LAUNCHING NOTES EASTERN SHIPBUILDING GROUP, LLC NELSON STREET FACILITY

Kim E. Brooks, Jr. September 16, 2008 Rev. P

Ground Ways Ground ways support the cradle which supports the vessel to be launched. The ways utilized at the Nelson Street facility consist of crane rails to support the wheeled cradles. Ways may be straight or cambered to a circular arc of large radius. If two ground ways are used, there may be a transverse inclination of each way forming a shallow V tending to keep the cradle centered. Viewed from above, each ground way is straight and there may be a slight spread between the ground ways, going outshore, to reduce the probability of the cradle binding between the ribbands if vessel and cradle should slew due to wind and/or current. Ribbands, usually on the outboard sides of the ground ways, maintain the alignment of the cradle. Due to clearance between ground way ribbands and cradle as well as possible divergence of the ground ways, they should be wider than the sliding ways if maximum bearing area is to be obtained at the possibly critical pivoting and ground way end areas. The length of costly outshore ground ways can be reduced by the use of high declivity and/or cambered ways. A high declivity straight way results in large forces on releasing arrangements. These forces are reduced if cambered ways are used as the declivity under the vessels center of gravity at time of release need only be large enough to ensure starting. If the inshore end of the cradle may drop, rather than float, off the ground ways, and the vessels forefoot projects inshore of the inshore end of the fore popped, then outshore cross bracing between the ground ways must be omitted to provide a throat of sufficient longitudinal extent into which the forefoot of the launched vessel can drop. Design Data General design data for end ways are given by the following: a) End Launch Straight Ways Slope Transverse Inclination Total Spread Going Outshore Sliding Ways Ribband Clearance Each side Ground Way Center to Center Seperation 0.045-0.065 to 1.00 degrees 0.020 to 1.00 degrees 1 to 2400 1 inch 1 vessels breadth 3

b) End Launch Cambered Ways - Slope versus Weights

Weight (Tons) 10,000 13,000 23,000

Way Slope (degrees) 0.052 to 1.00 0.046 to 1.00 0.045 to 1.00

Keel Slope (degrees) 0.047 to 1.00 0.044 to 1.00 0.042 to 1.00

*Way slopes are the slopes of the tangents to the ground ways under the vessels' centers of gravity. Typicall ground way radii are 40,000 to 75,000 feet

Rise of arc above the chord joining any two points can be found from: 1 4R2 C 2 2 and approximately from: b= R b= also: R= Where: b rise of arc above chord R radius of ground ways C chord length between any two points 1 C2 + b2 2* b 4 C2 8R

Slope of ways at any point:

x R 2 x2

= sin 1

x R

Height of any point above ground way ends: y = R 2 x 2 R2 xo2 where: slope of tangent to ground way y vertical distance from ground way ends to any point on ways x horizontal distance from origin where slope is zero to any point on ways xo horizontal distance from origin where slope is zero to ground way ends also: y = b R + R 2 x2
2 If a parabola of the form x = k ( b y ) is calculated so that it passes through the ground way ends and a point on the ground ways about under the vessels center of gravity, it will be found to conform closely to the arc of the cambered ways.

Ground Way and Sliding Way Interface and Launching Lubricants Some friction reducing mechanism must exist between the top surface of the sliding ways so that the cradle and vessel can move down the inclined ways and into the water under the influence of gravity. Free or uncontrolled launching friction reducers include slippery substances, slippery surfaces, and mechanical rollers. The starting coefficient of friction for roller dollies is 0.075 with a value of 0.025 for rolling. End Launch Cradle The cradle rests on the grease or other friction reducer on the ground ways and supports the ship immediately before, and during its travel down the ground ways. The cradle is composed of sliding ways, wedges, wedge riders, packing, fore and after poppets, subpoppets and the necessary hardware, fittings, and rigging to attach the cradle to the vessel. The sliding ways can be built up from 11.5 x 11.5 timbers, 30 feet in length, of Douglas fir, long leaf yellow pine or other timber with similar properties. Sizes of

