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270 | TILE MARINE REVIEW _ June, 1919 predicted that after standard meth. ca SHELTER DECK CASTING --------_- ods of handling the castings have ot been developed at the yards which wil] produce cast-steel ships, the erection [HATCH CASTING of a hull will be a matter of week, . instead of months, thus: reducing over. head costs of construction. Lloyd's, which has indorsed the welding of ships, has expressed its | readiness to classify cast-steel ships, 47 -- t roa ty? While welding has been applied suc. F | t } i |' cessfully to several hulls already, some naval architects and' ship Operators oo hesitate to depend on plates merely welded edge to edge for fear, by - unusual chance sr accident, an im. +e ao DECK CASTING portant seam might be inefficiently ror T | | | Leet eh welded. This objection is overcome ie SONI FIO ue e SEC i ONS TANK 70P CASTING at YOINT BETWEEN KEEL ii the cast-steel' ship, it is' 'stated. by the use of an interlocking cast joint, as shown in Fig. 4. This joint is used in the shell, decks, tank top, and bulkheads. It does not depend on the weld for its reliability. Even if the weld in places entirely fails to adhere, the members could not part and the worst that could happen would be a leak. Because of the manner in which the cast plates over- lap, such leaks can be caulked and rendered tight until the weld is re- paired in port. NA JOP CASTING / Bor770M CASTING . The design of the cast-steel ship | fi NX RX N ETT TS NM Rho é differs from that of the ordinary S steel ship in that the framing in the Vey, | f d and ies i i Ne orward and after bodies is at right BOTTOM CASTING ou angles to the shell. This form of design was adopted in order to do FIG. 3--DETAILS OF MIDSHIP SECTION OF CAST-STEEL SHIP SHOWING ARRANGEMENT OF away with the multiplicity of molding CAST-STEEL MEMBERS equipments that would be required to increase in cargo carrying capacity is based upon the fact that the angles, clips, etc., necessary to join the plat- ing and framing of the riveted ship's structure are eliminated. | The joints between the plating and framing of the cast-steel ship are to De cast without excess metal. A cast- steel ship, therefore, with 20 per cent less metal in the hull, will have, it is claimed, a greater strength than a riveted ship of greater weight. By utilizing this factor, the weight of the cast-steel hull of a 10,000-ton dead- weight cargo ship be reduced from 2500. tons to 2000 tons, while the cargo carrying capacity is correspond- ingly increased. Great advantage, it is claimed, will result from the much smaller number of parts of which the cast-steel ship is to be built. In the ordinary rolled steel vessel of 10,000-ton capacity, there are more than 20,000 major parts, including plates and angles, to be fitted and riveted. The cast-steel vessel of similar deadweight capacity will have less than 2000 major parts, thus permitting a great saving in assembling time. As a result, it is provide for the different angles FIG, SECTION ALONG L/NE A-A. pet eet P 4--INTERLOCKING JOINT DESIGNED FOR USE IN SHELL, DECKS, TANK TOP AND BULKHEADS CF CAST-STEEL SHIP