TRAINING SHIP CHANAKYA 1

SHIPS CONSTRUCTION
FYBSC SEMESTER - II

2
SHIP PARTS

3
SHIP PARTS

4
SHIP PARTS

5
 THE CORRECT TERMS TO USE FOR WHAT HAS BEEN DESCRIBED IN
THE LIST ABOVE ARE AS FOLLOWS:
•THE AFT END OF A SHIP IS REFERRED TO AS THE STERN.
•THE FORWARD END OF A SHIP IS CALLED THE BOW.
•THE MIDDLE OF A SHIP IS REFERRED TO AS MIDSHIPS.
•WHAT YOU STAND ON WHEN ONBOARD A SHIP IS CALLED THE
DECK.
•TRIM IS THE LONGITUDINAL ATTITUDE OF A SHIP.
•SHEER IS USED AS THE TERM TO REFER TO THE LONGITUDINAL
CURVATURE OF A SHIP STRUCTURE.
•A WEB FRAME IS A TRANSVERSE SIDE FRAME.
•A STEM IS THE CENTRELINE (CL) APEX OF A SHIP’S BOW.
6
7
DEFINITIONS

8
 CAMBER
CAMBER: IT IS THE CURVATURE OF
THE DECKS IN THE TRANSVERSE
DIRECTION, MEASURED AS THE
HEIGHT OF DECK AT THE
CENTERLINE ABOVE THE HEIGHT OF
DECK AT SIDE. IT HELPS TO SHED
(DRAIN) WATER FROM THE DECK
AND ADDS TO ITS LONGITUDINAL
STRENGTH. 9
 RISE OF FLOOR
RISE OF FLOOR: IS THE RISE OF
THE BOTTOM SHELL PLATTING
ABOVE THE HORIZONTAL BASE
LINE, MEASURED AT THE SHIP
SIDE, THE OBJECT IS TO PROVIDE
FOR THE DRAINAGE OF LIQUID TO
THE SHIP’S CENTERLINE.

10
 TUMBLEHOME
TUMBLEHOME: IT IS THE
INWARD CURVATURE OF
THE SIDE SHELL ABOVE
THE WATERLINE.
MODERN SHIPS ARE NOT
HAVING THIS.

11
 FLARE
FLARE: IT IS THE OUTWARD
CURVATURE OF THE SIDE SHELL
ABOVE THE WATERLINE AT THE
FORWARD END OF THE SHIP. IT
INCREASES BUOYANCY THUS
LIMITING THE SINKAGE OF THE
BOW INTO THE HEAD SEAS,
PROMOTES DRYNESS FORWARD
AND PROVIDES A WIDER
FORECASTLE DECK ALLOWING
THE ANCHORS TO DROP CLEAR OF
THE SHELL PLATING. 12
 FLARE
FLARE IS THE ANGLE AT WHICH A SHIP’S HULL
PLATE DEPARTS FROM THE VERTICAL IN AN
OUTWARD DIRECTION WITH INCREASING HEIGHT.

13
 SHEER (FORD AND AFT)
SHEER: IT IS THE RISE OF
DECK FORE AND AFT. IT
ADDS BUOYANCY TO THE
ENDS WHERE IT IS MOST
NEEDED. A CORRECTION
FOR NON STANDARD
SHEER IS APPLIED WHEN
CALCULATING THE
FREEBOARD. 14
 RAKE
RAKE: IT IS THE
INCLINATION OF THE
FORD PORTION FROM
THE EXTREME OF THE
BOW TO THE (KEEL)
BASELINE BELOW.

15
16
17
18
19
 FORWARD PERPENDICULAR
A VERTICAL LINE EXTENDING FROM THE POINT
AT WHICH THE STEM OF THE VESSEL IS
INTERSECTED BY THE DESIGN LOAD WATERLINE
ON THE PROFILE VIEW.
AFT PERPENDICULAR: A LINE DRAWN
PERPENDICULARLY TO THE DESIGN LOAD
WATERLINE THROUGH THE AFTER SIDE OF THE
RUDDER POST OR THROUGH THE AXIS OF THE
RUDDER STOCK.
20
 FREEBOARD
FREEBOARD IS DEFINED AS VERTICAL DISTANCE
MEASURED AT THE SHIP’S SIDE BETWEEN THE
SUMMER LOAD LINE (OR SERVICE DRAFT) AND
THE FREEBOARD DECK. THE FREEBOARD DECK IS
NORMALLY THE UPPERMOST COMPLETE DECK
EXPOSED TO WEATHER AND SEA, WHICH HAS
PERMANENT MEANS OF CLOSING ALL OPENINGS,
AND BELOW WHICH ALL OPENINGS IN THE SHIP’S
SIDE HAVE WATERTIGHT CLOSING.
21
 WHAT IS SHIPS DRAFT
THE DRAFT OR DRAUGHT OF A SHIP'S HULL IS
THE VERTICAL DISTANCE BETWEEN THE
WATERLINE AND THE BOTTOM OF THE HULL.
KEEL: THE LENGTHWISE STEEL STRUCTURE
ALONG THE BASE OF A SHIP, SUPPORTING THE
FRAMEWORK OF THE WHOLE AND IN SOME
VESSELS EXTENDED DOWNWARDS AS A RIDGE
TO INCREASE VESSEL STABILITY. LOAD LINE AT
THE MIDSHIP SECTION.
22
 LBP - LOA
LBP OR LPP: THE DISTANCE BETWEEN THE AP
AND FP.
LOA: THE TOTAL OVERALL LENGTH OF THE VESSEL
PARALLEL TO THE DESIGN WATER LINE OF THE
SHIP.

23
 DEPTH MOULDED
THE DEPTH MEASURED FROM THE TOP OF THE
KEEL.
TURN OF BILGE: THE PART OF THE BOTTOM OF A
SHIP WHERE THE RELATIVELY FLAT SHAPE BEGINS
CURVING UP TO FORM THE TOPSIDES.
BEAM: THE OVERALL WIDTH OF
THE SHIP MEASURED AT THE WIDEST POINT OF THE
NOMINAL WATERLINE.
24
 BREADTH MOULDED
BREADTH MOULDED :
THE GREATEST BREADTH OF THE SHIP, MEASURE
TO THE INSIDE OF THE INSIDE STAKES OF SHELL
PLATING.
BREADTH EXTREME :
THE GREATEST BREADTH OF THE SHIP, MEASURED
TO THE OUTSIDE OF THE SHELL PLATING.
25
 BREADTH MOULDED
DEPTH EXTREME : THE DEPTH OF THE SHIP
MEASURED FROM THE UNDERSIDE OF THE KEEL
TO THE TOP OF THE DECK BEAM AT THE SIDE OF
THE UPPERMOST CONTINUOUS DECK
AMIDSHIPS.
DEPTH MOULDED : THE DEPTH MEASURED FROM
THE TOP OF THE KEEL.

26
27
 PARALLEL BODY
PARALLEL BODY: IT IS THE PORTION OF THE SHIP
WHICH HAS THE SAME BREADTH FROM THE
FORWARD COLLISION BULKHEAD TO THE
FORWARD END OF THE STERN.

28
 ENTRANCE
ENTRANCE: FORWARD OF THE SHIP WITH
SHARP (POINTED) SHAPE, FROM THE BOW TO
THE COLLISION BULKHEAD. IN THIS THE FORE
PEAK TANK AND FORE CASTLE DECK AREA ARE
COVERED.

29
 RUN
RUN: IT IS THE AFT PART OF THE SHIP FROM THE
AFT END OF THE PARALLEL BODY TO THE
EXTREME END. E/R, AFT PEAK TANK AND
STEERING FLAT ARE SITUATED. (THE IMMERSED
PART OF THE VESSEL AFT OF THE PARALLEL
BODY).

30
 GROSS TONNAGE
• GROSS TONNAGE: IT IS USED FOR THE
CALCULATION OF PORT AND CANAL
CHARGES. IT CAN BE OBTAINED BY THE
BELOW FORMULAE.
• GT = K₁V, K₁= 0.2+0.02 LOG 10 V
V= TOTAL VOLUME OF E/SPACE

31
 NET TONNAGE
• NET TONNAGE: IT IS USED FOR THE
CALCULATION OF PORT AND CANAL
CHARGES. IT CAN BE OBTAINED BY THE
BELOW FORMULAE FOR SHIPS CARRYING
MORE THAN 12 PASSENGERS.
• NT = K₂ VC (4D/3D)² + K₃N₁ +N₂/10
• OTHER SHIPS: NT = K₂ VC (4D/3D)²
32
 GROSS TONNAGE
• GROSS TONNAGE (GT): IT IS THE VOLUME OF
SPACE WITHIN THE HULL AND ENCLOSED SPACE
WHERE THE DECK OF A MERCHANT SHIP WHICH
ARE AVAILABLE FOR CARGO, STORES, FUEL,
PASSENGERS AND CREW. GT IS MEASURED
ACCORDING TO THE LAW OF THE NATIONAL
AUTHORITY WITHIN WHICH THE SHIP IS
REGISTERED.
33
 NET TONNAGE
• NET TONNAGE (NT): IS DERIVED FROM THE
GROSS TONNAGE BY DEDUCTING SPACES USED
FOR THE ACCOMMODATION OF CREW,
NAVIGATION, MACHINERY AND FUEL. GROSS
AND NET TONNAGE ARE USUALLY THE BASIS ON
WHICH PORT DUES ARE CHARGED. NAVAL
ARCHITECTS ARE ADEPT AT BUILDING SHIPS
WHICH CARRY CARGO IN SPACES NOT INCLUDED
IN THE TONNAGE. 34
 DEADWEIGHT TONNAGE
• DEADWEIGHT TONNAGE (DWT): IS THE WEIGHT
OF CARGO, CREW, PASSENGERS AND STORES
THAT A SHIP CAN CARRY. IT IS THE DIFFERENCE
BETWEEN THE LIGHT AND LOADED
DISPLACEMENT EXPRESSED IN METRIC TONS OF
A SHIPS CARRYING CAPACITY, INCLUDING
BUNKERS OIL, FRESH WATER, CREW AND
PROVISIONS.
35
 SHEAR FORCE
• SHEAR FORCE: IT IS A FORCE WHICH TENDS TO
BREAK OR SHEAR A BEAM ACROSS ITS MAJOR
AXIS. IT TENDS TO CAUSE ONE LAYER OF THE
MATERIAL TO SLIDE OVER AN ADJACENT LAYER,
THIS CAUSES THE MATERIAL TO SEPARATE INTO
TWO PARTS.
• IT IS THE ALGEBRAIC SUM OF THE FORCES ACTING
ON ANY ONE SIDE OF THAT POINT UNDER
CONSIDERATION. 36
 BENDING MOMENTS
• BENDING MOMENTS: IT IS THE FORCE WHICH TENDS TO
BEND A BEAM ACROSS ITS MAJOR AXIS. IT TENDS TO
CHANGE THE SHAPE OF THE MATERIAL, DUE TO THE
FORCE (WEIGHT).
• IT IS THE ALGEBRAIC SUM OF ALL THE MOMENTS ON
ANY ONE SIDE OF THE POINT UNDER CONSIDERATION.
• THE TWO TYPES OF BENDING MOMENTS ARE HOGGING
AND SAGGING.
• DRAW THE DIAGRAMS FROM YOUR TEXT BOOK.
37
 WHAT IS HOGGING
HOGGING IS THE STRESS A SHIP'S HULL OR KEEL
EXPERIENCES THAT CAUSES THE CENTER OR THE
KEEL TO BEND UPWARD. THIS CAUSES THE
MIDDLE OF THE SHIP TO BEND DOWN SLIGHTLY,
AND DEPENDING ON THE LEVEL OF BEND, MAY
CAUSE THE HULL TO SNAP OR CRACK.

