Beginning with the general hull chassi and frame, the whole of the submersible is to be compartmentalized into three layers with each layer consisting of an upper portion and a lower portion. The three layers are termed as the outermost (primary), intermediary (secondary), and innermost (tertiary) layers. The primary layer has two parts (or "sections"). The intermediary layer has two parts, and the tertiary two parts.
Positioning the lower primary layer upon a stilled axial frame, construction begins with fitting the twin intake propulsion engines into its frame. The modular build of the inner sections of the outermost shell is one that is formed from composite material, so the design calls for no more than fitting the pieces of the puzzle together. From a general composite material mold, the different pieces of the modular shell design are cast wherein the recycled reinforced structure can be built, taken apart, and reconstructed as need be. Water proofing the frame is partly housed in this design with its complete construction being the finalizing incorporant of necessary naval principle.
Basing the lower primary layer, then, in a fixed framed arrangement, the central focus for preparation resides in engines being fitted to the lower section of the primary layer along with fittings for the hull to be steered and piloted with motored direction. Composing the modularity of the primary layer calls for the above, and with the aim of waterproofing being the natural engineering design of principle, the following phase of fitting the lower secondary layer to the primary layer ensues as the developmental principle of structural design.
Within the hull of the second layer, intermediary fittings which prepare both the outer- and inner- most layers for final framing are positioned, so as to ensure proper motor control, engine function, directional movement and pilot room capacity. Ergonomics is a strong incorporant at this phase because the integral interactions between the primary and secondary layers as well as the secondary and tertiary layers will be made possible by the natural activity of the intermediary, and the inevitable involvement of a human element will follow in step as the dominant authority in comfort, safety, and stability whenwhile piloting.
The lower tertiary layer naturally follows as the result of the above, and in its working, the combinative array of inner chamber paneling, lower hull control, and upper hull function resides as the base structural capacity housed within its form. Considering the overall locomotive capacity of the submersible, floatation resides as the next phase of engineering capacity wherein the upper tertiary, secondary, and primary layers build to the facilitated gaseous exchanges integral for proper floating and function.
From the upper tertiary layer to the following secondary and primary layers, gas exchanges are facilitated in ballasts chambers which work with the fin directions and engine propulsions to conduct the whole of the submersibles movement. The filling and emptying of the ballasts arranges, by light of what not only reduces the work done by the vehicle's engine propulsion and fin directions but also the general activity of the vehicle's conduction, for the whole of its form to be piloted by optimized capacity and orchestration.
Centering the construction of the submersible on the three main goals of function, capacity, and integrity, the architectural prose of its narrative seeds along the interpretive axes of modularity, compartmentalization, and ergonomic interaction. Fundamentalism is the pathological method for the above.
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