GIFT OF 
 
iVt'V <?, ISI9 
 
 Standardization of 
 Ship Materials 
 
 BY 
 
 FRED T. LLEWELLYN 
 
 Federal Shipbuilding Company, Kearney, N. J. 
 Chickasazu Shipbuilding Company, Mobile, Ala. 
 
 READ AT THE MEETING OF THE 
 AMERICAN IRON AND STEEL INSTITUTE 
 
 New York 
 
 Hotel Pennsylvania, May 23, I 9 I 9- 
 
- 
 
 o 
 
STANDARDIZATION OF SHIP MATERIALS 
 
 FEED T. LLEWELLYN 
 
 Federal Shipbuilding Co., Keamy, N. J., & Chickasaw Shipbuilding Co., 
 
 Mobile, Ala. 
 
 1. It will be the aim in this paper to present a brief 
 outline of the need, history, and possibilities of standardi- 
 zation in connection with some of the materials used in 
 the construction and equipment of steel cargo ships. The 
 paper is supplemented by five appendices, which will not 
 be read, but whose examination, it is believed, will sup- 
 port the conclusions reached. 
 
 2. For all practical purposes "standardization" does 
 not mean "making everything alike"- that is "imita- 
 tion." The term signifies rather "regulation in accord- 
 ance with a series of common criteria, ' ' and the efficiency 
 of the standardization varies inversely with the profusion 
 of the criteria and directly as the breadth of their ap- 
 plicability. There are at least three different phases of 
 standardization as applied to ships standardization of 
 types, which is largely the owner's or operator's affair; 
 standardization of designs, in which the shipbuilder is 
 principally concerned; and standardization of materials, 
 which is most vital to the manufacturer and while all 
 three phases are to some extent inter-related it is desir- 
 able not to confuse their respective scopes. The pos- 
 sibilities of standardizing the various types of ships may 
 be limited by differing conditions of routes, harbors, and 
 service, but standard ranges and grades of material can 
 be applied to any ordinary tyjpes and designs. The 
 present paper will confine itself to the standardization of 
 ship materials, referring to the type or design of ships 
 only in so far as the standardization of their materials 
 may be affected thereby. 
 
 3. It is impossible here, nor is the writer competent, 
 to discuss in detail the multitude of different kinds of 
 material that enter into the construction and equipment 
 
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AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 of a ship, but some idea of their variety may be obtained 
 from Appendices A and B, in which are given tentative 
 classifications respectively of ship parts and of ship 
 materials. Appendix C suggests a series of topics under 
 which investigations into the standardization of such 
 material might be conveniently grouped. While these 
 three appendices should not be considered other than sug- 
 gestive, they represent considerable investigation, and in 
 addition to the information given they may afford a con- 
 venient series of pigeon-holes for the classification of ad- 
 ditional data. Some standardization of miscellaneous 
 parts has already been accomplished, as in the case of 
 chain, anchors, lifeboats, hardware, and other parts, but 
 it is believed the field offers opportunity for further work 
 along the line of the plain materials and equipment used. 
 Possibly such investigation might come within the scope 
 of the American Society for Testing Materials. If there 
 are present manufacturers of Engines, Pumps, or other 
 Auxiliaries, they are invited to consider whether it should 
 be necessary for the buyer of a ship, desirous of having 
 her parts interchangeable, to restrict his purchases to 
 the product of one maker. 
 
 4. While steel is only one of the many materials 
 needed in shipbuilding, and while there are numerous 
 steel products required in addition to those in the hull 
 structure, yet the hull structure is so important, consti- 
 tuting as it does some 75 per cent of the weight and 50 
 per cent of the cost of a cargo ship, and its materials are 
 of such special concern to the American Iron & Steel 
 Institute, that the body of this paper will be devoted to 
 that portion of the subject. 
 
 5. Let us first consider the opportunities for the stan- 
 dardization of hull steel as compared with other fields in 
 which structural steel is used. While in some respects 
 the requirements of a ship resemble those of rolling- 
 stock, comparison with bridge building practice seems to 
 offer the more practical appeal. A ship is a storm-tossed 
 box-girder, a freight tank, a power-house, and a floating 
 
 2 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 hotel, all combined. The popular notion that her stresses 
 are indeterminate is no more correct than in the case of 
 fixed steel structures. The origin of design in both 
 classes of structures was an accumulation of empirical 
 rules, and in both cases theory has simply afforded an 
 intelligent means of predicting the probable safety of an 
 untried design from one whose behavior is known. The 
 Titanic is matched by the Tay and the Quebec bridges. 
 
 The design of a ship indeed has some advantages over 
 that of a bridge. When once built the bridge is largely 
 left to the mercy of the elements (and of constantly in- 
 creasing train loads), whereas on each voyage the captain 
 of a ship has it within his power to stow and navigate in 
 such a manner as to minimize the menace of the waves. 
 It is of course true that this menace may reduce the 
 safety factor of ignorance to a greater extent than in the 
 case of a bridge. 
 
 The naval architect is also fortunate in that a large 
 percentage of his loads are carried directly by the up- 
 ward reactions due to buoyancy at different cross sections 
 of the ship. Eoughly speaking, the maximum longitudinal 
 bending moment amidships is only about one-fourth the 
 moment that would be caused by the uniformly distrib- 
 uted weight of ship and contents on a clear span equal to 
 the ship's length; but this ratio does not hold at other 
 points fore and aft. 
 
 If the inquisitive bridge engineer wishes to compare 
 the accepted method of computing the principal stresses 
 in a ship with his own theory of wheel loads, he has 
 merely to lay off a trochoidal wave whose length equals 
 that of the ship, and whose depth is one-twentieth thereof, 
 and to correlate the severest possible conditions of load- 
 ing with those of buoyancy under hogging or sagging (as 
 calculated with the aid of TchebychefFs Rule), when the 
 maximum longitudinal bending moment at any point can 
 be readily determined and compared with the section 
 modulus there; but the process is tedious. The trans- 
 verse and local strains are similarly subject to computa- 
 
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AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 tion by the enterprising mathematician. The dynamic 
 stresses are more elusive. 
 
 6. The Classification Societies, realizing that danger- 
 ous errors, due to inexperience, oversight, or (in rare 
 cases) unscrupulousness, might accompany the prepara- 
 tion of stress diagrams for each design, have saved the 
 purchaser and the shipbuilder the time and labor that 
 such calculations would require by publishing tabulated 
 rules giving the scantlings recommended for the various 
 hull members in ships of the more usual types and dimen- 
 sions. These rules are revised from time to time in line 
 with experience based on the constant survey of both the 
 construction and operation of ships. It is to be regretted, 
 however, that the eight principal classification societies 
 have not as yet agreed among themselves on a standard 
 set of rules. 
 
 7. The authority of the better known societies is justly 
 great, but emphasis should be laid on the fact that classifi- 
 cation is not refused for variation from their rules pro- 
 vided the substitutions are equally efficient; and this 
 privilege broadens the possibilities for standardizing 
 ship materials. For example, practically nowhere in a 
 ship do the members that constitute the framing consist 
 merely of single rolled steel shapes, for while they may 
 appear to do so it will be noted that one or both of their 
 flanges unite with the heavy plating of the shell, deck, or 
 double-bottom tank-top strakes, or of the bulkheads, to 
 f orm compound members wherein the plating is generally 
 the most active element, on much the same principle as 
 that followed in ferro-concrete construction, where a part 
 of the floor-slab is utilized as the compression flange of 
 a Tee beam or girder. This arrangement permits of sub- 
 stitutions in the size and thickness of the elements in such 
 compound members, for undesirable variations from the 
 adopted standard range of shapes can frequently be 
 avoided by modifying the plate thickness, and vice versa. 
 
 8a. On the other hand the possibilities for standard- 
 izing ship as compared with bridge material are limited 
 
 4 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 by several considerations. With a given fuel consump- 
 tion, the earning capacity of ships of similar construction 
 and equipment varies with the ratio between the weight 
 of water displaced by the loaded ship and that of the ship 
 when empty. Consequently any excess weight, added 
 with a view of standardizing material, not only may in- 
 crease the first cost, which is not the most important fac- 
 tor, but will certainly decrease her earning capacity dur- 
 ing the entire life of the ship. The theoretical soundness 
 of this argument, however, seems to have been greatly 
 overworked, for it has been found that the material in a 
 given design can be standardized without adding over one 
 per cent (and usually very much less) to the total weight, 
 and that a new design using standard material can in 
 some cases be so arranged as to actually effect a saving 
 in the quantity used. 
 
 8b. The essential requirement of water and oil-tight- 
 ness also affects the determination of suitable material. 
 In a bridge the main criterion is usually that of strength 
 alone, but in a ship local stiffness against deflection is 
 just as important in order to prevent leaks resulting 
 from an opening up of the joints. Also, in order to assist 
 tightness, in shipbuilding single rolled steel angles are 
 preferred to the pair of angles so dear to the bridge 
 builder, for the single angle is more readily caulked, and 
 its use minimizes those opportunities for corrosion that 
 are invited by the concealed pockets between the heels of 
 a pair of angles. The need of watertightness also causes 
 the ship designer to avoid 3-ply rivets (i. e., rivets con- 
 necting three thicknesses of metal) as far as possible, for 
 it is difficult to ensure the efficiency of such rivets, or to 
 locate the source of a leak at such connections. There- 
 fore 2-ply rivets are used wherever practicable, and this 
 means that instead of concentrating a number of con- 
 nections at one point or line, in shipbuilding the impor- 
 tant joints are arranged to come off center, or staggered. 
 The local stresses caused by this eccentricity are more 
 than offset by its many advantages. 
 
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AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 8c. .Similar considerations explain in part the unsuit- 
 ability for shipbuilding of standard structural channels 
 less than 15 inches in depth, for their flanges are too nar- 
 row to receive the proper sized rivet hole, and their inner 
 faces too steep to allow of a symmetrical rivet head, and 
 the proximity of the rivet head to the fillet of the channel 
 makes efficient laying-up very difficult. For this reason' 
 ship channels, having wide flanges with almost flat inner 
 faces, are preferable for medium sized ship members, and 
 bulb angles for the smaller ones. A bulb angle is stronger 
 than a plain angle of equal weight ; it can be readily mani- 
 pulated on the bending slabs ; and the mass of metal form- 
 ing its bulb is a protection against the wear and tear of 
 such cargoes as coal, ore, or steel. The bulb offers only 
 a small surface to corrosion, and unlike the flange it is 
 never in the way of riveting. 
 
 Sd. While recognizing the advantage of Tees in facil- 
 itating the making of water and oil-tight connections, 
 notably at the bulkheads of Isherwood tankers, as well 
 as in the construction of bilge keels, the total demand for 
 these sections as compared with the variety of contours 
 offered by the few mills rolling them is insufficient to 
 warrant their general use. Similar objections apply to 
 the occasional specification of Zees. The popularity of 
 "H" sections for use as pillars has been limited to a 
 comparatively small number of yards, and the writer is 
 not familiar with any difficulty in obtaining them, but the 
 fact that the larger sizes are produced by only one mill, 
 and the difficulty of making substitution in case of need, 
 has made it desirable to generally refrain from their use, 
 and this was apparently realized by the shipyards af- 
 filiated with the aforesaid mill. The symmetrical proper- 
 ties of the "I" beam, which is so popular in steel bridges, 
 buildings, and cars, make this shape inefficient and waste- 
 ful in the compound members of which a ship's framing 
 is necessarily composed, and it may be excluded from con- 
 sideration for the purposes of this paper. 
 
 8e. A semi-medieval custom, whose effect is not al- 
 
 6 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 ways realized, lias tended to befog the steel engineer in 
 his efforts to clarify the application to ships of his experi- 
 ence in other structural lines, namely the terminology 
 employed. This is due not so much to the use by ship- 
 builders of special terms (for who would rob the sea- 
 faring man of his picturesque phraseology?), but rather 
 to the employment by both ship and bridge builders of 
 common terms but with different meaning, and of differ- 
 ent terms with the sama meaning. Thus, the " dead- 
 weight" of a ship is the "live load" on a bridge. The 
 structural engineer would call the "floors" of a ship 
 "floor girders," while his "floors" are known in a ship- 
 yard as "decks." The "web-frames" of a ship corre- 
 spond to bridge "portals," her "cant-frames" to "skew- 
 portals," and her "bulkheads" to diaphragms." The 
 "foundations" beneath a ship's machinery would be 
 known on land rather as "grillage," while a marine 
 "erection" is confined to "superstructure." The ship- 
 builder usually restricts the terms "gusset" plate and 
 "stringer" to horizontal members, preferring the re- 
 spective terms "bracket" and "girder" if they are ver- 
 tical, and plain rolled steel "angles" are not classed as 
 "shapes" in the older shipyards, whereas rolled steel 
 "bars" are frequently so included. The "shell" of a 
 ship might be termed "skin" by a structural engineer, 
 who would "furnish" or "attach" members that in ship 
 parlance are "fitted," and he would put a "crimp" in 
 plates or frames that on the ways are "joggled." In 
 those rare cases when bridge or building connections have 
 to be made from field templates they are said to be " Man- 
 ley 'd" by our biggest fabricator, whereas on a hull they 
 are "lifted" from the frames. 
 
 9. In spite of these unknown tongues, it will be evi- 
 dent that the material used is the distinguishing factor 
 in the differing conditions of design. In a ship the plates 
 (which make up some two-thirds of her tank-like hull 
 structure) are the all- important element, the shapes serv- 
 ing merely to brace and locally reinforce the plating; 
 
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AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 whereas in a bridge or building the shapes preponderate 
 as the nucleus of its skeleton framework, plates being 
 used in large measure merely to unite and reinforce the 
 shapes. 
 
 10. Some old line shipbuilders have argued that the 
 cost of the plain material in a ship is a comparatively 
 small percentage of the finished hull, and that the need 
 for standardizing ship materials is therefore not so 
 urgent. Such an argument overlooks the most vital aim 
 of standardization, which is to increase production by 
 simplifying all the processes involved at the rolling 
 mill, in the shop, and on the ways although as regards 
 material cost alone it is reasonable to believe that in the 
 long run better terms, as well as service, may be procur- 
 able from the rolling mills for a tonnage that is attractive 
 from the standpoint of mill operation, as opposed to one 
 requiring too frequent roll changes or other irksome 
 features. 
 
 lla. That such standardization was necessary in or- 
 der to successfully carry out the enlarged shipbuilding 
 program which formed perhaps the keystone of this 
 country's contribution to the War, and which is expected 
 to continue on a scale undreamed of a few years ago, is 
 evident from the following facts. Rolled steel plates 
 were being ordered in at least three different and non- 
 interchangeable ways, some specifications giving weights 
 per square foot, some giving thicknesses in sixteenths, 
 thirty-seconds or sixty-fourths of an inch, and some using 
 the decimal system varying by even hundredths of an 
 inch, the latter having partially replaced the old British 
 use of twentieths of an inch. To further complicate mat- 
 ters our mills were simultaneously executing foreign or- 
 ders based on the metric system. It frequently happened 
 that the quantity required of some odd thickness was 
 totally insufficient to warrant changing the rolls. While 
 it is manifest that such variations are closer than it is 
 feasible to produce on a commercial basis, and closer 
 even than the rolling mill tolerances permitted by the 
 
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STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 specifications, and while in many cases substitutions 
 were, as a matter of fact, allowed after receipt of specifi- 
 cations by the mills, yet the confusion resulting from this 
 meticulous attempt on paper to secure unnecessarily 
 minute variations, especially when the tonnage was to be 
 allocated through the War Industries Board, made it im- 
 perative that a simple and uniform range of thicknesses 
 be adopted. 
 
 lib. Additional confusion and delay were being 
 caused by the use of differing order forms and quality 
 specifications, by the slowing down of the mills to shear 
 to sketch awkward and irregular shaped web-plates, 
 brackets and gussets (which usually had to be re-trim- 
 med at the shipyard), and by the excessive quantity of 
 hieroglyphic location marks that the mills were expected 
 to paint on each plate, and which at times required more 
 space than the surface of the smaller plates afforded. 
 
 lie. While the tonnage of rolled steel shapes required 
 is only about one-half that of plates, the diversity of sec- 
 tions (see Appendix D) that were being specified by the 
 seventy odd steel shipyards in this country, even when 
 their ships were to the same design (see Appendix E), 
 aggravated by the absence of uniformity between the 
 steel makers in the contours of many of their sections, 
 made the question of standard shapes equally important 
 and much more of a task. The number of different 
 shapes used reached the astounding total of 131, and the 
 number of their different thicknesses 403, even when 
 those thicknesses of the same shape that did not differ 
 by more than 2^ per cent were counted as the same sec- 
 tion. In one hull, involving about 500 tons of shapes, 
 there were 42 different sections and 118 distinct thick- 
 nesses, of which 9 sections were rolled only at one mill 
 and one tee section at another mill. Of separate sections 
 there were items as low as 8 Ibs. per hull, and 35 thick- 
 nesses involved less than 500 Ibs. each. Of one shape only 
 43 Ibs. per hull were required. While many of these sec- 
 tions were for use in secondary members, their specifica- 
 
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AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 tion seriously hampered the mill in cleaning up orders, 
 lid. A comparatively small tonnage of rolled steel 
 bars (other than rivet rods) is needed for each hull, 
 mainly for use as liners or fillers, but here again minute 
 variations in thickness and width, often required only to 
 give a neater appearance, caused unwarranted difficulty 
 in the complete shipment of the mill orders for any por- 
 tion of a hull. 
 