38
 WHAT IS HOGGING
THE CONDITION OF A VESSEL CAUSED BY THE
UNEQUAL DISTRIBUTION OF CARGO. WHEN A
VESSEL LOADS TOO HEAVILY AT THE ENDS IT
CAUSES AN ARCHING, OR BENDING UPWARD, OF
THE HULL AT THE MIDSHIPS AREA. THIS CAN ALSO
BE CAUSED BY THE VESSEL WORKING IN HEAVY
SEAS WITH A LARGE WAVE UNDER THE
AMIDSHIPS SECTION.
39
WHAT IS HOGGING

40
 WHAT IS SAGGING
SAGGING IS THE STRESS A SHIP'S HULL OR KEEL IS
PLACED UNDER WHEN A WAVE IS THE SAME
LENGTH AS THE SHIP AND THE SHIP IS IN THE
TROUGH OF TWO WAVES. THIS CAUSES THE
MIDDLE OF THE SHIP TO BEND DOWN SLIGHTLY,
AND DEPENDING ON THE LEVEL OF BEND, MAY
CAUSE THE HULL TO SNAP OR CRACK.

41
WHAT IS SAGGING

42
 WHAT IS SLOSHING
• STRESSES SET UP BY LIQUID SLOSHING IN A
PARTLY FILLED TANK.
• IT IS THE MOVEMENT OF THE LIQUID, WHEN THE
TANK IS PARTLY FILLED, DUE TO ROLLING AND
PITCHING OF THE SHIP. THE MOVEMENT OF THE
LIQUID MAY CAUSE DAMAGE TO THE
BULKHEADS, PIPE AND OTHER FITTINGS IN THE
TANK.
43
WHAT IS SLOSHING

44
 WHAT IS CENTER OF GRAVITY OF SHIP
'CENTRE OF GRAVITY' (G) OF A SHIP
MAY BE DEFINED AS BEING THE
POINT WHERE THE TOTAL WEIGHT
FORCE (W) OF THE SHIP IS
CONSIDERED TO ACT VERTICALLY
DOWNWARDS. THE VERTICAL
POSITION OF G IS EXPRESSED IN
TERMS OF 'METRES ABOVE THE KEEL'
(KG). 45
 WHAT IS BUOYANCY
THE UPTHRUST EXERTED BY THE
WATER ON THE SHIP. IF THE SHIP
FLOAT FREELY THE BUOYANCY IS
EQUAL TO THE WEIGHT OF SHIP.

46
 CENTER OF BUOYANCY
CENTRE OF BUOYANCY OF A SHIP IS
DEFINED AS BEING AT THE
GEOMETRIC CENTRE OF THE
UNDERWATER VOLUME OF THE SHIP
AT A PARTICULAR INSTANT AND IS
THE POINT THROUGH WHICH THE
TOTAL BUOYANCY FORCE (B) IS
CONSIDERED TO ACT VERTICALLY
UPWARDS.
47
 WHAT IS METACENTRE “ M “
THE POINT WHERE A VERTICAL
LINE THROUGH A CENTRE OF
BUOYANCY OF AN INCLINED SHIP
INTERSECTS THE VERTICAL LINE
THROUGH THE CENTRE OF
GRAVITY WHEN IT IS FLOATING IN
EQUILIBRIUM.
48
 WHAT IS RESERVE OF BUOYANCY
IT IS THE POTENTIAL BUOYANCY
OF A SHIP AND DEPENDS UPON
THE INTACT WATERTIGHT VOLUME
ABOVE THE WATERLINE OF SHIP. IF
THE MASS ADDED TO SHIP OR
BUOYANCY LOST DUE TO BILGING
THE RESERVE BUOYANCY IS
CONVERTED INTO BUOYANCY BY
INCREASING DRAUGHT.
49
 WHAT IS STRAKE
A STRAKE IS A SEQUENCE OF PLATING OF
THE HULL OF THE VESSEL RUNNING
LONGITUDINALLY ALONG THE VESSELS
BOTTOM AND SIDES. EACH OF THE PLATE
HAS THE IDENTIFICATION. THE PLATES ARE
IDENTIFIED BY THE LETTER AND A
NUMBER. EACH PLATE IS GIVEN A LETTER
IN VERTICAL DIRECTION STARTING WITH A
FROM BOTTOM. AND IN HORIZONTAL
DIRECTION STARTING FROM AFT.
50
 WHAT IS RACKING
WHEN A SHIP EXPERIENCES ROLLING,
THE UPPER PARTS TENDS TO MOVE
TRANSVERSELY RELATIVE TO THE
BOTTOM PORTION, THE SHELL ON ONE
SIDE TO MOVE VERTICALLY RELATIVE TO
THE OTHER SIDE. THIS CAUSES THE
DEFORMATION OF THE STRUCTURE AND
IS CALLED THE RACKING STRESSES. THE
GREATEST EFFECT IS FELT IN A LIGHT
SHIP CONDITION.
https://www.marinesite.info/2021/04/stress-on-ship-structure-panting-and.html
51
 WHAT IS RACKING
CAUSES OF RAKING:
1. ROLLING
2. IMPACT OF SEAS.
3. LOADING OF CARGO TO ONE SIDE / SHIFTING
4. LISTING TO SIDE DUE TO WIND FORCE.

52
 WHAT IS POUNDING
HEAVY PITCHING ASSISTED BY HEAVY HEAD SEAS
CAUSED THE SHIP TO BE LIFTED UP AND DOWN
HEAVILY. IT CAUSES SEVERE IMPACT FROM THE
SEA ON THE BOTTOM PORTION OF THE FORE
PART. THIS IMPACT IS MORE WHEN THE VESSEL
IS IN A LIGHT CONDITION.

53
 POUNDING
• DUE TO THIS IMPACT, THE FORWARD PART OF
THE SHIP IS ADDITIONALLY STRENGTHENED IN
SHIPS MORE THAN 65 M, IN LENGTH.

54
 POUNDING
• IN HEAVY WEATHER WHEN THE SHIP IS HEAVING
AND PITCHING THE FORWARD END LEAVES AND
RE-ENTERS THE WATER WITH A SLAMMING
EFFECT , THE SLAMMING DOWN OF THE
FORWARD REGION ONTO THE WATER IS KNOWN
AS POUNDING.

55
FORE END OF SHIP

56
57
 WHAT IS PANTING
• THIS OCCURS AT THE ENDS OF A SHIP DUE TO
VARIATIONS IN WATER PRESSURE ON THE SHELL
PLATING AS THE SHIP PITCHES IN A SEAWAY.
• PANTING IS MORE AT THE BOW.
• TO COUNTER PANTING THE FOLLOWING
ARRANGEMENT ARE MADE.
https://www.youtube.com/watch?v=UPIN2h_8zYc
https://www.youtube.com/watch?v=XcfHXlDbGwU

58
 PANTING
1. SIDE STRINGERS ARE SPACED 2M APART, WITH
THE SUPPORT OF PANTING BEAMS
2. ALTERNATIVE FRAMES AND BRACKETS
3. SIDE STRINGERS SUPPORTED BY WEB FRAMES
4. PERFORATED FLATS 2.5M APART.

59
FRAMES , BEAM AND BEAM KNEES

60
 WHAT IS FRAMES
THE SHIPS ARE MADE OF STEEL PLATES LIKE A BOX.
THE SHELL PLATING OF THE SHIP MUST BE
SUPPORTED /STRENGTHENED IN SAME WAY AS THE
SKIN AND THE FLASH OF A HUMAN BODY IS
SUPPORTED BY SKELTON SYSTEM.
IF SHELL PLATING NOT STRENGTHENED BY FRAMES,
IT WILL RECK / COLLAPSE VIEW VARIOUS FORCES
APPLIED ON SHIP.
61
TRUNK / BOX

62
 WHAT IS FRAMES
1. FRAMES ACT AS MAJOR TRANSVERSE STIFFNERS.
2. FRAMES ARE BIG SIZE STEEL PLATE CONNECTED
TO BOTTOM OF THE SHIP
3. RUNS IN ATHWARTSHIP DIRECTION
4. STRENGTHEN THE SHIP AGAINST BUCKLING AND
BENDING.

63
 WHAT IS FRAMES
5. THE FRAMES ARE SIMILAR TO THE GIRDERS BUT
RUNS IN TRANSVERSE (ATHWARTSHIP)
DIRECTION.
6. IF KEEL IS THE BACKBONE OF THE SHIP, THE
FRAMES ARE CONSIDERED TO BE THE RIB CAGE.
7. FRAMES ARE NUMBERED STARTING FROM AFT
PERPENDICULARS.

64
 WHAT IS FRAMES
A FRAMING SYSTEM MAKES THE SHIPS TO SUSTAIN
AGAINST SHEARING FORCES , BENDING MOMENTS,
TORSIONAL FORCES, VARIOUS STRESS AND STRAIN
DUE TO UNEQUAL LOADING , HOGGING , SAGGING,
APPLICATION OF HYDRO DYNAMIC FORCES OF SEA
ON SHIPS WHICH ARE UNAVOIDABLE.

65
 WHAT IS FRAMES
THE SELECTION FRAMING SYSTEM DEPENDS UPON
SIZE OF SHIP AND TYPE OF SHIP.
THE TYPES OF FRAMES USED FOR SHIPS
CONSTRUCTION ARE –
•LONGITUDINAL
• TRANSVERSE
• COMBINED SYSTEM OF FRAMING
https://www.youtube.com/watch?v=dywfymkRilw
https://www.youtube.com/watch?v=1tK5ZbkhrXA
66
 WHAT IS FRAMES
THE FRAMES OF SHIP APPEAR ALMOST LIKE A
HUMAN RIB CAGE AFTER THEY ARE ASSEMBLED.
AMONG THE FRAMES THE KEEL IS LIKE BACKBONE,
WHICH, RUNS ALONG THE VERY BOTTOM OF THE
SHIP. THE FRAMES ARE ATTACHED TO THE KEEL AND
SUPPORT THE HULL ON THEIR EXTERIOR SURFACE.
https://www.youtube.com/watch?v=wZEFSvlfRX4

67
68
 LONGITUDINAL FRAMING
SHIPS HAVING LENGTH MORE THAN 70 MTR ARE
USUALLY CONSTRUCTED IN ACCORDANCE WITH A
LONGITUDINAL STIFFENING SYSTEM.
STIFFENING OF SHELL PLATING, BOTTOM AND DECK
PLATING RUN IN FORE AND AFT DIRECTION.
SHIP HAVING LENGTH LESS THAN 70 MTR LIKE
FISHING VESSEL- TUG BOATS ARE USUALLY
CONSTRUCTED IN ACCORDANCE WITH TRANSVERSE
STIFFENING SYSTEM. 69
 LONGITUDINAL FRAMING
LONGITUDINAL FRAMING OF THE SIDE SHELL
EMPLOYS HORIZONTAL OFF-SET BULB PLATES WITH
INCREASED SCANTLINGS TOWARDS THE LOWER
SIDE SHELL. TRANSVERSE WEBS ARE USED TO
SUPPORT THE LONGITUDINAL FRAMES, THEIR
SPACING BEING DEPENDANT UPON THE TYPE OF
THE SHIP AND THE SECTION MODULUS OF THE
LONGITUDINAL
70
 LONGITUDINAL FRAMING
STIFFENERS USED IN THIS IN LONGITUDINAL
DIRECTION .STIFFENERS CAN BE -
OFF-SET BULB PLATES, T SHAPED , L SHAPED

71
72
LONGITUDINAL FRAMING

73
74
Longitudinal Framing

75
76
 LONGITUDINAL FRAMING
IN LONGITUDINAL FRAMING SYSTEM FRAMES ARE
AT BOTTOM , SIDES AND DECK. WIDELY SPACED
TRANVERSED FRAMES ALSO SUPPORT THEM.
THE BEAMS BOTTOM GIRDER AND SIDE FRAMES
RUN FORE AND AFT.
THIS FRAMING SYSTEM USED ON LARGER SHIPS AS
THE FRAMING SYSTEM RUN FORE AND AFT
PROVIDE THE EXTRA STRENGTH REQUIRED ON
EXTRA LONGER HULL LENGTH. 77
 LONGITUDINAL FRAMING
STRUCTURAL ELEMENTS IN LONGITUDINAL
FRAMING SYSTEM ARE –
BOTTOM PLATE, SIDE SHELL, SHEAR STRAKE, UPPER
DECK, TANK TOP , HOPPER, HOPPER LONGITUDINAL
, SIDE LONGITUDINAL, BOTTOM LONGITUDINAL,
WEB FRAME , DECK LONGITUDINAL, CENTER
GIRDER AND THE SIDE GIRDER.
https://www.youtube.com/watch?v=wZEFSvlfRX4
78
 LONGITUDINAL FRAMING
LONGITUDINAL FRAME INCREASES A SHIPS
LONGITUDINAL STRENGTH BUT POOR TRANSVERS
STRENGTH OF SHIP.
DEEP WEB FRAMES ARE FITTED AT SUITABLE
INTERVALS ALONG THE LENGTH OF SHIP TO
INCREASE TRANVERSE STRENGTH.
THE WEB FRAMES RUN TRANSVERSLY AND ARE
MUCH BIGGER THAN THE NORMAL FRAME SIZE.
79
 TRANSVERSE FRAMES
TRANSVERSE FRAMES CONSISTS OF VERTICAL
STIFFENERS, EITHER OF BULB PLATE OR DEEP
FLANGED WEB FRAME, WHICH ARE ATTACHED TO
THE DECK BEAMS AND THE FLOORING STRUCTURE.

