute for Defence Studies and Analysis, New Delhi. 2000. 208pp. ISBN 81 86019-29-4.

10 "State of the Economy for Quarter Ending March 2003,: Confederation of Indian Industry, New Delhi.

11 "The India Infrastructure Report: Policy Imperatives for Growth and Welfare" [1996]

12 "Misra, S.C., O.E. Sha, and R.E. Gokarn, "Modularized Ship Designs for Competitive Construction in India," Transactions, Vol 110, 2002, SNAME, pgs 279-299. ISBN 0-939773-38-4. [This paper shows an awareness of the importance of standardization and modularization of ship design as an important first step in becoming internationally competitive. It also reveals some of the infrastructure problems facing the shipbuilding industry if it is to change. The absolute need to address questions of manufacturing optimization in PARALLEL with questions of design is ignored; indeed, the text seems to indicate that manufacturing questions are only formerly addressed at the end of the design process. [see Figure 2 in the manuscript]. Other comments in the manuscript confirm the relegation of production optimization questions to the contract design phase, or later.].

13 Ibid.

14 Ibid.

15 M. Ramachandran, "India's Shipping Industry, Critical Issues," Yojana, January, 1999, pg 18.

16 P. Manoj, "Modified subsidy policy to cover private shipyards," Financial Daily Business Line, Sept 19, 2002.

17 cf ante, Misra, S.C., et al., pg 5.

18 Report of 'i-maritime Consultancy', an undated web page document believed to have been prepared in 2001. [http://www.imaritime.com/shipyard/repair/default.htm].

19 GLOBAL ARMS TRADE, " Chapter 10: The Defense Industry of India," undated [estimated as about 1992 from the dates of the references therein]

20 Goa Shipbuilders, Ltd Directors Report, 2000-01, pg 3 [http://www.goashipyard.co.in/html/directors_report.htm]

21 cf ante, P. Manoj, Financial Daily Business Line.

22 It must be stated, however, that the reduction of its involvement has been confined to reducing its subsidy support. Privatization of two shipyards, though approved several years ago, have not moved beyond the planning stage.

23 "Finding Market Opportunities in India, Part II," Norwegian University of Science and Technology, undated [estimated as 2000, on basis of reference dates], [http://www.stud.ntnu.no.studorg/ib/India/Shipbuilding.htm]

24 Cochin Shipyard Annual Report, 1999

25 http://www.cochinshipyard.com

26 A "crore" is 10 million Rupees [Rs], and is the equivalent of approximately US$ 214,000.

27 "Rationalization of the Functions, Activities, and Structure of the Ministry of Shipping, 2001," pg 11 [http://expenditurereforms.nic.in/VSexpenditurereforms/shipp9.pdf]

28 OpCit, pg 13.

29 http://www.ciwtc.com/rajabagan.html

30 http://www.grse.nic.in/vsgrse/

31 Jane's Naval Construction and Retrofit Markets, November, 1999.

32 http://www.goashipyard.co.in/

33 "Jane's Defense Weekly," 30 Apr 97.

34 N. Sharma, "MoST draws up revamp plan for HDPE," India Express, 1/22/98

35 http://www.indian-ocean.org/ind_doc/services/15a.htm

36 Cf ante, page 6.

37 Refer to the book, The Tipping Point, by Malcolm Gladwell [Little Brown and Company, New York, 2000. ISBN: 0-316-31696-2] for an expanded discussion of the accelerated growth rate that suddenly occurs in a society when a critical point is reached. It is believed that tipping point has occurred in India relative to its transformation into a global society.

38 The amount of time to make a competitive transformation should not be surprising. Both Japan and Korea required over 20 years to achieve a dominant market share in commercial ship deliveries. And both countries made very large, focused commitments to the effort. In each of those instances, the governments essentially decreed [by law, administrative edict, sector protection and MASSIVE financial investment] that the industry would succeed. And both did. Japan went from about three percent penetration in 1950 to over 50 percent share in 1970, and Korea went from zero penetration in 1975 to about 40 percent market share in 1999.

VII. APPENDIX: LISTING OF INDIAN SHIPYARDS
[source: http://www.projectsmonitor.com/detailnews.asp?nswsid=5320]

There are 28 shipyards in the country. These include 7 in the Central public sector, 2 under state governments and 19 in the private sector.

The Public Sector yards are: Hindustan Shipyard Ltd, Visakhapatnam; Cochin Shipyard Ltd, Kochi; Hooghly Dock & Port Engineers Ltd, Kolkata; Central Inland Water Transport Corporation, Kolkata; Mazagon Dock Ltd, Mumbai; Garden Reach Shipbuilders & Engineers Ltd, Kolkata; and, Goa Shipyard Ltd, Goa. The two shipyards under the state governments are: Alcock & Ashdown Co. Ltd, Gujarat, and The Shalimar Works Ltd, Kolkata.

Project Monitor lists these and other shipbuilding units.

ABG Shipyard
Activity: Shipbuilding and structural fabrication.
Bhupati Chambers,
5th Floor, 13 Mathew Road,
Mumbai-400004.
Tel: 22-3635253;
Fax: 22-3649236;
E-mail: abgshpyd@gia-sm01.vsnl.net.in

Aggarwal Shipping Group
Activity: Purchase and sale of demolition vessels.
334, Madhav Darshan,
Waghawadi Road,
Bhavnagar, Gujarat-364001.
Tel: 278-525712-14;
Fax: 278-431368 & 411198;
E-mail: sanjay@agrawalship.com

Alang Marine
Activity: Shipbuilding and repairs.
Gitanjali Complex,
2nd Floor, Mangalsinhji Road,
Bhavanagar, Gujarat-364002.
Tel: 0278-22887/889;
Fax: 0278-28809

Alcock Ashdown (Gujarat)
Activity: Inland, sea-going and harbour craft.
Old Port, Post Box No.28,
Bhavnagar, Gujarat-364001.
Tel: 0278-426305/26;
Fax: 0278-428342

Anvin Fibre Glass
Activity: Speed boats, pedal boats, rowing boats, kayaks etc.
Kettezhethu Kadavu,
Maradu, Kerala-682304.
Telefax: 484-301107;
Mobile: 98470-35907;
E-mail: anvinfibre@satyam.net.in

Arcadia Shipping
Activity: Vessels and barges.
222 Tulsiani Chambers,
Nariman Point, Mumbai-400021.
Tel: 22-2831540/49;
Fax: 22-2872664;
E-mail: jesi@arcadiashipping.com

Ashit Shipping Services
Activity: Barge operations.
1st Floor, Ashish Jyot,
Sanskar Mandal, Bhavnagar,
Gujarat-364002.
Tel: 278-564052-53, 563105 & 565494; Fax: 278-564051;
E-mail: mailbox@ashitshipping.com

Athreya Shipping
Activity: Shipbuilders.
204, Damodar Chambers,
Opp. Syndicate Bank,
Vasco Da Gama, Goa-403107.
Tel: 834-513032;Fax: 834-511596;
E-mail: atreya_shipping@theoffice.net

B. Ahmed Hajee Mohiudeen & Sons
Activity: Shipbuilding.
Thumbay, Mangalore-574170.
Tel: 08255-22755/355; Fax: 08255-22255;
E-mail: bawood@vsnl.com

