Ansaldo - Turbina de "Ansaldo I"
Contenuto
- Titolo originale
- "Italian Reduction-Geared Turbine Cargo-Steamship 'Ansaldo I' "
- Tipologia
- Opuscolo a stampa
- Descrizione
-
Opuscolo in lingua inglese con cenni storici e descrizione degli stabilimenti della società Gio. Ansaldo & C.
Estratto da «Shipbuilding and Shipping Record», 7 novembre 1918
- Data testuale
- 1918 novembre 7
- Estremi cronologici
- 7 novembre 1918 – 14 novembre 1918
- Consistenza
- 1 opuscolo a stampa (pp. numerate 9)
- Stato di conservazione
- Buono
- Soggetto produttore
-
Ansaldo (1853 - ***)
- Identificativo
- OP.000021
- Archivio, fondo o serie di appartenenza
-
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-
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- Temi correlati
- Comparto cantieristico e navalmeccanico
- Comparto meccanico ed elettromeccanico
- Storia aziendale
- contenuto
-
ITALIAN REDUCTION-GEARED TURBINE
CARGO-STEAMSHIP ‘“ANSALDO I.”
Reprinted from “ SHIPBUILDING AND SHIPPING RECORD,’ November 7 and 14, 1918.
Italiam Reduction-Geared Turbine Cargo-
Steamship “ Ansaldo I.”
TTALIAN REDUCTION-GEARED TURBINE CARGO-
STEAMSHIP “ANSALDO I”
‘The ss. Ansaldo I, plans and photographs of which we reproduce, | to place the propelling machinery amidships, as was usual with
is, we understand, the first geared-turbine cargo-bont built in nearly all general service cargo-boats of pre-war time; it was
Italy, and is the first of a seriea_ of several sister ships built and decided, after careful consideration to place the machinery aft.
Geared-Turbine Cargo-Steamship ‘ Ansaldo I.'”
under construotion in the shipyards of Gio. Ansaldo & Co., of
By so doing an economy of weight in tunnel structure, shaft
Genoa. The principal dimensions are :—
line and bearinga was obtained, and also a reduced vulnerability
of the vital parts of the «hip due to a considerable reduction of
target. presented by the machinery in the event of torpedo attack.
A greater capacity available for cargo is also obtained. Moreover,
as oil-tight wing compartmenta are fitted under deck with pumps
and piping for carrying 1,200 tons of oil, the arrangement
adopted îs more convenient. .
The structure and form of the wing oil tanks under the
deck, ns shown în the midship section, have been patented in
Italy by the builders. These tanks have given in practice good
The propelling machinery is placed aft in two separate water- results from two points of view, the first consisting of an increase
ht compartments, one for the main engine» and one for boiler. of the longitudinal stre
Length overali
Lang detycon pependicalae
soulded
‘moulded, t0 uppir dee
Alcan drag nd, fn sali water
veg
Net
fltrrice bunker cipaelt
Ansiiary bunker capacity
afnin engine power
gth of the hull compared with that of a
room and cross bunker. These watertight compartments are common two-decker of same moulded depth and breadth. The
e pa cafe ee a i A proper
watertight doors when necessary. ballasting of the ship without making an unduly “ stiî ” ship, as
It is the practice with British and An
n standard ships ia the case with double-bottom ballast only.
\0oclo se slc00
FRAME N° 96. LOOKING AFT
Sections—SS. ‘Ansaldo 1."
Poincipai Dinensins
4p0già bre 00 are e 09% temo
eng bre pe o) 4
PERI, (4
UM DECK.
ie pui a
a ne
Rae RI
Patio sie BERE
Midship Seotion—SS. ! Ansaldo I.”
FRAME N° 12. LOOKING FOR?
"8047 DECK.
Csa
(i
in accordance with
Registro Navale Italiano and the
Further requirements. regarding
The hull is of Siemens-Martin steel and built
tho highest class of the
British Corporation. Registry.