80
 TRANSVERSE FRAMES
THE SCANTLINGS OF THE FRAMES ARE TO SOME
EXTANT DEPENDENT UPON THEIR DEPTH AND ALSO
ON THE NATURE OF THEIR END CONNECTIONS.

TRANSVERSE SPACING IS GENERALLY NOT MORE

THAN 1000 MM BUT IS ALWAYS REDUCED IN
POUNDING REGION AND AT THE FORE AND AFT
ENDS IN THE PEAK TANK REGION.
81
TRANSVERSE FRAMES

82
83
Transverse Framing

84
 TRANSVERSE FRAMES
TRANSVERSE FRAME SYSTEM USED FOR OLD
SAILING SHIPS, GENERAL CARGO SHIPS WITH TWIN
DECKS.
TRANSVERS FRAME INCREASES A SHIPS
TRANSVERSE STRENGTH BUT REDUCES
LONGITUDINAL STRENGTH.

85
 TRANSVERSE FRAMES
THE ONLY LONGITUDENAL STRENGTHENING
MEMBER IN TRANSVERSE SYSTEM IS CENTER
GIRDER, LONGITUDENAL GIRDER UNDER HATCHES,
BILGE AND SHEAR STRAKE PLATING, LONGITUDENAL
BULKHEADS IN TANKER,

86
 TRANSVERSE FRAMES
STRUCTURAL ELEMENTS IN TRANSVERS FRAMES
ARE-
OUTER BOTTOM, SHELL FRAME,INNER BOTTOM,
CENTER GIRDER, SIDE GIREDR, LIGHTENING HOLE,
SOLID FLOOR, TANKSIDE BRACKET, PILLER, DECK
BEAM, BEAM KNEE , UPPER DECK, TWEEN DECK

87
88
89
90
 COMBINED FRAMES
TWO DIFFERENT TYPES OF FRAMING
LONGITUDINAL AND TRANSVERSE OR A
COMBINATION OF THE TWO IS EMPLOYED TO
STRENGTHEN A SHIP ALONG THE LENGTH
AGAINST THE COMPRESSING FORCES OF THE SEA.

91
 COMBINED FRAMES
A COMBINATION OF TRANSVERSE AND LONGITUDINAL
FRAMING IS ADOPTED IN THE SAME CROSS SECTION
OF SHIP. LONGITUDINAL FRAMING IS USED IN THE
BOTTOM AND DECKS. THIS HAS THE ADVANTAGE OF
EXTRA LONGITUDINAL STRENGTH AND RESISTANCE TO
COMPRESSIVE PLATE BUCKLING. TRANSVERSE
FRAMING IS USED IN THE SIDES.THIS PRECLUDES THE
NEED FOR DEEP WEBS THAT MIGHT INHIBIT EFFICIENT
CARGO STOWAGE. 92
93
94
FRAMES

95
FRAMES

96
FRAMES

97
FRAMES

98
99
 WHAT ARE BEAMS
A BEAM IS A STRUCTURAL ELEMENT THAT
INCREASES LOAD BEARING CAPABILITY AND
AVOID BENDING OF THE STRUCTURE.
BEAMS CAN BE CATEGORIZED BY MANY TYPES
BUT FROM POINT OF SHIP CONSTRUCTION,
WE NEED TO CATEGORIZE IT THROUGH CROSS
SECTIONAL SHAPE.
100
BEAMS CROSS SECTION

101
102
 BEAM TYPES / SHAPES
THERE ARE L-SHAPED BEAMS, C-SHAPED BEAMS,
I-SHAPED BEAMS AND SI-SHAPED BEAMS. SI
SHAPED BEAMS ARE I-SHAPED BEAMS WITH SLIGHT
CURVED CROSS SECTION.

103
 WHAT IS BEAM KNEE
BRACKET LOCATED AT THE END OF DECK BEAMS
THAT CONNECT THE BEAM AND FRAME TO THE
SHELL PLATING.

104
 WHAT IS BEAM KNEE
BRACKET LOCATED AT THE END OF DECK BEAMS
THAT CONNECT THE BEAM AND FRAME TO THE
SHELL PLATING.
A REINFORCEMENT OF THE END OF A
DECK-BEAM WHERE IT IS ATTACHED TO THE SIDE
OF A VESSEL TO STRENGTHEN THE WHOLE
AGAINST THE RACKING EFFECTS OF ROLLING AT
SEA.
105
 WHAT IS BEAM KNEE
TRIANGULAR STEEL PLATES SECURED
BETWEEN BEAMS OR HALF-BEAMS AND THE
SIDE FRAMES. THEY TEND TO COMPENSATE
FOR RACKING STRESSES AND LOCALISED
STRESSES FROM HEAVYWEIGHTS.

106
 WHAT IS BEAM KNEE
A SHIP’S KNEE HAS TWO PARTS CALLED THE ARM
(SHORTER) AND A BODY (LONGER). THE OUTSIDE
SURFACES COME TO A CORNER, (TYPICALLY 90
DEGREES IN BUILDINGS) CALLED THE HEEL. THE
INSIDE SURFACE RETAINS ITS NATURAL SHAPE AND
THE CURVE IS CALLED THE BOSOM. THE THICKNESS
BETWEEN THE HEEL AND BOSOM IS THE THROAT.
THE ENDS OF THE ARM AND BODY ARE THE TOES.
107
 TYPES OF BEAM KNEE
SHIP’S KNEES ARE BASED ON THEIR POSITION:
HANGING KNEE, THE ARM IS DOWN;
STANDING KNEE, THE ARM IS UP;
LODGING KNEE, THE ARM IS SIDEWAYS;
BOSON KNEE OR LAP KNEE, (UNCLEAR);

108
 TYPES OF BEAM KNEE
QUARTER KNEE, QUARTER SAWN THUS SMALLER
BUT WITHOUT THE PITH SO LESS PRONE TO
CHECKING.
DAGGER KNEE, IN SHIPBUILDING, TYPICALLY A
HANGING KNEE SET SLIGHTLY OFF DIAGONALLY TO
CLEAR AN OBSTRUCTION SUCH AS A GUNPORT IN A
FIGHTING SHIP.

109
WHAT IS BEAM KNEE

110
FRAMES

111
WHAT IS BEAM KNEE

112
WATERTIGHT BULKHEAD ,CONSTRUCTION
AND STIFFENING OF WT B/HD, COLLISIONS
AND CORRUGATED B/HD

113
114
 BULKHEAD
BULKHEADS ARE VERTICAL PARTITIONS IN A SHIP
ARRANGED TRANSVERSELY OR FORE AND AFT ARE
REFERRED TO AS `BULKHEADS’.
THOSE BULKHEADS WHICH ARE OF GREATEST
IMPORTANCE ARE THE MAIN TRANSVERSE AND
LONGITUDINAL BULKHEADS DIVIDING THE SHIP
INTO A NUMBER OF COMPARTMENTS.

115
 BULKHEAD
TYPES OF BULKHEADS BASED ON DIRECTION
A. TRANSVERSE BULKHEADS
B. LONGITUDINAL BULKHEADS

116
 BULKHEAD
MAIN BULKHEAD & MINOR BULKHEAD
1. MAIN BULKHEADS ARE STRUCTURALLY
IMPORTANT AND MUST BE WATERTIGHT TO
CONTAIN FLOODING IN A SHIP ACCIDENT.
2. MINOR BULKHEADS ARE NON-WATERTIGHT AND
NOT STRUCTURALLY IMPORTANT AND DESIGNED TO
SUBDIVIDING COMPARTMENTS INTO SMALL UNITS
OF ACCOMMODATION OR STORES.
117
BULKHEAD

118
 BULKHEAD
THERMAL BULKHEADS –
CLASS A- capable of preventing the passage of smoke and
flame for a period not less than 60 minutes
CLASS B- preventing the passage of smoke to the
unaffected side for at least thirty minutes.
CLASS C- they are not required to meet any requirements
related to rise in temperature or passage of smoke and
flame to the unaffected side.
119
 WATERTIGHT BULKHEAD
WATERTIGHT BULKHEADS ARE VERTICALLY
DESIGNED WATERTIGHT DIVISIONS/WALLS WITHIN
THE SHIP’S STRUCTURE TO AVOID INGRESS OF
WATER IN THE COMPARTMENT IF THE ADJACENT
COMPARTMENT IS FLOODED DUE TO DAMAGE IN
SHIP’S HULL.

120
 WATERTIGHT BULKHEAD
THE SAFETY OF A SHIP IN DAMAGED CONDITION IS
MAJORLY DEPENDENT ON THE STRENGTH AND
INTEGRITY OF ITS WATERTIGHT BULKHEADS.
THERE ARE A LOT OF FACTORS THAT GO INTO
DECIDING THE POSITION OF WATERTIGHT
BULKHEADS IN A SHIP, AND DESIGNING THEM
STRUCTURALLY.

121
 TYPES OF BULKHEADS
THREE TYPES –
I. WATERTIGHT
II. NON-WATERTIGHT
III. OILTIGHT OR TANK BULKHEADS.
WATERTIGHT: THE MAIN TRANSVERSE WATERTIGHT
BULKHEADS DIVIDE THE SHIP INTO A NUMBER OF
WATERTIGHT COMPARTMENTS AND THEIR NUMBER
IS DICTATED BY CLASSIFICATION SOCIETY
REGULATIONS. 122
 WATERTIGHT BULKHEAD
NON-WATERTIGHT: NON-WATERTIGHT BULKHEADS
ARE ANY OTHER BULKHEADS SUCH AS ENGINE
CASING, ACCOMMODATION PARTITIONS OR STORES
COMPARTMENTS.
OIL TIGHT BULKHEAD: OILTIGHT BULKHEADS FORM
BOUNDARIES OF TANKS USED FOR THE CARRIAGE
OF LIQUID CARGOES OR FUELS.

123
 FUNCTION OF BULKHEAD
• SUBDIVISION
• CONTAIN FLOODING IN THE EVENT OF DAMAGE
• TRANSVERSE STRENGTH MEMBER
• PROTECTION AGAINST RACKING STRESSES
• EFFECTIVE BARRIER AGAINST THE SPREAD OF
FIRE.
• RESISTING ANY TENDENCY FOR TRANSVERSE
DEFORMATION OF THE SHIP
124
 FUNCTION OF BULKHEAD
TRANSVERSE WATERTIGHT BULKHEADS –
1. SUBDIVIDE A SHIP AGAINST FLOODING AND
SPREAD OF FIRE
2. SUPPORT DECKS
3. RESIST RACKING STRESSES
4. MAINTAIN TRANSVERSE FORM
5. NUMBER AND SPACING OF WT BULKHEADS
GOVERNED BY STATUTORY REQUIREMENTS
125
 FUNCTION OF BULKHEAD
LONGITUDINAL WATERTIGHT BULKHEADS –
1. PROVIDE LONGITUDINAL STRENGTH
2. CONTROL WIDTH OF FLOODING & PREVENT
EXCESSIVE LIST
3. SUBDIVIDE LIQUID CARGOES & REDUCE FREE
SURFACE EFFECT
4. PREVENT SPREAD OF FIRE

126
 CONSTRUCTION W/T BULKHEAD
1. W/T BH BECAUSE OF THEIR LARGE SURFACE
AREA ARE FORMED OF SEVERAL STRAKES OF
PLATING.
2. THEY ARE WELDED TO THE SHELL, DECK AND
TANK TOP.
3. THE PLATING STRAKES ARE HORIZONTAL AND
THE STIFFENING IS VERTICAL.