 12. These were the factors responsible for the so- 
 called "lag-lists." These were the odds and ends that 
 threatened to render unavailing the strenuous efforts of 
 the rolling mills to ship in sequence, and that encouraged 
 an otherwise unnecessary "cushion" of reserve stock at 
 one time aggregating over a million tons. These were 
 the conditions that made it possible for one of our large 
 shipyards to have received some 30,000 tons of steel with- 
 out having on hand enough of the proper sizes to allow 
 them to proceed with the construction of a single ship. 
 The responsibility for these conditions was as usual di- 
 vided, and need not be reviewed at this time. The im- 
 portant thing was to remedy the situation, and here again 
 the credit should be divided, for it was only by the hearty 
 co-operation of the Emergency Fleet Corporation, the 
 steel makers, the fabricating shops, and the shipyards 
 that a practical form of standardization was achieved. 
 
 13. Before narrating the steps taken in this country 
 for such standardization, it should be stated that con- 
 temporary but independent action, with similar aim, was 
 maturing in the British Isles, where the Admiralty, the 
 steelmakers and the shipbuilders also realized the inter- 
 ference with ship production that resulted from a multi- 
 plicity of different sized material. Accordingly in Decem- 
 ber, 1917, a list of standard sections was drawn up and 
 published under the joint auspices of the Admiralty and 
 the Minister of Munitions, by the use of which regular 
 and frequent rollings might be facilitated, and delays 
 avoided. For cargo ships this list selected four sections 
 of plain angles, three of bulb angles, and two of ship 
 
 10 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 channels, making a total of only nine sections in all. It 
 should be noted, however, that as a result of the practice 
 of the British mills to roll with much closer variations in 
 thickness than we do, these nine sections gave the de- 
 signer about as much latitude on paper as twenty-seven 
 of ours. 
 
 14a. Although the opportunity to standardize the 
 steel shapes used in shipbuilding in the United States 
 did not fully materialize until after the British had acted, 
 yet we beat them to it as regards plates. In July, 1917, 
 representatives of our steel plate mills met in Washing- 
 ton and adopted an outline of recommended standard 
 practice sponsored by Mr. R. B. Woodworth, Engineer 
 with Carnegie Steel Co., and this was subsequently 
 adopted by the Emergency Fleet Corporation as a guide 
 to the shipbuilders in placing orders with the mills for 
 shi# steel. This recommended standard practice received 
 such wide publicity in the pamphlet entitled "Structural 
 Steel for Ships, 7 ' that only its more salient features need 
 be summarized here : 
 
 Plates to be ordered to fractional thickness in mul- 
 tiples of 1/16 inch or to a table of weights cor- 
 responding approximately thereto, multiples of 
 1/32 inch being allowed in special cases. 
 Sketch plates to be sheared at the shipyards. 
 Universal mill plates to be used wherever possible. 
 Multiple lengths and widths to be allowed as far as 
 
 practicable. 
 
 Extreme sizes to be avoided. 
 
 Specification of definite and uniform grades of steel. 
 Elimination of location marks on material as ship- 
 ped from the mills. 
 
 The first edition of the above mentioned pamphlet 
 also limited the list of plain angles recommended, and 
 urged that orders for other shapes be confined to Ameri- 
 can standard "I" beam and structural channel sections, 
 although it allowed the use of ship channels and bulb 
 angles in special cases. While it was recognized t'hat ship 
 
 11 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 channels and bulb angles were most suitable for ship- 
 building, yet at that time the limited facilities in this 
 country for their manufacture made it desirable to en- 
 courage the use of only such structural shapes as could 
 be allocated to any steel maker. A complete selected list 
 of structural sections seemed unnecessary in view of the 
 Emergency Fleet Corporation's plan for the standardiza- 
 tion of design. 
 
 14b. These standardized designs, however, failed to 
 reduce the variety of sizes, especially in the so-called 
 "fabricated" ships where it seemed as if bridge hati been 
 added to ship sections by the inability of the two classes 
 of draftsmen to combine, and an excessive multiplicity 
 of sections was the result. Also many yards continued 
 to specify ship channels in such quantity that several 
 steel makers who had not previously rolled them were 
 arranging to produce these shapes, as well as bulb angles. 
 
 14c. Uniformity could be secured only by standardiz- 
 ing the range of sections to be rolled, and by the adoption 
 of a selected list of sections to be specified. But who 
 should say just which sections should be included in such 
 a standard range and list? If predicated merely on the 
 opinion of one investigator his judgment might well be 
 challenged. It was evident that these standards, in order 
 to carry weight, must be based on a survey, both broad 
 and detailed, of the entire practice of all the shipbuilders 
 in the 'Country, and that the results must then be cor- 
 related with the productive capacity of all our rolling 
 mills, modified where necessary to suit the most prevalent 
 and warranted requirements of design and construction. 
 
 In August, 1918, such a survey was undertaken by the 
 writer, who had been placed in charge of the Standardiza- 
 tion of Ship Steel under Dr. H. C. Sadler, Naval Archi- 
 tect, by Mr. Daniel H. Cox, Manager of the Division of 
 Steel Ship Construction, Emergency Fleet Corporation. 
 
 The starting point was the compilation and analysis 
 of 84 classified summaries showing the quantity of each 
 thickness of every section used in each of the 44 designs 
 
 12 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 to which the 1,508 ships canvassed were being built. As 
 these ships had a total deadweight capacity of 10,302,150 
 tons, and involved 1,100,651 tons of steel shapes, their 
 analyses might be considered representative. Most of 
 the summaries were furnished by the 60 shipyards re- 
 porting, supplemented by compilations and weight exten- 
 sions made from steel schedules and designs on hand at 
 the home office of the Emergency Fleet Corporation. Sets 
 of 52 large charts were prepared from these summaries, 
 showing graphically the relative popularity of each sec- 
 tion, and these were of value, not only as a basis for the 
 recapitulations included in the formal report, but also, 
 as the work progressed, to indicate the probable sections 
 to be recommended, for simultaneously with the prepara- 
 tion of the data informal conferences were held with 
 representatives of most of the rolling mills and of many 
 fabricating shops and shipyards, who were thereby en- 
 abled to save time when later called upon for definite 
 action. A total of over a quarter of a million figures 
 were tabulated or otherwise handled, the time required 
 for the preparation and issuance of the report being two 
 months and one week, which was one week longer than 
 promised on account of delay in securing data from a few 
 of the nearby shipyards. 
 
 14d. On October 15, 1918, a report was submitted to 
 the officials of the Emergency Fleet Corporation, in which 
 the above outlined need of further standardization was 
 supported by tabulated statistics, and a selected list of 
 sections proposed, together with the recommendation 
 that copies of the report be placed in the hands of all the 
 interested steel makers and shipbuilders with a request 
 for constructive comment and criticism. It was further 
 recommended that, with the allowance of suitable time 
 for the receipt and digestion of such comment and 
 criticism, the steel makers represented by the American 
 Iron &. Steel Institute be invited to a conference in Phila- 
 delphia, there to confer among themselves and with 
 representatives of the Emergency Fleet Corporation 
 
 13 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 with the view of modifying their rolls so as to produce 
 like sections, and of publishing selected ranges of con- 
 tours and weights thereof. Certain other detailed revi- 
 sion of the previously recommended standard practice 
 was suggested with the view of making more uniform and 
 efficient the methods of ordering ship steel, and it was 
 finally recommended that the findings of this conference, 
 upon approval, be made effective by the issuance of a 
 formal order to the shipyards by the Emergency Fleet 
 Corporation. No steel maker was asked to scrap any 
 rolls or to prepare any new ones, as it was recognized 
 that this was his own affair, but it was urged that a com- 
 mon standard be agreed upon with which such sections 
 as each maker produced or contemplated should comply. 
 
 14e. Conformably with the invitation extended in ac- 
 cordance with this report, conferences were held at the 
 offices of the Midvale Steel Corporation, Philadelphia,, 
 on November 19 and 20, 1918, which were attended by 
 representatives of all the larger mills rolling structural 
 steel shapes, namely, Bethlehem Steel Company, Cambria 
 Steel Company, Carnegie Steel Company, Eastern. Steel 
 Company, Illinois Steel Company, Inland Steel Company, 
 Jones & Laughlin Steel Company, Lacka wanna Steel 
 Company, Phoenix Iron Company, and Tennessee Coal, 
 Iron & Kailroad Company. The Vice Chairman of the 
 Sub-Committee on Steel Distribution of the American 
 Iron & Steel Institute, who had heartily co-operated in 
 the proposed plan of standardization, was also repre- 
 sented, together with the Chief Designer of the Emerg- 
 ency Fleet Corporation, and the writer. Communications 
 had meanwhile been received from other shape mills, as 
 well as from a large number of the shipyards, advising 
 their approval of the movement and submitting in detail 
 many valuable suggestions. 
 
 The first day was occupied by the steel makers in tech- 
 nical discussion of the modifications necessary to stan- 
 dardize their shape rolls, and of the proposed selected 
 list of sections. In order to secure uniformity of action 
 
 14 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 it was agreed that the detailed properties of the New 
 American Standard Sections should be calculated by the 
 Carnegie Steel Company and checked by the Cambria 
 Steel Co. On the second day the findings of this confer- 
 ence, as regards the recommended standard practice, 
 were submitted to the representatives of the Emergency 
 Fleet Corporation, who with a few minor modifications 
 acceptable to the steel makers, approved them. The sub- 
 sequent issuance by the Emergency Fleet Corporation of 
 a second edition of the pamphlet entitled " Structural 
 Steel for Ships, " in which, the revised recommended 
 standard practice was adopted, the formal endorsement 
 of the findings of the conference by the Association of 
 American Steel Manufacturers, on February 21, 1919, 
 and the general distribution by the steel makers of pub- 
 lications covering their new standard products, make it 
 unnecessary to reprint the recommendations in this 
 paper. It should be stated, however, that the variety of 
 different shapes was reduced from 131 to 27, and of dif- 
 ferent thicknesses of sections from 403 to 115, and that 
 the New American Standard Sections of ship channels 
 and bulb angles were based on the British Standard 
 Sections. 
 
 14f. In view of the fact that some misconception has 
 existed regarding these New American Standard Sec- 
 tions a word of explanation seems to be in place. Prior to 
 the action just narrated, the United States had no stand- 
 ards for the shapes in question the shipbuilding demand 
 had not warranted it. Instead there was a heterogeneous 
 growth of sections whose profiles and weights differed 
 with each mill, for which in many cases rolls had been 
 turned up in periods of business depression to meet the 
 desires of the various shipyards for something a little 
 lighter than competitors were using. These sections 
 were often too slender for economical manufacture, and 
 offered no basis for standardization. 
 
 In the British Isles, however, where steel shipbuilding 
 had its cradle, and, until recently, its greatest develop- 
 
 15 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 ment, the demand for suitable and uniform sections had 
 made necessary the adoption of a series of standards. 
 To this end, in 1904, an Engineering Standards Commit- 
 tee was appointed under the auspices of the British In- 
 stitutions of Civil, Mechanical, and Electrical Engineers 
 and of Naval Architects, as well as of the British Iron 
 & Steel Institute, and this committee, after the most care- 
 ful investigation, recommended for use in all these fields 
 of engineering construction a series of standard sections 
 that were acceptable to both makers and users, including 
 the shipbuilding industry. These were called the British 
 Standard Sections, and these are the sections on which 
 are based the British bridge, building, and rolling-stock 
 specifications, and the tabulated rules of the British ship 
 classification societies, as well as those of our own Ameri- 
 can Bureau of Shipping. These rules and specifications 
 we had not hitherto been able to satisfy except by 
 frequent substitutions that involved a sacrifice of mate- 
 rial and annoying changes in templates. The standards 
 now forming a part of the recommended practice of 
 American steel makers will, as far as they go, enable us 
 to comply with the shipbuilding rules, and also more effi- 
 ciently to take care of the exjport demand for rolled 
 shapes regardless of their purpose. They are better 
 adapted to economical manufacture than are our struc- 
 tural channels or the motley crowd of sections replaced. 
 They should make for international comity by reducing 
 to common terms the language of negotiation, even 
 though it be combined with more effective competition. 
 To clearly understand the situation, however, it is im- 
 portant to remember that the practice of the British roll- 
 ing mills differs from ours in that they roll to any thick- 
 ness desired (usually by nominal steps of even hun- 
 dredths of an inch), whereas we find it more profitable 
 for the maker, and ultimately more serviceable to the 
 user, to adopt a series of specific weights per lineal foot 
 intermediate between the maximum and minimum. Con- 
 forming to foreign custom the tables of British Standard 
 
 16 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Sections publish only one standard thickness for each of 
 the sizes of shapes in question, namely, the thickness at 
 which the web and flange of the section are exactly the 
 nominal dimensions of the shape, with an explanation 
 that for other thicknesses these dimensions will vary 
 with the desired squeezing or spreading of the rolls. 
 
 In order to secure the benefit of the British standards, 
 and at the same time comply with the valuable practice 
 of our United States mills, the New American Standards 
 start out with the adoption of the British standard thick- 
 ness of the section in question, and to this the rolls are 
 cut. We then list one thickness five one-hundredths of 
 an inch below, together with upper thicknesses generally 
 varying in the ship channels by one-tenth of an inch, and 
 in the bulb angles by five one-hundredths of an inch. 
 These ranges take care of the lower thicknesses even 
 more consistently than the tabulated rules of the classifi- 
 cation societies, and they also cover all the upper thick- 
 nesses specified in the rules that seemed warranted by 
 demand. It is believed that a scrutiny of these details 
 will show the basis of the New American Standard Sec- 
 tions to have been warranted. 
 
 14g. Incidentally it should be remarked that several 
 of these ship sections are popular also among manufac- 
 turers of rolling-stock in this country, and the suggestion 
 is made that such manufacturers familiarize themselves 
 with the changes adopted in the new standards. The 
 modifications vill not be inconvenient. 
 
 15a. It is a little early to speak of the full results of 
 these steps toward standardization. Their primary pur- 
 pose was to help win the War by assisting in the speeding 
 up of the production, fabrication, and assembly of ship 
 steel. And then came the unexpected armistice, which 
 made less imperative the military features that had been 
 aimed at. But any feeling of disappointment that these 
 aims had been only partially realized at that time was 
 more than compensated by relief at the saving of further 
 blood-shed and devastation. Moreover, all the details 
 
 17 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 had been handled with an eye to future conditions of 
 peace as well as those of the recent emergency. It is 
 gratifying, however, to note that early in 1918 the indus- 
 try was already benefiting from the degree of standard- 
 ization then accomplished. As a result of the uniformity 
 of specifications received, one of our newer plate mills, 
 with a normal capacity of 12,500 tons per month, was 
 enabled to increase its product to 16,000, 17,240, 18,025, 
 19,145, and even 20,973 tons per month. 
 
 15b. As regards shapes, the shipbuilders are substi- 
 tuting the standard sections now recommended as rapidly 
 as the progress of their work will permit, and it has been 
 possible by the elimination of odd sizes to design a 9400 
 ton ship with only 16 different shapes and 44 thicknesses 
 of section, as opposed to the former averages of 28 shapes 
 and 73 thicknesses per ship, and this was evidently ac- 
 complished without increase in weight of steel, for the 
 builder asked no increase over the agreed price for the 
 ships. In general it has been found that yards using the 
 least variety of different sections show the greatest effi- 
 ciency in the delivery of ships, while the performance of 
 yards using a great variety is the least satisfactory in 
 proportion to their total tonnage. As regards the shape 
 mills, it is understood that, after cleaning up their par- 
 tially filled orders, as soon as a set of rolls require re- 
 dressing the grooves are being modified to suit the new 
 standards for ship channels and bulb angles, some rolls 
 being scrapped and some new ones prepared as a matter 
 of operating convenience. 
 
 16. All of the efforts toward standardization were 
 made from the broad standpoint of benefit to the whole 
 country. Encouragement and co-operation were ex- 
 tended by the Government agencies, and by former com- 
 petitors and associates alike, from the Chairman of the 
 Committee on Steel Distribution of the American Iron & 
 Steel Institute, and the high officials of many of the large 
 shipbuilding companies, to the draftsmen in the yards 
 and the order clerks at the mills. It is hoped and believed 
 
 18 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 that the steps taken will continue to assist the entire 
 industry as long as the recommendations are consistently 
 carried out, or until they are superseded by something 
 better. 
 
 APPENDIX A. 
 
 TENTATIVE CLASSIFICATION OF STEEL SHIP PARTS. 
 HULL- STRUCTURE. HULL-ENGINEERING. 
 
 HULL-ACCESSORIES. PROPULSION. 
 
 Hull-Structure 
 
 Main (primarily for hull strength). 
 Foundations and Local Reinforcement. 
 Secondary (not for hull strength, nor movable, nor 
 machinery). 
 
 Hull- Accessories 
 
 -Fittings (non-structural metal, attached to hull). 
 
 Carpenter (rough woodwork, including Hardware, 
 forming permanent part of ship). 
 
 Joiner (finished woodwork, including Hardware and 
 Glazing, forming permanent part of ship). 
 
 Coatings (attached to surfaces of hull structure, ex- 
 cept insulation). 
 
 Equipment (for operation, but not propulsion, of 
 ship, not attached to hull). 
 
 Furnishings (for welfare of ship's company, not per- 
 manently attached to hull). 
 
 Hull-Engineering 
 
 (machinery other than that needed for propulsion). 
 
 Auxiliaries. 
 
 Communication. 
 
 Heating. 
 
 Eefrigeration. 
 
 Plumbing (Fixtures). 
 
 Piping. 
 
 19 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Propulsion 
 
 (machinery needed to propel the ship). 
 
 Steam Production. 
 
 Main Machinery. 
 
 Auxiliaries. . . 
 
 Piping. 
 
 DETAILED CLASSIFICATION. 
 HULL STRUCTURE. 
 
 MAIN 
 
 Keels 
 
 (with Doublers and Buttstraps). 
 
 Flat 
 
 Bar 
 
 Bilge 
 
 Keelsons 
 
 (with Long'l. Angles and Clips). 
 
 Main 
 
 Side. 
 