Bharati Shipyard
Activity: Tugs, ferries, fishing vessels, barges etc.
Bombay Mutual Building,
Sir P.M. Road,
Mumbai-400001.
Tel: 22-2661194/4178;
Fax: 22-2660601;
E-mail: bharati@bom5. vsnl.net.in

Bombay Boat Builders & Co.
Activity: Crafts, inflatables and marine engineering items.
Plot No.A-2 1231,
GIDC, Sarigam, Gujarat.
Tel: 83279

Butt's Clermont Houseboats
Activity: Supplier of houseboats.
A-2 South Extension,
Part-II, New Delhi-110049.
Tel: 11-6255383/9215;
Fax: 11-6254438;
E-mail: bashirb@hotmail.com

Central Inland Water Transport Corporation
Activity: Inland water vessels at Rajabagan Dockyard.
4, Fairlie Place,
Kolkata-700001.
Tel: 33-2202321 (4 lines);
Fax: 33-2205364;
E-mail: ciwtc@cal-3vsnl.net.in

Chowgule & Company
Activity: Ore carrying barges, grab and suction dredgers, deep-sea fishing trawlers, hopper barges etc.
Loutolim Yard,
Near Borim Bridge,
Loutolim, Goa-403718.
Tel: 832-777639;
Fax: 832-777046;
E-mail: cclsbd@goatelecom.com

Cochin Shipyard
Activity: Leading shipyard.
The Public Relation Officer,
The Cochin Shipyard Ltd,
Kochi-682015.
Tel: 484-361181/366340;
Fax: 484-370897;
E-mail: info@cochinshipyard.com

Dempo Ship Building and Engineering
Activity: Ship designing from concept to commissioning.
Dempo House,
Campal, Panaji, Goa-403001.
Tel: 832-226281;
Fax: 832-225098;
E-mail: dsel@dempos.com

Garden Reach Shipbuilders & Engineers
Activity: Modern warships, commercial vessels, small harbour crafts, and fast and powerful patrol vessels.
43/46, Garden Reach Road,
Kolkata-700024.
Tel: 33-4698100 to 8113;
Fax: 33-4698150

Goa Shipyard
Activity: Shipbuilders and repairs.
Vasco-Da-Gama,
Goa-403802.
Tel: 832-512152 (5 lines), 513954 & 512359;Fax: 832-513870 & 513943

Goodwill Engineering Works
Activity: Boat building.
73, Casa Major Road,
Egmore, Chennai-600008. Tel: 44-8232067;
Fax: 44-8261208

Hooghly Dock & Port Engineers
Activity: Two units-Salkia and Nazirgunga works.
Martin Burn House,
2nd Floor, 1, R.N. Mukherjee Road,
Kolkata-700001.
Tel: 33-2430417/0419;
Fax: 33-2430418;
E-mail: hdpeltd@cal2.vsnl.net.in

Hindustan Shipyard
Activity: Commercial and naval combat ships.
Gandhigram, Visakhapatnam,
Andhra Pradesh-530005.
Tel: 891-578450 to 69;
Telefax: 891-577502;
E-mail: hsl02@itpvis.ap.nic.in

Maldan Engineering
Activity: Water sports and small boat building.
F-10, Shantinagar Co-op. Industrial Estate,
Vakola, Santacruz (East),
Mumbai-400055.
Tel: 22-6132299 & 6182132;
Fax: 22-6117687/3682;
E-mail: maldan@bom2.vsnl.net.in

Marine Engineering Works
Activity: Shiphouse frames.
Near Dhobi Talao Vakharia Bunder,
Bilimoria,
Gujarat-396321.
Tel: 02634-86325

Matha Marines
Activity: Fibre glass vessels.
Nettoor, Ernakulam,
Kerala-682304.
Tel: 484-700567;
Fax: 484-370498;
Mobile: 98460-25021

Mazagon Docks
Activity: Destroyers, frigates, missile boats, corvettes, submarines and survey vessels for the Navy; offshore patrol vessels and pollution control vessels for the Coast Guard; cargo ships, passenger ships, dredgers, tugs, fishing trawlers and barges for shipping companies; and, offshore supply vessels, multi-purpose support vessels, platforms, pressure vessels and packaged skids for the oil and energy sector.
Dockyard Road, Mumbai-400010.
Tel: 22-3703029;Fax: 22-3738147;
E-mail: mdimktg@bol.net.in

Modern Maintence Products
302/303, Gupta Bhavan, Ahmedabad Street,
Carnac Bunder, Mumbai-400009
Tel: 375 3442, 375 3445
Fax: 373 8854
E-mail: mmp@vsnl.com

National Ship Design and Research Centre
Activity: Ship design/consultancy.
Gandhigram, Visakhapatnam,
Andhra Pradesh-530005.
Tel: 0891-578360-64;
Fax: 0891-577754;
E-mail: info@nsdrc.com

N.N. Shipbuilders & Engineers
Activity: Shipbuilding, propellers, shafts, fittings etc.
602-B, Poonam Chambers,
Worli,
Mumbai-400018.
Tel: 22-4925514/1368;
Fax: 22-4936353;
E-mail: Panamax@bom5.vsnl.neLin

Overseas Maritime Agencies
Activity: Shipbrokers, tug boat and barge owners.
3, Shivam Complex, Modi Compound,
Near Relief Talkies, Pannch Batti,
Bharuch, Gujarat.
Tel: 2642-51650;
Fax: 2642-51652;
E-mail: overseas@worldgatein.com

Samudra Engineering Company
Activity: Fibre glass boats, ski boats, speed boats, pedal boats, para sails, tourist boats, rowing boats, fishing boats, ambulance boats and sea canoes.
P.B. No.10, Chemical Industrial Estate,
Aroor, Alapuzha district,
Kerala-688534.
Tel: 478-874027 & 875279;
Fax: 478-872942;
E-mail: samudra@md2. vsnl.net.in

Sancoale Shipping
Activity: Barges from 500 DWT to 2300 DWT; supplier of self-propelled barges for lighterage in India; and, arranges barges for inland navigation to mine-heads and plant jetties.
Below Hotel La-Paz,
Opp. Municipal Garden (East),
Vasco-da-Gama, Goa-403802.
Tel: 832-512651/504 & 515446;
Fax: 832-511751;
E-mail: prakash@sancoale.com

Sesa Goa
Activity: A captive fleet of 11 barges with a total floating capacity of 20,000 DWT.
Sirsaim, Tivim, Bardez,
Goa-403502.
Tel: 0832-298357;
Fax: 0832-298439

Siddarth Engineering Services
Activity: Barge building.
Near Laxmi Petrol Pump,
Vaddem, Vasco, Goa.
Tel: 832-512106 & 510871/2/3;
Fax: 832-510113;
E-mail: sales@siddeng.com

Sunny Water Sports Products
Activity: FRP rowing boats, carbon fibre oars and paddles.
A1/A1, Indraprastha Apartments,
Laxmi Nagar,
Chinchwad, Pune-411033.
Tel: 20-768344/398 & 760364;
Fax: 20-762150;
E-mail: info@sunnywatersports.com

