correct clamping force on the joined plates and shape of the formed rivet head. Te next problem is deciding at what
temperature the rivet is ready to be driven in. A lot of advice on current and previous practise has been offered to the project team – from the original coke stoves, through modern induction furnaces to simply playing an acetylene flame on to a couple of rivets. Abels has come up with a novel technique, which once proven will allow the rivet to be heated to the right temperature immediately adjacent to the work piece. If the trials with this approach prove successful, it possibly represents the single most significant improvement in steel riveting techniques for some years.
Close cooperation To ensure some understanding of the strength of the resultant riveted joint, the shipyard, working closely with Frazer- Nash, has devised a series of tests to prove the capability of the different rivet shapes and hole preparations necessary. Te first
test, witnessed by Frazer-Nash staff and the Heritage Lottery Fund’s project monitor, confirmed the watertight integrity of the bulkhead assembly. The next test will confirm the tensile strength of a riveted joint and if successful, will provide substantiation behind a comprehensive, calibrated written procedure for the riveting process. Te riveting process has also to satisfy
the National Historic Ships Unit, which is responsible for establishing the guidelines for ship restoration in the UK. Should Abel’s approach prove successful, then for the first time a fully detailed process will become available to the heritage sector. Formulating a methodology for riveting
is not the only problem to be overcome. Although most of the original steelwork drawings had managed to survive, many of them were difficult to read and most contained arcane notation. Worse still, much of the detail was not included in the drawings but relied on the experience of the workmen to just repeat the construction method or apply an approach based on
their knowledge of what was acceptable. Some of this detail can be recovered
from photographs taken during the early part of the project where Frazer-Nash had recruited Max Mudie, in his role as a professional photographer, to record the vessel as thoroughly as possible during the vessel survey. These photographs, along with those in the Medway Queen Preservation Society archives, will be scrutinised to try and fill in the blanks, although it has to be said that details are oſten obscured or even obliterated by the corrosion in some parts of the hull. Te project is still at an early stage, but
a laying of steel ceremony is scheduled to take place at Albion dockyard in Bristol on 6 June 2009. It is hoped that the fully riveted hull will be complete and the vessel ready for its fit out by June 2010. It will then be floated back to its home on the Medway. It will sit there until key components such as the main machinery and boiler are rebuilt ready for installation along with the remaining salvaged components. SBI
INTERNATIONAL CONFERENCE ON SHIP MANOEUVRING IN SHALLOW AND CONFINED WATER: BANK EFFECTS
13 - 15 May 2009, Antwerp, Belgium Overview
Organised by Flanders Hydraulics Research and Ghent University – Maritime Technology Division in cooperation with the Royal Institution of Naval Architects
During the last decades a continuous increase of the main dimensions of certain ship types can be observed. On the other hand, the dimensions of access channels, rivers, canals and ports frequented by these vessels often do not increase at the same rate. As a result, the behaviour of ships arriving at or departing from harbours will increasingly be influenced by waterways restrictions. The asymmetric flow around a ship induced by the vicinity of banks causes pressure differences between port and starboard sides. As a result, a lateral force will act on the ship, mostly directed towards the closest bank, as well as a yawing moment pushing her bow towards the centre of the waterway. This phenomenon, known as bank effect, depends on many parameters, such as bank shape, water depth, shipbank distance, ship properties, ship speed and propeller action. A reliable prediction of bank effects is important to determine the limiting conditions in which a ship can safely navigate a waterway.
However, the knowledge of the bank effects induced by the typical bank geometries is very limited. The International Conference on Ship Manoeuvring in Shallow and Confined Water: Bank Effects will offer researchers and pilots the possibility to discuss the latest developments in research and practice related to the ship behaviour in the vicinity of banks.
For more information logon to
www.bankeffects.ugent.be. Content
Papers are invited on all aspects in the field of navigation along river banks (flooded, surface pierced, sloped), quay walls and approach constructions. Topics may include: • Experimental research; • Numerical modelling; • Simulations; • Hands on practice.
If you wish to submit an abstract for this event, please send a short abstract (250 - 300 words) to
info@shallowwater.be. Do not hesitate to contact us if you want more information. Important dates
Abstracts due: 14 November 2008 Notification of acceptance: 19 December 2008 Full papers due: 16 March 2009
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