 Shell Plating (flat, or bent hot or cold) 
 (with Doublers and Buttstraps). 
 Garboard. 
 Bottom. 
 Bilge. 
 Side. 
 Sheer. 
 Counter. 
 
 Floors (with Brkts., Gussets and Clips) 
 
 (i.e. Transverse Girders in Double Bottom). 
 Tight (incl. Fndn. Reinforcement, Sumps and Coffer- 
 dams). 
 Lightened. 
 Skeleton. 
 Deep. 
 Bilge Brackets. 
 
 20 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Intercostals 
 
 Double Bottom (incl. Fndn. Reinforcement, Sumps 
 
 and Cofferdams). 
 Tank Top Plating 
 
 (with Doublers and Buttstraps). 
 
 Eider Plates. 
 
 Inner Bottom. 
 
 Margin Plates. 
 
 Bulkheads (with Hor. and Vert. Stiff eners, and Brkts.) 
 (for Hull Strength: Others listed under "Second- 
 ary"). 
 Collision. 
 Hold. 
 
 Eng. & Fire Room. 
 After Peak (Stuffing Box). 
 Longitudinal. 
 Frames (with Brkts. and Clips) 
 
 (Single, Reverse, Deep, Web: Plain, or Bent, hot or 
 
 cold). 
 Transverse 
 
 Side. 
 
 Deck. 
 
 Hatch-end Beams. 
 
 Half Beams. 
 
 Strong Beams- 
 Hold. 
 Machinery Space. 
 
 Panting Beams. 
 
 Hoist Beams 
 Longitudinal. 
 Cant. 
 
 Stringers (horizontal) 
 
 (with Brackets, Clips and Angle Bars). 
 
 Side. 
 
 Panting. 
 
 Breast Hooks and Crutches. 
 
 Deck. 
 
 21 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Expansion Trunks- 
 Shaft Alley 
 
 (with Stiffeners). 
 
 Main. 
 
 Thrust Eecess. 
 
 Stuffing Box Eecess. 
 
 Pillars and Stanchions 
 (with Connections). 
 
 Girders (vertical) 
 Deck Pillar. 
 Cargo Hatches. 
 Eng. & Boiler Hatches. 
 Coal Hatches. 
 Other Deck Openings. 
 
 Deck Plating 
 
 (with Stringers, Doublers, and Buttstraps). 
 
 Main. 
 
 Upper. 
 
 Shelter. 
 
 Bridge. 
 
 Poop. 
 
 Forecastle. 
 
 Flats (or list under "Secondary"). 
 
 Stern Frame (with Conns.) 
 
 (Forged Iron or Steel, or Cast Steel). 
 
 Stem- 
 Upper (Eolled and Bent). 
 Lower, or Fore-foot (Eolled and Bent, or Cast Steel). 
 
 Liners 
 
 (Flat or Tapered. Stop Waters listed under "Coat- 
 ings"). 
 
 22 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Rivets 
 
 Heads- 
 Pan. 
 Snap. 
 Countersunk. 
 
 Points 
 
 . Hammered (Cone). 
 Snap. 
 Countersunk. 
 
 Shanks- 
 Plain. 
 
 Swelled Neck. 
 Tap. 
 
 FOUNDATIONS AND LOCAL REINFORCEMENT FOR FITTINGS 
 AND AUXILIARIES. 
 
 Foundations 
 
 Boiler Saddles. 
 Engine and Condenser. 
 Thrust Bearing. 
 Shaft Stools. 
 
 Local Reinforcement 
 
 Frames of Angles or other Shapes. 
 
 Doubler Plates. 
 
 Stanchions- 
 Fixed. 
 Movable. 
 
 SECONDARY 
 
 Engine and Boiler Casings (except Coamings). 
 
 Screen Bulkheads (Spectacle, between Eng. and Boil. 
 
 Rooms). 
 
 End Bulkheads for Poop, Bridge, and Forecastle. 
 Deck Houses. 
 Other Minor Bulkheads. 
 Coal Bunkers and Trunks. 
 Bulwarks and Braces. 
 Tanks (other than Double Bottom). 
 Mezzanine Flats (over Eng. Boom). 
 
 23 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Swash Plates. 
 
 Chain Lockers. 
 
 Magazine and Ammunition Trunks. 
 
 Vent, Light, and Access Trunks. 
 
 Companion Hatches. 
 
 Skylight Framing. 
 
 Pipe Casings. 
 
 Boat Scaffolds (if metal). 
 
 Cargo Battens (if steel). 
 
 Moulding and Chafing Irons. 
 
 Gun Platforms. 
 
 Note. Floor Framing and Checkered Floor Plating, 
 Gratings and Railings for Eng. and Fire Rooms 
 listed under "Propulsion." 
 
 HULL ACCESSORIES 
 
 FITTINGS 
 
 Access 
 
 Steel Doors and Ports (Sliding W .T. Doors listed 
 
 under "Hull Engineering"). 
 Wire Mesh Doors and Gates. 
 Hatch Covers (metal work). 
 Manholes, Covers, Scuttles and Freeing Ports. 
 Sidelights. 
 
 Fixed Ladders and Companion Ways. 
 Stack Lookouts, fore and aft. 
 Gratings (but not in Eng. and Fire Room) 
 
 Plain. 
 
 Patent. 
 
 Handling Cargo 
 
 Derrick Steps and Partners. 
 Masts- 
 Cargo only. 
 Ventilator. 
 Booms. 
 
 Cleats, Eyeplates, and Ringbolts. 
 
 24 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Davits 
 
 Lifeboat. 
 
 Anchor. 
 
 Ladder. 
 
 Rudder (Plate, Cast, or Fabricated) 
 Stock (Upper and Lower). 
 Arms. 
 Plate. 
 Filling. 
 
 Handling Ship 
 
 Hawse and Chain Pipes . 
 
 Hawse Flaps. 
 
 Bitts, Chocks, Fairleads, and Mooring Pipes. 
 
 Lugs for Propeller Tackle. 
 
 Ventilation 
 
 Airports and Ducts 
 
 Ventilators (see also Masts, above). 
 
 Skylight Gear. 
 
 Other Fittings 
 
 Railings (if metal, incl. Brass Rail around Com- 
 pass) 
 
 Awning Supports. 
 Fire Plugs. 
 Scuppers and Drains. 
 Metal Name and Draft Figures. 
 Lockers (if metal, and built-in). 
 
 CAEPENTEE WOEK 
 
 Caulked Decks. 
 
 Railings and Fenders. 
 
 Hatch Covers (woodwork). 
 
 Bed pieces and Packing. 
 
 Cargo Battens (if wood). 
 
 Ceiling in Bilges and Holds. 
 
 Pipe Casings. 
 
 Skids and Brows. 
 
 Boat Chocks, Ridgepoles, and Strongbacks. 
 
 Chests for Deck Gear. 
 
 25 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Hawse Bucklers. 
 
 Boom Crutches. 
 
 Eacks and Stowage for Life Preservers and Buoys. 
 
 Eacks for Fire Hose. 
 
 Leadman's Platform. 
 
 Hardware. 
 
 JOINEE WORK 
 
 Joiner Decks and Floors. 
 Bridge and Weather Eails. 
 Wood Houses. 
 Ceiling- 
 Overhead and Beam Capping (under exposed decks). 
 
 Side and Airport Trim. 
 Joiner Bulkheads and Partitions. 
 Wood Doors .(and Screens) 
 
 Outside and Inside. 
 Windows (and Screens). 
 
 Boxes, Board and Screens for Side and Eunning Lights. 
 Stairways, Stairs, and Wood Ladders. 
 Wood Grab Eails. 
 Wood Skylights and Vent Trunks. 
 Inside Finish for all Rooms (List?). 
 Fixed Furnishings 
 
 Bath, Toilet and Wash Rooms. 
 
 Saloon and Mess Rooms. 
 
 Hospital. 
 
 Galley and Pantries. 
 
 Cold Storage Eoom. 
 
 Storerooms. 
 Shelving. 
 W^ood Gratings. 
 Hardware. 
 Glazing. 
 
 COATINGS 
 Cementing. 
 
 Bituminous Coatings. 
 Stop Waters. 
 Painting Hull. 
 
 26 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Painting and Finish Joiner Work. 
 Tiling, Linoleum, and Floor Composition. 
 Name, Draft Figures, and Marking. 
 
 EQUIPMENT 
 
 Tackle (with Fittings )- 
 Inboard- 
 Cargo (Stays and Running). 
 Boat and Raft (Guys and Running). 
 Stack Guys. 
 Flag (Running). 
 Comp. Ladder (Running). 
 Anchor (Running). 
 Blocks. 
 Outboard 
 Anchors. 
 
 Chains (incl. Spares). 
 Cables. 
 Hawsers. 
 Warps. 
 Leadman's Gear. 
 
 Life ISaving 
 
 Boats, Rafts, with Equipment. 
 
 Preservers. 
 
 Buoys (complete). 
 
 Fire Hose. 
 
 Rockets (or equivalent) with Lines Complete. 
 
 Fire Protection (see also "Hull Engineering Int. Com- 
 munication and Piping") 
 Buckets and Axes. 
 Hose and Reels. 
 Extinguishers. 
 
 Storm Oil- 
 Nautical Outfit 
 
 Compass and Binnacle. 
 
 Chronometer and Clocks. 
 
 Lead Lines. 
 
 27 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Log, with Book and Slate. 
 
 Barometer. 
 
 Drawing Instruments. 
 
 Flags and Signals. 
 
 Signal and Search Lights. 
 
 Submarine Sounding Machine. 
 
 Ship's Bells. 
 
 Fog Horn and Whistle. 
 
 Portable Fenders- 
 Canvas Work 
 
 Awnings. 
 
 Tarpaulins. 
 
 Other Covers (except Hull Surface Coatings). 
 
 Accommodations and Ladders (if portable) 
 
 FUENISHINGS 
 
 Furniture 
 Wood- 
 Tables and Decks. 
 Chairs, Stools and Benches. 
 Lockers and Medicine Chests. 
 Berths. 
 
 Dressers and Mirrors. 
 Towel and Toilet Eacks. 
 Metal- 
 Berths and Spring Mattresses. 
 Lockers and Safes (if movable). 
 Dry Goods- 
 Carpets, Bugs and Upholstery. 
 Curtains and Shades. 
 Mattresses and Pillows. 
 Napery 
 
 Sheets and Pillow Cases. 
 Table Cloths and Napkins. 
 Towels. 
 
 Blankets and Counterpanes. 
 28 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Outfits- 
 Deck. 
 Carpenter. 
 Lamp. 
 
 Paint and Oil. 
 Galley Eange with Outfit. 
 Pantry and Galley. 
 Mess. 
 Amusement. 
 
 Consumable Stores- 
 Steward's Deck Allowance. 
 
 HULL ENGINEERING 
 
 AUXILIARIES 
 Handling 
 
 Ship- 
 
 (Eudder listed under " Hull-Fittings "). 
 Windlass (with Chain Stopper). 
 Capstan (or Warp Winches). 
 Steering Engine (with Gear and Details). 
 Cargo- 
 Hoisting Engines (Winches) 
 Nigger Heads. 
 Extended Shafts. 
 Cargo Oil Pumps. 
 Water 
 Salt- 
 Fire and Bilge Pumps. 
 Ballast Pumps. 
 Sanitary Pumps. 
 Fresh- 
 Fresh Water Pumps. 
 Ashes- 
 Ash Handling Gear (complete). 
 
 Electric 
 
 Generator (with Engine). 
 Storage Battery. 
 
 29 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Switchboards. 
 
 Wiring (with Conduits). 
 
 Lighting Fixtures (incl. Arc.). 
 
 Instruments. 
 
 Motors. 
 
 Fans. 
 
 COMMUNICATION 
 
 External 
 
 Wireless Outfit. 
 
 (other parts listed under "Hull-Equipment"). 
 
 Internal 
 
 Fire Alarm. 
 Directing Indicator. 
 Telegraphs. 
 Telephones. 
 Voice Tubes. 
 
 Heating 
 
 Eadiators. 
 
 Refrigeration Machinery. 
 Plumbing Fixtures. 
 Spares. 
 Tools. 
 
 Pipe and Fittings (with Traps, Valves and Manifolds, 
 and Insulated Covering) 
 
 Steam. 
 
 Water- 
 Salt. 
 Fresh. 
 
 Oil- 
 Fuel. 
 Cargo. 
 Lubricating. 
 
 Air. 
 
 30 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 PROPULSION 
 STEAM PRODUCTION 
 
 Main Boilers (Scotch Marine) 
 
 Shell (with Doublers and Connections). 
 
 Flanged Heads. 
 
 Girders. 
 
 Combustion Chamber. 
 
 Furnaces. 
 
 Tubes and Flues (with Ferrules). 
 
 Eetarders. 
 
 Stays (with Washers and Nuts). 
 
 Braces. 
 
 Crown Bars. 
 
 Rivets. 
 
 Fittings- 
 Internal 
 Dry Pipe. 
 Feed Pipes. 
 Other Pipes to Valves. 
 Hydrokineters. 
 Circulators. 
 Fusible Plugs. 
 
 External- 
 Manholes (with Covers). 
 Valves- 
 Safety. 
 Stop. 
 Check. 
 Blows- 
 Surface. 
 Bottom. 
 Salinometer Cocks. 
 
 Furnace 
 Coal- 
 Fronts. 
 Bridge Walls. 
 
 31 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Bearing Bars. 
 
 Grates. 
 
 Fire Brick and Clay. 
 Oil- 
 Fronts. 
 
 Nozzles and Burners. 
 
 Air Eegisters. 
 
 Fire Brick and Clay. 
 Superheaters. 
 Mech. Stokers. 
 Fastenings. 
 
 Draft (Fans listed under "Hull Eng.-Electric")- 
 Ducts. 
 
 Donkey Boilers (complete). 
 
 Uptakes. 
 
 Stacks (with Air Casings and Capes). 
 
 Lagging and Covering (excl. Pipes). 
 
 (Ash Handling Gear listed under "Hull-Engineer- 
 ing"). 
 
 MAIN MACHINEEY 
 
 Main Engines 
 Stationary- 
 Bed Plate and Main Bearings. 
 
 Columns and Crosshead Guides. 
 
 Cylinders with Liner and Covers. 
 
 Valve Chest with Liners and Covers. 
 
 Steam Eeceivers. 
 
 Drains. 
 
 Stuffing Boxes. 
 
 Cylinder Lagging and Covering. 
 Moving- 
 Valves with Stems and Gear. 
 
 Pistons with Rods. 
 
 Crosshead. 
 
 Connecting Rod. 
 
 Crank Shaft. 
 
 Eccentrics with Rods and Straps. 
 32 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Links with Blocks (incl. Suspension). 
 Eocker Shaft and Arms. 
 Attached- 
 Reversing Engine and Gear. 
 Turning Gear. 
 Handling Gear. 
 Indicator Gear. 
 
 Levers and Links for Attached Pumps. 
 Throttle Valve and Gear. 
 
 Oil Engines 
 Main Units. 
 Electric Sets. 
 
 Main Turbines 
 
 Cylinder and Rotor. 
 
 Transmission- 
 Reducing Gear. 
 Electric. 
 
 Attached. 
 
 Reversing. 
 
 Main Condenser. 
 Lifting Gear. 
 
 Shafting (with Flanges, Bolts, and Composition 
 
 Sleeves) 
 Thrust. 
 Line. 
 Tail- 
 Nut. 
 
 Shaft Bearing 
 Thrust- 
 Horseshoe. 
 Kingsbury. 
 Steady. 
 St^rn Tube. 
 Bearing Metal. 
 Lubrication 
 Cups. 
 
 33 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Propeller- 
 Solid. 
 Detachable Blade. 
 
 AUXILIARIES 
 Aux. Condenser. 
 
 Tanks 
 Feed. 
 Filter. 
 Inspection. 
 Oil. 
 Waste Lockers. 
 
 Oil Filter. 
 
 Feed Water Heater. 
 
 Fuel Oil Heater. 
 
 Evaporator. 
 
 Distiller. 
 
 Pumps 
 
 Fuel Oil Transfer. 
 
 Fuel Oil Service. 
 
 Main Feed. 
 
 Aux. Feed. 
 
 Evaporator Feed. 
 
 Main Circulating (with Engine). 
 
 Main Air. 
 
 Combined Air and Circulating. 
 
 Lubricating Oil. 
 
 Oil Cooler. 
 
 Injectors (or list under "Boilers"). 
 Sea Connections. 
 Overboard Connections. 
 
 Eng. and Boiler Room Structural 
 Framing. 
 
 Checkered Floor Plates. 
 
 34 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Gratings. 
 Handrails. 
 Guards and Pans. 
 
 Workshop and Storeroom- 
 Fire Room Spares . 
 Fire Room Tools. 
 Eng. Room Spares. 
 Eng. Room Tools. 
 Aux. Spares. 
 Consumable Stores. 
 
 Pipe and Fittings (with Traps, Valves and Manifolds, 
 and Insulated Covering) 
 
 Steam. 
 
 Water- 
 Salt. 
 Fresh. 
 
 Oil- 
 ~Fuel. 
 Cargo. 
 Lubricating. 
 
 Air. 
 
 APPENDIX B 
 
 TENTATIVE CLASSIFICATION OF MATERIALS 
 
 MAIN HEADINGS 
 
 Steel Rolling Mill Products 
 Semi-finished. 
 Plates. 
 Shapes. 
 Bars. 
 Bands. 
 Hoops. 
 Sheets. 
 
 35 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Tubular Steel Products 
 Pipe. 
 Tubes. 
 Fittings. 
 
 Steel Wire Products 
 Rods. 
 Shafting. 
 Wire. 
 
 Wire Eope. 
 Springs. 
 Miscellaneous. 
 
 Steel War Products. 
 
 Cast Steel Products. 
 
 Cast Iron Products. 
 