127
 CONSTRUCTION W/T BULKHEAD
4. WATER PRESSURE IN A TANK INCREASES
WITH DEPTH AND THE W/T BULKHEAD HAS TO
WITHSTAND SUCH LOADING
5. THE BULKHEAD MUST HAVE INCREASINGLY
GREATER STRENGTH TOWARDS THE BASE.
6. THIS IS ACHIEVED BY INCREASING THE
HORIZONTAL STRAKES OF PLATING TOWARDS THE
BOTTOM.
128
 WATERTIGHT BULKHEAD
THE POSITION OF THE BULKHEADS ALONG THE
LENGTH OF THE SHIP IS PRIMARILY DECIDED BY THE
RESULTS OF FLOOD-ABLE LENGTH CALCULATIONS
DURING THE ASSESSMENT OF DAMAGED STABILITY
OF THE SHIP.

129
 WATERTIGHT BULKHEAD
ONCE THEIR POSITIONS ARE FIXED, THERE ARE A
LOT OF FACTORS COMING INTO PLAY, FOR
EXAMPLE: TYPES OF WATERTIGHT BULKHEADS,
THEIR UNIQUENESS BASED ON THEIR POSITION,
STRUCTURAL DESIGN, ETC.

130
 STIFFENING OF WATERTIGHT BULKHEAD
THE BEAMS OR GIRDERS ARE ATTACHED TO A
BULKHEAD FOR THE PURPOSE OF SUPPORTING IT
UNDER PRESSURE AND HOLDING IT IN SHAPE.
VERTICAL STIFFENERS ARE MOST COMMONLY USED,
BUT HORIZONTAL STIFFENERS OR A COMBINATION
OF BOTH MAY BE USED.

131
 STIFFENING OF WATERTIGHT BULKHEAD
THE BULKHEAD IS STIFFENED BY VERTICAL BULB
PLATES OR TOE-WELDED ANGLE BAR
STIFFENERS SPACED ABOUT 610 MM FOR COLLISION
AND OILTIGHT BULKHEADS. THE ENDS OF
STIFFENERS ARE BRACKETED TO THE TANKTOP AND
THE DECK BEAMS.

132
133
WATERTIGHT BULKHEAD

134
WATERTIGHT BULKHEAD

135
 WATERTIGHT BULKHEAD
CONSTRUCTION AND ARRANGEMENT
THE SAFETY OF ANY SHIP HIGHLY DEPENDS ON ITS
WATERTIGHT INTEGRITY AND STRUCTURAL
STRENGTH.
THAT IS WHY SHIPS ARE SO HEAVILY STIFFENED AND
STRENGTHENED TO SURVIVE ROUGH WEATHER,
ACCIDENTAL GROUNDING, OR COLLISION.

136
 WATERTIGHT BULKHEAD
HOWEVER, THE STRUCTURE OF A SHIP CAN STILL
GET DAMAGED, ALLOWING WATER INGRESS AND
INSTABILITY PROBLEM.
IF THE WATER INGRESS IS NOT CONSTRAINED IN
TIME, THE SHIP WILL CAPSIZE AND SINK. FOR THIS
REASON, WATERTIGHT BULKHEADS ARE FITTED ON
SHIPS TO AVOID SUCH SITUATIONS.

137
 WATERTIGHT BULKHEAD
WATERTIGHT BULKHEADS ARE VERTICALLY
DESIGNED WATERTIGHT DIVISIONS/WALLS WITHIN
THE SHIP’S STRUCTURE, STARTING FROM SHIP’S
DOUBLE BOTTOM TOP UNTIL THE UPPER MAIN
DECK.
THE BULKHEADS AVOID INGRESS OF WATER IN A
COMPARTMENT IF THE ADJACENT COMPARTMENT
IS FLOODED DUE TO DAMAGE IN SHIP’S HULL,
STRUCTURE ETC. 138
 WATERTIGHT BULKHEAD- ADVANTAGES
1. HELPS IN SUBDIVIDING SHIP INTO NUMBER OF
WATERTIGHT COMPARTMENTS,THUS
INCREASING WATERTIGHT INTEGRITY OF SHIP
2. IT HELPS IN INCREASING TRANSVERSE
STRENGTH OF THE SHIP WHICH HELPS IN
REDUCING RAKING
3. IN CASE OF FIRE ,BULKHEADS RESTRICT THE
SPREAD OF FIRE TO OTHER COMPARTMENTS.
139
CONSTRUCTION & DESIGN OF W/T BULKHEAD
1.THE W/T BULKHEAD IS MADE STRONGER AND
THICKER THAN OTHER BULKHEADS TO SUSTAIN
WATER PRESSURE IN CASE OF WATER INGRESS.
2. THEY ARE LARGE AREA BULKHEAD
INCORPORATED WITH A NUMBER OF STAKES OF
PLATING WHICH ARE WELDED TO THE SHIP’S
STRUCTURE AT SIDE SHELL, TANK TOP, AND DECK.
3. THE PLATING IS ARRANGED HORIZONTALLY AND
STIFFENING IS DONE VERTICALLY. 140
CONSTRUCTION & DESIGN OF W/T BULKHEAD
4. THICKNESS OF W/T BULKHEAD INCREASES AT THE
BOTTOM AS WITH INCREASE IN DEPTH THE
PRESSURE OF THE WATER INCREASE.
5. THE HORIZONTAL PLATING THICKNESS IS
GRADUALLY INCREASED TOWARDS THE BOTTOM
OF THE BULKHEAD.

141
CONSTRUCTION & DESIGN OF W/T BULKHEAD
6. STRENGTHENING IS INCREASED BY VERTICAL
PLATE BULB STIFFENERS OR TOE ANGLE BAR
WELDED AND SPACED ABOUT 760 MM APART.
7. THE ENDS OF BULKHEAD STIFFENERS ARE
BRACKETED TO THE DECK BEAMS AND TANK TOP.

142
 ARRANGEMENT OF WATERTIGHT BULKHEAD
1. THE NUMBER OF WATER TIGHT BULKHEAD
DEPENDS UPON THE LENGTH OF THE SHIP AND
THE LOCATION OF ITS MACHINERY SPACE.
2. ONE NUMBER AN AFT PEAK BULKHEAD WHICH
PROTECTS AND ENCLOSES THE STERN TUBE AND
RUDDER TRUNK OF THE SHIP.

143
 WATERTIGHT BULKHEAD
3. TWO BULKHEADS ENCLOSING THE ENGINE ROOM
FROM FORE AND AFT IF THE LOCATION OF THE
ENGINE ROOM IS AT MID SHIP.
4. IF THE ENGINE ROOM IS LOCATED AT THE AFT OF
SHIP, THE AFT PEAK BULKHEAD FORMS THE PART
OF AFT BULKHEAD OF ENGINE ROOM. HENCE
ONLY ONE BULKHEAD IS REQUIRED TO BE PLACED
AT FORE PART OF THE ENGINE ROOM,
SEPARATING IT FROM THE CARGO SPACE 144
 COLLISION BULKHEAD
A COLLISION BULKHEAD IS THE FORWARD-MOST
BULKHEAD IN A SHIP. THERE ARE TWO FACTORS
THAT DETERMINE THE POSITION OF A FORWARD
COLLISION BULKHEAD. THE FINAL POSITION OF THE
COLLISION BULKHEAD IS SO DECIDED THAT IT TAKES
INTO CONSIDERATION BOTH THE FACTORS LISTED
BELOW:

145
 COLLISION BULKHEAD
FACTOR 1: POSITION BASED ON FLOOD-ABLE LENGTH
CALCULATIONS.
FACTOR 2: POSITION BASED ON THE CLASSIFICATION
SOCIETY CODE BOOKS. MOST OF THE CLASSIFICATION
SOCIETY RULES HAVE AN ALLOWABLE RANGE OF DISTANCE
AT WHICH THE COLLISION BULKHEAD CAN BE PLACED
FROM THE FORWARD-MOST POINT OF THE SHIP’S HULL.
THIS DISTANCE IS USUALLY A FUNCTION OF THE LENGTH OF
THE SHIP AND FACTORS RELATED TO THE SHAPE OF ITS
BOW. 146
 COLLISION BULKHEAD
FACTOR 3: POSITION BASED ON SOLAS RULE, WHICH
STATES THAT THE COLLISION BULKHEAD SHOULD BE
LOCATED AFT OF THE FORWARD PERPENDICULAR AT A
DISTANCE NOT LESS THAN 5 PERCENT OF THE SHIP’S
LENGTH OF THE SHIP OR 10 METERS (WHICHEVER IS LESS).
THE DISTANCE MUST ALSO NOT EXCEED 8 PERCENT OF THE
SHIP’S LENGTH.
HOWEVER, THE POSITION OF THE COLLISION BULKHEAD
SHOULD BE SUCH THAT MAXIMUM CARGO STORAGE
VOLUME IS ACHIEVED. 147
 COLLISION BULKHEAD
FACTOR 3: POSITION BASED ON SOLAS RULE, WHICH
STATES THAT THE COLLISION BULKHEAD SHOULD BE
LOCATED AFT OF THE FORWARD PERPENDICULAR AT A
DISTANCE NOT LESS THAN 5 PERCENT OF THE SHIP’S
LENGTH OF THE SHIP OR 10 METERS (WHICHEVER IS LESS).
THE DISTANCE MUST ALSO NOT EXCEED 8 PERCENT OF THE
SHIP’S LENGTH.
HOWEVER, THE POSITION OF THE COLLISION BULKHEAD
SHOULD BE SUCH THAT MAXIMUM CARGO STORAGE
VOLUME IS ACHIEVED. 148
COLLISION BULKHEAD

149
COLLISION BULKHEAD

150
 WATERTIGHT BULKHEAD

https://www.youtube.com/watch?v=Qfv9aOON2fQ
151
 COLLISION BULKHEAD
THE COLLISION BULKHEAD IS A HEAVILY
STRENGTHENED STRUCTURE, ITS MAIN PURPOSE
BEING LIMITING THE DAMAGE OF A HEAD-ON
COLLISION TO THE PART OF THE BOW FORWARD TO
IT. TO LIMIT THE DAMAGE TO ITS FORWARD REGION
ALSO MEANS THAT THE COLLISION BULKHEAD IS
WATERTIGHT BULKHEAD.