FRAME N° 27. LOOKING FOR®
SS. “ Ansaldo I” through Engine Room showing
‘Arrangement of Auxiliaries.
equipment asked for by the Italian Mercantile Marino regulations
are fully complied witi
Tt is worth i
four cai
additional \ateright
as to obtain eight independent ca o lar "va a va in
mentary bulkheads, such a degree of safety against flooding is
FRAME N° 43. LOOKING FORD
Arrangement of Boilers and Uptakes.
fr {he fryi ship of the series has
vgo-hol fa il Si
deck, in all the age dl Fit] oh ve inzie, n) TR tisi Ly
afloat, four
attained as cannot be found in many Ttalian or foreiga-built
cargo-boats in servico at the present time
These ships remain afloat not only with any two conseentive
compartments flooded, but also with any three consecutive com-
partments on a third of tho length omidships, the draught waterline
being in accordance with all the rules preseribed by the Inter:
national Conference on Safety of Life st Seo. This condition was
checked on a model of the ship.
These improvements for increasing the sen of the ships, made
under the control of the classification societies, have naturally
Ii RESA ae ia Ci init oe ci he ships and
a reduction of nearly 100 tons deadweight.
The additional bulkheads, while making for greater safety during
the war, can be easily removed afterwards should it be deemed
necessary.
As will be seen from the drawings, the four holds of the
Ansaldo I are long and havo each a largo and long hatehway for
ensy loading and unloading. In the sister ships following the
Ansaldo I each additional bulkhead is fitted in the centre of the
hatch, s0 as to subdivide each hold in two; therefore the removal
of the bulicheads after the war will not require any alteration in
the deck arrangement of winches and derricls for cargo service.
Other features of the hull are :—The doublo bottom is extended
from the forepeak to the after-peak bulkheads, and instead
of having the usual margin plate running normally to tho outside
plating, the inner bottom plating is continued horizontally to the
ship's side in such manner as to protect the bilges.
ho wells constructed in the double bottom in connection with the
draining arrangements are not extended downwards from the inner
pra more than half the depth of the double bottom at that
pine ‘qgmpar tft Ao, (150 tons
III pl fe ppi IT b pes, Sa
the deck sp ID
ali si Die na i i
beams into the tanks. Stenm pipes for heating the oil and
FRAME N° 24. LOOKING FOR?
{ Arvangement of Turbines and Gears.
SS. “ Ansaldo T.'* Sections through Machinery Spaces.
»'
utt
GEARED TURBINE CARGO STEAMER
Navale, Gio. Ansaldo & Co., Sestri Ponente.
pet
©
pe, sonde
natarai f
tg ansi :
(0. Particalato & Dimensions — ES tt dd
' 4 Lengib Esresst............ 0000 - MIBSME * SL
e Lan" nah ARTT ci RR ts
3 fa
Bo displacement, i f
nd # af Engines... 5
1: ì
Hold A°S
1230 CAS
LLI IL LI
POOP DECK. ke } BRIDGE DE BOAT DECK. NAVIGATING BRIDGE FORECASTLE DECK.
'
.
i
PLAN OF HOLDS.
g
A
4
È
È
Stern View.
SS. “ Ansaldo I.
7
safety gas. cia exhaust and
suetion pipes
ana 1a lt a watertight, and
the spaces between poop and upper deck aft are subdivided into
o
Non-return screw. Ives are fitted at the end of all bilge
suotions and worked from the deck for the purpose of preventing
flcoding water passing from a flooded compartment to an adjacent
one.
Parts which are ordinatily made of forged iron have been success
fully substituted by others of special Ansaldo-Vanadium cast steel
limensions and equivalent strength as certified by the
classification societies.
AIl deck auxiliary machinery works at 100 Ib. per sq. in. with
reduoed steam supplied by one of the three main boilers. Wireless
SS. “ Ansaldo I."
telegraphy and other arrangements are ds is usual on the
best class of similar cargo-bonts. General internal arrangements
are as shown on the outline plans; the struoture data are
show on the midship seetion drawing, and the accompanying
beogsli show the ship just ready to launch and just after the
"o, is propelled by a single four-blued screw propeller
of about 19 ft. diameter and 16 ft. mean pitch.
It may be recalled that the vessel has tho machinery aft in two
watertight compartments, one of which houses the main la
machinery and the second the boiler room and cross bunker.
two compartments communicate by means of a short tunnel fitted
with vertical watertight doo;
The turbine machinery îs of Parsons’ impulse resctién type
working at 1,000 r.p.im., and geared down in the ratio of 2031,
to a shaft speed of 75 r.p.m., some 2,200 «hp. being developed,
The astern turbine is in the same casing as tho low-pressuro ahivad
turbine.