 Forged Steel (or Iron) Products. 
 
 Raw Ferrous Materials and By-Products 
 Ore. 
 
 Pig. 
 
 Cement. 
 
 Slag. 
 
 Coal. 
 
 Tar. 
 
 Coal Gas. 
 
 Fabricated Steel Products. 
 
 Non-Ferrous Metallic Products 
 Lead. 
 Tin. 
 
 Antimony. 
 Quicksilver. 
 Zinc. 
 Silver. 
 Copper. 
 Alloys. 
 
 30 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Non-Metallic Products 
 Quarried. 
 Oils. 
 
 Ligneous. 
 Kefractory. 
 Glass. 
 Ceramic. 
 Fibrous. 
 
 DETAILED CLASSIFICATION 
 STEEL EOLLING MILL PRODUCTS 
 
 Semi- finished 
 Blooms 
 Billets. 
 Slabs. 
 Kods. 
 Plates 
 
 Sheared 
 Wide or Narrow. 
 Bectangular, Taper, or Sketch. 
 Universal- 
 Sheared Ends. 
 Cold Sawed Ends. 
 Checkered. 
 Skelp. 
 Grades 
 Hull- 
 Ordinary. 
 Flanging 
 Hot. 
 Cold. 
 
 High Tensile. 
 Tank- 
 Ordinary. 
 Soft (for bending). 
 Boiler 
 
 U. S. Steamboat Inspn. 
 Shell. 
 Furnace. 
 
 37 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Flange. 
 Tank. 
 Shapes 
 
 Channels- 
 Ship. 
 
 Structural. 
 Angles 
 Plain- 
 Structural Sizes. 
 Bar Sizes. 
 
 Bulb. 
 
 Tees- 
 Plain. 
 Bulb (Bulb Beams). 
 
 Bulb Bars. 
 
 "I" Beams- 
 Standard. 
 Thin Web. 
 Wide Flange. 
 
 "H" Beams- 
 8 inch and under. 
 Over 8 inch. 
 
 Zees 
 Standard. 
 Hatch Section (Tyzack). 
 
 Sash. 
 
 Grades (same as Hull & Tank Plates). 
 
 Bars 
 
 Square- 
 Plain. 
 Twisted. 
 
 Bound. 
 
 Half-round- 
 Solid. 
 Hollow. 
 
 Flat- 
 Square Edge. 
 
 38 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Oval Edge. 
 
 Strip. 
 Deformed. 
 Grades 
 
 Kivet- 
 Hull. 
 Boiler. 
 
 Stay- 
 Longitudinal. 
 Combustion. 
 
 Chain. 
 
 Cutlery. 
 
 Alloy. 
 
 Others (same as Plates). 
 
 Bands 
 
 Finish- 
 Black. 
 Galvanized. 
 
 Hoops 
 
 Finish- 
 Black. 
 Galvanized . 
 
 Sheets 
 
 Grades- 
 Ordinary. 
 Special. 
 Alloy. 
 Finish- 
 Black. 
 Galvanized. 
 Tinned. 
 
 TUBULAE STEEL PRODUCTS 
 
 Pipe 
 
 Structural- 
 Pillars and Stanchions. 
 Davits. 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Masts and Booms. 
 
 Ventilators. 
 
 Scuppers. 
 
 Bailing. 
 
 Awning Supports. 
 
 Skylight Gear. 
 
 Berths. 
 
 Finish- 
 Black. 
 Galvanized. 
 Sherrardized. 
 Internal Pressure- 
 Air. 
 
 Steam. 
 
 Water- 
 Salt. 
 Fresh. 
 
 Oil- 
 Fuel. 
 Cargo. 
 Lubricating. 
 Glycerine. 
 
 Ammonia. 
 
 Gases. 
 
 Grades 
 Lapweld. 
 Buttweld. 
 
 Finish- 
 Black. 
 Galvanized. 
 
 Tubes 
 
 Internal Pressure- 
 Water Tube Boiler. 
 External Pressure- 
 Fire Tube Boiler. 
 Stay. 
 Flue. 
 
 40 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Grades 
 Seamless. 
 Lapweld. 
 Fittings- 
 Joint. 
 Valve. 
 Grades. 
 Finish- 
 Black. 
 Galvanized. 
 Sherrardized. 
 
 STEEL WIEE PRODUCTS 
 
 Rods- 
 Hot Boiled (for further manufacture). 
 Shafting (small sizes) 
 
 Cold Drawn and Cold Boiled. 
 Wire 
 
 Shape- 
 Bound. 
 Flat. 
 Grades- 
 Basic 0. H. 
 Bessemer. 
 Finish- 
 Bright. 
 Galvanized. 
 Tinned. 
 
 Wire Rope- 
 Outboard 
 
 Towing Hawsers. 
 Mooring Lines. 
 Inboard 
 Bigging. 
 Hoisting. 
 Fittings- 
 Hooks. 
 
 41 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Sockets. 
 Shackles 
 Turnbuckles. 
 Blocks. 
 Finish- 
 Bright. 
 Galvanized. 
 Fiber-clad. 
 
 Springs 
 
 Extension. 
 
 Compression. 
 
 Torsion. 
 
 Wire Screens. 
 
 Nails. 
 
 Spikes. 
 
 STEEL WAR PEODUCTS 
 
 Plates 
 
 Armor. 
 
 Protective Deck. 
 Guns. 
 
 CAST STEEL PRODUCTS 
 
 Lower Stem (Forefoot) 
 Stern Frame 
 Rudder 
 
 Solid, or Stock and Arms. 
 Anchors 
 
 Stud Chain (Electric Steel )- 
 Machinery Parts 
 Finish 
 
 CAST IEON PRODUCTS 
 
 Propeller- 
 Stern Tube- 
 Hull Fittings and Furnishings- 
 Machinery Parts- 
 Finish 
 
 42 
 
' FOEGED STEEL PEODUCTS 
 
 Stem- 
 Stern Frame 
 
 (or Iron). 
 Rudder 
 
 Stock (or Iron). 
 
 Arms (or Iron). 
 
 Anchors 
 Line Shaft- 
 Machinery Parts 
 (or Iron). 
 
 Discs 
 
 Piston Heads. 
 Turbine Wheels. 
 Fly Wheels. 
 Pipe Flanges. 
 
 Chain- 
 Stud Link (or Iron). 
 
 Finish 
 
 EAW FEEEOUS MATEEIALS AND BY-PEODUCTS 
 
 Ore 
 
 Red Oxide Paint. 
 
 Pig Iron 
 
 For all Ferrous Products. 
 
 Cement 
 
 Concrete. 
 
 Lining of Inner Bottom, and Decks. 
 
 Slag- 
 
 Concrete. 
 Mineral Wool. 
 
 Coal- 
 Fuel. 
 
 Carbons (Electrodes, Lamps, and Batteries). 
 Graphite (Paint, Lubrication, and Scale Remover). 
 
 43 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Coke 
 
 Fillings. 
 
 Tar- 
 Coatings. 
 
 Benzene- 
 Dyes. 
 Motor Fuel. 
 
 Toluol- 
 Signal Explosives, Dyes, Medicine. 
 
 Naphtha- 
 Varnish, Paint, Stain, Linoleum. 
 
 Carbolic Acid- 
 Disinfectants, Soap. 
 Bakelite 
 
 Electric Insulation and Switches. 
 
 Varnishes. 
 
 Combs, Buttons. 
 
 Lubricating Greases. 
 
 Pitch- 
 Waterproofing, Asphalt, Paint. 
 Bitumastic Enamel, Solution, and Cement. 
 
 Tarred Felt, Pipe Coatings. 
 Coal Gas 
 
 Ammonia- 
 Soaps. 
 
 Baking Powder. 
 Soldering. 
 
 Zinc 
 
 Plate and Fittings. 
 White Paint. 
 Sulphuric Acid- 
 Fire Extinguishers. 
 
 FABRICATED STEEL PKODUCTS 
 
 Parts 
 
 Structural. 
 
 Eivets. 
 
 Bolts. 
 
 44 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Screws. 
 
 Hardware. 
 
 Boilers. 
 
 Furnaces. 
 
 Machinery. 
 
 Complete 
 Ships. 
 Barges. 
 Boats. 
 
 NON-FEEEOUS METALLIC PEODUCTS 
 
 Lead 
 Sheet. 
 Pipe. 
 Cast. 
 
 White Paint. 
 Bed Paint. 
 
 Tin- 
 Antimony 
 Quicksilver 
 
 (largely for Anti-fouling Paint). 
 Zinc 
 
 see By-Products. 
 Silver 
 
 (for electroplating). 
 Copper 
 
 Sheet. 
 
 Bar. 
 
 Pipe and Fittings. 
 
 Wire, incl. Insulation. 
 
 Tinned. 
 
 Alloys 
 
 Bronze 
 
 Manganese (Propeller and Antennae). 
 Tobin. 
 
 45 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Other Compositions. 
 Brass- 
 Tubes (Condenser). 
 
 Pipe and Fittings. 
 
 Sheet. 
 
 Cast. 
 
 Hardware. 
 
 Instruments. 
 Solder- 
 
 Babbitt- 
 
 Magnesia 
 Asbestos. 
 
 NON-METALLIC PEODUCTS 
 
 Quarried 
 
 Slate. 
 
 Marble. 
 
 Grindstones. 
 
 Sand. 
 
 Clay. 
 
 Oils- 
 
 Crude. 
 
 Gasolene. 
 
 Lubricating. 
 
 Linseed. 
 
 Glycerine. 
 
 Ligneous 
 
 Cedar. 
 
 Eedwood. 
 
 Cypress. 
 
 Fir. 
 
 Elm. 
 
 Ash. 
 
 Pine- 
 White. 
 Yellow. 
 
 46 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Spruce. 
 
 Oak. 
 
 Lignum Vitae. 
 
 Cork. 
 
 Rubber. 
 
 Rosin. 
 
 Charcoal. 
 
 Refractory 
 Fire-brick. 
 
 Glass 
 
 Portholes. 
 Skylights. 
 Windows. 
 Table. 
 Bulbs. 
 
 Instruments. 
 Ceramic 
 China. 
 Crockery. 
 Tiling. 
 Enamel. 
 Fibrous 
 
 Manilla (Rope). 
 Hemp- 
 Cordage. 
 Gaskets. 
 Oakum. 
 Cotton 
 Twine. 
 Fabrics- 
 Canvas 
 Deck. 
 Awnings. 
 Wick Stopwaters. 
 Flags. 
 
 Furnishings (Linen, Wool, Hair, Felt). 
 Kapok. 
 
 47 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 APPENDIX C. 
 
 giving suggested topics to be considered in the further 
 standardization of materials classified in Appendix B. 
 
 1. Each manufacturer should select the class of prod- 
 ucts in which he is interested, as applied to the parts 
 classified in Appendix A, amplifying their subdivision as 
 far as may be necessary to differentiate the essentials of 
 each group. 
 
 2. A study should then be made, from the shipbuild- 
 er's standpoint, of the purpose for which, and the manner 
 in which, each group of products is used, including stor- 
 age and handling methods. 
 
 3. A study should also be made, from the manufac- 
 turer's standpoint, of the processes whereby each group 
 of products is made, handled, and shipped. 
 
 4. A further study should be made of any require- 
 ments or methods intermediate between manufacturer 
 and shipbuilder, for example : 
 
 a. Materials handled by jobbers. 
 
 b. Materials used by equipment makers. 
 
 c. Transportation features. 
 
 d. Patented products. 
 
 5. Suitable literature should be adopted or prepared 
 for distribution throughout the organizations of manu- 
 facturer, intermediary, and shipbuilder, in which the re- 
 sults of the above mentioned studies are clearly explained 
 and applied to such topics as the following: 
 
 a. General information regarding the ordering 
 
 of each group of products in question. 
 
 b. Number and kind of documents to be fur- 
 
 nished by Buyer to Seller. 
 
 c. Number and kind of documents to be fur- 
 
 nished by Seller to Buyer, and where each 
 should be sent. 
 
 d. Form of lists, with typical illustrations. 
 
 e. Desired time and sequence of shipment. 
 
 f. Minimum unit quantities. 
 
 48 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 g. Sizes readily obtainable, including lengths. 
 
 h. Grades of material, i.e. to what specifications- 
 
 i. Allowable tolerances in manufacture. 
 
 j. Finish of material. 
 
 k. Accessories to be included. 
 
 1. Percentage of spares desired and allowed. 
 
 m. Branding and marking. 
 
 n. Inspection of material, i.e. by whom and 
 
 where, 
 o. Packing, 
 p. Eouting. 
 q. Guaranty. 
 
 6. It will be noted that the word " standard " does not 
 appear in the above topics, but a reduction of the products 
 thereunder to the fewest number of groups, common to 
 the largest number of makers and users, should result in 
 standardization that will enable the user to prepare his 
 specifications so as to secure the most suitable material, 
 in the most convenient and economical form, and with the 
 least delay. 
 
 APPENDIX D. 
 
 showing quantities (in short tons) of rolled steel shapes 
 of various thicknesses specified for the 1508 hulls covered 
 by Appendix E, tabulated by Designs, Shipyards, and 
 Hulls, with totals and averages. 
 
 Note. The normal popularity of Bulb Angles is not 
 indicated by these tables, as their use had been restricted 
 by the previously limited capacity for their production. 
 
 GRAND SUMMARY. 
 
 Variety of 
 
 Quantities Shapes Sections 
 
 Plain Angles Equal Leg 330,600 14 66 
 
 Unequal Leg 229,893 17 103 
 
 Bulb Angles (restricted use) 46,127 23 
 
 Ship Channels 405,545 16 
 
 Structural Channels .., 61,353 
 
 I Beams 13,857 23 30 
 
 H Pillars 5,492 7 38 
 
 Tees 6,330 13 13 
 
 Zees.. 1,454 7 9 
 
 1,100,651 131 403 
 
 49 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 SUMMARY BY SHAPES. 
 
 H Pillars 
 Size Quantity 
 1,874 
 2,193 
 518 
 851 
 20 
 
 14 
 
 12 
 
 10 
 
 8 
 
 6 
 
 5 
 
 4 
 
 10 
 26 
 
 5,492 
 
 Tees 
 
 Size 
 
 Quantity 
 
 6% x 6y 2 
 
 5,760 
 
 6 x 514 
 
 51 
 
 6 x 41/2 
 
 77 
 
 6 x 4 
 
 101 
 
 5 x 3 
 
 81 
 
 4y 2 x 3 
 
 65 
 
 4 x 5 
 
 27 
 
 4 x 4 
 
 16 
 
 4 x 4 
 
 126 
 
 4 x 3 
 
 7 
 
 4 x 3 
 
 5 
 
 3% x 3% 
 
 13 
 
 3 x 3 
 
 1 
 
 13 
 
 6,330 
 
 Zees 
 Size Quantity 
 
 6 
 5 
 
 4 
 3 
 3 
 3 
 
 (Hatch) 2% 
 
 83 
 
 22 
 1 
 
 13 
 569 
 
 13 
 753 
 
 1,454 
 
 Plain Angles 
 
 Plain Angles 
 
 
 Equal Leg 
 
 Unequal Leg 
 
 Bulb Angles 
 
 Size Quantity 
 
 Size Quantity 
 
 Size Quantity 
 
 8 x 8 2,280 
 
 8 x6 882 
 
 10 x 31/2 10,111 
 
 6 x 6 41,554 
 
 8 x 3i/ 2 11,750 
 
 9 x 3y, 4,906 
 
 5 x 5 32,889 
 
 7 x 3y 2 18,957 
 
 8 x 3% 9,435 
 
 4% x 41/2 70 
 
 6 x4 20,916 
 
 8x3 955 
 
 4 x4 15,023 
 
 6 x 3% 52,011 
 
 71/2 x 3y 2 277 
 
 3% x 3^j 166,332 
 
 5x4 994 
 
 7y 2 x 3 0.2 
 
 3 x 3 65,510 
 
 5 x 3% 9,671 
 
 7 x 3% 7,274 
 
 2%x2% 5,984.5 
 
 5 x 3 18,423 
 
 7 x 3 6,037.2 
 
 2^4x2*4 6 
 
 4%x3 257 
 
 ey x 3% 32 
 
 2 x2 827.5 
 
 4 x3% 5,438 
 
 6% x 3 0.2 
 
 l%xl% 76 
 
 4 x 3 56,469 
 
 6 x3% 33 
 
 iy> x 1% 47.7 
 
 3V 2 x 3 26,019 
 
 6 x 3 7,020 
 
 1% x lii 0.5 
 
 31/2 x2y 2 . 2,780 
 
 5% x 3 32 
 
 1x1 0.2 
 
 3 x 2% 4,987 
 
 5 x2y 2 14 
 
 
 3v 9 A.A. 
 