152
 COLLISION BULKHEAD
IT IS USUALLY VERTICALLY STIFFENED WITH
SECTIONS OF SCANTLINGS HIGHER THAN THOSE ON
THE SURROUNDING STRUCTURES. IT IS ALSO
STIFFENED BY TRIANGULAR STRINGERS OF HIGHER
SCANTLING, CALLED PANTING STRINGERS. PANTING
STRINGERS ARE USUALLY PROVIDED AT EVERY 2
METERS FROM THE BOTTOM, FORWARD OF THE
COLLISION BULKHEAD.
153
 COLLISION BULKHEAD
AS PER SOLAS RULES,
•THE COLLISION BULKHEAD MUST BE WATERTIGHT
UPTO THE BULKHEAD DECK. A BULKHEAD DECK IS
BASICALLY THE DECK LEVEL UPTO WHICH ALL THE
WATERTIGHT BULKHEADS ARE EXTENDED.
•FOR PROVIDING ACCESS TO CHAIN LOCKER ROOM
AND THE FORWARD PART OF THE BULKHEAD, STEPS
MAY BE PROVIDED ON THE COLLISION BULKHEAD.
HOWEVER, THIS MUST NOT VIOLATE FACTOR 3.154
 COLLISION BULKHEAD
•THERE MUST BE NO DOORS, MANHOLES, ACCESS
HATCHES, VENTILATION DUCTS OR ANY OPENINGS
ON THE COLLISION BULKHEAD BELOW THE
BULKHEAD DECK. HOWEVER, THE BULKHEAD CAN
BE ALLOWED TO HAVE ONLY ONE PIERCING BELOW
THE BULKHEAD DECK FOR THE PASSAGE OF ONE
PIPE TO CATER TO THE FLUID FLOW TO THE
FOREPEAK BALLAST TANK.
155
 COLLISION BULKHEAD
THE PASSAGE OF THE PIPE MUST BE FLANGED AND
MUST BE FITTED WITH A SCREW-DOWN VALVE
WHICH CAN BE REMOTELY OPERATED FROM ABOVE
THE BULKHEAD DECK. THIS VALVE IS USUALLY
LOCATED FWD OF THE COLLISION BULKHEAD.
HOWEVER, CLASS SOCIETY CERTIFYING THE SHIP
MAY AUTHORISE A VALVE AFT OF THE BULKHEAD
PROVIDED IT IS EASILY SERVICEABLE AT ANY
CONDITION, AND IS NOT LOCATED IN CARGO AREA.
156
 COLLISION BULKHEAD
IN CASE OF SHIPS HAVING SUPERSTRUCTURES AT
THE FORWARD REGION, THE COLLISION BULKHEAD
IS NOT TERMINATED AT THE BULKHEAD DECK. IT
MUST BE EXTENDED TO THE DECK LEVEL NEXT TO
THE WEATHER DECK. THIS WOULD ENSURE
SUFFICIENT STRUCTURAL CONTINUITY AND KEEP
THE SHEAR FORCES WITHIN SAFE LIMITS.

157
 COLLISION BULKHEAD
IF THE COLLISION BULKHEAD IS EXTENDED ABOVE
THE FREEBOARD DECK, THE NUMBER OF OPENINGS
ON THE BULKHEAD SHOULD BE RESTRICTED TO A
MINIMUM IN ORDER TO ENSURE SUFFICIENT
BUCKLING STRENGTH. ALL THE OPENINGS SHOULD
BE WATERTIGHT.

158
COLLISION BULKHEAD

159
 PLAIN BULKHEAD
PLAIN BULKHEADS CONSIST OF PLATES STIFFENED
BY ROLLED SECTIONS SUCH AS BULB PLATES AND
ANGLES SPACED APPROXIMATELY 760MM APART.
THE THICKNESS OF THE PLATES ARE GENERALLY
THICKEST AT THE BOTTOM BECAUSE OF THE
MAXIMUM HYDROSTATIC PRESSURE EXPERIENCED
THERE, AND THINNEST AT THE TOP AND
GENERALLY NOT LESS THAN 6.5 MM THICK.
160
 PLAIN BULKHEAD
THE PLATES OF THE BULKHEAD ARE LAID IN A
HORIZONTAL DIRECTION.
WHERE THE DEPTH OF THE BULKHEAD IS GREAT,
HORIZONTAL STRINGERS OR GIRDERS ARE
FITTED AS WELL AS VERTICAL GIRDERS WITH
FACE PLATE AND TRIPPING BRACKETS.

161
 CORRUGATED BULKHEAD
MODERN DAY SHIPS USE AN ADVANCED
TECHNOLOGY TO ACHIEVE THE REQUIRED
STRENGTH OF BULKHEAD PLATES. THEY USE
CORRUGATED BULKHEADS INSTEAD OF STIFFENED
ONES.
A CORRUGATED PLATE IS STRONGER THAN A FLAT
PLATE STIFFENER IF SUBJECT TO A BENDING
MOMENT OR PILLAR LOAD ALONG THE
CORRUGATIONS. 162
 CORRUGATED BULKHEAD
CORRUGATIONS ARE FORMED ON A CORRUGATED
BULKHEAD TO ELIMINATE THE NEED TO FIT THE
VERTICAL STIFFENER, AS IN THOSE OF THE PLAIN
BULKHEAD.
THE ELIMINATION OF VERTICAL STIFFENERS ALSO
RESULTS IN SAVING IN STEEL WEIGHT AND COST OF
STIFFENERS.
THE ANGLE OF CORRUGATION IS NORMALLY ABOUT
45 DEGREES. 163
CORRUGATED BULKHEAD

164
STRAKES OF SHELL PLATING

165
STRAKES OF W/T BH PLATING

166
CORRUGATED BULKHEAD

167
 CORRUGATED BULKHEAD
OTHER USAGE:-
1. COMPLETE CARGO TANK WASHING
2. MINIMISE CARGO RESIDUE
3. MAXIMUM CARGO TANK CAPACITY

168
 CORRUGATED BULKHEAD
TWO MAIN GROUPS BASED ON THE
ORIENTATION OF THE CORRUGATION
1. VERTICALLY CORRUGATED BULKHEAD
2. HORIZONTALLY CORRUGATED BULKHEAD

169
 CORRUGATED BULKHEAD
VERTICALLY CORRUGATED BULKHEAD
1. WITHOUT STOOLS AT INNER BOTTOM – TYPE VC1.
TYPE VC1 ARRANGEMENT IS MOST COMMON ON
SMALLER TANKERS INCLUDING PRODUCT TANKERS
AND CHEMICAL CARRIERS.
2. WITH LOWER STOOL – TYPE VC2.
THIS ARRANGEMENT IS UTILISED ON LARGER SHIPS
THAN THOSE USING TYPE VC1 AND HAS FOUND
APPLICATION ON SHIPS EXCEEDING 40,000 DWT.
170
 CORRUGATED BULKHEAD
3. WITH LOWER AND UPPER STOOL – TYPE VC3.
THIS ARRANGEMENT IS UTILISED ON THE
LARGEST TANKERS FITTED WITH CORRUGATED
BULKHEADS WHICH NOW REACH AFRAMAX SIZE

171
CORRUGATED BULKHEAD

172
CORRUGATED BULKHEAD

173
 HORIZONTALLY CORRUGATED BULKHEAD
1. Bulkhead arranged transversely – Type HCT. This
arrangement is most common on smaller tankers
including product tankers and chemical carriers where
the efficiency of tank cleaning is of primary
importance.
2. Bulkhead arranged longitudinally – Type HCL. This
arrangement is most common on smaller tankers
including product tankers and chemical carriers where
the efficiency of tank cleaning is of primary
importance. 174
HORIZONTALLY CORRUGATED BULKHEAD

175
 CORRUGATED BULKHEAD
1. CORRUGATIONS OR SWEDGES IN A PLATE
INSTEAD OF WELDED STIFFENERS PRODUCES AS
STRONG A STRUCTURE WITH A REDUCTION IN
WEIGHT.
2. THE TROUGHS ARE VERTICAL ON TRANSVERSE
BULKHEADS BUT ON LONGITUDINAL BULKHEADS
THEY MUST BE HORIZONTAL IN ORDER TO ADD
TO THE LONGITUDINAL STRENGTH OF THE SHIP.
176
 CORRUGATED BULKHEAD
1. CORRUGATIONS OR SWEDGES IN A PLATE
INSTEAD OF WELDED STIFFENERS PRODUCES AS
STRONG A STRUCTURE WITH A REDUCTION IN
WEIGHT.
2. THE TROUGHS ARE VERTICAL ON TRANSVERSE
BULKHEADS BUT ON LONGITUDINAL BULKHEADS
THEY MUST BE HORIZONTAL IN ORDER TO ADD
TO THE LONGITUDINAL STRENGTH OF THE SHIP.
177
 CORRUGATED BULKHEAD
3. THE CORRUGATIONS OR SWEDGES ARE MADE IN
PLATING STRAKES PRIOR TO FABRICATION OF THE
COMPLETE BULKHEAD.
4. THE STRAKES RUN VERTICALLY AND THE PLATING
MUST BE OF UNIFORM THICKNESS AND ADEQUATE
TO SUPPORT GREATER LOADS AT THE BOTTOM OF
THE BULKHEAD.

178
 CORRUGATED BULKHEAD
5. THIS GREATER THICKNESS OF PLATE OFFSETS TO
SOME EFFECT THE SAVING IN WEIGHT THROUGH
NOT ADDING STIFFENERS TO THE BULKHEAD.
6. THE EDGES OF THE CORRUGATED BULKHEAD
WHICH JOIN TO THE SHELL PLATING MAY HAVE
STIFFENED FLAT PLATE FITTED TO INCREASE
TRANSVERSE STRENGTH AND SIMPLIFY FITTING THE
BULKHEAD TO THE SHELL.
179
 CORRUGATED BULKHEAD
7. ON HIGH BULKHEADS WITH VERTICAL
CORRUGATIONS, DIAPHRAGM PLATES ARE FITTED
ACROSS THE TROUGHS. THIS PREVENTS ANY
COLLAPSE OF THE CORRUGATIONS.

180
181
182
 W/T BULKHEAD
1.THE STRENGTH OF A BH IS TESTED BY FILLING UP
THE TANK WITH WATER UP TO THE BH DECK
2. ACCESS IS PROVIDED THROUGH THE BULKHEADS
BY W/T DOORS
3. ALL OPENINGS OF BH ARE TO BE MADE W/T IN
ORDER TO MAINTAIN THE WATERTIGHTNESS OF THE
BULKHEADS
4.WATERTIGHTNESS OF BULKHEAD OPENING IS
DETERMINED BY THE TYPES OF W/T DOORS 183
 W/T BULKHEAD
PENETRATION OF BULKHEAD BY ELECTRICAL CABLES •
THE ELECTRICAL CABLES PASSED THROUGH A
CONDUIT OR PIPES THAT ARE THREADED NEAR THE
BULKHEAD • A GLAND AND PACKING ARRANGEMENT
IS USED TO PREVENT THE LEAKAGE OF LIQUID ALONG
THE CONDUIT • A GASKET IS PLACED ON THE
BULKHEAD AND TIGHTENED UP WITH A NUT THAT
RUN ON THE THREADED GLAND ON TOP TO ENSURE
WATERTIGHTNESS ON THE BULKHEAD OPENING 184
 W/T BULKHEAD
TESTING OF WATERTIGHT BULKHEADS/TANKS BULKHEADS – HOSE
TESTED, UNLESS THEY FORM BOUNDARY OF A TANK SUBJECTED TO
HEAD OF LIQUID COLLISION BULKHEADS AND AFT PEAK BULKHEADS –
IF NOT USED AS TANKS, TESTED BY FILLING WITH WATER UPTO THE
LOAD WATERLINE OR MAXIMUM HEAD IN CASE OF DAMAGE – IF
USED AS TANKS, TESTED BY SUBJECTING TO WATER HEAD TO WHICH
THEY MIGHT BE IN SERVICE (IE TOP OF AIRPIPE) DEEP TANKS – THEY
ARE TESTED BY SUBJECTING THEM TO A MAXIMUM HEAD OF WATER
TO WHICH THEY MIGHT BE IN SERVICE (I.E. TO THE TOP OF THE
AIRPIPE). THIS SHOULD NOT BE LESS THAN 2.5M ABOVE THE CROWN
OF THE TANK
185
 W/T BULKHEAD
TESTING OF WATERTIGHT BULKHEADS/TANKS
DOUBLE BOTTOM TANKS: THEY ARE TESTED ON
COMPLETION WITH A HEAD OF WATER
REPRESENTING THE MAXIMUM PRESSURE HEAD
WHICH MAY BE EXPERIENCED IN SERVICE, I.E. TO
THE TOP OF THE AIR PIPE. ALTERNATIVELY AIR
TESTING IS CARRIED OUT BEFORE ANY PROTECTIVE
COATINGS ARE APPLIED.
186
 W/T BULKHEAD
THE AIR PRESSURE MAY BE RAISED TO 0.21
KG/CM2, AND THEN LOWERED TO A TEST PRESSURE
OF 0.14 KG/CM2. ANY SUSPECT JOINTS ARE THEN
SUBJECTED TO A SOAPY LIQUID SOLUTION TEST.
WATER HEAD STRUCTURAL TESTS WILL BE CARRIED
OUT ON TANKS SELECTED BY THE SURVEYOR IN
CONJUNCTION WITH AIR TESTS CARRIED OUT ON
THE MAJORITY OF TANKS.
187
 W/T BULKHEAD
TESTING OF WATERTIGHT BULKHEADS/TANKS
BULKHEADS – HOSE TESTED, UNLESS THEY FORM
BOUNDARY OF A TANK SUBJECTED TO HEAD OF
LIQUID COLLISION BULKHEADS AND AFT PEAK
BULKHEADS – IF NOT USED AS TANKS, TESTED BY
FILLING WITH WATER UPTO THE LOAD WATERLINE
OR MAXIMUM HEAD IN CASE OF DAMAGE