Super Marine Services
Activity: Tug and barge building.
Super House, 109/117,
Next to Anoop Tele Building,
Reay Road (West), Mumbai-400010.
Tel: 22-3723307;
Fax: 22-3734492;
E-mail: super@bom4.vsnl.net.in

Tebma Shipyards
Activity: Ocean-going vessels, launches, dredgers, tugs, work boats, floating cranes and barges.
2nd Floor, Khaleeli Centre,
149 Montieth Road,
Chennai-600008.
Tel: 44-8553050/3052;
Fax: 44-8553655;
E-mail: tebma@vsnl.com

The Shalimar Works (1980)
1 Foreshore Road,
Shibpur, Howrah,
Kolkata-711102.
Tel: 33-6686056/477

United Shippers
Activity: Ship and barge owners.
United India Building, 2nd Floor,
Sir P.M. Road, Fort,
Mumbai-400001.
Tel: 22-2662232/2334; Fax: 22-2664887;
E-mail: sales@unitedshippers.com

Wadia Boat Builders
Activity: Motor boats and launches in wooden, fibre glass and steel.
453/1, Hanuman Street,
Post Box No.85,
District Bulsar, Bilimora,
Gujarat-396321.
E-mail: info@ourbilimora.com

Western India Shipyard
Activity: Largest composite ship repair facility in the private sector.
P.O. Box No.21,
Mormugao,
Goa-403803.
Tel: 0832-520252-7;
Fax: 832-520258;
E-mail: wisl.commercial@vsnl.net.in

Theoretical Naval Architecture By Edward Lewis Attwood

Edward Lewis Attwood

(Author)

Details of the Book

THIS book has been prepared in order to provide students and draughtsmen engaged in Shipbuilders' and Naval Architects' drawing offices with a text-book which should explain
the calculations which continually have to be performed. It is intended, also, that the work, and more especially its later portions, shall serve as a text-book for the theoretical portion of the examinations of the Science and Art Department in Naval Architecture. It has not been found possible to include all the subjects given in the Honours portion of the syllabus, such as advanced stability work, the rolling of ships, the vibra-tion of ships, etc. These subjects will be found fully treated in one or other of the books given in the list on page 292.

A special feature of the book is the large number of examples given in the text and at the ends of the chapters. By means of these examples, the student is able to test his grasp of the principles and processes given in the text. It is hoped that these examples, many of which have been taken
from actual drawing office calculations, will form a valuable feature of the book.

CONTENTS

I. AREAS, VOLUMES, WEIGHTS, DISPLACEMENT, ETC. . . i

II. MOMENTS, CENTRE OF GRAVITY, CENTRE OF BUOYANCY,

DISPLACEMENT TABLE, PLANIMETER, ETC 43

III. CONDITIONS OF EQUILIBRIUM, TRANSVERSE METACENTRE,

MOMENT OF INERTIA, TRANSVERSE BM, INCLINING
EXPERIMENT, METACENTRIC HEIGHT, ETC 86

IV. LONGITUDINAL METACENTRE, LONGITUDINAL BM,

CHANGE OF TRIM 132

V. STATICAL STABILITY, CURVES OF STABILITY, CALCULA-
TIONS FOR CURVES OF STABILITY, INTEGRATOR, DY-
NAMICAL STABILITY 158

VI. CALCULATION OF WEIGHTS AND STRENGTH OF BUTT

CONNECTIONS. STRAINS EXPERIENCED BY SHIPS . . 188

VII. HORSE-POWER, EFFECTIVE AND INDICATED RESISTANCE
OF SHIPS COEFFICIENTS OF SPEED LAW OF CORRE-
SPONDING SPEEDS 214

APPENDIX 24$

INDEX 293

Links:

http://www.archive.org/download/textbookoftheore00attwuoft/textbookoftheore00attwuoft_bw.pdf

Hydrodynamics in Ship Design By Capt(USN) Saunders

Hydrodynamics in Ship Design (3 Vol Set)

Book Details

• Hardcover
• Publisher: Society of Naval Architects & (June 1965)
• ISBN-10: 9991405712
• ISBN-13: 978-9991405711
• Product Dimensions: 11.5 x 9 x 4.2 inches

This is one of the Classic Texts of Naval Architecture and a must for every naval Architect's Library. It covers in much detail all aspects of Ship Hydrodynamics, including Resistance & Propulsion, Maneuvering and Seakeeping. Naval Architects will find a treasure trough of information on all aspects of Wake Formation and Ship Hull interaction.

About the Author

Captain Harold E. Saunders, USN (Ret.), entered the U.S. Naval Academy in 1908 at the age of seventeen and attained an enviable record. He was awarded prizes for proficiency in seamanship, international law, and ordnance, and achieved the highest scholastic record since that of Admiral D.W. Taylor in 1885—one that has only been exceeded in the last few years. From graduation to his retirement in 1949, Captain Saunders served aboard ship, in Naval Shipyards, and in ship design posts in the Bureau of Construction and Repair. As a salvage officer, he was awarded the Distinguished Service Medal for raising the submarine USS S-4 off Cape Cod. He designed and supervised the construction of the David W. Taylor Model Basin and served as its Technical Director and Director until 1947 when he became Special Assistant to the Chief of the Bureau of Ships. After "retirement," he continued on active duty until 1953, and then served as Technical Advisor to the Chief of the Bureau until his death in November 1961.

Captain Saunders was one of the most competent officers ever to serve in the U.S. Navy. His innumerable contributions to the art and sciences of Naval Engineering spanned more than 50 years, culminating in the publication of his monumental work "Hydrodynamics in Ship Design." Currently Captain Saunders' files are being reviewed by the Naval Historical Foundation to extract a collection of papers to be housed in the Library of Congress. This review is turning out to be a lengthy process, not because of lack of enthusiasm on the part of the reviewers, but because so much of the material, never before published, is fascinating both in technical content and in the revelation of the wide scope of his interests and activities. I have again read his dissertation "Think First—Experiment Later" contained in the files, and I believe that it is still a very pertinent reflection on the thinking process in engineering worthy of publication in the Naval Engineers Journal. —Robert Taggart, Past President

Links:

While browsing the net, I was presently surprised to see that Google had scanned the Vol 2 of Hydrodynamics in Ship Design. It is freely available in the Net. Hoping that the other two Volumes will also be put online at the earliest.

The Naval Architects and all those interested in the field of Naval Architecture can download it and add it to their online collection of Naval Architecture ebooks.

Here is the link:

http://www.archive.org/download/hydrodynamicsins5765saun/hydrodynamicsins5765saun_bw.pdf

Hydrodynamics of High-Speed Marine Vehicles

Hydrodynamics of High-Speed Marine Vehicles
By: Faltinsen, Odd
Published by: Cambridge University Press

This volume considers hydrodynamic aspects of the three main categories of high-speed marine vehicles, i.e. vessels supported by either the submerged hull, an air cushion, or foils. (Submerged-hull-supported vessels include planing and semi-displacement vessels.) The wave environment, resistance, propulsion, seakeeping, sea loads, and maneuvering are extensively covered based on rational and simplified methods. Links to automatic control and structural mechanics are emphasized. A detailed description of waterjet propulsion is given, and the effect of water depth on wash, resistance, sinkage, and trim is discussed. The book contains many illustrations, examples, and exercises.