 
 14 330,600.4 
 
 X *j tt 
 
 2y 2 x 2 289 
 
 14 46,126.6 
 
 
 2y 2 x iy 2 6 
 
 9 Extra Sets Eolls 
 
 17 229,893 
 
 23 
 
 50 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 SUMMARY BY SHAPES (cont'd) 
 
 Ship 
 
 Channel 
 
 Size 
 
 Quantity 
 
 12x4 
 
 31,270 
 
 12x3% 
 
 30,916 
 
 10x4 
 
 12,654 
 
 10x3% 
 
 51,622 
 
 10x3% 
 
 32,155 
 
 9x4 
 
 31,197 
 
 9x3y 2 
 
 104 
 
 8x3y 2 
 
 46,539 
 
 8x3 
 
 29 
 
 7x3y 2 
 
 35,780 
 
 7x3% 
 
 85,494 
 
 6x3% 
 
 316 
 
 6x3y 2 
 
 41,020 
 
 6x3 
 
 5,016 
 
 6x2i/ 2 
 
 1,373 
 
 4x2 
 
 60 
 
 16 
 
 405,545 
 
 Structural 
 
 18x4 
 
 15x3^ 
 
 13x4 
 
 12x3 
 
 10x2% 
 9x2y 2 
 8x2% 
 7x2% 
 6 x 2V 8 
 5x2 
 4x1% 
 
 11 
 
 Channels 
 
 Quantity 
 
 83 
 
 15,785 
 
 3,053 
 
 28,890 
 
 1,147 
 
 4,100 
 
 6,603 
 
 1,221 
 
 464 
 
 1 
 
 6 
 
 61,353 
 
 I Beams 
 
 Size Quantity 
 
 28x10 
 26 x 9V 2 
 24 x 
 24 x 
 
 9 
 7 
 
 20 x 7 
 20x6% 
 18x11% 
 18 x 7% 
 18 x 7% 
 18 x 
 18 x 
 15 x 
 15 x 
 15 x 
 12 x 
 12x5 
 10 x 4% 
 
 9x 4% 
 
 8x 
 
 7x 
 
 6x 
 
 5x 
 
 4x 
 
 7 
 6 
 
 6% 
 6 
 
 sy 2 
 
 5% 
 
 4 
 
 3% 
 
 3% 
 
 3 
 
 2% 
 
 23 
 
 236 
 582 
 4,565 
 916 
 189 
 133 
 395 
 1,827 
 218 
 165 
 124 
 1,036 
 7 
 
 2,374 
 
 628 
 
 200 
 
 101 
 
 19 
 
 63 
 
 15 
 
 55 
 
 1 
 
 8 
 
 13,857 
 
 51 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 DISTRIBUTION 
 
 EQUAL LEG ANGLES 
 
 6x6 
 
 5x5 
 
 4x4 
 
 Section 
 
 Wt. in 
 
 Total 
 
 Thick- 
 
 pounds 
 
 Quantit 
 
 ness 
 
 per ft. 
 
 Eeq'd 
 
 .75 
 
 38.9 
 
 227 
 
 .6875 
 
 35.8 
 
 952 
 
 .625 
 
 32.7 
 
 866 
 
 .5625 
 
 29.6 
 
 9 
 
 .50 
 
 26.4 
 
 226 
 
 
 
 2,280 
 
 .875 
 
 33.1 
 
 5 
 
 .8125 
 
 31.0 
 
 9 
 
 .75 
 
 28.7 
 
 1,018 
 
 .6875 
 
 26.5 
 
 1,115 
 
 .625 
 
 24.2 
 
 5,389 
 
 .5625 
 
 21.9 
 
 4,381 
 
 .50 
 
 19.6 
 
 14,739 
 
 .4375 
 
 17.2 
 
 13,071 
 
 .375 
 
 14.9 
 
 1,822 
 
 .3125 
 
 12.3 
 
 5 
 
 
 
 41,554 
 
 .75 
 
 23.6 
 
 595 
 
 .6875 
 
 21.8 
 
 492 
 
 .625 
 
 20.0 
 
 3,322 
 
 .5625 
 
 18.1 
 
 8,063 
 
 .50 
 
 16.2 
 
 12,247 
 
 .4375 
 
 14.3 
 
 7,031 
 
 .375 
 
 12.3 
 
 1,139 
 
 
 
 32,889 
 
 .625 
 
 17.8 
 
 70 
 
 .75 
 
 18.5 
 
 17 
 
 .6875 
 
 17.1 
 
 975 
 
 .625 
 
 15.7 
 
 1,966 
 
 .5625 
 
 14.3 
 
 1,861 
 
 .50 
 
 12.8 
 
 7,434 
 
 .4375 
 
 11.3 
 
 1,984 
 
 .375 
 
 9.8 
 
 769 
 
 .3125 
 
 8.2 
 
 17 
 
 2 
 
 2 
 
 32 
 
 7.1 
 
 5 
 
 11 
 
 105 
 
 9.05 
 
 9 
 
 15 
 
 362 
 
 2.4 
 
 1 
 
 1 
 
 10 
 
 0.9 
 
 5 
 
 6 
 
 370 
 
 0.6 
 
 14 
 
 27 
 
 616 
 
 3.7 
 
 1 
 
 1 
 
 5 
 
 1.0 
 
 1 
 
 1 
 
 12 
 
 0.75 
 
 11 
 
 18 
 
 547 
 
 1.86 
 
 4 
 
 3 
 
 125 
 
 8.9 
 
 19 
 
 31 
 
 769 
 
 7.0 
 
 21 
 
 24 
 
 739 
 
 5.9 
 
 26 
 
 43 
 
 1,012 
 
 14.6 
 
 27 
 
 52 
 
 1,094 
 
 11.9 
 
 19 
 
 33 
 
 904 
 
 2.0 
 
 1 
 
 5 
 
 104 
 
 0.05 
 
 31 
 
 52 
 
 1,448 
 
 28.7 
 
 3 
 
 6 
 
 156 
 
 3.8 
 
 6 
 
 11 
 
 122 
 
 4.03 
 
 14 
 
 31 
 
 759 
 
 4.4 
 
 17 
 
 33 
 
 751 
 
 10.7 
 
 31 
 
 52 
 
 1,377 
 
 8.9 
 
 25 
 
 42 
 
 1,176 
 
 6.0 
 
 17 
 
 35 
 
 826 
 
 1.38 
 
 31 
 
 52 
 
 1,377 
 
 23.9 
 
 1 
 
 1 
 
 10 
 
 7.0 
 
 2 
 
 2 
 
 72 
 
 0.24 
 
 6 
 
 10 
 
 258 
 
 3.8 
 
 13 
 
 17 
 
 415 
 
 4.75 
 
 11 
 
 29 
 
 629 
 
 2.96 
 
 31 
 
 51 
 
 1,306 
 
 5.7 
 
 24 
 
 36 
 
 870 
 
 2.3 
 
 20 
 
 33 
 
 801 
 
 0.96 
 
 3 
 
 3 
 
 173 
 
 0.1 
 
 15,023 
 
 31 55 
 
 10.4 
 
 52 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 EQUAL LEG ANGLES (Cont'd) 
 
 Size 
 
 of 
 
 Shapes 
 
 3y 2 x 3y 2 
 
 x 3 
 
 2% X 
 
 2 x 
 
 Section 
 
 Wt. in 
 
 Total Used in 
 
 Average 
 
 Thick- 
 
 pounds 
 
 Quantity 
 
 Quantity 
 
 ness 
 
 per ft. 
 
 Eeq'd 
 
 Designs 
 
 Yards 
 
 Hulls 
 
 per Hull 
 
 .75 
 
 16.0 
 
 173 
 
 2 
 
 1 
 
 180 
 
 0.96 
 
 .6875 
 
 14.8 
 
 121 
 
 5 
 
 5 
 
 201 
 
 0.6 
 
 .625 
 
 13.6 
 
 3,509 
 
 21 
 
 36 
 
 787 
 
 4.5 
 
 .5625 
 
 12.4 
 
 5,629 
 
 17 
 
 27 
 
 589 
 
 9.6 
 
 .50 
 
 11.1 
 
 36,427 
 
 32 
 
 54 
 
 1,314 
 
 27.7 
 
 .4375 
 
 9.8 
 
 80,159 
 
 33 
 
 58 
 
 1,464 
 
 55.0 
 
 .375 
 
 8.5 
 
 38,143 
 
 32 
 
 57 
 
 1,486 
 
 25.7 
 
 .3125 
 
 7.2 
 
 591 
 
 13 
 
 26 
 
 615 
 
 0.96 
 
 .25 
 
 5.8 
 
 1,580 
 
 2 
 
 2 
 
 80 
 
 19.7 
 
 
 
 166,332 
 
 34 
 
 60 
 
 1,508 
 
 110. 
 
 .625 
 
 11.5 
 
 55 
 
 3 
 
 3 
 
 146 
 
 0.38 
 
 .5625 
 
 10.4 
 
 367 
 
 5 
 
 5 
 
 226 
 
 1.62 
 
 .50 
 
 9.4 
 
 3,964 
 
 24 
 
 46 
 
 1,101 
 
 3.6 
 
 .4375 
 
 8.3 
 
 13,828 
 
 31 
 
 51 
 
 1,309 
 
 10.6 
 
 375 
 
 7.2 
 
 32,764 
 
 34 
 
 58 
 
 1,405 
 
 23.3 
 
 .3125 
 
 6.1 
 
 5,864 
 
 30 
 
 52 
 
 1,276 
 
 4.6 
 
 .25 
 
 4.9 
 
 8,668 
 
 9 
 
 15 
 
 551 
 
 15.7 
 
 
 
 65,510 
 
 34 
 
 59 
 
 1,481 
 
 43.2 
 
 .50 
 
 7.7 
 
 3.5 
 
 1 
 
 1 
 
 70 
 
 0.05 
 
 .4375 
 
 6.8 
 
 7 
 
 2 
 
 3 
 
 17 
 
 0.41 
 
 .375 
 
 5.9 
 
 227 
 
 9 
 
 12 
 
 425 
 
 0.53 
 
 .3125 
 
 5.0 
 
 3,587 
 
 27 
 
 59 
 
 1,358 
 
 2.64 
 
 .25 
 
 4.1 
 
 2,128 
 
 25 
 
 46 
 
 1,138 
 
 1.87 
 
 .1875 
 
 3.07 
 
 32 
 
 4 
 
 9 
 
 144 
 
 0.22 
 
 
 
 5,984.5 
 
 33 
 
 60 
 
 1,406 
 
 4.25 
 
 .25 
 
 3.62 
 
 6 
 
 2 
 
 2 
 
 12 
 
 0.5 
 
 .375 
 
 4.7 
 
 11 
 
 3 
 
 4 
 
 75 
 
 0.15 
 
 .3125 
 
 3.92 
 
 23 
 
 5 
 
 4 
 
 124 
 
 0.19 
 
 .25 
 
 3.19 
 
 753 
 
 20 
 
 36 
 
 1,031 
 
 0.73 
 
 .1875 
 
 2.44 
 
 40 
 
 6 
 
 6 
 
 170 
 
 0.24 
 
 .125 
 
 1.65 
 
 0.5 
 
 1 
 
 1 
 
 10 
 
 0.05 
 
 
 
 827.5 
 
 20 
 
 37 
 
 1,063 
 
 0.78 
 
 .375 
 
 4.1 
 
 10 
 
 1 
 
 5 
 
 104 
 
 0.1 
 
 .1875 
 
 2.12 
 
 66 
 
 2 
 
 " 6 
 
 254 
 
 0.26 
 
 76 
 
 254 
 
 0.3 
 
 53 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 EQUAL LEG ANGLES (Cont'd) 
 
 Size 
 
 of 
 
 Shapes 
 
 1x1 
 
 of 
 
 Shapes 
 
 8x6 
 
 8 x 3V 2 
 
 7 x 3V 2 
 
 6x4 
 
 Section 
 Thick- 
 
 Wt. in 
 pounds 
 
 Total 
 
 Quantity 
 
 Used in 
 
 Average 
 Quantity 
 
 ness 
 
 per ft. 
 
 Req'd Designs 
 
 Yards 
 
 Hulls 
 
 per Hull 
 
 .25 
 
 2.34 
 
 30 
 
 8 
 
 9 
 
 108 
 
 0.28 
 
 .1875 
 
 1.8 
 
 17 
 
 6 
 
 6 
 
 101 
 
 0.17 
 
 .125 
 
 1.23 
 
 0.7 
 
 3 
 
 3 
 
 124 
 
 .006 
 
 
 
 47.7 
 
 12 
 
 16 
 
 301 
 
 0.16 
 
 .1875 
 
 1.48 
 
 0.5 
 
 1 
 
 1 
 
 2 
 
 0.25 
 
 .1875 
 
 1.16 
 
 .02 
 
 1 
 
 1 
 
 2 
 
 0.01 
 
 
 UNEQUAL 
 
 LEG ANGLES 
 
 
 
 
 
 Section 
 
 Wt. in 
 
 Total 
 
 Used in 
 
 Average 
 
 Thick- 
 
 pounds 
 
 Quantity 
 
 
 
 
 Quantity 
 
 ness 
 
 per ft. 
 
 Req'd Designs 
 
 Yards 
 
 Hulls 
 
 per Hull 
 
 .75 
 
 33.8 
 
 32 
 
 2 
 
 3 
 
 34 
 
 0.94 
 
 .6875 
 
 31.2 
 
 4 
 
 1 
 
 1 
 
 5 
 
 0.8 
 
 .625 
 
 28.5 
 
 106 
 
 3 
 
 3 
 
 85 
 
 ' 1.25 
 
 .5625 
 
 25.7 
 
 28 
 
 3 
 
 7 
 
 179 
 
 0.16 
 
 .50 
 
 23.0 
 
 387 
 
 7 
 
 14 
 
 508 
 
 0.76 
 
 .4375 
 
 20.2 
 
 325 
 
 5 
 
 8 
 
 394 
 
 0.83 
 
 
 
 882 
 
 12 
 
 18 
 
 567 
 
 1.5 
 
 .75 
 
 27.5 
 
 1 
 
 1 
 
 1 
 
 2 
 
 0.5 
 
 .6875 
 
 25.3 
 
 116 
 
 1 
 
 1 
 
 5 
 
 23.2 
 
 .625 
 
 23.2 
 
 1,339 
 
 10 
 
 12 
 
 404 
 
 3.3 
 
 .5625 
 
 21.0 
 
 3,152 
 
 2 
 
 1 
 
 180 
 
 17.5 
 
 .50 
 
 18.7 
 
 5.076 
 
 12 
 
 20 
 
 592 
 
 8.6 
 
 .4375 
 
 16.5 
 
 2,066 
 
 10 
 
 20 
 
 343 
 
 6.02 
 
 
 
 11,750 
 
 17 
 
 31 
 
 723 
 
 16.2 
 
 .875 
 
 28.7 
 
 99 
 
 1 
 
 1 
 
 110 
 
 0.9 
 
 .75 
 
 24.9 
 
 1,765 
 
 4 
 
 10 
 
 235 
 
 7.5 
 
 .6875 
 
 23.0 
 
 921 
 
 1 
 
 1 
 
 70 
 
 13.2 
 
 .625 
 
 21.0 
 
 1,048 
 
 7 
 
 12 
 
 230 
 
 4.55 
 
 .5625 
 
 19.1 
 
 75 
 
 3 
 
 4 
 
 37 
 
 2.03 
 
 .50 
 
 17.0 
 
 5,791 
 
 13 
 
 23 
 
 744 
 
 7.8 
 
 .4375 
 
 15.0 
 
 5,203 
 
 17 
 
 27 
 
 721 
 
 7.2 
 
 .375 
 
 13.0 
 
 4,055 
 
 12 
 
 13 
 
 513 
 
 7.9 
 
 
 
 18,957 
 
 29 
 
 44 
 
 1,142 
 
 16.5 
 
 1.00 
 
 30.6 
 
 1,758 
 
 5 
 
 13 
 
 152 
 
 11.5 
 
 .9375 
 
 28.9 
 
 529 
 
 2 
 
 4 
 
 49 
 
 10.8 
 
 .875 
 
 27.2 
 
 1,060 
 
 6 
 
 10 
 
 226 
 
 4.7 
 
 .8125 
 
 25.4 
 
 3,760 
 
 6 
 
 13 
 
 153 
 
 24.6 
 
 .75 
 
 23.6 
 
 2,552 
 
 8 
 
 15 
 
 239 
 
 10.7 
 
 .6875 
 
 21.8 
 
 1,350 
 
 8 
 
 11 
 
 158 
 
 8.5 
 
 .625 
 
 20.0 
 
 2,517 
 
 14 
 
 28 
 
 548 
 
 4.6 
 
 .5625 
 
 18.1 
 
 2,156 
 
 11 
 
 24 
 
 537 
 
 4.0 
 
 .50 
 
 16.2 
 
 2,799 
 
 20 
 
 37 
 
 794 
 
 3.5 
 
 .4375 
 
 14.3 
 
 1,553 
 
 11 
 
 27 
 
 666 
 
 2.34 
 
 .375 
 
 12.3 
 
 882 
 
 10 
 
 19 
 
 512 
 
 1.7 
 
 20,916 
 
 31 59 1,379 15.2 
 
 54 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 UNEQUAL LEG ANGLES (Cont'd) 
 
 Size 
 
 of 
 
 Shapes 
 
 6 x 3y 2 
 
 5x4 
 
 5 x 3% 
 
 5x3 
 
 .8125 
 
 .625 
 
 .5625 
 
 .50 
 
 .4375 
 
 .375 
 
 .75 
 
 .6875 
 
 .625 
 
 .5625 
 
 .50 
 
 4375 
 
 .375 
 
 .3125 
 
 .6875 
 
 .625 
 
 .5625 
 
 .50 
 
 .4375 
 
 .375 
 
 .3125 
 
 .375 
 .3125 
 
 22.7 
 17.8 
 16.2 
 14.5 
 12.8 
 11.0 
 
 19.8 
 18.3 
 16.8 
 15.2 
 13.6 
 12.0 
 10.4 
 8.7 
 
 17.1 
 
 15.7 
 
 14.3 
 
 12.8 
 
 11.3 
 
 9.8 
 
 8.2 
 
 9.1 
 
 7.7 
 
 52,011 
 
 31 
 7 
 
 636 
 54 
 12 
 
 254 
 
 994 
 
 34 
 
 126 
 
 421 
 
 155 
 
 1,504 
 
 3,638 
 
 3,713 
 
 . 80 
 
 9,671 
 
 18,423 
 
 176 
 81 
 
 257 
 
 1 
 
 1 
 
 150 
 
 0.1 
 
 5 
 
 6 
 
 229 
 
 1.17 
 
 3 
 
 6 
 
 82 
 
 6.5 
 
 9 
 
 8 
 
 446 
 
 4.1 
 
 12 
 
 20 
 
 362 
 
 6.2 
 
 29 
 
 54 
 
 1,197 
 
 8.5 
 
 31 
 
 58 
 
 1,369 
 
 10.6 
 
 31 
 
 58 
 
 1,498 
 
 14.9 
 
 5 
 
 10 
 
 283 
 
 0.45 
 
 34 
 
 60 
 
 1,508 
 
 34.6 
 
 1 
 
 3 
 
 30 
 
 1.03 
 
 2 
 
 2 
 
 10 
 
 0.7 
 
 6 
 
 7 
 
 330 
 
 1.9 
 
 4 
 
 5 
 
 76 
 
 0.71 
 
 2 
 
 2 
 
 45 
 
 0.27 
 
 5 
 
 10 
 
 344 
 
 0.74 
 
 10 
 
 19 
 
 488 
 
 2.03 
 
 3 
 
 4 
 
 163 
 
 0.21 
 
 1 
 
 1 
 
 70 
 
 1.8 
 
 5 
 
 5 
 
 348 
 
 1.21 
 
 4 
 
 5 
 
 169 
 
 0.92 
 
 17 
 
 31 
 
 799 
 
 1.9 
 
 25 
 
 42 
 
 925 
 
 3.9 
 
 21 
 
 36 
 
 927 
 
 4.0 
 
 5 
 
 9 
 
 137 
 
 0.58 
 
 30 
 
 50 
 
 1,173 
 
 8.25 
 
 2 
 
 4 
 
 120 
 
 8.9 
 
 1 
 
 1 
 
 150 
 
 0.1 
 
 1 
 
 1 
 
 2 
 
 2.0 
 
 11 
 
 20 
 
 443 
 
 0.88 
 
 20 
 
 41 
 
 1,017 
 
 3.8 
 
 28 
 
 60 
 
 1,434 
 
 7.5 
 
 17 
 
 30 
 
 884 
 
 2.56 
 
 31 
 
 60 
 
 1,485 
 
 12.4 
 
 2 
 
 2. 
 