‘The following are the chief dimensions of the turbines.
-‘Arrangement ot Boilers and Engines.
High-pressure impnlse and reaction turbine :—
i impulso 3
Digg
tropo
PRO
Low-pressure reaction turbine :—
e li
Mg a ie de
Astern impulse and reaction turbine :—
Plaaler gfga sd quae
SE TE asia :
POR Meet Ra
DERATIc ET De ia
SE rime
Sa i
e ee
The Iubrication of the turbine bearings and gears is by gravity
from an oîl tank located in the engino hatch. The Inbricating pumps
draw the oil from tho drain tank underneath tho gears, and dis-
charge it through cooler to the gravity tank. The main condenser
fa fitted below the low-pressuro turbine and hna abont 2,908 sq. ft.
Lore
pumpof 1,250 tons per hour capacity. There are also two dir
pumps each having a steam capacity of 29,100 1b. per hour ; dr
ps each having a capacity of 16 tons per hour; and one
evaporator and distiller of 20 tons por hour capacity.
oilJubricating pumps, each of 9 tons per hour capacity.
Other anxiliaries include one Howden's forced dranght fan with
two steam engines ; one uxiliary condenser, having 775 sq. ft.
cooling surface; ono tank and auxiliary cireulating pump of
120 tons per hour capacity; one general services pump having a
capacity of 50 tons per hour; one fire and bilge pump of 50 tons
per hour capacity; ono freh-water pump of 10 tons per hour
capacity. AIl pumps are of the Cerpelli type. There js also a
dynamo having an output of 6 lw.
Steam is supplied by three single-ended three-furnace cylindrical
boilers at a working pressure of 180 Ib, per sq. in., with Mowden
forced draught.
ÎS
Sì FONDAZIONE FNS
da boîlers have the following dimensions :
outside diameter of boer 7
dato “ngi teteeen fronta at top of bollor
s<mum neldo diemeter of furnacce ne bitter
1806. 7In
105% 91 In
pic ol fuma e fe end
ot furaoo las
Nombor oi nia tes in ch ste combristion enamtice
Femper ot int bee mei centre comin i Gambe 8
‘mbe of Side combusticn chamber 8.
Ramter of Sinti incontra Soution mer +. 3
The trial trip was run on a voyage from Genoa to Philadelphia
and back on full load, the engines working at full power with abont.
tin. air pressure în the furnaces, when a satisfaotory speed was
attained.
ir L/D)E)
- extracted text
-
ITALIAN REDUCTION-GEARED TURBINE
CARGO-STEAMSHIP ‘“ANSALDO I.”
Reprinted from “ SHIPBUILDING AND SHIPPING RECORD,’ November 7 and 14, 1918.
Italiam Reduction-Geared Turbine Cargo-
Steamship “ Ansaldo I.”
TTALIAN REDUCTION-GEARED TURBINE CARGO-
STEAMSHIP “ANSALDO I”
‘The ss. Ansaldo I, plans and photographs of which we reproduce, | to place the propelling machinery amidships, as was usual with
is, we understand, the first geared-turbine cargo-bont built in nearly all general service cargo-boats of pre-war time; it was
Italy, and is the first of a seriea_ of several sister ships built and decided, after careful consideration to place the machinery aft.
Geared-Turbine Cargo-Steamship ‘ Ansaldo I.'”
under construotion in the shipyards of Gio. Ansaldo & Co., of
By so doing an economy of weight in tunnel structure, shaft
Genoa. The principal dimensions are :—
line and bearinga was obtained, and also a reduced vulnerability
of the vital parts of the «hip due to a considerable reduction of
target. presented by the machinery in the event of torpedo attack.
A greater capacity available for cargo is also obtained. Moreover,
as oil-tight wing compartmenta are fitted under deck with pumps
and piping for carrying 1,200 tons of oil, the arrangement
adopted îs more convenient. .