188
 W/T BULKHEAD
IF USED AS TANKS, TESTED BY SUBJECTING TO
WATER HEAD TO WHICH THEY MIGHT BE IN SERVICE
(IE TOP OF AIRPIPE) DEEP TANKS – THEY ARE TESTED
BY SUBJECTING THEM TO A MAXIMUM HEAD OF
WATER TO WHICH THEY MIGHT BE IN SERVICE (I.E.
TO THE TOP OF THE AIRPIPE). THIS SHOULD NOT BE
LESS THAN 2.5M ABOVE THE CROWN OF THE TANK

189
BILGE KEELS,BALLAST TANKS, BILGES

190
 SKETCH AND DESCRIBE BILGE KEELS
1. A BILGE KEEL IS USED TO REDUCE A SHIP'S
TENDENCY TO ROLL
2. BILGE KEELS INCREASE HYDRODYNAMIC RESISTANCE
TO ROLLING, MAKING THE SHIP ROLL LESS.
3. BILGE KEELS ARE PASSIVE STABILITY SYSTEMS
4. A BILGE KEEL IS CONSTRUCTED FROM FLAT PLATE SO
AS TO PRESENT A SHARP OBSTRUCTION TO ROLL
MOTION. THIS IS LONGITUDINAL STRUCTURAL
MEMBER OF SHIP’S HULL. 191
 SKETCH AND DESCRIBE BILGE KEELS
5.IT MAY BE SUITABLY REINFORCED AT SEVERAL
POINTS THROUGHOUT ITS LENGTH, WHICH WOULD
VARY DEPENDING UPON THE DEGREE OF
RESISTANCE REQUIRED.
6. BILGE KEELS CAN ALSO BE USED IN CONJUNCTION
WITH OTHER ROLL DAMPING DEVICES
7.IT INCREASES THE LONGITUDINAL STRENGTH.
8.IT REDUCES DAMAGE IN CASE OF GROUNDING
192
 SKETCH AND DESCRIBE BILGE KEELS
9. BILGE KEELS INCREASE WATER PRESSURE OVER A
LARGE SURFACE AREA OF SHIPS HULL AND THIS
PRESSURE ACTS IN SUCH A DIRECTION AS TO DAMP
THE ROLLING OF SHIP.
10. REASON FOR NOT EXTENDING BILGE KEEL THE
ENTIRE LENGTH OF VESSEL. IT EXTENDS TO 30 – 50%
OF SHIPS LENGTH AND IN AMIDSHIPS REGION.

193
 SKETCH AND DESCRIBE BILGE KEELS
•AT FWD END DUE TO TAPERING OF THE HULL, THE
BILGE KEEL WILL OFFER RESISTANCE TO
LONGITUDINAL STREAMLINE OF THE HULL AND WILL
INCREASE RESISTANCE IN FWD MOTION, INCREASING
FUEL CONSUMPTION, DECREASING SPEED.
•AT MIDSHIPS THE BREADTH IS MAXIMUM AND
DAMPING LEVER IS MAXIMUM FROM AXIS IF
ROTATION
194
 SKETCH AND DESCRIBE BILGE KEELS
BILGE KEELS ARE EMPLOYED IN PAIRS ONE FOR
EACH SIDE OF THE SHIP.

195
SKETCH AND DESCRIBE BILGE KEELS

196
 SKETCH AND DESCRIBE BILGE KEELS
BILGE KEELS ARE EMPLOYED IN PAIRS ONE FOR
EACH SIDE OF THE SHIP. A SHIP MAY HAVE MORE
THAN ONE BILGE KEEL PER SIDE BUT VERY RARE.

197
 SKETCH AND DESCRIBE BILGE KEELS
• BILGE KEELS ARE THE MOST POPULAR AND FITTED
TO THE GREAT MAJORITY OF SHIPS.
• THEY ARE PLATES PROJECTING FROM THE TURN OF
THE BILGE AND EXTENDING OVER THE MIDDLE HALF
TO TWO-THIRDS OF THE SHIP’S LENGTH.
• TO AVOID THE DAMAGE, THEY DO NOT NORMALLY
PROTRUDE BEYOND THE SHIP’S SIDE OR KEEL LINES,
BUT THEY NEED TO PENETRATE THE BOUNDARY
LAYER AROUND THE HULL. 198
 SKETCH AND DESCRIBE BILGE KEELS
• THEY CAUSE A BODY OF WATER TO MOVE WITH
THE SHIP AND CREATE TURBULENCE THUS
DAMPENING THE MOTION AND CAUSING AN
INCREASE IN PERIOD AND REDUCTION IN
AMPLITUDE.
• ALTHOUGH RELATIVELY SMALL IN DIMENSION,
THEY HAVE LARGE LEVERS ABOUT THE ROLLING
AXIS AND THE FORCES ON THEM PRODUCE A
LARGE MOMENT OPPOSING THE ROLLING. 199
 SKETCH AND DESCRIBE BILGE KEELS
• THEIR EFFECT IS GENERALLY ENHANCED BY
AHEAD SPEED. THEY ARE ALIGNED WITH THE
FLOW OF WATER PAST THE HULL IN STILL WATER
TO REDUCE THEIR DRAG IN THAT STATE. WHEN
THE SHIP IS ROLLING THE DRAG WILL INCREASE
AND SLOW THE SHIP A LITTLE.

200
SKETCH AND DESCRIBE BILGE KEELS

201
 BILGE KEELS
THE BILGE KEELS WELDED ON TO THE FLAT BAR
WHEN DAMAGED THE BILGE KEEL WILL BREAK OFF
WITH THE STRIP REMAINING ATTACHED TO THE
SHELL.
WITHOUT A BACKING STRIP A CRACK IN THE BILGE
KEEL COULD CONTINUE IN TO THE BILGE STRAKE,
WHICH IS VERY DANGEROUS.

202
 BILGE KEELS
THE BILGE KEELS MAY BE
ATTACHED TO THE BY
INTERMITTENT WELD AND IS
OFTEN SCOLLOPED
THROUGH OUT ITS LENGTH ,
SO THAT THE WELDS
WILL APART COMPARITIVELY
EASILY AND WILL
LEAVE THE HULL UNDAMAGED 203
SKETCH AND DESCRIBE BILGE KEELS

204
SKETCH AND DESCRIBE BILGE KEELS

205
 BALLAST TANKS ON SHIPS
A BALLAST TANK IS A COMPARTMENT WITHIN A
SHIP OR OTHER FLOATING STRUCTURE THAT HOLDS
WATER, WHICH IS USED AS BALLAST TO PROVIDE
HYDROSTATIC STABILITY FOR A VESSEL, TO REDUCE
OR CONTROL BUOYANCY.

206
 WHY BALLASTING TANKS ON SHIPS
1.THE PROPELLER MAY NOT FULLY IMMERSE IN WATER,
AFFECTING THE ENGINE EFFICIENCY OF THE SHIP
2.THE SHIP MAY LIST OR TRIM AS THE CARGO CAPACITY
OF THE SHIP IS NOT FULLY REACHED
3.THE SHEAR AND TORSION LOADS ON THE VESSEL
MAY INCREASE THE STRESSES ON THE SHIP STRUCTURE,
LEADING TO BENDING MOMENTS AND SLAMMING
4.THE VESSEL MAY FACE ISSUES OF DYNAMIC
TRANSVERSAL AND LONGITUDINAL INSTABILITY 207
 WHY BALLASTING TANKS ON SHIPS
5. BALLASTING OF SHIP HELPS IN REDUCING
SHIP’S STRESSES ON THE HULL OF THE VESSEL.
6. IT ALSO PROVIDES FOR TRANSVERSE STABILITY OF SHIP
7. BALLAST HELPS IN IMMERSING THE RUDDER,
SUPPORTING THE MANOEUVRABILITY OF THE VESSEL
AND ALSO REDUCING THE EXPOSED HULL SURFACE
8. SHIP CONTINUALLY USES FUEL AND WATER FROM ITS
TANKS LEADING TO WEIGHT LOSS. THE BALLAST HELPS
IN COMPENSATING FOR THE WEIGHT LOSS.
208
 DOUBLE BOTTOM TANK
DOUBLE BOTTOM MEANS WATERTIGHT
PROTECTIVE SPACES THAT DO NOT CARRY ANY
OIL AND WHICH SEPARATE THE BOTTOM OF TANKS
THAT HOLD ANY OIL WITHIN THE CARGO TANK
LENGTH FROM THE OUTER SKIN OF THE VESSEL.

209
DOUBLE BOTTOM TANKS- SOLID FLOOR

210
DOUBLE BOTTOM TANKS- SOLID FLOOR

211
DOUBLE BOTTOM TANKS

212
 DOUBLE BOTTOM TANKS - FUNCTION
•THE DOUBLE BOTTOM OF THE SHIP IS A SAFETY
FEATURE TO AVOID INGRESS OF WATER IN CASE OF
GROUNDING OR COLLISION.
•THESE VOID SPACES ARE USED TO STORE SHIP
BALLAST WATER TO STABILIZE THE SHIP.
• PROVIDE GREAT LONGITUDINAL STRENGTH
• HELPS TO PREVENT POLLUTION IN CASE OF
LIQUID CARGO (LIKE OIL IN TANKERS)
213
 DOUBLE BOTTOM TANKS - FUNCTION
•HELPS TO MAINTAIN STABILITY OF SHIP.
•THE TANK TOP ACTS AS A PLATFORM FOR
MACHINERY AND CARGO.
•THE DOUBLE BOTTOM TANKS ARE LOCATED
BETWEEN THE FORWARD PART (TILL COLLISION
BULKHEAD) TO THE AFT PEAK BULKHEAD,
DIVIDING THE ENGINE ROOM.

214
 DOUBLE BOTTOM TANKS - FUNCTION
•IN SOME SHIPS, SUCH AS CONTAINER AND BULK
SHIP, THE DOUBLE BOTTOM SPACE IS DIVIDED
TRANSVERSELY INTO THREE SECTIONS (INSTEAD OF
TWO). THIS IS DONE TO PROVIDE A COFFERDAM IN
THE CENTRE KNOWN AS THE`DUCT KEEL’ WHICH
ARE USED TO CARRY BALLAST AND BUNKER TANK
VALVES, AND PIPING FOR SHIPS BALLAST TANK AND
BUNKERING SYSTEM.
215
 DOUBLE BOTTOM TANKS - FUNCTION
•THE CONSTRUCTION OF THE DB TANKS IS DIRECTLY
RELATED TO THE LENGTH OF THE SHIP AS THE
VESSEL WITH MORE THAN 120 M WILL HAVE
ADDITIONAL LONGITUDINAL FRAMING IN
COMPARISON WITH TRANSVERSE FRAMING FOR
VESSELS OF LESS THAN 120 M LENGTHS.

216
 DOUBLE BOTTOM TANKS - FLOOR
ON LAND FLOOR REFERS TO SOMETHING
HORIZONTAL THAT YOU CAN STAND ON. ON SHIP
FLOORS ARE THE TRANSVERSE STIFFENERS
MOUNTED VERTICALLY ON SHIPS BOTTOM. FLOOR
STRUCTURE IS CONTINUOUS FROM CENTER TO THE
SIDE PLATING AND SUPPORTS THE INNER SHELL OR
TANK TOP.