 24 
 
 7.3 
 
 2 
 
 4 
 
 24 
 
 3.4 
 
 3 
 
 5 
 
 44 
 
 5.9 
 
 55 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 UNEQUAL LEG ANGLES (Cont'd) 
 
 4x 
 
 3 x2i/ 2 
 
 Section 
 
 Wt. in 
 
 Total 
 
 Used in 
 
 Average 
 
 Thick- 
 
 pounds 
 
 Quantity 
 
 
 
 
 Quantity 
 
 ness 
 
 per ft. 
 
 Eeq'd Designs 
 
 Yards 
 
 Hulls 
 
 per Hull 
 
 .625 
 
 14.7 
 
 111 
 
 2 
 
 4 
 
 87 
 
 1.3 
 
 .5625 
 
 13.3 
 
 166 
 
 5 
 
 5 
 
 112 
 
 1.48 
 
 .50 
 
 11.9 
 
 300 
 
 16 
 
 25 
 
 696 
 
 0.43 
 
 .4375 
 
 10.6 
 
 4,309 
 
 16 
 
 27 
 
 616 
 
 7.0 
 
 .375 
 
 9.1 
 
 551 
 
 15 
 
 26 
 
 657 
 
 0.84 
 
 .3125 
 
 7.7 
 
 1 
 
 1 
 
 1 
 
 70 
 
 0.014 
 
 
 
 5,438 
 
 21 
 
 36 
 
 916 
 
 5.9 
 
 .625 
 
 13.6 
 
 89 
 
 4 
 
 8 
 
 131 
 
 0.68 
 
 .5625 
 
 12.4 
 
 253 
 
 4 
 
 8 
 
 114 
 
 2.2 
 
 .50 
 
 11.1 
 
 537 
 
 13 
 
 32 
 
 537 
 
 1.0 
 
 .4375 
 
 9.8 
 
 14,338 
 
 32 
 
 54 
 
 1,343 
 
 10.7 
 
 .375 
 
 8.5 
 
 39,712 
 
 35 
 
 54 
 
 1,460 
 
 27.2 
 
 .3125 
 
 7.2 
 
 1,539 
 
 16 
 
 26 
 
 637 
 
 2.4 
 
 .25 
 
 5.8 
 
 1 
 
 1 
 
 1 
 
 2 
 
 0.5 
 
 
 
 56,469 
 
 34 
 
 60 
 
 1,508 
 
 37.4 
 
 .625 
 
 12.5 
 
 3 
 
 1 
 
 1 
 
 110 
 
 0.027 
 
 .5625 
 
 11.4 
 
 1,591 
 
 5 
 
 6 
 
 242 
 
 6.6 
 
 .50 
 
 10.2 
 
 2,523 
 
 8 
 
 10 
 
 398 
 
 6.35 
 
 .4375 
 
 9.1 
 
 8,043 
 
 12 
 
 19 
 
 571 
 
 14.1 
 
 .375 
 
 7.9 
 
 6,064 
 
 24 
 
 49 
 
 1,019 
 
 5.95 
 
 .3125 
 
 6.6 
 
 2,237 
 
 16 
 
 29 
 
 709 
 
 3.16 
 
 .25 
 
 5.4 
 
 5,558 
 
 2 
 
 2 
 
 220 
 
 25.3 
 
 
 
 26,019 
 
 27 
 
 49 
 
 1,099 
 
 23.7 
 
 .50 
 
 9.4 
 
 3 
 
 1 
 
 1 
 
 4 
 
 0.75 
 
 .4375 
 
 8.3 
 
 24 
 
 3 
 
 3 
 
 136 
 
 0.18 
 
 .375 
 
 7.2 
 
 369 
 
 7 
 
 16 
 
 571 
 
 0.65 
 
 .3125 
 
 6.1 
 
 1,351 
 
 12 
 
 27 
 
 595 
 
 2.28 
 
 .25 
 
 4.9 
 
 33 
 
 3 
 
 12 
 
 322 
 
 0.1 
 
 
 
 2,780 
 
 15 
 
 30 
 
 811 
 
 3.4 
 
 .50 
 
 8.5 
 
 15 
 
 2 
 
 2 
 
 120 
 
 0.125 
 
 .4375 
 
 7.6 
 
 73 
 
 3 
 
 4 
 
 149 
 
 0.49 
 
 .375 
 
 6.6 
 
 657 
 
 16 
 
 28 
 
 770 
 
 0.85 
 
 .3125 
 
 5.6 
 
 3,971 
 
 25 
 
 49 
 
 1,192 
 
 3.3 
 
 .25 
 
 4.5 
 
 271 
 
 10 
 
 13 
 
 416 
 
 0.65 
 
 4,987 
 
 26 49 1,193 
 
 4.2 
 
 56 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 UNEQUAL LEG ANGLES (cont'd) 
 
 Size 
 of 
 
 Shapes 
 3x2 
 
 Section 
 Thick- 
 ness 
 .4375 
 .375 
 .3125 
 ,25 
 
 .375 
 .3125 
 .25 
 .1875 
 
 .25 
 
 .1875 
 
 Wt. in 
 pounds 
 per ft. 
 
 6.8 
 
 5.9 
 
 5.0 
 
 4.1 
 
 5.3 
 4.5 
 3.62 
 2.75 
 
 3.19 
 2.12 
 
 Total Used in Average 
 
 Quantity Quantity 
 
 Req'd Designs Yards Hulls per Hull 
 
 6 1 1 14 0.43 
 
 3 2 2 181 0.017 
 
 18 1 1 24 0.75 
 
 1'7 3 3 39 0.44 
 
 44 
 
 19 
 
 170 
 
 84 
 
 16 
 
 289 
 
 1 
 5 
 
 6 
 
 3 
 6 
 
 10 
 2 
 
 6 
 
 4 
 16 
 16 
 
 7 
 
 13 24 
 
 235 
 
 268 
 368 
 483 
 122 
 
 651 
 
 115 
 110 
 
 115 
 
 0.19 
 
 0.07 
 0.46 
 0.17 
 0.13 
 
 0.44 
 
 0.01 
 0.045 
 
 0.05 
 
 57 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 BULB ANGLES (restricted) 
 
 Size Section 
 of ThicTc- 
 
 Wt. in 
 pounds 
 
 Total Used in Average 
 Quantity Quantity 
 
 Shapes ness 
 
 per ft. 
 
 Req'd Designs 
 
 Yards Hulls per Hull 
 
 10 x 3y 2 .675 
 
 33.0 
 
 533 
 
 2 
 
 2 
 
 21 
 
 25.4 
 
 .65 
 
 32.1 
 
 1,061 
 
 2 
 
 4 
 
 39 
 
 27.2 
 
 .625 
 
 31.1 
 
 1,680 
 
 2 
 
 3 
 
 32 
 
 52.5 
 
 .575 
 
 29.1 
 
 553 
 
 3 
 
 4 
 
 24 
 
 23.0 
 
 10 x 3y 2 .55 
 
 27.9 
 
 119 
 
 1 
 
 1 
 
 4 
 
 29.7 
 
 .525 
 
 26.9 
 
 826 
 
 5 
 
 7 
 
 70 
 
 11.8 
 
 .50 
 
 25.9 
 
 4,084 
 
 9 
 
 11 
 
 107 
 
 38.2 
 
 .475 
 
 24.9 
 
 801 
 
 4 
 
 5 
 
 30 
 
 26.7 
 
 .45 
 
 23.9 
 
 454 
 
 4 
 
 4 
 
 34 
 
 13.3 
 
 
 
 10,111 
 
 12 
 
 16 
 
 199 
 
 51.0 
 
 9 x 3i/ 2 
 
 31.7 
 
 3 
 
 1 
 
 1 
 
 4 
 
 0.75 
 
 .65 
 
 29.5 
 
 27 
 
 1 
 
 2 
 
 4 
 
 6.75 
 
 .625 
 
 28.6 
 
 8 
 
 1 
 
 1 
 
 4 
 
 2.0 
 
 9 x 3% .55 
 
 25.7 
 
 8 
 
 2 
 
 4 
 
 6 
 
 1.33 
 
 .525 
 
 24.8 
 
 112 
 
 3 
 
 5 
 
 19 
 
 5.9 
 
 .50 
 
 23.9 
 
 244 
 
 5 
 
 5 
 
 35 
 
 7.0 
 
 9 x 3y 2 .475 
 
 22.7 
 
 579 
 
 5 
 
 5 
 
 38 
 
 15.2 
 
 .45 
 
 21.8 
 
 3,077 
 
 6 
 
 8 
 
 70 
 
 44.0 
 
 .425 
 
 20.9 
 
 458 
 
 4 
 
 6 
 
 31 
 
 14.8 
 
 .40 
 
 20.0 
 
 390 
 
 6 
 
 5 
 
 38 
 
 10.3 
 
 
 
 4,906 
 
 9 
 
 13 
 
 132 
 
 87.2 
 
 8 x 3^5 .65 
 
 26.5 
 
 324 
 
 1 
 
 2 
 
 20 
 
 16.2 
 
 .525 
 
 22.4 
 
 79 
 
 1 
 
 1 
 
 10 
 
 7.9 
 
 .50 
 
 21.7 
 
 633 
 
 4 
 
 7 
 
 50 
 
 12.7 
 
 .475 
 
 20.5 
 
 272 
 
 2 
 
 5 
 
 26 
 
 10.5 
 
 .45 
 
 19.6 
 
 2,652 
 
 8 
 
 11 
 
 78 
 
 34.0 
 
 .425 
 
 18.8 
 
 529 
 
 7 
 
 9 
 
 68 
 
 7.8 
 
 .40 
 
 18.0 
 
 4,946 
 
 9 
 
 12 
 
 103 
 
 48.0 
 
 
 
 9,435 
 
 10 
 
 15 
 
 155 
 
 61.0 
 
 8x3 .425 
 
 18.0 
 
 14 
 
 1 
 
 1 
 
 4 
 
 3.5 
 
 .40 
 
 17.2 
 
 941 
 
 4 
 
 7 
 
 108 
 
 8.7 
 
 955 4 8 112 8.5 
 
 58 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 7x3 
 7x3 
 
 ey 2 x 31/2 
 
 6% x 3 
 
 BULB ANGLES (cont'd) 
 
 Size 
 of 
 
 Section 
 Thick- 
 
 Wt. in 
 pounds 
 
 Total 
 Quantity 
 
 Used in Average 
 Quantity 
 
 Shapes 
 
 ness 
 
 per ft. 
 
 Req'd Designs 
 
 Yards Hulls per Hull 
 
 7%x 3% 
 
 .50 
 
 20.4 
 
 29 
 
 1 
 
 1 
 
 4 
 
 7.25 
 
 7%x 3y 2 
 
 .425 
 
 17.8 
 
 10 
 
 1 
 
 1 
 
 4 
 
 2.5 
 
 
 .40 
 
 17.0 
 
 238 
 
 1 
 
 1 
 
 4 
 
 59.5 
 
 
 
 
 277 
 
 1 
 
 1 
 
 4 
 
 69.3 
 
 7^x 3 
 
 .35 
 
 14.8 
 
 0.2 
 
 1 
 
 1 
 
 2 
 
 0.1 
 
 7 x 31/2 
 
 .575 
 
 21.6 
 
 88 
 
 1 
 
 2 
 
 13 
 
 6.8 
 
 
 .525 
 
 20.1 
 
 36 
 
 1 
 
 1 
 
 11 
 
 3.3 
 
 
 .475 
 
 18.7 
 
 439 
 
 2 
 
 2 
 
 10 
 
 43.9 
 
 7 x 3y 2 .475 18.3 118 1 1 21 5.6 
 
 7 x 3V 2 
 
 .45 
 
 17.6 
 
 1,204 
 
 9 
 
 11 
 
 107 
 
 11.2 
 
 .425 
 
 16.8 
 
 1,201 
 
 3 
 
 4 
 
 32 
 
 37.8 
 
 .40 
 
 16.2 
 
 1,824 
 
 7 
 
 10 
 
 123 
 
 14.8 
 
 .375 
 
 15.5 
 
 1,964 
 
 6 
 
 7 
 
 56 
 
 35.1 
 
 .35 
 
 14.8 
 
 400' 
 
 4 
 
 3 
 
 28 
 
 14.3 
 
 
 
 7,274 
 
 13 
 
 18 
 
 268 
 
 27.0" 
 
 .475 
 
 17.7 
 
 549 
 
 1 
 
 1 
 
 4 
 
 137.0 
 
 .45 
 
 16.9 
 
 1,479 
 
 3 
 
 3 
 
 26 
 
 57.0 
 
 .425 
 
 16.0 
 
 6 
 
 1 
 
 2 
 
 4 
 
 1.5 
 
 .40 
 
 15.3 
 
 3 
 
 1 
 
 2 
 
 2 
 
 1.5 
 
 .375 
 
 14.6 
 
 4,000 
 
 2 
 
 5 
 
 160 
 
 25.0 
 
 .35 
 
 13.9 
 
 0.2 
 
 1 
 
 2 
 
 2 
 
 0.1 
 
 
 
 6,037.2 
 
 3 
 
 8 
 
 195 
 
 31.0 
 
 .425 
 
 16.7 
 
 27 
 
 1 
 
 1 
 
 10 
 
 2.7 
 
 .375 
 
 14.3 
 
 5 
 
 1 
 
 1 
 
 10 
 
 0.5 
 
 
 
 32 
 
 1 
 
 1 
 
 10 
 
 3.2 
 
 .35 
 
 12.9 
 
 0.2 
 
 1 
 
 1 
 
 2 
 
 0.1 
 
 t 
 
 17.8 
 
 33 
 
 1 
 
 1 
 
 10 
 
 3.3 
 
 59 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Section 
 Thick- 
 
 BULB ANGLES (cont'd) 
 
 Wt. in Total 
 pounds Quantity 
 
 Used in Average 
 Quantity 
 
 ness 
 
 per ft. 
 
 Eeq 'd Designs Yards Hulls per Hull 
 
 .50 
 
 16.2 
 
 51 
 
 3 
 
 4 
 
 29 
 
 1.76 
 
 .475 
 
 15.6 
 
 161 
 
 2 
 
 2 
 
 20 
 
 8.05 
 
 .45 
 
 14.9 
 
 784 
 
 6 
 
 13 
 
 145 
 
 5.4 
 
 .425 
 
 14.1 
 
 627 
 
 7 
 
 7 
 
 108 
 
 5.8 
 
 .40 
 
 13.4 
 
 1,943 
 
 8 
 
 13 
 
 132 
 
 14.7 
 
 .375 
 
 12.8 
 
 3,450 
 
 9 
 
 17 
 
 139 
 
 24.8 
 
 .35 
 
 12.2 
 
 4 
 
 1 
 
 3 
 
 10 
 
 0.4 
 
 
 
 7,020 
 
 18 
 
 30 
 
 464 
 
 15.1 
 
 .425 
 
 13.4 
 
 1 
 
 1 
 
 1 
 
 4 
 
 0.25 
 
 .40 
 
 12.5 
 
 25 
 
 1 
 
 1 
 
 6 
 
 4.2 
 
 .375 
 
 11.9 
 
 6 
 
 2 
 
 2 
 
 6 
 
 1.0 
 
 
 
 32 
 
 2 
 
 3 
 
 12 
 
 2.7 
 
 .328 
 
 10.3 
 
 12 
 
 1 
 
 1 
 
 8 
 
 1.5 
 
 .313 
 
 10.0 
 
 2 
 
 1 
 
 1 
 
 1 
 
 2.0 
 
 Size 
 
 of 
 
 Shapes 
 
 6x3 
 
 6x3 
 
 5 x 2y 2 
 
 .313 10.0 
 
 14 9 1.5 
 
 60 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 SHIP CHANNELS 
 
 Size 
 
 Section 
 
 Wt. in 
 
 Total Used in 
 
 Average 
 
 of 
 
 Thick- 
 
 pounds 
 
 Quantity 
 
 Quantity 
 
 Shapes 
 
 ness 
 
 per ft. 
 