About the Author

Odd Faltinsen was born in 1944, and obtained a cand. real. in applied mathematics, the University of Bergen in 1968 and a PhD in Naval Architecture and Marine Engineering in 1971 at the University of Michigan. He is now Professor of Marine Hydrodynamics with sea loads on all kinds of marine structures and hydroelasticity as his main research fields. He has been member of 5 International Towing Tank Conferences (ITTC) committees including 2 as chairman, and 3 International Ship Structure Committees (ISSC) dealing with sea loads. Faltinsen is elected member of Norwegian Academy for Technical Sciences, Norwegian Academy of Science and Letters, The Royal Norwegian Society of Sciences and Letters and foreign member of the National Academy of Engineering, US. He has been visiting professor 3 times 1-year periods at MIT, US and 3 months at the Research Institute of Applied Mechanics, Kyushu University, Japan. He has educated 27 dr. ing. and is presently supervising 12 dr. ing. students. He has been host for more than 10 researchers (post. doc. and professors) from Japan, France, Italy and US. Faltinsen is the author of the textbook Sea loads on Ships and Offshore Structures (Cambridge Univ. Press), which is extensively used world-wide, and has also been translated into Korean. He has authored more than 160 publications in scientific journals, conferences and books, and given more than 15 keynote and honours lectures.

Links:

http://rs445.rapidshare.com/files/169643313/HyddynHiSpeMariVeh.rar

Best Books for Yacht Design, Sails & Rigging, Boat Building

Here is a book list that is relevant to boats and yachts

Yacht Design

• Yacht Design and Planning by Howard I Chapelle ISBN 0-393-03756-8
• Yacht and Boat Design, questions and answers by R.E.W Kemmish
ISBN 0-94864652-7
• Designing Power and Sail by Arthur Edmunds ISBN 1-892216-05-1
• Cruising Sailboat Kinetics by Danny Greene N.A. ISBN 0-915160-69-2
• Understanding Boat Design by Ted Brewer ISBN 0-87742-392-X
• How to Design Boats by John Teale ISBN 0-7136-4914-3
• Principles of Yacht Design by Lars Larsson and Rolf Eliasson
ISBN 0-7136-3855-9
• Teach yourself Navel Architecture by Bill Baxter ISBN 0-948646-53-5
• Understanding Yacht Design By Ian Nicholson ISBN 1-898660-82-4
• Boat Strength by Dave Gerr ISBN 0-07-0231594
• Boat Data Book 4th edition by Ian Nicholson ISBN 0-7136-3953-9
• Preliminary Design of Boats and Ships by Cyril Hamilton N.A.
ISBN 0-87033-391-7
• Cruising Yachts, Design and Performance 4th edition by T Harrison Butler
ISBN 0-8548-7397-0
• Elements of Yacht Design By Norman L Skene ISBN 1-57409-134-4
• Design your Own Yacht by Ben Smith ISBN 0-229-11760-0
• Using Computers in Yacht Design by Nick Parkyn
• Aero-Hydrodynamics of sailing 2nd edition by C.A. Marchaj (US Army)
ISBN 0-7136-3740-4
• Lauren Giles: an evolution of yacht design by Adrian lee and Ruby Philpott
ISBN 0-7136-3322-0
• The Propeller Handbook By Dave Gerr ISBN 0-7136-5751-0
• Smart D.I.Y Boat Ideas by Bruce Bingham N.A ISBN 0-54-07316-4
• Yacht Designers Handbook By Ian Nicholson ISBN 0333-33070-6
• Something Borrowed, 101 useful tips for every sailor by Joel Graffley
ISBN 0-924486-93-7
• The Sufficient Sailor by Larry and Lin Pardey ISBN 0-393-03269-8
• Sails, Things That Worked by Sail Magazine (US Magazine published by International Marine)


Sails and Rigging

• 103 Small Boat Rigs by Phil Bolger ISBN (Old One 0-87742-182-X) the current one 1-887222-01-4
• Sailing Rigs and Spars By Mathew Sheahan ISBN 0-85429-753-7
• Rig Your Dinghy Right by Mark Chisnell and John Hodgart
ISBN 0-07-029123-3
• Wing Mast/Soft Sail Rigs by Nick Parkyn
• Sail Performance: Theory and Practice By C.A.Marchaj (US Army)
ISBN 0-7136-4123-1

Boat Building, Maintenance and Repair

• Composites concepts and Techniques by Nick Parkyn
• Understanding Composite Design By Nick Parkyn
• Simpson on Boat Building by Roger Simpson
• Boat Building with Balteck Durakore by David Brown ISBN 0-07-008212-X
• Devlins Boat Building by Samual Devlin ISBN 0-07-157990-7
• Ultralight Boatbuilding by Thomas J Hill ISBN 0-87742-244-3
• The Gougeon Brothers on Boat Construction by the Gougeon Brothers
ISBN 0-87812-166-8
• Looking After Your Dinghy by Terry Smith ISBN 0-7136-3694-7
• Build your Own Stich and Glue Dinghy By Ian Smith of the Sydney Wooden Boat School
• West System Strip Planking By Ian Smith of the Sydney Wooden Boat School
• Plywood Clinker Construction By Ian Smith of the Sydney Wooden Boat School
• Building a Traditional Clinker Construction By Ian Smith of the Sydney Wooden Boat School
• Building the Whiting Skiff By Ian Smith of the Sydney Wooden Boat School
• Boat Building By Howard I Chapelle
• Boat Building Manual 3rd edition by Robert M Steward ISBN 0-87742-236-2
• Small Boat Building By Dave Gannaway ISBN 0-245-52656-0
• Boat Carpentry by Hervey Garret Smith ISBN (Cloth Version) 0-442-37784-3
ISBN (Paper Version) 0-442-27794-6
• Boat Building Methods By Peter Cook ISBN 0-22997498-8
• Backyard Boat builder, how to build your own wooden boat by John Welsford ISBN 0-700-0312-0

Marine Propellers and Propulsion

Marine Propellers and Propulsion, Second Edition
Hardbound, 560 pages, publication date: JUN-2007
ISBN-13: 978-0-7506-8150-6
ISBN-10: 0-7506-8150-0
Imprint: BUTTERWORTH HEINEMANN
Butterworth-Heinemann; 2 edition (July 23, 2007) | 560 pages | 0750681500 | PDF | 13 Mb


Although the propeller lies submerged out of sight, it is a complex component in both the hydrodynamic and structural sense. Marine Propellers and Propulsion fulfils the need for a comprehensive and cutting edge volume that brings together a great range of knowledge on propulsion technology, a multi-disciplinary and international subject. The book comprises three main sections covering hydrodynamics; materials and mechanical considerations; and design, operation and performance. The discussion relates theory to practical problems of design, analysis and operational economy, and is supported by extensive design information, operational detail and tabulated data. Fully updated and revised to cover the latest advances in the field, the new edition now also includes four new chapters on azimuthing and podded propulsors, propeller-rudder interaction, high-speedpropellers, and propeller-ice interaction.