timbers can vary according to size of vessel and material available. Wood should have good resistance to crushing and should be light enough so that the cradle with all its hardware and fastenings will float. Sliding way sections can be from one to five or more timbers wide to suit the weight of the vessel but nothing will be gained by making sliding ways wider than ground ways. Bottom surfaces should be smooth and plane. The top and bottom transverse edges at the ends of each sliding way section should be rounded and the outboard lower end of the outboard section should be chamfered to avoid any tendency to gouge the base coat or wipe it clean of slip coat. Sliding way fastenings can be bolts, washers, and nuts. Fastenings on the outboard sides of the sliding ways must clear the groundway ribbands, assuming a complete absence of both base and slip coats. Sliding way sections are joined together by connecting links and stud bolts. For a burnoff plate release, the grease friction can be conservatively neglected in designing sliding way joints so that the longitudinal tensile force on one sliding way at its inshore end is half the weight of the vessel times the sine of the slope of the ways. This force reduces linearly to zero at the outshore end of the cradle. The force tending to pull the cradle apart can thus be determined for any joint. When triggers, located near the outshore end of the cradle are used for release, the sliding way section end connections inshore of the triggers are in compression before launching. The sliding way section ends touch each other and the need for sliding way joint strength is reduced. Blocking between top of wedge rider and underside of hull in the flat bottom area may consist of single blocks cut from 11.5 x 11.5 timber and of length greater than the width of the wedge rider. The top surfaces of the wedge riders will have transverse inclination due to the taper of the wedges and due also to the transverse inclination of the groundways, if such exists. If there is little or no deadrise, the transverse blocks on top of the wedge rider will be tapered to suit the sum of the transverse inclinations and thus will facilitate taking slack out of the blocking before wedging up. Where there is deadrise, single block packing can be replaced by packing units in the form of tapered marrying blocks. For a vessel with transverse bottom frames spaced at 30-36 inches, transverse blocks above the wedge rider and accompanying wedge groups below the wedge rider can be at every second frame. In way of machinery spaces, if machinery is to be aboard at time of launching and in way of areas of high way end pressure, blocking and wedges may be at every frame. An intermediate system is to have blocking on two adjacent frames, skip one frame, then block on two more adjacent frames and so on. Blocking should fall on internal strength members such as floors, girders or bulkheads. Sliding way transverse spacing is maintained by spreader angles, resting on top of the wedge riders and bolted at each end, spaced one to a sliding way section. Oak wedges on top of the sliding ways support the wedge riders which, in turn, support the blocking and poppets which support the vessel. Wedge lengths are greater than sliding way widths. Wedges can be in groups of two or three underneath each block on top of the wedge

rider. Wedge riders are similar to sliding ways but are somewhat thinner. In determining number of wedges to use in any one group, account must be taken of the compressive strength of the material of sliding ways and wedge rider perpendicular to the grain. There must be sufficient space between adjacent wedges in any one group so that the ram or maul will hit only one wedge at a time when ramming up. If narrow sliding ways are used, it may be advantageous to make the wedge riders 6 to 12 inches wider than the sliding ways. Transverse stability of the port and starboard sides of the cradle is improved and there is more bearing area for blocking and poppet heels. If a barge-type hull or vessel with a short entrance and low deadrise is to be launched, it may be necessary to construct the inshore end of the vessel at a greater height above the ground ways than would be usual to provide sufficient vertical height for the necessary number of layers of crushing strips. Vertical height can be saved if plywood sheets are used instead of stage planking to separate crushing strip layers. If the pivoting angle is large, a rocker fore poppet will require less height than a crushing strip fore poppet. A rocker fore poppet would be particularly advantageous when launching a ship with its weight carried on a single centerline ground way. If the bottom of the vessel is dead flat in way of the fore poppet, depth can be saved if the wedge rider is eliminated and wedges are fitted between the top of the fore poppet and the bottom shell plating. Design Data The following data are provided for use in end launch cradle design; Length of typical cradle equals 0.80 times vessels length between perpendiculars with ten percent overhang at each end Taper of oak wedges can be from 0.03 to 0.06 to one with greater tapers being used for lighter vessels Sliding way timbers can be 11.5 x 11.5 square and 30 to 36 feet long to make sliding way sections up to about 8 feet maximum width. Vertical distance from top of groundway at centerline to underside of vessels bottom over groundway can be 30 to 33 inches Keel can be 5 feet or more above building slip deck at amidships Rocker fore poppet: 1 o b= R 4 R 2 C 2 where: 2 b drop of arc below chord R rocker radius C rocker chord length For a vessel of medium size the radius can be 49 to 59 feet. Checking As a result of measures to ensure starting and avoid sticking on the ways, an endlaunched vessel may have considerable velocity, and kinetic energy, when the cradle