 Keq'd 
 
 Designs 
 
 Yards 
 
 Hulls 
 
 per Hull 
 
 x 4 
 
 .84 
 
 50.0 
 
 1,452 
 
 1 
 
 4 
 
 46 
 
 31.6 
 
 
 .75 
 
 46.3 
 
 249 
 
 3 
 
 3 
 
 59 
 
 4.2 
 
 
 .70 
 
 44.3 
 
 11,198 
 
 10 
 
 15 
 
 415 
 
 27.0 
 
 
 .595 
 
 40.0 
 
 7,566 
 
 11 
 
 18 
 
 470 
 
 16.1 
 
 
 .473 
 
 35.0 
 
 10,805 
 
 15 
 
 29 
 
 677 
 
 16.0 
 
 12 
 
 31,270 15 31 753 41.5 
 12 x 3i/ 2 
 
 .61 
 
 37.2 
 
 2,552 
 
 7 
 
 9 
 
 196 
 
 13.0 
 
 .50 
 
 32.7 
 
 17,179 
 
 15 
 
 21 
 
 627 
 
 27.4 
 
 .44 
 
 30.2 
 
 9,421 
 
 15 
 
 25 
 
 691 
 
 13.6 
 
 .375 
 
 29.3 
 
 1,764 
 
 5 
 
 6 
 
 54 
 
 32.7 
 
 30,916 22 32 838 37.0 
 10 x 4 
 
 .741 
 
 40.0 
 
 147 
 
 1 
 
 1 
 
 21 
 
 7.0 
 
 .65 
 
 36.9 
 
 2,101 
 
 4 
 
 6 
 
 254 
 
 8.3 
 
 .50 
 
 31.8 
 
 2,227 
 
 3 
 
 7 
 
 124 
 
 17.9 
 
 .447 
 
 30.0 
 
 8,179 
 
 4 
 
 4 
 
 134 
 
 61.0 
 
 12,654 10 16 481 26.3 
 10 x 3V 2 
 
 .675 
 
 33.2 
 
 78 
 
 2 
 
 2 
 
 39 
 
 2.0 
 
 .60 
 
 30.6 
 
 2,468 
 
 5 
 
 9 
 
 200 
 
 12,3 
 
 .55 
 
 28.9 
 
 20,796 
 
 9 
 
 19 
 
 434 
 
 48.0 
 
 .50 
 
 27.2 
 
 28,195 
 
 21 
 
 40 
 
 781 
 
 36.0 
 
 .475 
 
 26.4 
 
 15 
 
 3 
 
 7 
 
 129 
 
 0.12 
 
 .375 
 
 23.5 
 
 70 
 
 1 
 
 2 
 
 11 
 
 6.3 
 
 51,622 21 42 925 56.0 
 
 10 x 3% .575 28.5 837 24 29 28.8 
 
 .50 26.0 443 7 10 283 1.57 
 
 .45 24.3 9,109 6 10 205 44.5 
 
 .40 22.6 1,054 4 13 231 4.6 
 
 .375 21.7 20,712 17 28 677 30.6 
 
 32,155 19 38 852 37.8 
 
 x 4 .65 34.7 1,485 46 91 16.3 
 
 .55 31.7 375 45 90 4.2 
 
 .45 28.6 29,337 11 14 300 97.5 
 
 31,197 11 14 300 104.0 
 
 61 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 SHIP CHANNELS (cont'd) 
 
 Size 
 of 
 
 Section 
 Thick- 
 
 Wt. in 
 pounds 
 
 Total 
 Quantity 
 
 Used in 
 
 Average 
 Quantity 
 
 Shapes 
 
 ness 
 
 per ft. 
 
 Eeq'd Designs 
 
 Yards 
 
 Hulls 
 
 per Hull 
 
 9x3% 
 
 .50 
 
 26.9 
 
 71 
 
 1 
 
 1 
 
 1 
 
 71.0 
 
 
 .45 
 
 25.4 
 
 31 
 
 1 
 
 1 
 
 10 
 
 3.1 
 
 
 ? 
 
 21.8 
 
 2 
 
 1 
 
 1 
 
 2 
 
 1.0 
 
 
 
 
 104 
 
 3 
 
 3 
 
 13 
 
 8.0 
 
 8 x 3% 
 
 .625 
 
 27.2 
 
 301 
 
 3 
 
 10 
 
 151 
 
 2.0 
 
 
 .60 
 
 26.5 
 
 561 
 
 8 
 
 10 
 
 328 
 
 1.7 
 
 
 .55 
 
 25.2 
 
 7,082 
 
 2 
 
 7 
 
 107 
 
 66.0 
 
 
 .50 
 
 23.8 
 
 18,232 
 
 22 
 
 40 
 
 838 
 
 21.8 
 
 
 .425 
 
 22.7 
 
 14 
 
 2 
 
 2 
 
 28 
 
 0.5 
 
 
 .415 
 
 21.5 
 
 20,349 
 
 17 
 
 38 
 
 1,008 
 
 20.1 
 
 
 
 
 46,539 
 
 26 
 
 42 
 
 1,060 
 
 44.0 
 
 8x3 
 
 .40 
 
 19.3 
 
 2 
 
 1 
 
 2 
 
 11 
 
 0.18 
 
 
 .344 
 
 17.6 
 
 17 
 
 2 
 
 6 
 
 114 
 
 0.15 
 
 
 
 
 29 
 
 2 
 
 6 
 
 114 
 
 0.25 
 
 7 x 3y 2 
 
 .55 
 
 23.3 
 
 69 
 
 2 
 
 4 
 
 41 
 
 1.7 
 
 
 .50 
 
 22.1 
 
 138 
 
 7, 
 
 10 
 
 158 
 
 0.9 
 
 
 .45 
 
 20.9 
 
 11,420 
 
 19 
 
 35 
 
 858 
 
 13.3 
 
 
 .40 
 
 20.2 
 
 444 
 
 2 
 
 3 
 
 12 
 
 37.0 
 
 
 .40 
 
 19.7 
 
 23,709 
 
 16 
 
 31 
 
 890 
 
 26.6 
 
 
 
 
 35,780 
 
 24 
 
 45 
 
 1,178 
 
 30.4 
 
 7 x 33/ 8 
 
 .575 
 
 21.9 
 
 25 
 
 1 
 
 1 
 
 70 
 
 0.36 
 
 
 .438 
 
 18.6 
 
 55,403 
 
 22 
 
 38 
 
 957 
 
 57.8 
 
 
 .35 
 
 16.5 
 
 25,392 
 
 21 
 
 30 
 
 851 
 
 29.8 
 
 
 .313 
 
 15.6 
 
 4,674 
 
 10 
 
 18 
 
 631 
 
 7.4 
 
 
 
 
 85,494 
 
 28 
 
 48 
 
 1,250 
 
 68.3 
 
 6 x 3% 
 
 .535 
 
 21.5 
 
 133 
 
 2 
 
 3 
 
 121 
 
 1.1 
 
 
 .41 
 
 19.0 
 
 183 
 
 9 
 
 12 
 
 293 
 
 0.63 
 
 
 
 
 316 
 
 10 
 
 14 
 
 325 
 
 0.98 
 
 6 x 3V 2 
 
 .375 
 
 17.9 
 
 146 
 
 1 
 
 2 
 
 28 
 
 5.2 
 
 
 .35 
 
 15.0 
 
 40,874 
 
 29 
 
 48 
 
 1,238 
 
 29.6 
 
 
 
 
 41,020 
 
 29 
 
 49 
 
 1,248 
 
 32.9 
 
 6x3 
 
 .563 
 
 18.1 
 
 66 
 
 3 
 
 3 
 
 41 
 
 1.6 
 
 
 .313 
 
 13.0 
 
 4,950 
 
 7 
 
 10 
 
 519 
 
 9.5 
 
 
 
 
 5,016 
 
 8 
 
 12 
 
 550 
 
 9.1 
 
 6 x 2i/ 2 
 
 .313 
 
 12.5 
 
 1,373 
 
 3 
 
 9 
 
 202 
 
 6.8 
 
 4x2 
 
 .394 
 
 10.1 
 
 60 
 
 1 
 
 2 
 
 13 
 
 4.6 
 
 62 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Size 
 
 of 
 
 Shapes 
 
 18 x 4 
 15 x 31/2 
 
 13 x 4 
 
 12 x 3 
 
 10 x 2- 
 
 9 x 2i/ 2 
 
 x 2^ 
 
 7 x 214 
 
 6 x 2i/ 8 
 
 STRUCTURAL CHANNELS 
 
 Used in Average 
 
 Quantity 
 Eeq'd Designs Yards Hulls per Hull 
 
 I 1 110 0.75 
 
 Section 
 
 Wt. in 
 
 Total 
 
 Thick- 
 
 pounds 
 
 Quanta 
 
 ness 
 
 per ft. 
 
 Eeq'd 
 
 .63 
 
 55 
 
 83 
 
 .818 
 
 55 
 
 240 
 
 .72 
 
 50 
 
 1,053 
 
 .622 
 
 45 
 
 76 
 
 .524 
 
 40 
 
 2,660 
 
 .426 
 
 35 
 
 722 
 
 .40 
 
 33 
 
 11,034 
 
 
 
 15,785 
 
 .678 
 
 45 
 
 538 
 
 .497 
 
 37 
 
 916 
 
 .452 
 
 35 
 
 1,337 
 
 .375 
 
 32 
 
 262 
 
 
 
 3,053 
 
 .758 
 
 40 
 
 15 
 
 .636 
 
 35 
 
 12,301 
 
 .513 
 
 30 
 
 8,493 
 
 .39 
 
 25 
 
 6,009 
 
 .28 
 
 20.5 
 
 2,072 
 
 
 
 28,890 
 
 .676 
 
 30 
 
 255 
 
 .529 
 
 25 
 
 62 
 
 .382 
 
 20 
 
 753 
 
 .24 
 
 15 
 
 77 
 
 
 
 1,147 
 
 .615 
 
 25.0 
 
 711 
 
 .452 
 
 20.0 
 
 3,386 
 
 .23 
 
 13.25 
 
 3 
 
 
 
 4,100 
 
 .582 
 
 21.25 
 
 15 
 
 .49 
 
 18.75 
 
 1,801 
 
 .399 
 
 16.25 
 
 4,137 
 
 .307 
 
 13.75 
 
 586 
 
 .22 
 
 11.25 
 
 64 
 
 
 
 6,603 
 
 .423 
 
 14.75 
 
 225 
 
 .318 
 
 12.25 
 
 933 
 
 .21 
 
 9.75 
 
 63 
 
 
 
 1,221 
 
 .563 
 
 15.5 
 
 307 
 
 .44 
 
 13.0 
 
 7 
 
 .318 
 
 10.5 
 
 123 
 
 .20 
 
 8.0 
 
 27 
 
 2 
 
 7 
 
 2 
 
 10 
 
 2 
 8 
 
 7 
 6 
 2 
 
 15 
 4 
 
 16 
 
 14 21 
 
 6 
 
 1 
 
 2 
 2 
 
 12 
 
 1 
 5 
 
 6 
 6 
 
 11 13 
 
 2 
 
 1 2 
 4 6 
 4 4 
 
 184 
 242 
 152 
 403 
 22 
 559 
 
 640 
 
 161 
 
 527 
 
 154 
 154 
 
 287 
 275 
 
 302 
 
 154 
 
 159 
 
 5 
 
 464 
 
 22 
 164 
 176 
 164 
 154 
 
 186 
 
 21 
 
 276 
 
 5 
 
 297 
 
 154 
 
 150 
 118 
 181 
 
 271 
 
 1.3 
 
 4.35 
 
 0.5 
 
 6.6 
 
 32.8 
 
 19.7 
 
 24.6 
 
 4.7 
 
 114.5 
 
 31.1 
 
 26.2 
 
 18.9 
 
 0.68 
 41.6 
 29.4 
 16.8 
 
 6.3 
 
 54.8 
 
 1.65 
 
 0.4 
 
 2.62 
 
 0.28 
 
 3.8 
 
 4.6 
 
 21.3 
 
 0.6 
 
 159 25.8 
 
 0.68 
 
 11.0 
 
 23.4 
 3.57 
 0.42 
 
 35.5 
 
 10.7 
 
 3.38 
 12.6 
 
 4.1 
 
 2.0 
 0.047 
 1.04 
 0.15 
 
 1.7 
 
 63 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 STRUCTURAL CHANNELS (cont'd) 
 
 
 Size 
 
 Section 
 
 Wt. in 
 
 Total Used in 
 
 Average 
 
 
 of 
 
 Thick- 
 
 pounds 
 
 Quantity 
 
 Quantity 
 
 
 Shapes 
 
 ness 
 
 per ft. 
 
 Eeq'd 
 
 Designs 
 
 Yards 
 
 Hulls 
 
 per Hull 
 
 5 
 
 x 2 
 
 All 
 
 11.5 
 
 1 
 
 1 
 
 1 
 
 5 
 
 0.2 
 
 4 
 
 x 1% 
 
 .325 
 
 7.25 
 
 1 
 
 1 
 
 1 
 
 4 
 
 0.25 
 
 
 
 .252 
 
 6.25 
 
 5 
 
 1 
 
 1 
 
 1 
 
 5.0 
 
 
 
 
 
 6 
 
 1 
 
 2 
 
 5 
 
 1.2 
 
 
 
 
 I 
 
 BEAMS 
 
 
 
 
 
 
 Size 
 
 Section 
 
 Wt. in 
 
 Total Used in 
 
 Average 
 
 
 of 
 
 Thick- 
 
 pounds 
 
 Quantity 
 
 Quantity 
 
 
 Shapes 
 
 ness 
 
 per ft. 
 
 Eeq'd 
 
 Designs 
 
 Yards 
 
 Hulls 
 
 per Hull 
 
 28 
 
 xlO 
 
 .50 
 
 105 
 
 236 
 
 1 
 
 1 . 
 
 8 
 
 29.5 
 
 26 
 
 x 9V 2 
 
 .46 
 
 90 
 
 582 
 
 1 
 
 1 
 
 8 
 
 72.7 
 
 24 
 
 x 9 
 
 .476 
 
 74 
 
 4,565 
 
 2 
 
 2 
 
 118 
 
 38.7 
 
 24 
 
 x 7 
 
 .631 
 
 90. 
 
 233 
 
 1 
 
 1 
 
 150 
 
 1.55 
 
 
 
 .50 
 
 80 
 
 683 
 
 1 
 
 2 
 
 154 
 
 4.5 
 
 
 
 
 
 916 
 
 1 
 
 2 
 
 154 
 
 5.9 
 
 20 
 
 x 7 
 
 .60 
 
 80 
 
 189 
 
 1 
 
 1 
 
 70 
 
 2.7 
 
 20 
 
 x 6% 
 
 .50 
 
 65 
 
 133 
 
 2 
 
 2 
 
 220 
 
 0.6 
 
 18 
 
 xiiy 2 
 
 .48 
 
 92 
 
 395 
 
 1 
 
 2 
 
 154 
 
 2.6 
 
 18 
 
 x 7y 2 
 
 .32 
 
 52 
 
 1,827 
 
 1 
 
 1 
 
 70 
 
 26.1 
 
 18 
 
 x 7i/ 2 
 
 .38 
 
 48 
 
 218 
 
 2 
 
 2 
 
 18 
 
 12.1 
 
 18 
 
 x 7 
 
 .562 
 
 75 
 
 165 
 
 1 
 
 1 
 
 150 
 
 1.1 
 
 18 
 
 x 6 
 
 .555 
 
 60 
 
 115 
 
 1 
 
 1 
 
 110 
 
 1.05 
 
 
 
 .46 
 
 55 
 
 9 
 
 1 
 
 1 
 
 12 
 
 0.75 
 
 
 
 
 
 124 
 
 2 
 
 2 
 
 122 
 
 1.01 
 
 15 
 
 x 6% 
 
 .44 
 
 46 
 
 1,036 
 
 1 
 
 1 
 
 70 
 
 14.8 
 
 15 
 
 x 6 
 
 .59 
 
 60 
 
 7 
 
 1 
 
 1 
 
 8 
 
 0.88 
 
 15 
 
 x 5V 2 
 
 .656 
 
 55 
 
 45 
 
 2 
 
 5 
 
 48 
 
 0.94 
 
 
 
 .41 
 
 42 
 
 2,329 
 
 4 
 
 10 
 
 319 
 
 7.3 
 
 
 
 
 
 2,374 
 
 6 
 
 15 
 
 367 
 
 6.5 
 
 12 
 
 x 5i/ 4 
 
 .46 
 
 40 
 
 628 
 
 6 
 
 8 
 
 269 
 
 2.3 
 
 12 
 
 x 5 
 
 .436 
 
 35 
 
 187 
 
 3 
 
 3 
 
 48 
 
 3.9 
 
 
 
 .35 
 
 31.5 
 
 13 
 
 2 
 
 2 
 
 21 
 
 0.62 
 
 200 
 
 69 
 
 2.9 
 
 64 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 I BEAMS (cont'd) 
 
 Siee 
 
 of 
 Shapes 
 
 Section 
 Thick- 
 ness 
 
 Wt. in 
 pounds 
 per ft. 
 