The structure and form of the wing oil tanks under the
deck, ns shown în the midship section, have been patented in
Italy by the builders. These tanks have given in practice good
The propelling machinery is placed aft in two separate water- results from two points of view, the first consisting of an increase
ht compartments, one for the main engine» and one for boiler. of the longitudinal stre
Length overali
Lang detycon pependicalae
soulded
‘moulded, t0 uppir dee
Alcan drag nd, fn sali water
veg
Net
fltrrice bunker cipaelt
Ansiiary bunker capacity
afnin engine power
gth of the hull compared with that of a
room and cross bunker. These watertight compartments are common two-decker of same moulded depth and breadth. The
e pa cafe ee a i A proper
watertight doors when necessary. ballasting of the ship without making an unduly “ stiî ” ship, as
It is the practice with British and An
n standard ships ia the case with double-bottom ballast only.
\0oclo se slc00
FRAME N° 96. LOOKING AFT
Sections—SS. ‘Ansaldo 1."
Poincipai Dinensins
4p0già bre 00 are e 09% temo
eng bre pe o) 4
PERI, (4
UM DECK.
ie pui a
a ne
Rae RI
Patio sie BERE
Midship Seotion—SS. ! Ansaldo I.”
FRAME N° 12. LOOKING FOR?
"8047 DECK.
Csa
(i
in accordance with
Registro Navale Italiano and the
Further requirements. regarding
The hull is of Siemens-Martin steel and built
tho highest class of the
British Corporation. Registry.
FRAME N° 27. LOOKING FOR®
SS. “ Ansaldo I” through Engine Room showing
‘Arrangement of Auxiliaries.
equipment asked for by the Italian Mercantile Marino regulations
are fully complied witi
Tt is worth i
four cai
additional \ateright
as to obtain eight independent ca o lar "va a va in
mentary bulkheads, such a degree of safety against flooding is
FRAME N° 43. LOOKING FORD
Arrangement of Boilers and Uptakes.
fr {he fryi ship of the series has
vgo-hol fa il Si
deck, in all the age dl Fit] oh ve inzie, n) TR tisi Ly
afloat, four
attained as cannot be found in many Ttalian or foreiga-built
cargo-boats in servico at the present time
These ships remain afloat not only with any two conseentive
compartments flooded, but also with any three consecutive com-
partments on a third of tho length omidships, the draught waterline
being in accordance with all the rules preseribed by the Inter:
national Conference on Safety of Life st Seo. This condition was
checked on a model of the ship.
These improvements for increasing the sen of the ships, made
under the control of the classification societies, have naturally
Ii RESA ae ia Ci init oe ci he ships and
a reduction of nearly 100 tons deadweight.
The additional bulkheads, while making for greater safety during
the war, can be easily removed afterwards should it be deemed
necessary.
As will be seen from the drawings, the four holds of the
Ansaldo I are long and havo each a largo and long hatehway for
ensy loading and unloading. In the sister ships following the
Ansaldo I each additional bulkhead is fitted in the centre of the
hatch, s0 as to subdivide each hold in two; therefore the removal
of the bulicheads after the war will not require any alteration in
the deck arrangement of winches and derricls for cargo service.
Other features of the hull are :—The doublo bottom is extended
from the forepeak to the after-peak bulkheads, and instead
of having the usual margin plate running normally to tho outside
plating, the inner bottom plating is continued horizontally to the
ship's side in such manner as to protect the bilges.
ho wells constructed in the double bottom in connection with the
draining arrangements are not extended downwards from the inner
pra more than half the depth of the double bottom at that
pine ‘qgmpar tft Ao, (150 tons
III pl fe ppi IT b pes, Sa
the deck sp ID
ali si Die na i i
beams into the tanks. Stenm pipes for heating the oil and
FRAME N° 24. LOOKING FOR?
{ Arvangement of Turbines and Gears.
SS. “ Ansaldo T.'* Sections through Machinery Spaces.
»'
utt
GEARED TURBINE CARGO STEAMER
Navale, Gio. Ansaldo & Co., Sestri Ponente.
pet
©
pe, sonde
natarai f
tg ansi :
(0. Particalato & Dimensions — ES tt dd
' 4 Lengib Esresst............ 0000 - MIBSME * SL
e Lan" nah ARTT ci RR ts
3 fa
Bo displacement, i f
nd # af Engines... 5
1: ì
Hold A°S
1230 CAS
LLI IL LI
POOP DECK. ke } BRIDGE DE BOAT DECK. NAVIGATING BRIDGE FORECASTLE DECK.