· The most complete book available on marine propellers, fully updated and revised, with four new chapters on azimuthing and podded propulsors, propeller-rudder interaction, high-speedpropellers, and propeller-ice interaction
· A valuable reference for marine engineers and naval architects gathering together the subject of propulsion technology, in both theory and practice, over the last forty years
· Written by a leading expert on propeller technology, essential for students of propulsion and hydrodynamics, complete with online worked examples.

Contents

1 The early development of the screw propeller 2 Propulsion systems 2.1 Fixed pitch propellers 2.2 Ducted propellers 2.3 Podded and azimuthing propulsors 2.4 Contra-rotating propellers 2.5 Overlapping propellers 2.6 Tandem propellers 2.7 Controllable pitch propellers 2.8 Waterjet propulsion 2.9 Cycloidal propellers 2.10 Paddle wheels 2.11 Magnetohydrodynamic propulsion 2.12 Superconducting motors for marine propulsion 3 Propeller geometry 3.1 Frames of reference 3.2 Propeller reference lines 3.3 Pitch 3.4 Rake and skew 3.5 Propeller outlines and area 3.6 Propeller drawing methods 3.7 Section geometry and definition 3.8 Blade thickness distribution and thickness fraction 3.9 Blade interference limits for controllable pitch propellers 3.10 Controllable pitch propeller off-design section geometry 3.11 Miscellaneous conventional propeller geometry terminology 4 The propeller environment 4.1 Density of water 4.2 Salinity 4.3 Water temperature 4.4 Viscosity 4.5 Vapour pressure 4.6 Dissolved gases in sea water 4.7 Surface tension 4.8 Weather 4.9 Silt and marine organisms 5 The wake field 5.1 General wake field characteristics 5.2 Wake field definition 5.3 The nominal wake field 5.4 Estimation of wake field parameters 5.5 Effective wake field 5.6 Wake field scaling 5.7 Wake quality assessment 5.8 Wake field measurement 6 Propeller performance characteristics 6.1 General open water characteristics 6.2 The effect of cavitation on open water characteristics 6.3 Propeller scale effects 6.4 Specific propeller open water characteristics 6.5 Standard series data 6.6 Multi-quadrant series data 6.7 Slipstream contraction and flow velocities in the wake 6.8 Behind-hull propeller characteristics 6.9 Propeller ventilation 7 Theoretical methods – basic concepts 7.1 Basic aerofoil section characteristics 7.2 Vortex filaments and sheets 7.3 Field point velocities 7.4 The Kutta condition 7.5 The starting vortex 7.6 Thin aerofoil theory 7.7 Pressure distribution calculations 7.8 Boundary layer growth over an aerofoil 7.9 The finite wing 7.10 Models of propeller action 7.11 Source and vortex panel methods 8 Theoretical methods – propeller theories 8.1 Momentum theory – Rankine (1865); R. E. Froude (1887) 8.2 Blade element theory ?W. Froude (1878) 8.3 Propeller-Theoretical development (1900?1930) 8.4 Burrill's analysis procedure (1944) 8.5 Lerbs analysis method (1952) 8.6 Eckhardt and Morgan's design method (1955) 8.7 Lifting surface correction factors – Morgan et al. 8.8 Lifting surface models 8.9 Lifting-line – lifting-surface hybrid models 8.10 Vortex lattice methods 8.11 Boundary element methods 8.12 Methods for specialist propulsors 8.13 Computational fluid dynamics methods 9 Cavitation 9.1 The basic physics of cavitation 9.2 Types of cavitation experienced by propellers 9.3 Cavitation considerations in design 9.4 Cavitation inception 9.5 Cavitation-induced damage 9.6 Cavitation testing of propellers 9.7 Analysis of measured pressure data from a cavitating propeller 9.8 Propeller?rudder interaction 10 Propeller noise 10.1 Physics of underwater sound 10.2 Nature of propeller noise 10.3 Noise scaling relationships 10.4 Noise prediction and control 10.5 Transverse propulsion unit noise 10.6 Measurement of radiated noise 11 Propeller?ship interaction 11.1 Bearing forces 11.2 Hydrodynamic interaction 12 Ship resistance and propulsion 12.1 Froude's analysis procedure 12.2 Components of calm water resistance 12.3 Methods of resistance evaluation 12.4 Propulsive coefficients 12.5 The influence of rough water 12.6 Restricted water effects 12.7 High-speed hull form resistance 12.8 Air resistance 13 Thrust augmentation devices 13.1 Devices before the propeller 13.2 Devices at the propeller 13.3 Devices behind the propeller 13.4 Combinations of systems 14 Transverse thrusters 14.1 Transverse thrusters 14.2 Steerable internal duct thrusters 15 Azimuthing and podded propulsors 15.1 Azimuthing thrusters 15.2 Podded propulsors 16 Waterjet propulsion 16.1 Basic principle of waterjet propulsion 16.2 Impeller types 16.3 Manoeuvring aspects of waterjets 16.4 Waterjet component design 17 Full-scale trials 17.1 Power absorption measurements 17.2 Bollard pull trials 17.3 Propeller-induced hull surface pressure measurements 17.4 Cavitation observation 18 Propeller materials 18.1 General properties of propeller materials 18.2 Specific properties of propeller materials 18.3 Mechanical properties 18.4 Test procedures 19 Propeller blade strength 19.1 Cantilever beam method 19.2 Numerical blade stress computational methods 19.3 Detailed strength design considerations 19.4 Propeller backing stresses 19.5 Blade root fillet design 19.6 Residual blade stresses 19.7 Allowable design stresses 19.8 Full-scale blade strain measurement 20 Propeller manufacture 20.1 Traditional manufacturing method 20.2 Changes to the traditional technique of manufacture 21 Propeller blade vibration 21.1 Flat-plate blade vibration in air 21.2 Vibration of propeller blades in air 21.3 The effect of immersion in water 21.4 Simple estimation methods 21.5 Finite element analysis 21.6 Propeller blade damping 21.7 Propeller singing 22 Propeller design 22.1 The design and analysis loop 22.2 Design constraints 22.3 The choice of propeller type 22.4 The propeller design basis 22.5 The use of standard series data in design 22.6 Basic design considerations 22.7 The design process 23 Operational problems 23.1 Performance related problems 23.2 Propeller integrity related problems 23.3 Impact or grounding 24 Service performance and analysis 24.1 Effects of weather 24.2 Hull roughness and fouling 24.3 Hull drag reduction 24.4 Propeller roughness and fouling 24.5 Generalized equations for the roughness-induced power penalties in ship operation 24.6 Monitoring of ship performance 25 Propeller tolerances and inspection 25.1 Propeller tolerances 25.2 Propeller inspection 26 Propeller maintenance and repair 26.1 Causes of propeller damage 26.2 Propeller repair 26.3 Welding and the extent of weld repairs 26.4 Stress relief

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Ship Motion Control: Course Keeping and Roll Stabilisation Using Rudder and Fins (Advances in Industrial Control) (Hardcover)

Product Details
Author: Tristan Perez
Hardcover: 300 pages
Publisher: Springer
Publication Date: August 05, 2005
Language: English
ISBN: 1852339594

The impact of control system design on ship performance has been significant in different applications of ship motion control: course keeping, station keeping, roll stabilisation and vertical motion/riding control, diving, path following, etc. This monograph introduces ship motion control by studying the particular problems of control system design for course autopilots with rudder roll stabilisation and combined rudder–fin stabilisers. Ship Motion Control revisits the ingredients that make these control designs challenging and proposes a contemporary control system design approach to meet that challenge.