217
 DOUBLE BOTTOM TANKS - CONSTRUCTION
FLOORS: FLOORS ARE FITTED TO GIVE SUFFICIENT
STRENGTH TO THE SHIPS STRUCTURE. THEY FORM
AS ONE OF THE SUPPORT MEMBERS FOR THE INNER
BOTTOM PLATES. THESE ARE MADE UP OF CROSS
MEMBERS THAT ARE MOUNTED PERPENDICULAR
TO THE KEEL AND GIRDERS FLOORS CAN BE
BROADLY DIVIDED INTO:
•SOLID FLOOR
•BRACKET FLOOR 218
 DOUBLE BOTTOM TANKS - FUNCTION
SOLID FLOORS –
• SOLID FLOORS, ARE FITTED TO STRENGTHEN THE
BOTTOM TRANSVERSELY AND SUPPORT THE INNER
BOTTOM
• MAN HOLES FOR ACCESS AND LIGHTENING HOLES
ARE PROVIDED FOR THE SOLID FLOORS.
• SMALL AIR HOLES AND DRAIN HOLES MAY BE
DRILLED AT THE TOP AND BOTTOM RESPECTIVELY
FOR SOLID FLOORS INSIDE THE TANKS. 219
 DOUBLE BOTTOM TANKS - FUNCTION
•THE FLOORS RUN TRANSVERSELY FROM THE
CENTER GIRDER TO THE MARGIN PLATE ON EACH
SIDE OF THE SHIP
•THE SPACING OF THE SOLID PLATE FLOORS DEPEND
ON THE LOAD TO BE SUPPORTED AND THE LOCAL
STRESSES EXPERIENCED.
•UNDER THE ENGINE ROOM, BOILERS, BULKHEAD
AND IN THE POUNDING REGION PLATE FLOORS
ARE PROVIDED AT EVERY FRAME SPACE. 220
DOUBLE BOTTOM TANKS- SOLID FLOOR

221
DOUBLE BOTTOM TANKS- SOLID FLOOR

https://www.youtube.com/watch?v=WAACZxiu5z0

222
DOUBLE BOTTOM TANKS- BRACKET FLOOR

223
 DOUBLE BOTTOM TANKS – BRACKET FLOOR
BRACKET FLOOR
BRACKET FLOOR IS THE ONE IF THE STIFFENER /
FLOOR PLATE IS MADE OF A BUILT UP SECTION
WITH A LARGE OPENING. THIS IS ALSO DONE TO
OPTIMIZE THE WEIGHT, PROVIDED WHERE MUCH
STRENGTH / STRUCTURAL INTEGRITY IS NOT
REQUIRED AND ALSO ON THE PURPOSE OF THE
AREA OF THE SHIP.
224
 SKETCH AND DESCRIBE FORE PEAK TANK
THE FORE PEAK TANK IS ARRANGED FORWARD OF
THE COLLISION BULKHEAD (FOR'D BULKHEAD OF
CARGO HOLD NO. 1), AND IT OCCUPIES THE PART
OF THE HULL IMMEDIATELY BELOW THE CHAIN
LOCKER AND THE BOSSUN'S STORES. THE FRAMING
MAY BE TRANSVERSE OR LONGITUDINAL, AND THE
BULBOUS BOW FORMS PART OF THE FORE PEAK.

225
 DOUBLE BOTTOM TANKS – BRACKET FLOOR
•THESE ARE SKELETON FLOORS, IN WHICH THE
MIDDLE PART OF THE FLOOR PLATE IS OMITTED
AND REPLACED WITH A FRAME BAR AND A
REVERSE BAR WITH A BRACKET AT EITHER END
•THE BRACKETS ARE TO BE FLANGED AT THEIR FREE
ENDS AND DEPTH SHOULD BE AT LEAST ¾TH
DEPTH OF THE CENTER GIRDER.
• SOMETIMES THESE ARE KNOWN AS OPEN FLOOR
226
 FORE PEAK TANKS
Fore Peak Tank It is a watertight tank normally used
for ballast purposes so that the ship can be
provided with the proper trim especially on the
ballast journey.  A watertight collision bulkhead is
fitted in the fore peak tank so that in the event of a
collision, damage to the cargo located aft of the
collision bulkhead will be minimized. The chain
locker for storing the anchor chain is normally
located inside the fore peak tank. 227
 FORE PEAK TANKS
STRUCTURES ARE FOUND INFORE PEAK TANK:
STEM PLATE OR STEM BAR OR A COMBINATION OF
BOTH IN THE FORWARD MOST STRUCTURE, WHICH
FORMS THE PROFILE OF THE BOW. THE STEM PLATE
IS NORMALLY MADE OF STEEL PLATE AND IS
STIFFENED BY A CENTERLINE GIRDER OR STIFFENER.
THE STEM RUNS FROM THE HIGHEST POINT AT THE
FORECASTLE TO THE KEEL OF THE SHIP.
228
 FORE PEAK TANKS
BREAST HOOKS ARE FITTED AT INTERVALS TO
STIFFEN THE STEM PLATE AND TO CONNECT THE
STEM PLATE TO THE PANTING STRINGERS.
PANTING STRINGERS OR SIDE STRINGERS ARE
FITTED AT REGULAR INTERVALS ON THE SHIP SIDE
TO REDUCE PANTING,THE INWARD AND OUTWARD
DEFORMATION OF SIDE PLATING (THE "HUNGRY
HORSE” EFFECT) CAUSED BY THE CHANGES IN
WATER PRESSURE. 229
 FORE PEAK TANKS
PANTING BEAMS ARE NORMALLY SPACED AT EVERY
OTHER FRAME SPACE TO ABSORB THE TRANSVERSE
FLUCTUATING FORCES INDUCED DURING
SLAMMING AND POUNDING OF THE SHIP. CHANNEL
BARS ARE NORMALLY USED AS PANTING BEAMS.
PANTING BEAMS ARE ALSO SOMETIMES
SUPPORTED BY PILLARS.
PERFORATED BULKHEAD REFERS TO THE
CENTERLINE BULKHEAD WHICH IS NOT W/T. 230
 FORE PEAK TANKS
ITS MAIN FUNCTION IS TO REDUCE FREE SURFACE
EFFECTOR HEELING MOMENTS OF WATER IN TANKS,
WHICH ARE NOT FULLY FILLED.
PERFORATED FLAT (ALSO CALLED PERFORATED
DECK) IS A HORIZONTAL DECK WHICH IS NON
WATERTIGHT.

231
 FORE PEAK TANKS
IT ACTS AS A KIND OF A FULL PANTING STRINGER TO
ABSORB THE TRANSVERSE FORCES.
THE DECK IS SUPPORTED BY PANTING BEAMS AND
LONGITUDINAL GIRDERS LIKE A USUAL DECK.
THE PERFORATIONS ON THE DECK ARE TO
FACILITATE THE FLOW OF LIQUID IN THE FORE PEAK
TANK AND ALSO FOR MAN ENTRY SOLID FLOORS
ARE FITTED AT EVERY FRAME SPACING TO
REINFORCE THE SHIP'S BOTTOM. 232
 FORE PEAK TANKS
A CENTRELINE GIRDER IS NORMALLY FITTED TO PROVIDE
FOR RIGIDITY OF THE STRUCTURE WITH THE TRANSVERSE
FLOORS. COLLISION BULKHEAD IS MANDATORY AND TO
BE FITTED AT AFT OF THE FORE PEAK TANK AT A
DISTANCE OF 5 TO 7.5% LENGTH OF THE SHIP FROM
FORWARD PERPENDICULAR. DECKHEAD IS THE
UPPERMOST DECK OF THE FORE PEAK TANK WHICH IS
W/T. ENTRY TO THE FORE PEAK TANK IS THROUGH MAN
HOLES WHICH ARE KEPT W/T BY COVERS WHEN SHIP IS
UNDER WAY. 233
SKETCH AND DESCRIBE FORE PEAK TANK

234
SKETCH AND DESCRIBE FORE PEAK TANK

235
SKETCH AND DESCRIBE FORE PEAK TANK

236
 SKETCH AND DESCRIBE FORE PEAK TANK
FORE PEAK TANKS: IT IS PLACED FORWARD OF THE
COLLISION BULKHEAD. NORMALLY IT IS USED FOR
BALLAST AND IN SOME CASES FOR STORING FRESH
WATER.

237
 SKETCH AND DESCRIBE FORE PEAK TANK
A WASH LONGITUDINAL BULKHEAD MAY BE
ARRANGED FORWARD OF THE CHAIN LOCKER WITH
A SOLID BULKHEAD BELOW IT. BOTH OF THESE
BULKHEADS ARE ARRANGED ON THE
SHIP’S CENTERLINE. THE FORE PEAK IS BUILT WITH
ADEQUATE PANTING BEAMS, EXTENDING FROM
THE PORT TO THE STARBOARD SHELL PLATING .

238
 SKETCH AND DESCRIBE FORE PEAK TANK
PANTING STRINGERS ARE ALSO ARRANGED ON THE
PORT AND STBD SIDES OF THE FORE PEAK AND
THEIR AFTER END THEY EXTEND ACROSS THE
ENTIRE WIDTH OF THE COLLISION BULKHEAD AFT.
FLOORS ARE INCORPORATED WITHIN THE FORE
PEAK AND THE BULBUS BOW.

239
SKETCH AND DESCRIBE FORE PEAK TANK

240
SKETCH AND DESCRIBE FORE PEAK TANK

241
 SKETCH AND DESCRIBE AFTER PEAK TANK
THE AFT PEAK TANK IS THE AFTER-MOST TANK ON
THE MAIN HULL STRUCTURE. IT IS NORMALLY USED
FOR THE STORAGE OF FRESH WATER OR BALLAST
AND IT PROVIDES A DEGREE OF PROTECTION TO ALL
SPACES FORWARD OF THE AFT PEAK BULKHEAD.

242
 SKETCH AND DESCRIBE AFTER PEAK TANK
THE FOLLOWING MEMBERS ARE NORMALLY FOUND
IN THE AFT-PEAK TANK CONSTRUCTION:
A) STERN FRAME: THE SHELL PLATING AT THE AFT
END IS TERMINATED BY THE STERN FRAME.
1. THIS IS USUALLY A CASTING, BUT FABRICATIONS
AND FORGINGS ARE SOMETIMES USED.
2. THE SHAPE OF THE STERN FRAME DEPENDS ON
THE DESIGN OF THE STERN, THE PROPELLER AND
THE RUDDER ARRANGEMENT. 243
 SKETCH AND DESCRIBE AFTER PEAK TANK
3. IN SINGLE SCREW SHIPS, THE STERN FRAME HAS
A BOSS ON THE CENTERLINE FOR THE TAIL SHAFT
TO PASS THROUGH AND AN ADEQUATE
APERTURE IS PROVIDED FOR THE PROPELLER TO
OPERATE IN.
4. THE LOWER PART OF THE STERN FRAME MAY
PROVIDE A SUPPORT FOR THE RUDDER POST OR
AN OVERHANG SECTION MAY PROVIDE
GUDGEONS FOR THE RUDDER PINTLES. 244
 SKETCH AND DESCRIBE AFTER PEAK TANK
5.THE FORM OF STERN FRAME IS DEPENDENT ON THE
SHAPE OF THE STERN, PROPELLER SIZE AND THE
RUDDER TYPE.
6.TO PREVENT SERIOUS VIBRATION AT THE AFTER END
SUFFICIENT CLEARANCE SHOULD BE PROVIDED
BETWEEN THE PROPELLER AND THE STERN FRAME.
7. VARIOUS SECTIONS OF THE STERN FRAME,
PARTICULARLY ABOVE THE ARCH, PROVIDE
CONNECTING POINTS TO THE INDIVIDUAL FLOORS OF
THE AFT END CONSTRUCTION 245
 SKETCH AND DESCRIBE AFTER PEAK TANK
8.THE TRANSOM POST AND THE VIBRATION POST
ARE TWO PARTICULAR CONNECTIONS.
9. SOUND CONNECTIONS AT THESE POINTS ENSURE
THAT PROPELLER-INDUCED VIBRATIONS ARE KEPT
TO A MINIMUM.