'
.
i
PLAN OF HOLDS.
g
A
4
È
È
Stern View.
SS. “ Ansaldo I.
7
safety gas. cia exhaust and
suetion pipes
ana 1a lt a watertight, and
the spaces between poop and upper deck aft are subdivided into
o
Non-return screw. Ives are fitted at the end of all bilge
suotions and worked from the deck for the purpose of preventing
flcoding water passing from a flooded compartment to an adjacent
one.
Parts which are ordinatily made of forged iron have been success
fully substituted by others of special Ansaldo-Vanadium cast steel
limensions and equivalent strength as certified by the
classification societies.
AIl deck auxiliary machinery works at 100 Ib. per sq. in. with
reduoed steam supplied by one of the three main boilers. Wireless
SS. “ Ansaldo I."
telegraphy and other arrangements are ds is usual on the
best class of similar cargo-bonts. General internal arrangements
are as shown on the outline plans; the struoture data are
show on the midship seetion drawing, and the accompanying
beogsli show the ship just ready to launch and just after the
"o, is propelled by a single four-blued screw propeller
of about 19 ft. diameter and 16 ft. mean pitch.
It may be recalled that the vessel has tho machinery aft in two
watertight compartments, one of which houses the main la
machinery and the second the boiler room and cross bunker.
two compartments communicate by means of a short tunnel fitted
with vertical watertight doo;
The turbine machinery îs of Parsons’ impulse resctién type
working at 1,000 r.p.im., and geared down in the ratio of 2031,
to a shaft speed of 75 r.p.m., some 2,200 «hp. being developed,
The astern turbine is in the same casing as tho low-pressuro ahivad
turbine.
‘The following are the chief dimensions of the turbines.
-‘Arrangement ot Boilers and Engines.
High-pressure impnlse and reaction turbine :—
i impulso 3
Digg
tropo
PRO
Low-pressure reaction turbine :—
e li
Mg a ie de
Astern impulse and reaction turbine :—
Plaaler gfga sd quae
SE TE asia :
POR Meet Ra
DERATIc ET De ia
SE rime
Sa i
e ee
The Iubrication of the turbine bearings and gears is by gravity
from an oîl tank located in the engino hatch. The Inbricating pumps
draw the oil from tho drain tank underneath tho gears, and dis-
charge it through cooler to the gravity tank. The main condenser
fa fitted below the low-pressuro turbine and hna abont 2,908 sq. ft.
Lore
pumpof 1,250 tons per hour capacity. There are also two dir
pumps each having a steam capacity of 29,100 1b. per hour ; dr
ps each having a capacity of 16 tons per hour; and one
evaporator and distiller of 20 tons por hour capacity.
oilJubricating pumps, each of 9 tons per hour capacity.
Other anxiliaries include one Howden's forced dranght fan with
two steam engines ; one uxiliary condenser, having 775 sq. ft.
cooling surface; ono tank and auxiliary cireulating pump of
120 tons per hour capacity; one general services pump having a
capacity of 50 tons per hour; one fire and bilge pump of 50 tons
per hour capacity; ono freh-water pump of 10 tons per hour
capacity. AIl pumps are of the Cerpelli type. There js also a
dynamo having an output of 6 lw.
Steam is supplied by three single-ended three-furnace cylindrical
boilers at a working pressure of 180 Ib, per sq. in., with Mowden
forced draught.
ÎS
Sì FONDAZIONE FNS
da boîlers have the following dimensions :
outside diameter of boer 7
dato “ngi teteeen fronta at top of bollor
s<mum neldo diemeter of furnacce ne bitter
1806. 7In
105% 91 In
pic ol fuma e fe end
ot furaoo las
Nombor oi nia tes in ch ste combristion enamtice
Femper ot int bee mei centre comin i Gambe 8
‘mbe of Side combusticn chamber 8.
Ramter of Sinti incontra Soution mer +. 3
The trial trip was run on a voyage from Genoa to Philadelphia
and back on full load, the engines working at full power with abont.
tin. air pressure în the furnaces, when a satisfaotory speed was
attained.
ir L/D)E)
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