The key ingredients for a successful ship motion control system design are:

* appropriate mathematical models of the ship and the disturbances;
* understanding of how performance will be assessed;
* knowledge of fundamental limitations that may prevent designs from achieving the desired performance.

The book is organised in four parts, the first three dealing with each of these and the fourth part addressing control system design.

Specific topics covered include:

* modelling and simulation of ocean waves;
* ship dynamics;
* models of actuators;
* ship roll stabilisation devices;
* ship motion performance;
* analysis of fundamental limitations for stabiliser control system design;
* constrained control design via optimisation;
* autopilot design using optimal control;
* wave filtering;
* control system design for autopilots with rudder roll stabilisation;
* control system design for integrated rudder-fin stabiliser.

Ship Motion Control will be of interest not only to the practising marine engineer but to the academic engaged in research into this important control problem, even if new to the area. It will also be an ideal source of reference for students and tutors involved with marine and control engineering courses.

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The Dynamics of Marine Craft: Maneuvering and Seakeeping

This book is intended to serve as an upper-level undergraduate or introductory-level graduate text for students of Naval Architecture or related fields. It is not a book about design of marine vehicles, but rather addresses the question, “How can we predict the dynamic performance of the vehicle, given its physical characteristics?” Thus the material should be of interest to present and future designers, since evaluation of maneuverabilitylcoursekeeping ability and performance in waves is of course an essential (though sometimes neglected) part of the infamous “design spiral” in naval architecture. In addition, the material should also be useful to those interested in simulation of vehicle performance, for training purposes or to conduct engineering studies. The emphasis is on hydrodynamics, since these are the predominant external forces acting on marine vehicles. Knowledge of differential and integral calculus, elementary differential equations, and complex numbers is presumed, as is familiarity with basic fluid mechanics and potential flow theory.
The treatment is not intended to be highly mathematical or theoretical; an outline of the theory is given but the emphasis is on exposition of practically useful results. To this end an attempt has been made to present results in the form of equations
(“curve fits”) rather than plots that do not lend themselves to automatic computation. Several fairly detailed worked examples are included.

Table of Contents

PREFACE .
CHAPTER 1 DYNAMICS OF RIGID BODIES
CHAPTER 2 CALM WATER BEHAVIOR OF MARINE VEHICLES AT ZERO SPEED: HYDROSTATICS
CHAPTER 3 CALM WATER BEHAVIOR OF MARINE VEHICLES WITH FORWARD SPEED: MANEUVERING
APPENDIX A PREDICTION OF WAKE FRACTION AND THRUST DEDUCTION
APPENDIX B COEFFICIENTS IN KT and K, POLYNOMIALS
APPENDIX C ROUTH-HURWITZ STABILITY CRITERION
CHAPTER 4 WATER WAVES
CHAPTER 5 WAVE-INDUCED FORCES ON MARINE CRAFT
CHAPTER 6 DYNAMICS OF HIGH SPEED CRAFT
1. Maneuverability
1.1 Transverse/directional stability, general
1.2 Transverse/directional stability, planing boats
1.2.1 Dynamic roll moment
1.2.2 Dynamic stability; effect of appendages Heave/pitch stability
1.3 Heave/pitch stability
1.4 Turning performance
2 . Seakeeping
2.1 Impact accelerations
2.2 Application: Habitability
2.3 Bottom pressure
3. Concluding Remarks
REFERENCES
INDEX

# Title : The Dynamics of Marine Craft: Maneuvering and Seakeeping
# Author : Edward M. Lewandowski
# Hardcover: 300 pages
# Publisher: World Scientific Publishing Company (December, 2003)
# Language: English
# ISBN-10: 9810247559

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Ships and Science: The Birth of Naval Architecture in the Scientific Revolution, 1600-1800

Description

Larrie D. Ferreiro, "Ships and Science: The Birth of Naval Architecture in the Scientific Revolution, 1600-1800"
The MIT Press | 2006-12-01 | ISBN: 0262062593 | 432 pages | PDF | 5,5 MB

Winner, 2007 John Lyman Award for Best Book in Science and Technology, sponsored by the North American Society for Oceanic History.
"Naval architecture was born in the mountains of Peru, in the mind of a French astronomer named Pierre Bouguer who never built a ship in his life." So writes Larrie Ferreiro at the beginning of this pioneering work on the science ofnaval architecture. Bouguer's monumental book Traité du navire (Treatise of the Ship) founded a discipline that defined not the rules for building a ship but the theories and tools to predict a ship's characteristics and performance before it was built. In Ships and Science, Ferreiro argues thatthe birth of naval architecture formed an integral part of the Scientific Revolution . Using Bouguer's work as a cornerstone, Ferreiro traces the intriguing and often unexpected development of this new discipline and describes its practical application to ship design in the seventeenth and eighteenth centuries. Drawing on previously untapped primary-source and archival information, he places the development ofnaval architecture in the contexts of science, navy, and society, across the major shipbuilding nations of Britain, France, Spain, the Netherlands, Sweden, Denmark, and Italy.
Ferreiro describes the formulation of the three major elements of ship theory (the science of explaining the physical behavior of a ship): maneuvering and sail theory, ship resistance and hydrodynamics, and stability theory. He considers the era's influential books onnaval architecture and describes the professionalization of ship constructors that is the true legacy of this period. Finally, looking from the viewpoints of both the constructor and the naval administrator, he explains why the development of ship theory was encouraged, financed, and used in naval shipbuilding. A generous selection of rarely seen archival images accompanies the text.

Design of Ship Hull Structures

Design of Ship Hull Structures

A Practical Guide for Engineers
Okumoto, Y., Takeda, Y., Mano, M., Okada, T.
2009, XVIII, 578 p. 506 illus., Hardcover

ISBN: 978-3-540-88444-6

About this book

In this book, the four authors show us the condensed experience how to design ship hull structures from a practical viewpoint. In three parts, the book presents the fundamentals, the theory and the application of structural design of hulls. The topics are treated comprehensively with an emphasis on how to achieve reliable and efficient ship structures. The authors have in particular introduced their experiences with the rapid increase of ship sizes as well as the introduction of ship types with a high degree of specialization. The associated early failures of these "new" structures have been analyzed to provide the readers with illustrations why structural design needs to be carried out on several levels in order to ensure that correct loading is applied and that local structural behaviour in properly understood.

