Comments by "SeanBZA" (@SeanBZA) on "Oceanliner Designs"
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@argunberkedogan168 Also remember they sank in water a lot warmer, so the steel was not as brittle, as it is a non linear relationship between the brittle failure tension and temperature, with a reasonably sharp transition temperature where the strength drops off rather rapidly, and thus the steel passed all QC testing when at room temperature, but cool it down to below freezing, even slightly, many samples would be considerably weaker. But other seemingly similar batches, with lower levels of impurity, would pass, it really depended on exactly what went into the furnace, and exactly how much sulphur was in that particular batch of coal that was used to reduce the iron ore that day.
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@SAOS451316 Propellers will survive a long time, and the anchors will soon enough also have the chain rust through, dropping them into the ooze, where they will, along with the ceramic parts and the bottom hull, survive for centuries, buried deep in silt, and gradually in limestone. Also things like lead sheathed cable as well, the lead protecting the inner insulation somewhat, and the copper cores doing the same, so the main power lines will still be there in some form after a few centuries, though the steel wrapping will be long gone. Junction boxes as well, steel casting long gone, but the cable in the lead wipe, the ceramic insulators and some of the brass still there in the bitumen fill.
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Any area subjected to stress will have had the paint and other coatings either cracked, or torn, to expose bare metal. and this will corrode fast, not only because it is exposed but also because the stress of deforming it has changed the material structure. Thus this will corrode faster as well, as it forms an anode compared to the rest of the bare metal, and thus corrodes. The water tank is still in good condition because, like almost all water tanks then, it was made from copper, and probably still has the enamelling inside intact, and the outside paint is still intact mostly.
Last things to disappear, aside from ceramic parts, will be the wiring, with copper protected by tar paper, and also a lead sheath as well.
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Yes the steel did have quality poorer than modern steel, but it all did pass the shipyard testing for tensile strength, as they did test all batches that way for all materials. That only came in in WW1 and WWII, when they used sub par steel that had high sulphur content, which made it become brittle in the cold weather of the Atlantic. However the steel did still work to absorb the energy and deform, and the rivets that failed were operated well past design spec. Yes the modern testing did show they were not as capable as the best of the day, but none of them actually were defective by the standard testing of the day, even if they would have failed when cold. But test at room temperature, around 15 to 20C ,and they passed, even if they would fail at -15C.
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Not likely with the currents by the South African coast and the typical routes ships used. If close inshore to use the northern flowing current to get cooler water they go north, and further out to sea the great gyre will eventually land them on the Australian coast, or north again when it makes a full turn. No, it went down off the coast, one of hundreds of wrecks littering the southern African coastline, and hard to find on that large area of ocean floor, that even today is not well mapped, though there are plenty of mappings that have been done for exploration for oil and gas, but actual side scan sonar mappings not much, though you have a fairly good gravitational mapping, but they are low resolution, so wrecks do not show up at all on them. Even wrecks that have actual positions known are hard to find.
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Only the outer 2 steam turbines could reverse, and you had to stop them, and brake the shaft, then move the steam valves to the alternate position on the main shaft cam, so that the order of operation would be changed. Then you used a small steam donkey engine to run the engine to the point it is on the inlet stroke and slowly open the steam input. Then the steam runs it in reverse, and you increase flow and pressure to the desired speed. Central steam turbine would not be used, as it did not have the ability, due to being a steam turbine, and thus having blades that only faced one direction, to be reversed, so it would be bypassed, and the steam from the side engines would go direct to the condenser, dumping massive amounts of heat into it. Running in reverse is very inefficient, you lose a lot of the steam energy that way, as both the propellers and the bearing blocks that transfer thrust to the hull are optimised for forward motion.
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Electric power failed when the keel broke, as that then disconnected the steam supply from the small steam plants that powered the electrical system, and also from the assorted bilge pumps that were doing their utmost to pump water out, and prolong the sinking. By that time the electrical crew had likely run out of rewireable fuses, and had simply started replacing them with the neutral links, as those also fit the fuse holders, but have a solid bar, in order to provide power to whatever parts of the electrical system were left. They probably saw the front part stop drawing power deck by deck, as the cables were snapped in the trunks as the ship flexed, and thus were the first to know, aside from the stoker gang who were still running the boilers, that the ship was tearing itself in half.
Those cables will still be there, as copper chloride deposits in the iron oxide, for millions of years, long after the wreck has been eaten away by the iron loving bacteria, and it is buried by slow accumulation of calcium carbonate silt from plankton. In a few million years, when that sea floor is uplifted as limestone, there might still be recognisable objects found, mostly glass and ceramic items, and the odd bits of the engine castings that did not get totally eaten before they got covered, and of course all the lead that was used to sheath the cables in the wiring trunks, which might still have the remains of the copper in them as well.
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Designed when a calculator was actually a person who you gave the problem to, and they did all the long hand maths to get a result to the specified accuracy. Normally 2, so that a discrepancy would result in them both checking and doing it again.
Also when all the accounting was done in a large room, with lots of desks with scribes, each one using a perfect copperplate script to enter information in ledgers, and where each one was audited either weekly or monthly, to make sure that all the data was correctly entered. Black ink in wells, with the auditor using a separate green ink well to do their additions, or corrections.
Still have some original title deeds from the 1890's, where the original is in copperplate, and later revisions are in different handwriting, with later ones typed.
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You could assign much more blame on yje ship owners though, for failing to both provide lifeboats actually rated for the cold regions, and also for the lack of maintenance of them, very likely a few years of them using the lowest cost bidder for service, and thus for them being pencil whipped at service time, possibly with only one being done, and the rest sort of being done, and of course the same one each time being selected for checking.
Also the failure to check the watertight doors properly, and a design flaw where the plumbing going through those doors did not have isolating valves, which would have prevented the water from spreading via the plumbing, a known flaw, and one which has sunk a good number of ships as well. A set of valves at each door, gate valves or knife valves, will have stopped the water ingress greatly, even with leaking doors, to the point the bilge and fire pumps could have kept the ship afloat long enough to make port.
The valves would have been mechanically linked to the doors, so that they close with the doors, though you can always close them manually, but they will not open with the doors, needing a manual reset. A safety feature that ensures they get checked with each test, and simple to add remote flags to show status as well in engineering.
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@Galiant2010 Thing is that YT copyright system is broken, anybody can claim they own the copyright on anything, and the video will be taken down during the resolution process. the resolution process is the one who got the notice asking the one who made the claim that it was fair use, or that they do not actually own the copyright, and the universal response is "sue me". plenty of examples of copyright being claimed for literal silence of a few seconds, or somebody claiming copyright of other people's copyright free work. News org runs a news segment containing NASA footage, then sends a copyright claim to all who used the same NASA footage, even if it was directly from NASA. Others claim the captions are theirs, because they have a video that, because it was created by the same open source video editor, they claim the fonts used are theirs, and even the words like "the", "and" are copyrighted by them.
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