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ראיתי רק כרגע ואין כמוך לגבי האניה מדובר על עיצוב הגשר (בעברית יחידות הסיפון)ועיצוב הפנים. לגבי היאכטה מדובר על משציינתי-תבניות דיקט, יציקת קוער ב"פרוצמנט" וחלק עליון בעץ קיימות בארץ מספר יאכטות מסוג זה שהיו נפוצות יותר לפני עידן הפייבר והחומרים המורכבים ואפשרו בעיקר בניה עצמית החומר קל(כ3-5 סמ עובי דופן עם שלד מפלדה 6 ממ ורשתות לול המוחלק ע"ג התבניות דיקט) בקיצור ביי גרשון
הייורק אם את זוכרת-שם הספר...
ראיתי רק כרגע ואין כמוך לגבי האניה מדובר על עיצוב הגשר (בעברית יחידות הסיפון)ועיצוב הפנים. לגבי היאכטה מדובר על משציינתי-תבניות דיקט, יציקת קוער ב"פרוצמנט" וחלק עליון בעץ קיימות בארץ מספר יאכטות מסוג זה שהיו נפוצות יותר לפני עידן הפייבר והחומרים המורכבים ואפשרו בעיקר בניה עצמית החומר קל(כ3-5 סמ עובי דופן עם שלד מפלדה 6 ממ ורשתות לול המוחלק ע"ג התבניות דיקט) בקיצור ביי גרשון
עובי 3-5 ס"מ, רשתות לול...
הדבר הזה צף (שלא לאמר שט)? נשמע לי קצת כמו הסוסיתא.
עובי 3-5 ס"מ, רשתות לול...
הדבר הזה צף (שלא לאמר שט)? נשמע לי קצת כמו הסוסיתא.
שווה מבט-גישה שונה לחיים
http://radio.weblogs.com/0119080/stories/2003/04/28/galleryTheClassicRockRealm.html [ Home ] [ Company Profile ] [ Contract ] [ Safety ] [ Noise ] [ Fire Safety ] [ What Is A Marine Surveyor ] [ Our Reports ] [ Terms and Conditions ] [ Whats's eating You? ] [ Electrolysis ] [ Offshore Structures ] [ FRP Boats ] [ Ferro Cement Boats ] [ Small Craft ] [ CV's ] [ Narrow Boats ] [ Feedback ] [ Links ] The survey of this type of vessel requires special expertise and experience and this Company has had a number of years of experience in surveying both amateur and professionally built ferro-cement yachts and barges. The survey involves examining the cement cover (both inside and outside of the hull) for cracks, sulphate and chloride deterioration and granulation, the existence of voids including shadow voids and, where possible an examination of the armature. The cement must also be examined for bleeding and the presence of latience. Ferro-cement boats are also prone to vertical shell cracking particularly in way of the transverse frames forming the armature and this is usually due to too thin a cement cover and an incorrect curing procedure. The curing of the cement cover should take at least fourteen days and be carried out in a very moist atmosphere under cover i.e. a properly controlled environment. Another defect often found is 'blooming' caused by rusting of the armature. If the armature is too thinly covered externally then sea water can cause it to rust and as the rust expands this can cause the cement cover to 'bloom', fracture, spall and 'blow off'. This is not likely on good quality, professionally built boats but it is fairly common on amateur built boats. Cement is, of course, porous and armature rusting is common even on well built boats. The defects are checked by hammer testing and our standard survey includes both hammer testing and testing by means of moisture and other meters. One of the relatively minor drawbacks of ferro-cement is that it has been known to be vulnerable to attack by an intriguing boring bivalve mollusc called the common piddock or, to give it its scientific name, pholus dactylus. The animal is approximately elliptical in outline with a beaked anterior end. It is up to 12 cm long and bores into sandstone and other soft rocks. The shell is dull white or grey in colour and is surprisingly fragile considering it is used to perform the boring process. It has a sculpture of concentric ridges and radiating lines The siphons are joined and can be up to twice the length of the shell and are white to light ivory in colour. The periostracum is usually yellowish but is often discoloured. Pholas dactylus also has phosphorescent properties, the outlines of the animal glowing with a green blue light in the dark. In suitable substrates it is often found at considerable densities on the lower shore and is widespread and often common in SW Britain and Ireland. It does not do serious damage to a ferro-cement hull as the cement contains lime and other chemicals which are inimical to the animal's life. Much more serious than the piddock, however, is the possibility of a lightning strike. Any boat at sea in an electric storm is vulnerable to a strike by lightning. In most types of vessel this, although very dangerous, usually results only in the loss of all electronic equipment. In a ferro-cement boat it can be catastrophic particularly is the vessel is fitted with a metal mast. The lightning travels down the mast and/or the steel wire standing rigging and through the chain plates or other hull connections to the armature. From there it cannot escape causing the armature to have a very rapid rise in temperature. The resulting shock and expansion of the steel can 'blow off' the cement cover causing the vessel to sink like a stone. At least one case is known where this has happened to a ferro-cement boat of a slipway in Australia where the armature was left standing on the cradle surrounded by heaps of broken cement on the slipway. One is left speechless at what might have happened had this occurred at sea. Because of this possibility ferro-cement boats must be fitted with proper lightning conductors and earthing plates (grounding plates if you are an American). These earthing plates should be long and narrow and securely bolted to the hull and properly electrically connected to the chain plates and the armature. The surface area of the plate need not exceed about one square foot but the plate should be arranged to give the maximum possible edge length. Side strikes from the lightning can also cause devastation particularly to electronic equipment.