Written for:

Designers of ship hull structures; students

Keywords:

• Efficient Ship Structures
• Ship Loading
• Ship Size
• Ship Types
• Structural Vibration

Table of Contents

Part I FUNDAMENTALS1 Philosophy of Hull Structure Design
1.1 Importance of Hull Structure Design - 1.2 Design Procedure of Structures - 1.3 Hull Structure Design Policy - 1.4 Basic Idea of Hull Structure Design - 1.5 Studies on Loads Applied - 1.6 Reliable Design
2 Structural Design Loads
2.1 Introduction - 2.2 Longitudinal Strength Load - 2.3 Transverse Strength Load - 2.4 Ship Response Calculation in Waves - 2.4.1 Introduction - 2.4.2 Strip Method - 2.4.3 Short - Term Prediction - 2.4.4 Long - Term Prediction
3 Strength Evaluation
3.1 General - 3.1.1 Introduction - 3.1.2 Procedure of Structural Strength Evaluation - 3.2 Stress and Strain - 3.2.1 Stress Pattern - 3.2.2 Biaxial Stress Condition - 3.2.3 Combination of Normal Stress and Shearing Stress - 3.2.4 Principal Stress and Principal Shearing Stress - 3.2.5 Equivalent Stress - 3.2.6 Evaluation of Stress Calculated by FEM - 3.3 Evaluation of Stress - 3.3.1 Criteria of Failure - 3.3.2 Allowable Stress - 3.4 Fatigue Strength - 3.4.1 Introduction - 3.4.2 S–N Curve - 3.4.3 Fatigue Damage - 3.5 Buckling of Ship Structure - 3.5.1 Introduction - 3.5.2 Column Buckling - 3.5.3 Plate Buckling - 3.6 Plastic Strength - 3.6.1 Philosophy of Plastic Strength - 3.6.2 Plastic Bending - 3.6.3 Plastic Section Modulus - 3.6.4 Collapse of a Beam - 3.6.5 Collapse of a Plate - 3.7 Vibration in Ship - 3.7.1 Introduction - 3.7.2 Basic Theory of Single Degree of Freedom Vibration System - 3.7.3 Vibration Problems in Ships - 3.7.4 Vibration Prevention Design - 3.8 Selection of Strength Analysis Method - 3.8.1 Introduction - 3.8.2 Type of AnalysisMethod - 3.8.3 Analysis Procedure - 3.8.4 Evaluation of Analysis Result
4 Hull Structure Design System
4.1 Design Flow. - 4.2 Basic Design of Hull Structures - 4.2.1 Role of Basic Design - 4.2.2 Check of General Arrangement - 4.2.3 Check of Other Drawings - 4.2.4 Optimization Technique in Basic Design Process - 4.3 Structural Drawings - 4.3.1 Approval Drawings - 4.3.2 Detail Drawings - 4.3.3 Production Data - 4.4 Standardization - 4.5 Negotiation with Owner
5 Progress in Ship Design
5.1 Increase in Ship Dimensions of Tankers - 5.2 Specialization of Ships - 5.3 Change of Hull Form - 5.4 Ship Vibration Caused by Socio-Economical Change - 5.5 Regulations for Environmental Conservation - 5.6 Technical Innovation
6 Materials
6.1 Hull Steel - 6.2 Grades of Steel - 6.3 Higher - Strength Steel - 6.4 Steel Sections - 6.5 Other Materials - 6.6 Scattering of Material Properties - 6.7 Scattering of Physical Properties - 6.8 Residual Stress
7 Finite Element Method
7.1 Characteristics of FEM - 7.2 Fundamentals of FEM - 7.2.1 StiffnessMatrix - 7.2.2 Plane Stress - 7.3 Procedure of FEM - 7.4 Application of FEM - 7.4.1 Mesh Division - 7.4.2 Loading and Supporting Condition -
7.4.3 Degrees of Freedom
References

Part II THEORY
1 Design of Beam
1.1 Effective Breadth of Attached Plates - 1.1.1 Bending in Elastic Conditions - 1.1.2 EffectiveWidth After Plate Buckling - 1.2 Span Point of Beams - 1.3 Design of Cross Section - 1.3.1 Calculation of Section Modulus - 1.4 Bending Moment - 1.5 Easy Solution of Statically Indeterminate Beams - 1.6 Boundary Condition - 1.7 Cross - Sectional Area of Beams - 1.8 Optimum Design of Beam Section - 1.8.1 Elastic Design - 1.8.2 Plastic Design - 1.8.3 Optimal Proportion for Beams - 1.9 Simply Supported Beams and Continuous Beams - 1.10 Effect of Struts - 1.11 Additional Bending Moment due to Forced Displacement - 1.12 LateralMovement of Beams
2 Design of Girders
2.1 Shearing Force - 2.2 Rational Design of Girders - 2.3 Bottom Transverses Supported by Centerline Girder - 2.4 Deflection of Girders
3 Damage of Girders
3.1 Buckling Caused by Compression - 3.2 Buckling Caused by Bending - 3.3 Buckling Caused by Shearing - 3.4 Buckling Caused by Concentrated Loads - 3.5 Cracks Around Slot - 3.5.1 Cracks of First Generation - 3.5.2 Cracks Propagating into Longitudinals - 3.5.3 Cracks Around Slots due to Shear Stress on Transverses
4 Design of Pillars
4.1 Slenderness Ratio of Pillars - 4.2 Sectional Shape of Pillars - 4.3 Pillar Supporting Tensile Force - 4.4 Connection of Pillar at Top and Bottom - 4.5 Cross Ties - 4.6 Radius of Gyration of Square Section
5 Design of Plates
5.1 Boundary Conditions of Plates - 5.2 Strength of Plates Under Lateral Loads - 5.3 Strength of Plates by In - Plane Loads - 5.4 Plates Supporting Bending and Compression Simultaneously - 5.5 Stress Concentration Around Openings - 5.6 Material and Roll Direction - 5.7 Damage of Plates
6 Design of Stiffened Panel
6.1 Grillage Structure - 6.2 Optimum Space of Girders - 6.3 Optimum Space of Beams - 6.3.1 Design Condition Against Lateral Load like Water Pressure - 6.3.2 Design Conditions from Vibration Viewpoint - 6.3.3 Minimum Plate Thickness - 6.3.4 Optimum Beam Space
7 Torsion
7.1 Overview of the Theory - 7.2 Torsion Theory of Closed Section Bars - 7.3 Torsional Rigidity of Various Sections - 7.4 Torsion Theory of I - Section - 7.5 Torsion Theory of Open Section Bars
8 Deflection of Hull Structures
8.1 Deflection of Hull Girder - 8.2 Deflection of Beams with Optimum Section - 8.3 Deflection of Girders and Web Frames - 8.4 Additional Stress Caused by Deflection - 8.5 Shearing Deflection
9 Welding
9.1 ButtWelding - 9.2 Fillet Welding - 9.3 Fillet Welding with Higher Strength Electrode - 9.4 Water Stopping Welding - 9.5 Scallop and Serration - 9.6 Conversion of Butt Welding to Fillet Welding - 9.7 Long Intermittent Welding - 9.8 Shrinkage of Deposit Metal - 9.9 One SideWelding
10 Fracture Control
10.1 Jack - Knifed Failure of Liberty Ships - 10.2 Fracture Mechanics - 10.2.1 Principles. - 10.2.2 Linear Fracture Mechanics - 10.2.3 Non - Linear Fracture Mechanics - 10.2.4 Fracture Toughness - 10.2.5 Grade of Steel - 10.3 Fatigue Strength Design - 10.3.1 Crack Propagation Calculation by Paris’s Equation - 10.3.2 Fatigue Strength Design Taking into Account Construction Tolerances
11 Hull Structural Vibration
11.1 Introduction - 11.2 Basic Features of Hull Structure Vibration - 11.3 Overview of Ship Vibration - 11.4 Boundary Conditions of Hull Structure Vibration - 11.5 Current Boundary Conditions of Hull Structure Vibration
References