leaves the ground ways. If the run before the outshore end of vessel enters shoal water or strikes a wharf or vessel on the opposite side of the stream is limited, then some means of absorbing or transforming the kinetic energy of the vessel just launched, or modifying its track and/or heading, may be required. Means of checking involving work done by water resistance include outshore masks, outshore pontoons, inshore pontoons, outshore end of vessel built close to the water, and conversion of translational energy into rotational energy by slewing the vessel. Checking by means other than water resistance include chain and concrete block drags, anchors, fiber rope breaking stops, friction brakes, and soft mud banks. Undesired checking can be reduced by installing false rake-type bows on vessels with square or very blunt outshore ends, by delaying entry of the vessel into the water by means of a long run, building the vessel with less than ground way declivity to raise the stern, or by launching at slack low water. A propeller which has been secured to prevent rotation has a considerable masking effect and it may be desirable to launch with locked propellers. A vessel with twin rudders can have each rudder locked in the hard over outboard position. If the vessel is built with a declivity greater than that of the ground ways, and as far outshore as possible, the maximum velocity will be less due to the advanced start of water resistance and less distance slid. Less checking will be required and distance run will tend to be reduced. If a vessel, immediately after the cradle clears the ground ways, can be subjected to a checking force with an athwartships component at one end of the vessel, the vessel will turn, I.e. rotate about a vertical axis, the kinetic energy of linear translation being transformed into the kinetic energy of rotation. Rotation about a vertical axis means that the ends of the vessel experience the great resistance associated with sideways movement through the water and that sternward movement of the vessel will cease during the latter part of checking. A common way of slewing is by the use of chain or concrete block drags or other suitable means of checking, secured to steel wire rope cables which are fastened to the vessel aft and are on one side only.

End Launch Calculations The following calculations provide a basis for developing the arrangement and details delineated on the launching drawing: a. Weight and Center of Gravity. This estimate should be made in a systematic manner in accordance with a standard weight-grouping system. Systems, machinery, equipments, and outfitting items not to be aboard at launching are deducted. Weights of temporary offices and storerooms, temporary lighting and ventilation, staging, ladders, ballast, raw materials, shipyard machines and tools, welding cable, air hoses, the vessels share of checking arrangements, launching cradle, mooring lines and launching crew are added. The longitudinal and vertical centers of gravity are determined for the vessel in launching condition. If uncertainty exists as to the location of the longitudinally center of gravity, it as conservative to assume that it is somewhat out-shore of the estimated location in determining way end pressures and somewhat inshore of the estimated location in determining drop off. Ordinarily a vessel of normal ship form will have a large metacentric radius when launched, and if topside outfitting is not far advanced, will have ample stability. The vertical center of gravity should be estimated in a conservatively high location. b. Vessel Location on Building Slip. The vessels weight and longitudinal center of gravity in launching condition being known, the extent and location of the cradle under the vessel can be determined to support the vessel properly and avoid excessively low or high grease pressures. The cradle will have burn-off sole plate or trigger connections which must mate with the corresponding ground way fittings. Assuming that the inshore ground ways are made in standard lengths, different possible locations of the vessel on the building slip will vary by increments equal to the ground way section lengths. c. Condition Afloat. The condition afloat is based on the vessels launching weight and position of the center of gravity. The cradle, except for the after poppets, should have slight positive buoyancy and its weight is ignored. Buoyant effects of any bow and/or stern pontoons must be considered. The drafts at the perpendiculars and at the ends of the cradle can be found from the hydrostatic curves. The draft to the underside of the cradle at its forward end is calculated and according to the depth of water over the ground way ends, determines if the vessel will float off the ways or if the cradle will drop off the way ends. Clearance of forefoot and stem, the sides of the vessel forward, and the keel forward should be verified, using a calculated sternward velocity. The metacentric height of the vessel should be calculated and determined to be adequate. d. Buoyancy During Launching. It is necessary to assume a certain tide height and depth of water over the way ends at time of launching. Water level assumed can

be based on the predicted tide height as determined from the tide tables for the date and time of launching. Launching should be at slack water. The vessel is assumed to move down the ways and displacements and locations of the longitudinal center of buoyancy are determined by means of Bonjean curves as intersections of the vessels base line and certain displacement stations enter the water. Centers of buoyancy are located relative to the intersection base line and water. For each subsequent calculation, the vessel is assumed to have moved two displacement stations. As for the condition of the vessel afloat, the displacement of the cradle can usually be disregarded. If hull form equations are in computer storage, the computer can be used to determine buoyancy and moments at successive positions of the ship moving down the ways. e. Way-End Pressure and Moment against Tipping. After the center of gravity of the vessel passes the ground way ends, there is a moment tending to cause the inshore end of the vessel and cradle to lift off the ground ways, that is, tip. This moment is resisted by the moment of buoyancy about the way ends. Moments of Buoyancy and Moments of Weight can be plotted as ordinates on an abscissa with scales of distance slid and stations entering the water. To avoid the unacceptable condition of tipping, the moment of buoyancy must always be greater than the moment of weight. The difference between the moments is the Moment Against Tipping. After the vessel enters the water, it is acted on by the buoyant force and the force of gravity. The resultant will be the difference of these two forces and represents the support of the ground ways. If the resultant is within the middle third of the length of sliding and ground ways in contact, the load can be represented by a trapezoid where the ordinates are weight per unit length of way or force per area of grease. If the resultant is outshore of the middle third of the length in contact, then the load is represented by a triangle with base equal to three times the distance from the resultant to the way ends. For any distance traveled, or station entering the water, the loading of the ground ways can be determined. This is the loading on the ships bottom but, in the absence of longitudinal packing, is carried into the hull by means of relatively widely spaced packing blocks. The loading of the vessels bottom structure being known, calculations can be made to determine if reinforcement is necessary to prevent damage due to high way-end pressure. f. Pivoting. Lifting of the outshore end of the vessel, or pivoting, occurs when the moment of buoyancy about the fore poppet equals the moment of weight about the fore poppet. The latter moment is, of course, constant. With a crushing packing fore poppet, initital pivoting is about a point near the after end of the poppet because the only slightly compressed crushing strips are unable to offer significant resistance. As crushing progresses, the pivoting point moves forward and if the pivoting angle is large, may approach the forward end of the fore poppet. With a rocker fore poppet, pivoting is about the midlength of the fore poppet. In launching calculations the extent of the cradle is known but the length