 Total Used in Average 
 Quantity Quantity 
 Eeq 'd Designs Yards Hulls per Hull 
 
 10 x 4% 
 
 .749 
 .602 
 .31 
 
 40 
 35 
 25 
 
 19 
 9 
 73 
 
 1 
 1 
 1 
 
 1 
 1 
 5 
 
 31 
 8 
 104 
 
 0.61 
 1.13 
 
 0.7 
 
 101 
 
 3 
 
 7 
 
 143 
 
 0.7 
 
 9 x 4% 
 
 .406 
 
 25 
 
 19 
 
 2 
 
 5 
 
 96 
 
 0.2 
 
 8x4 
 
 .541 
 .27 
 
 25.5 
 18.0 
 
 37 
 26 
 
 1 
 2 
 
 3 
 
 1 
 
 4 
 
 122 
 132 
 
 0.3 
 0.2 
 
 63 
 
 5 
 
 254 
 
 0.25 
 
 7x3% 
 
 .25 
 
 15 
 
 3 
 
 1 
 
 1 
 
 22 
 
 0.14 
 
 6 x 33/ 8 
 
 .352 
 
 14.75 
 
 55 
 
 2 
 
 4 
 
 83 
 
 0.66 
 
 5x3 
 
 .21 
 
 9.75 
 
 1 
 
 2 
 
 2 
 
 18 
 
 0.06 
 
 4 x 2% 
 
 .337 
 
 9.5 
 
 8 
 
 1 
 
 1 
 
 31 
 
 0.26 
 
 65 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 H PILLARS 
 
 Size 
 
 Section 
 
 Wt. in 
 
 Total 
 
 of 
 
 Thick- 
 
 pounds 
 
 Quantity 
 
 Shapes 
 
 ness 
 
 per ft. 
 
 Eeq'd j 
 
 14 
 
 1.17 
 
 236 
 
 133 
 
 
 .82 
 
 162 
 
 206 
 
 
 .67 
 
 130.5 
 
 781 
 
 
 .63 
 
 122.5 
 
 96 
 
 
 .59 
 
 114.5 
 
 64 
 
 
 .55 
 
 106.5 
 
 49 
 
 
 .51 
 
 99 
 
 67 
 
 
 .47 
 
 91 
 
 208 
 
 
 .43 
 
 83.5 
 
 270 
 
 
 
 
 1,874 
 
 12 
 
 .78 
 
 132.5 
 
 164 
 
 
 .74 
 
 125.5 
 
 396 
 
 
 .70 
 
 118.5 
 
 63 
 
 
 .67 
 
 112 
 
 387 
 
 
 .63 
 
 105 
 
 150 
 
 
 .59 
 
 98.5 
 
 113 
 
 
 .55 
 
 91.5 
 
 188 
 
 
 .51 
 
 84.5 
 
 465 
 
 
 .43 
 
 71.5 
 
 246 
 
 
 .39 
 
 64.5 
 
 21 
 
 
 
 
 2,193 
 
 10 
 
 .63 
 
 88.5 
 
 11 
 
 
 .59 
 
 82.5 
 
 15 
 
 
 .55 
 
 77 
 
 42 
 
 
 .47 
 
 65.5 
 
 112 
 
 
 .43 
 
 59.5 
 
 151 
 
 
 .39 
 
 54 
 
 168 
 
 
 .36 
 
 49 
 
 19 
 
 
 
 
 518 
 
 8 
 
 .63 
 
 71.5 
 
 483 
 
 
 .55 
 
 62 
 
 7 
 
 
 .51 
 
 57.5 
 
 14 
 
 
 .47 
 
 53 
 
 13 
 
 
 .43 
 
 48 
 
 52 
 
 
 .39 
 
 43.5 
 
 59 
 
 
 .35 
 
 39 
 
 135 
 
 
 .31 
 
 34.5 
 
 33 
 
 
 .31 
 
 32 
 
 55 
 
 
 
 
 851 
 
 6 
 
 .313 
 
 23.8 
 
 20 
 
 5 
 
 .313 
 
 18.7 
 
 10 
 
 4 
 
 .313 
 
 13.6 
 
 26 
 
 6 5 371 5.1 
 
 24 25 6.55 
 
 2 3 164 2.41 
 11 70 0.9 
 5 8 259 1.5 
 4 7 189 0.8 
 24 25 4.5 
 
 3 5 175 1.07 
 3 5 244 1.9 
 2 3 224 1.1 
 11 70 0.3 
 
 7 10 389 5.6 
 
 11 10 1.1 
 
 2 3 24 0.6 
 34 46 0.9 
 
 3 5 39 2.9 
 46 54 2.8 
 3 6 181 0.93 
 
 1 1 22 0.86 
 
 8 12 248 2.1 
 
 2 3 121 4.0 
 24 25 0.28 
 
 12 11 1.27 
 12 14 0.93 
 
 23 16 3.3 
 46 40 1.5 
 46 63 2.14 
 
 3 4 29 1.14 
 
 24 31 1.8 
 
 66 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 TEES 
 
 Size 
 of 
 Shapes 
 
 Section 
 Thick- 
 ness 
 
 W't. in 
 pounds 
 per ft. 
 
 Total Used in 
 Quantity 
 Eeq'd Designs Yards Hulls 
 
 Average 
 Quantity 
 per Hull 
 
 6i/ 2 x 6i/ 2 
 
 .45 
 
 19.8 
 
 5,760 
 
 14 
 
 19 
 
 409 
 
 14.1 
 
 6 x 5i/t 
 
 1.375 
 
 39.4 
 
 51 
 
 1 
 
 1 
 
 32 
 
 1.59 
 
 6 x 4% 
 
 1.06 
 
 28.2 
 
 77 
 
 2 
 
 2 
 
 42 
 
 1.83 
 
 6x4 
 
 .5625 
 
 15.6 
 
 101 
 
 4 
 
 4 
 
 26 
 
 3.9 
 
 5x3 
 
 J 
 
 13.6 
 
 81 
 
 4 
 
 4 
 
 48 
 
 1.7 
 
 41/2 x 3 
 
 .4375 
 
 9.8 
 
 65 
 
 2 
 
 3 
 
 85 
 
 0.77 
 
 4x5 
 
 f 
 
 11.9 
 
 27 
 
 1 
 
 1 
 
 32 
 
 0.84 
 
 4x4 
 
 .5625 
 
 13.5 
 
 16 
 
 1 
 
 1 
 
 8 
 
 2.0 
 
 4x4 
 
 .4375 
 
 10.5 
 
 126 
 
 3 
 
 8 
 
 122 
 
 1.03 
 
 4x3 
 
 .4375 
 
 9.2 
 
 7 
 
 1 
 
 1 
 
 46 
 
 0.15 
 
 4x3 
 
 .375 
 
 7.8 
 
 5 
 
 1 
 
 1 
 
 46 
 
 0.11 
 
 31/2 x 3i/ 2 
 
 .4375 
 
 9.2 
 
 13 
 
 1 
 
 1 
 
 22 
 
 0.59 
 
 3x3 
 
 .375 
 
 6.7 
 
 1 
 
 1 
 
 1 
 
 8 
 
 0.13 
 
 
 
 
 ZEES 
 
 
 
 
 
 Size 
 of 
 Shapes 
 
 Section 
 Thiclc- 
 ness 
 
 Wt. in 
 pounds 
 per ft. 
 
 Total 
 Quantity 
 Eeq'd Dt 
 
 Used in 
 'signs Yards Hulls 
 
 Average 
 Quantity 
 per Hull 
 
 6 
 
 .375 
 
 15.7 
 
 12 
 
 1 
 
 1 
 
 10 
 
 1.2 
 
 
 1 
 
 14.6 
 
 71 
 
 1 
 
 1 
 
 12 
 
 5.9 
 
 83 
 
 1 
 
 1 
 
 12 
 
 6.9 
 
 5 
 
 .3125 
 
 11.6 
 
 22 
 
 1 
 
 1 
 
 32 
 
 0.69 
 
 4 
 
 .375 
 
 12.5 
 
 1 
 
 1 
 
 2 
 
 13 
 
 0.08 
 
 3 
 
 .50 
 
 12.6 
 
 13 
 
 1 
 
 1 
 
 5 
 
 2.6 
 
 3 
 
 .4375 
 
 11.5 
 
 129 
 
 1 
 
 1 
 
 30 
 
 4.3 
 
 
 .375 
 
 9.8 
 
 440 
 
 3 
 
 8 
 
 169 
 
 2.6 
 
 569 
 
 3 
 
 8 
 
 199 
 
 2.8 
 
 3 
 
 .3125 
 
 8.5 
 
 13 
 
 2 
 
 3 
 
 19 
 
 0.7 
 
 21/2 
 
 .50 
 
 13.6 
 
 753 
 
 5 
 
 7 
 
 141 
 
 5.3 
 
 67 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 APPENDIX E. 
 
 showing variety of rolled steel 
 nesses (tabulated by Designs 
 for the 1508 vessels covered by 
 Emergency Fleet Corporation. 
 
 Approx. E.F.C. 
 D.W.T. Design 
 
 12,500 
 11,925 
 11,800 
 10,000 
 9,600 
 
 Eeq. 
 
 Eeq. 
 56 
 18 
 37 
 
 Shipyard 
 CARGO SHIPS 
 Pennsylvania S.B. 
 
 New York S.B. 
 Bethl. Alameda 
 Sun S.B. 
 
 Federal S.B. 
 Carolina S.B. 
 Doullut & Williams 
 
 shapes and section thick- 
 and Shipyards) specified 
 Eeport of Oct. 15, 1918, to 
 
 Variety of 
 
 Number Section 
 
 of Ships Shapes Thicknesses 
 
 9,500 
 
 27 
 
 Oscar Daniels 
 
 
 Eeq. 
 
 Cramp S.&E.B. 
 
 9,400 
 
 15 
 
 Groton 
 
 
 
 Virginia 
 
 
 
 Moore S.B. 
 
 
 
 Pacific Coast S.B. 
 
 
 
 Union Constr'n 
 
 
 
 Seattle N. Pacific 
 
 
 
 Standifer 
 
 
 79 
 
 Skinner & Eddy 
 
 9,000 
 
 25 
 
 Newburgh 
 
 
 
 Merrill-Stevens 
 
 
 
 Pensacola 
 
 
 
 Chester 
 
 
 
 Merchant 
 
 11 
 
 21 
 
 53 
 
 2 
 
 33 
 
 77 
 
 18 
 
 36 
 
 80 
 
 12 
 
 24 
 
 51 
 
 30 
 
 25 
 
 67 Approx. 
 
 12 
 
 29 
 
 71 
 
 8 
 
 31 
 
 85 
 
 10 
 
 33 
 
 72 Approx. 
 
 2 
 
 31 
 
 86 
 
 6 
 
 22 
 
 52 
 
 12 
 
 22 
 
 52 Approx. 
 
 25 
 
 21 
 
 49 
 
 10 
 
 25 
 
 56 
 
 10 
 
 24 
 
 50 
 
 10 
 
 23 
 
 53 
 
 10 
 
 !6 
 
 44 
 
 46 
 
 26 
 
 72 
 
 10 
 
 35 
 
 98 Approx. 
 
 6 
 
 35 
 
 98 Approx. 
 
 10 
 
 29 
 
 86 
 
 18 
 
 35 
 
 98 
 
 60 
 
 35 
 
 98 
 
 68 
 
STANDARDIZATION OF SHIP MATERIALS LLEWELLYN 
 
 Approx. E.F.C. 
 Tt.W.T. Design 
 
 8,800 
 
 7,500 
 
 7,400 
 
 5,350 
 5,000 
 
 4,350 
 4,200 
 
 4,050 
 
 19 
 
 16 
 13 
 
 66 
 
 80 
 
 17 
 
 14 
 
 22 
 
 Req. 
 
 63 
 
 43 
 23 
 
 Eeq. 
 
 Req. 
 
 60 
 
 60 
 74 
 
 Number 
 
 Shipyard of Ships 
 
 CARGO SHIPS (cont'd) 
 
 Atlantic 10 
 
 Long Beach 8 
 
 Southwestern 10 
 
 Western Pipe 18 
 
 Groton 6 
 
 Baltimore D.D. 8 
 
 Los Angeles 30 
 
 Columbia River 32 
 
 Northwest Steel 31 
 
 Skinner & Eddy 31 
 
 Duthie 22 
 
 Ames 25 
 
 Downey 10 
 
 Seattle Constr'n 21 
 
 Hog Island 110 
 
 Pennsylvania S.B. 2 
 
 Standard 23 
 
 Beth. Sp.P.&H.&H. 9 
 
 Hanlon 8 
 
 Bayles 4 
 
 Submarine 150 
 
 New Jersey S.B. 12 
 
 Pusey & Jones 10 
 
 American S.B. 60 
 
 Great Lakes 24 
 
 American S.B. 60 
 
 Globe 5 
 
 Great Lakes 24 
 
 Manitowoc 12 
 
 McDougall-Duluth 15 
 
 Saginaw 12 
 
 Toledo 16 
 
 Variety of 
 
 apes 
 
 Section 
 Thicknesses 
 
 26 
 
 60 
 
 20 
 
 52 
 
 27 
 
 65 
 
 24 
 
 64 
 
 34 
 
 87 Approx. 
 
 34 
 
 87 
 
 22 
 
 45 
 
 34 
 
 73 
 
 33 
 
 63 
 
 26 
 
 66 
 
 36 
 
 88 
 
 27 
 
 57 
 
 27 
 
 54 
 
 17 
 
 36 
 
 36 
 
 118 
 
 32 
 
 60 
 
 25 
 
 56 
 
 28 
 
 84 
 
 26 
 
 54 
 
 39 
 
 106 
 
 42 
 
 118 
 
 23 
 
 46 
 
 23 
 
 48 
 
 20 
 
 46 
 
 24 
 
 42 
 
 20 
 
 46 Approx. 
 
 16 
 
 29 
 
 18 
 
 29 
 
 17 
 
 31 
 
 16 
 16 
 
 29 Approx. 
 29 Approx. 
 
 19 
 
 45 
 
 69 
 
AMERICAN IRON AND STEEL INSTITUTE, MAY MEETING 
 
 Variety of 
 
 Approx. 
 
 E.F.C. 
 
 
 Number 
 
 Section 
 
 D.W.T. 
 
 Design 
 
 Shipyard 
 
 of Ships 
 
 Shapes Thicknesses 
 
 
 
 CARGO SHIPS (cont'd 
 
 ) 
 
 
 3,800 
 
 49 
 
 Albina 
 
 13 
 
 19 37 
 
 3,500 
 
 20 
 
 American S.B. 
 
 56 
 
 19 43 Approx. 
 
 
 
 Globe 
 
 10 
 
 19 43 
 
 
 
 McDougall-Duluth 
 
 10 
 
 19 43 Approx. 
 
 
 
 Saginaw 
 
 12 
 
 21 37 
 
 
 
 Toledo 
 
 8 
 
 20 43 
 
 
 Eeq. 
 
 Staten Island 
 
 5 
 
 21 43 
 
 3,400 
 
 44 
 
 Manitowoc 
 
 14 
 
 21 38 
 
 
 
 CARGO TRANSPORTS 
 
 
 
 10,000 
 
 29 
 
 New York S.B. 
 
 3 
 
 24 56 
 
 8,000 
 
 24 
 
 Hog Island 
 
 70 
 
 32 129 
 
 5,000 
 
 Eeq. 
 
 Cramp S.&E.B. 
 
 3 
 
 25 55 
 
 
 
 COLLIER 
 
 
 
 8,600 
 
 Eeq. 
 
 New York S.B. 
 
 5 
 
 30 60 
 
 
 
 TANKERS 
 
 
 
 1 
 
 Navy 
 
 Newport News 
 
 8 
 
 28 59 
 
 12,650 
 
 Eeq. 
 
 New York Ship 
 
 4 
 
 34 91 
 
 10,300 
 
 59 
 
 Baltimore D.D. 
 
 12 
 
 22 61 
 
 10,150 
 
 Eeq. 
 
 Sun S.B. 
 
 8 
 
 30 56 
 
 10,000 
 
 47 
 
 Bethl. Sp.P.&Un. 
 
 28 
 
 29 62 
 
 
 41 
 
 Moore S.B. 
 
 6 
 
 19 38 
 
 9,800 
 
 Eeq. 
 
 Texas S.S. 
 
 4 
 
 36 88 
 
 7,500 
 
 31 
 
 Bethl H.&H. 
 
 3 
 
 39 83 
 
 
 
 Terry S.B. 
 
 10 
 
 39 83 Approx. 
 
 6,000 
 
 58 
 
 Baltimore D.D. 
 
 6 
 
 19 33 
 
 4,800 
 
 Eeq. 
 
 Bethlehem Moore 
 
 1 
 
 23 41 
 
 
 
 
 
 Variety of 
 
 Approx. 
 
 E.F.C. 
 
 
 Number 
 
 Section 
 
 D.W.T. 
 
 Design 
 
 Shipyard 
 
 of Ships 
 
 Shapes Thicknesses 
 
 
 
 TUGS 
 
 
 
 Ocean 
 
 35 
 
 Bayles 
 
 2 
 
 10 13 
 
 
 
 Bethlehem Moore 
 
 20 
 
 12 14 
 
 
 
 Newburgh 
 
 3 
 
 12 16 
 
 
 
 Providence 
 
 10 
 
 11 12 
 
 
 
 Whitney 
 
 10 
 
 9 11 
 
 Harbor 
 
 36 
 
 Johnson 
 
 6 
 
 8 12 
 
 
 
 Northwest Eng. 
 
 2 
 
 8 12 Approx. 
 
 70 
 
THIS BOOK IS DUE ON THE LAST DATE 
 STAMPED BELOW 
 
 AN INITIAL FINE OF 25 CENTS 
 
 WILL BE ASSESSED FOR FAILURE TO RETURN 
 THIS BOOK ON THE DATE DUE. THE PENALTY 
 WILL INCREASE TO SO CENTS ON THE FOURTH 
 DAY AND TO $I.OO ON THE SEVENTH DAY 
 OVERDUE. 
 
 20 1935 
 
 LD 21-100m-7,'33 
 
CaylordBros 
 
 Makers 
 
 Syracuse, N. Y. 
 PAT. JAN. 21, 1908 
 
 VMt 
 
 UNIVERSITY OF CALIFORNIA LIBRARY