Part III APPLICATIONS
1 Hull Structure Arrangement
1.1 Hold Arrangement - 1.2 Criteria of Design of Hull Structure Arrangement - 1.2.1 Wing Tanks of Tankers - 1.2.2 Bulkhead Arrangement of Bulk Carriers - 1.3 Bulkhead Arrangement Beyond Cargo Hold - 1.3.1 Bow Construction Without Extended Longitudinal Bulkheads - 1.3.2 Engine Room Construction Without Extended Longitudinal Bulkheads
2 Longitudinal Strength of Hull Girder
2.1 Allowable Stress for Longitudinal Strength - 2.2 Position of Maximum Longitudinal Bending Moment - 2.3 Calculation of Section Modulus of Hull Girder - 2.4 Longitudinal Strength and Hull Steel Weight - 2.5 Application of High Tensile Steel - 2.6 Longitudinal Strength Analysis in Waves - 2.7 Arrangement of Longitudinal Strength Members - 2.8 Stress Concentration on Longitudinal Strength Members - 2.9 Additional Bending of Local Members Due to Hull Girder Bending - 2.10 Longitudinal Bending Stress in Fore & Aft Parts of Ship - 2.11 Hull Steel Weight Reduce to Ultimate Strength
3 Transverse Strength of Ship
3.1 Allowable Stress for Transverse Strength - 3.2 Long Taper & Snake Head - 3.3 Shape of Bottom Transverse in Center Tank - 3.4 Shape of Bottom Transverse in Wing Tank - 3.5 Transverse Strength of Tanker - 3.5.1 Cross Ties - 3.5.2 Load Applied on Transverse Strength Members - 3.5.3 Inside Pressure in Wide Tanks - 3.5.4 Connection Between Transverse Ring and Side Shell - 3.5.5 Buckling onWeb of Transverse Rings - 3.5.6 Straight Type and Circular Type Construction - 3.5.7 Transverse Rings at Fore & Aft Parts of Tank - 3.6 Transverse Strength of Ore Carrier - 3.7 Transverse Strength of Bulk Carrier - 3.8 Transverse Strength of Container Ships
4 Torsional Strength
4.1 Structural Damage Due to Torsion (Example No. 1) - 4.2 Structural Damage Due to Torsion (Example No. 2)
5 Shell Structure
5.1 Thickness of Shell Plates - 5.2 Shell at Bottom Forward - 5.3 Shell at Bow Flare - 5.4 Bilge Shell - 5.5 Shell near Stern Frame - 5.6 Shell Damage
6 Bulkheads
6.1 Strength of Bulkhead Plates - 6.2 Horizontal Girders on Transverse Bulkheads (in Center Tank) - 6.3 Horizontal Girder Arrangement on Bulkheads - 6.4 Vertical Stiffeners on Transverse Bulkheads - 6.5 Swash Bulkheads - 6.6 Horizontal Stiffeners on Transverse Bulkheads - 6.7 Minimum Thickness of Longitudinal Bulkhead Plates - 6.8 Sharing Ratio of Shearing Force - 6.9 Corrugated Bulkheads - 6.10 Horizontal Girders on Corrugated Bulkheads - 6.11 Stiffness of Corrugated Bulkheads Against In - Plane Loads
7 Deck Structure
7.1 Stress Concentration at Hatch Corners - 7.1.1 General - 7.1.2 Contour Shape Optimization of Container Ship Hatch Corners - 7.2 Deck Strength for Locally Distributed Loads - 7.3 Deck Sustaining Upward Loads - 7.4 Damage to Deck Structure
8 Double Hull Structure
8.1 Structural System of Double Hull Structure - 8.2 Double Hull Structure and Single Hull Structure - 8.3 Examples of Double Hull Structures - 8.3.1 Cargo Ships - 8.3.2 Tankers - 8.3.3 Container Ships - 8.3.4 Nuclear Ships - 8.3.5 Large Bulk Carriers
9 Fore Construction
9.1 Structural Arrangement - 9.2 Structure of Shell Construction - 9.3 Vertical Acceleration Depending on Pitching - 9.4 Deck Structure - 9.5 Structural Continuity - 9.6 Large Damage in Fore Construction
10 Engine Room Construction
10.1 Engine and Pump Rooms Arrangement - 10.2 Rigidity Criteria in Engine Room Structure Design - 10.2.1 Double Bottom in Engine Room - 10.2.2 Panel, Web, Stiffener Etc - 10.3 Design of StructuralMembers in Engine Room - 10.4 Girders and Floors in Engine Room Double Bottom - 10.5 Problems Caused by Deflection of Engine Room Double Bottom - 10.6 Deflection of Engine Room Double Bottom - 10.6.1 Bending and Shearing Deflection of Hull Girder in the Vicinity of Engine Room - 10.6.2 Deformation ofWeb FrameWhich Supports Engine Room Double Bottom - 10.6.3 Bending and Shearing Deflections of Engine Room Double Bottom Itself - 10.7 Allowable Limit of Deflection of Engine Room Double Bottom - 10.8 Control of Deflection of Engine Room Double Bottom - 10.9 Sea Chest in Engine Room Double Bottom
11 Stern Construction and Stern Frame
11.1 Aft Peak Tank Construction - 11.2 Vibration of Stern Structure - 11.2.1 Vibration of Stern Overhang 515
11.2.2 Transverse Vibration of Stern Bossing of a Single Screw Vessel - 11.2.3 Vertical Vibration of Twin Bossing in Twin Screw Vessel - 11.3 Stern Frame
12 Vibration Prevention
12.1 Exciting Forces - 12.1.1 Magnitude of Propeller Excitation - 12.1.2 Magnitude of Diesel Engine Excitation - 12.1.3 Magnification of Exciting Force by Resonator - 12.1.4 Cancellation of Exciting Force - 12.1.5 Reduction of Main Engine Exciting Force by Elastic Mounting - 12.2 Prevention of Ship Vibration - 12.2.1 Flexural Vibration of Hull Girder - 12.2.2 Vibration of Superstructure - 12.2.3 Active Mass Damper for Superstructure Vibration - 12.2.4 Vibration of In - Tank Structures - 12.2.5 Calculation Methods of Natural Frequency of In - Tank Structures
13 Superstructure
13.1 Example of Damage to Long Superstructures - 13.2 Interaction of Superstructures and Main Hull - 13.3 Magnitude of Longitudinal Bending Stress - 13.4 Prevention of Structural Failures - 13.4.1 Structural Discontinuity - 13.4.2 Round Shape of Side Wall Opening Corner - 13.4.3 Buckling - 13.4.4 Expansion Joints
References
Index

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