שווה מבט-גישה שונה לחיים
http://radio.weblogs.com/0119080/stories/2003/04/28/galleryTheClassicRockRealm.html [ Home ] [ Company Profile ] [ Contract ] [ Safety ] [ Noise ] [ Fire Safety ] [ What Is A Marine Surveyor ] [ Our Reports ] [ Terms and Conditions ] [ Whats's eating You? ] [ Electrolysis ] [ Offshore Structures ] [ FRP Boats ] [ Ferro Cement Boats ] [ Small Craft ] [ CV's ] [ Narrow Boats ] [ Feedback ] [ Links ] The survey of this type of vessel requires special expertise and experience and this Company has had a number of years of experience in surveying both amateur and professionally built ferro-cement yachts and barges. The survey involves examining the cement cover (both inside and outside of the hull) for cracks, sulphate and chloride deterioration and granulation, the existence of voids including shadow voids and, where possible an examination of the armature. The cement must also be examined for bleeding and the presence of latience. Ferro-cement boats are also prone to vertical shell cracking particularly in way of the transverse frames forming the armature and this is usually due to too thin a cement cover and an incorrect curing procedure. The curing of the cement cover should take at least fourteen days and be carried out in a very moist atmosphere under cover i.e. a properly controlled environment. Another defect often found is 'blooming' caused by rusting of the armature. If the armature is too thinly covered externally then sea water can cause it to rust and as the rust expands this can cause the cement cover to 'bloom', fracture, spall and 'blow off'. This is not likely on good quality, professionally built boats but it is fairly common on amateur built boats. Cement is, of course, porous and armature rusting is common even on well built boats. The defects are checked by hammer testing and our standard survey includes both hammer testing and testing by means of moisture and other meters. One of the relatively minor drawbacks of ferro-cement is that it has been known to be vulnerable to attack by an intriguing boring bivalve mollusc called the common piddock or, to give it its scientific name, pholus dactylus. The animal is approximately elliptical in outline with a beaked anterior end. It is up to 12 cm long and bores into sandstone and other soft rocks. The shell is dull white or grey in colour and is surprisingly fragile considering it is used to perform the boring process. It has a sculpture of concentric ridges and radiating lines The siphons are joined and can be up to twice the length of the shell and are white to light ivory in colour. The periostracum is usually yellowish but is often discoloured. Pholas dactylus also has phosphorescent properties, the outlines of the animal glowing with a green blue light in the dark. In suitable substrates it is often found at considerable densities on the lower shore and is widespread and often common in SW Britain and Ireland. It does not do serious damage to a ferro-cement hull as the cement contains lime and other chemicals which are inimical to the animal's life. Much more serious than the piddock, however, is the possibility of a lightning strike. Any boat at sea in an electric storm is vulnerable to a strike by lightning. In most types of vessel this, although very dangerous, usually results only in the loss of all electronic equipment. In a ferro-cement boat it can be catastrophic particularly is the vessel is fitted with a metal mast. The lightning travels down the mast and/or the steel wire standing rigging and through the chain plates or other hull connections to the armature. From there it cannot escape causing the armature to have a very rapid rise in temperature. The resulting shock and expansion of the steel can 'blow off' the cement cover causing the vessel to sink like a stone. At least one case is known where this has happened to a ferro-cement boat of a slipway in Australia where the armature was left standing on the cradle surrounded by heaps of broken cement on the slipway. One is left speechless at what might have happened had this occurred at sea. Because of this possibility ferro-cement boats must be fitted with proper lightning conductors and earthing plates (grounding plates if you are an American). These earthing plates should be long and narrow and securely bolted to the hull and properly electrically connected to the chain plates and the armature. The surface area of the plate need not exceed about one square foot but the plate should be arranged to give the maximum possible edge length. Side strikes from the lightning can also cause devastation particularly to electronic equipment.
אוףףף, תאמיני לי, לי זה עולה יותר..
RENZO PIANO BUILDING WORKSOHP Complete Works Volume two Author: Peter Buchanan הוצאת: PHAIDON
אוףףף, תאמיני לי, לי זה עולה יותר..ורק אם את זוכרת-שם הספר...
RENZO PIANO BUILDING WORKSOHP Complete Works Volume two Author: Peter Buchanan הוצאת: PHAIDON
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