of the fore poppet may be unknown. Pivoting can be assumed to be about the estimated midlength or the forward end of the fore poppet. At the instant of pivoting, the load on the fore poppet is a maximum and is equal to the vessels weight minus its buoyancy. Even if vessel and cradle will drop off the ground way ends, it is convenient to assume that the ground ways extend sufficiently far under water for float off. During pivoting the moment of buoyancy about the fore poppet must equal the moment of weight about the fore poppet. For any distance slid, the draft at the fore poppet is known. It can be assumed that the path of the intersection of the vessels after perpendicular and base line at the start of pivoting travels along a straight line to the point of floatoff. The draft at the after perpendicular was previously determined for condition of vessel afloat. Lifting of the stern results in a lowering of the bow and it must be verified that the forefoot of the vessel will not come in contact with the building slip or dismantled keel blocking. As the vessels stern enters the water there is a rise in the water level over and beyond the outshore ground ways. In addition, the relative motion of the sloping stern and water tends to produce a lifting action. As a result, pivoting may be somewhat earlier than indicated by calculations for an assumed static condition. If drop-off occurs, the static drop is the difference between the draft to the underside of the sliding ways at the forward end of the cradle and depth of water over the ground way ends. The dynamic drop can be taken as twice the static drop. g. Strength. Hull girder stresses may be high in vessels which are long in relation to depth or which have large strength deck openings or discontinuities in longitudinal strength members. High stresses are also possible if longitudinal strength members have large temporary openings or are not complete as regards structure or welding. Table 10 General Data Launching weight, LBP Station spacing, S Center of Gravity Forward/aft of amidships Center of Gravity to forward end of fore poppet (L6)(L10initial) Center of gravity to ground way ends (L9Initial) Moment of weight about forward end of fore poppet (M1) Effective width of one way (L13) Length of sliding ways (L11Initial) Effective areas of both sliding ways Forward end of cradle to forward perpendicular

After end of cradle to after perpendicular Distance slid to point where A.P. at B.L. enters water Intersection of B.L. projected and W.L. to forward end of fore poppet (L4 Initial) Declivity of ground ways Declivity of base line Height of base line above ground ways at forward perpendicular Height of base line above ground ways at amidships Height of base line above ground ways at after perpendicular Height of tide above mean low water Depth of water over ground way ends Specific gravity of water (s.g.) Table 11 Launching Calculations & Symbols
Distances L1 L2 L3 L4 L5 L6 L7 L8 L9 L10 L11 L12 L13 Forces W B R Distance slid by vessel Immersed hull length Intersection of base line and water to center of buoyancy Intersection of base line and water to forward end of fore poppet Center of buoyancy to forward end of fore poppet Center of gravity to forward end of fore poppet (constant) Length of immersed ways in contact to intersection of base line and water Center of Buoyancy to ground way ends Center of gravity to ground way ends Resultant force R (support of ways) to forward end of fore poppet Length of ways in contact Resultant force R (support of ways) to outshore end of sliding or ground ways, whichever is least Effective width of one way

Vessel launching weight (constant) Displacement or buoyancy Support of ways

Pressures PM PA PF Moments M1 M2 M3 M4 Moment of weight about forward end of fore poppet (constant) Moment of buoyancy about forward end of fore poppet Anti-pivoting moment Moment of buoyancy about ground way ends Average unit pressure on ways Unit pressure at outshore end of ways in contact Unit pressure at inshore end of ways in contact

M5 M6

Moment of weight about ground way ends Anti-tipping moment