246
 SKETCH AND DESCRIBE AFTER PEAK TANK
10.FOR SHIPS WITH MORE THAN ONE TAIL SHAFT
THE BOSSING ARRANGEMENT WILL BE
DIFFERENT.
11. TWIN SCREW SHIPS HAVE A STERN FRAME
WHICH IS ONLY REQUIRED TO SUPPORT THE
RUDDER PINTLES AND IS THUS MUCH REDUCED
IN SIZE.

247
SKETCH AND DESCRIBE AFTER PEAK TANK

248
SKETCH AND
DESCRIBE
AFTER
PEAK TANK

249
 SKETCH AND DESCRIBE AFTER PEAK TANK
AFT PEAK TANK : THIS COMPARTMENT EXTENDS
FROM AFTER PEAK BULKHEAD TO THE STERN
FRAME AND AFT END OF THE SHIP. IN THIS TANK
ALSO, DEEP SOLID FLOORS ARE FITTED AT EVERY
FRAME SPACE A/W A HEAVY CENTRE LINE GIRDER IS
FITTED RIGHT AFT AS ADDITIONAL STRENGTH IS
REQUIRED TO SUPPORT THE STERN WHICH
OVERHANGS HERE AND MAY BE SUBJECTED TO
LARGE SLAMMING FORCES. 250
 SKETCH AND DESCRIBE AFTER PEAK TANK
DOUBLE BOTTOM IS DISCONTINUED HERE. THE
FLOOR TO WHICH RUDDER POST IS FITTED IS
HEAVIER AND EXTRA STRONG AND IT IS CALLED “
TRANSOM FLOOR ”. THIS FLOOR IS DESIGNED TO
SUPPORT THE OVERHANGING MASS AND
FRAMEWORK OF THE STERN.

251
252
253
254
255
AFT PEAK TANK

256
SLETCH AND DESCRIBE WING TANKS AND
BILGES

257
 DESCRIBE WING TANKS
TANKS USED FOR BALLAST OR FOR STABILITY WHEN
CARRYING CERTAIN CARGOES IN BULK CARRIERS.
ALSO REFERRED TO AS TOPSIDE WING BALLAST
TANKS OR BOTTOM HOPPER TANKS.

258
 DESCRIBE LOWER HOPPER TANKS
THESE TANKS ARE ON THE SIDES OF THE VESSEL
WITHIN THE BOTTOM WING OF EACH CARGO HOLD
AND ARE THE CONTINUATION OF THE DB TANKS.
THEY PROVIDE ADDITIONAL SPACE FOR BALLAST
AND THE SLOPING MARGINS OF THE TANKTOP TO
COLLECT THE CARGO IN THE CENTRAL PART OF THE
HOLD.

259
LOWER HOPPER TANK

260
LOWER HOPPER TANK

261
DESCRIBE LOWER HOPPER TANKS

262
 LOWER HOPPER TANK
THESE TANKS ARE ON THE SIDES OF THE VESSEL
WITHIN THE BOTTOM WING OF EACH CARGO HOLD
AND ARE THE CONTINUATION OF THE DB TANKS.
THEY PROVIDE ADDITIONAL SPACE FOR BALLAST
AND THE SLOPING MARGINS OF THE TANKTOP TO
COLLECT THE CARGO IN THE CENTRAL PART OF THE
HOLD.

263
 LOWER HOPPER TANK
THE FUEL TANK PLATING FORMS A SLOPING
BOUNDARY THAT CARRIES STATIC AND DYNAMIC
LOAD DUE TO CARGO AND BALLAST. THE
TRANSVERSE FRAMES IN THE WING TANKS ARE
DIVIDED INTO THREE TYPES, SIDE TRANSVERSE,
BOTTOM TRANSVERSE AND BILGE TRANSVERSE,
ACCORDING TO THE STRUCTURE TO WHICH THEY
ARE ATTACHED.
264
 LOWER HOPPER TANK
IN ADDITION TO CARRYING BALLAST, THE UPPER
AND LOWER WING TANKS HAVE THE FOLLOWING
ADVANTAGES:THE SPACE WHERE AN UNTRIMMED
CARGO WOULD OTHERWISE SHIFT INTO IS
OCCUPIED BY THE UPPER WING TANKS AND VOID
SPACE (UPPER STOOL), MEANING CARGOES SUCH
AS GRAIN CAN SOMETIMES BE CARRIED WITHOUT
BEING TRIMMED.
265
 LOWER HOPPER TANK
•THE LOWER WING TANK, COMBINED WITH THE
LOWER VOID SPACE, SHAPES THE LOWER PART OF
THE CARGO HOLD ENABLING CARGO TO BE EASILY
ACCESSED IN THE CENTRAL PART OF THE HOLD
WHEN DISCHARGED WITH GRABS.

266
 UPPER HOPPER TANK / TOP SIDE WING
1.THESE ARE TANKS OF TRIANGULAR
CONFIGURATION FITTED AT BOTH SHOULDERS/
WINGS OF THE CARGO HOLDS. THEIR PURPOSE IS
TO CARRY BALLAST WATER. TOPSIDE TANKS
CONSIST OF A `TRANSVERSE RING' MADE FROM
FRAMES IN THE TRANSVERSE DIRECTION. EACH
TRANSVERSE RING CONSISTS OF:A DECK
TRANSVERSE THE PART OF THE FRAME UNDER THE
DECK SUPPORTING THE DECK PLATING. 267
 UPPER HOPPER TANK / TOP SIDE WING
2.A SIDE TRANSVERSE THE PART OF THE FRAME
SUPPORTING THE SIDE SHELL PLATING. THIS IS IN
LINE WITH THE SIDE SHELL FRAMES WITHIN THE
CARGO HOLDS (IN SINGLE SKIN BULK CARRIERS)
3.A BOTTOM TRANSVERSE THE PART OF THE
FRAME SUPPORTING THE BOTTOM PART OF THE
TOPSIDE TANK.

268
 UPPER HOPPER TANK / TOP SIDE WING
4.THE TOPSIDE TANKS ARE CONNECTED TO THE
MAIN BALLAST SYSTEM OF THE SHIP. WHEN
DISCHARGING TOPSIDE TANKS, THE BLU CODE
STIPULATES THAT DURING THE LOADING/
DISCHARGING OF CARGO THE DISCHARGE RATE
MUST REMAIN CONSTANT AND THAT THE WEIGHT
OF BALLAST WATER SHOULD BE HARMONIZED WITH
THE WEIGHT OF THE CARGO.
269
UPPER HOPPER TANK / TOP SIDE WING

270
 WHAT ARE BILGES
A BILGE IS THE LOWEST SPACE OF THE SHIP. IT IS THE
AREA WHERE TWO SIDES OF THE SHIP MEET. THE
CORNERS OF THE LOWEST COMPARTMENT OF THE
SHIP CONSTITUTE A BILGE. YOU CAN SEE A BILGE
COMPARTMENT IF YOU GO TO ANY OF THE CORNER
OF LOWEST PLATFORM OF SHIP'S ENGINE ROOM
AND PEEP BENEATH THE FLOOR PLATES.

271
 WHAT ARE BILGES
THESE BILGE COMPARTMENTS ARE ALSO KNOWN
AS BILGE WELLS, WHERE ALL THE BILGE WATER
GETS ACCUMULATED. THE DEPTH AND THE
NUMBER OF BILGE WELLS DEPENDS ON THE SHIP’S
SIZE, ITS CAPACITY AND THE AMOUNT OF BILGE IT
GENERATES. A BILGE WELL IS THE MOST
IMPORTANT RESIDUAL COLLECTION TANK OF THE
ENTIRE ENGINE ROOM. WE WILL LEARN ABOUT THE
IMPORTANCE OF A BILGE WELL LATER IN THE 272
 WHAT IS BILGE WATER
BILGE WATER IS NOT EXACTLY WATER BUT A
MIXTURE OF VARIETY OF SUBSTANCES. ITS A
MIXTURE OF FRESH WATER, SEA WATER, OIL,
SLUDGE, CHEMICALS AND VARIOUS OTHER FLUIDS.

273
WHAT ARE BILGES

274
WHAT ARE BILGES

275
DECK OPENING

276
 DECK OPENING?
WHAT ARE THE SHIP’S DECK OPENING? HOW ARE
THEY STRENGTHEN?
1.ANY HOLES OR OPENINGS CUT IN DECKS CREATE
HIGH LOCAL STRESS
2.WHEN OPENING PENETRATES THE MAIN DECK,
FRAME, PRIMARY STRUCTURE THE FLOW OF STRESS
WILL BE ALTERED SUCH THAT CONCENTRATION OF
STRESS REACHES NEAR THE OPENING
277
 DECK OPENING?
3.ANY SHARP CORNER CAN PRODUCE A NOTCH
WHICH, AFTER STRESSING, COULD RESULT IN A
CRACK.
TORSION: THE HULL IS SUBJECT TO A TWISTING
MOMENT (TORQUE) AND THE STRUCTURE IS IN
'TORSION‘ THE GREATEST EFFECT OCCURS WITH
DECKS HAVING LARGE OPENINGS. MODIFICATION
REQUIRED FOR STRENGTHEN THE SAME
278
 DECK OPENING?
CLASSIFICATION : 3 BROAD CATEGORIES
1. SMALL HOLES :PIPE WAYS , WIRE WAYS
DRAINAGE, SCALLOPS
2. MEDIUM HOLES :VENTS,ACCESS,LIGHTING
3. LARGE HOLES : MACHINERY SPACE,HATCH
OPENING

279
DECK OPENING?

280
DECK OPENING?

281
DECK OPENING?

282
DECK OPENING?

283
DECK OPENING?

284
 DECK OPENING?
DECK OPENING :
1.HOLES CUT IN THE DECK PLATING
2.HATCH OPENING
3.MAST
4.WATERTIGHT DOORS
5.SCUPPERS
6.INLETS AND DISCHARGES
7.FREEING PORTS
285
 DECK OPENING?
DECK OPENING :
1.HOLES CUT IN THE DECK PLATING
2.HATCH OPENING
3.MAST
4.WATERTIGHT DOORS
5.SCUPPERS
6.INLETS AND DISCHARGES
7.FREEING PORTS
286
 DECK OPENING?
8. VENTILLATOR OPENING
9. AIR PIPES
10. PILLARS AND FLUSH SCUTTLES
11.DEADLIGHTS OF ANY SIDESCUTTLES, MACHINERY
SPACE OPENINGS
12. MANHOLES
13. HAWSE PIPE
14. PANAMA LEADS
287
 DECK OPENING?
15.CARGO BOOBY HATCH
16.DOORWAYS IN SUCH DECKHOUSES OR
COMPANIONWAYS
17. GANGWAY AND CARGO LOADING DOORS
BELOW THE MARGIN LINE
18.CLOSURE OF WATERTIGHT AND WEATHERTIGHT
DOORS IN BULKHEADS .

288
 DECK OPENING?
GENERAL STEPS TAKEN TO REDUCE THE LOCAL
STRESS CONCENTRATION
1.WELL ROUNDED CORNERS TO BE USED, AS FAR AS
PRACTICABLE.
2.DOUBLERS TO BE USED TO STRENGTHEN THE
PLATES
3.REINFORCEMENT OF UNDERSIDE PLATING
4.STANCHIONS OR SUPPORTS
289
 DECK OPENING?
5. ALL OPENING OF SHELL PLATING MUST HAVE
ROUNDED EDGE TO AVOID STRESS
CONCENTRATION
6.WHERE THE DECK IS PIERCED BY HATCHES,
SPECIAL COAMINGS OR SURROUNDS TO THE
OPENINGS MUST BE PROVIDED.
7.TALL STRUCTURES (E.G. RADAR MAST) CONSIDER
VIBRATION LOADS.
290
 DECK OPENING?
8.THE DECK PLATING ABREAST OF LARGE OPENINGS
ARE INCREASED IN THICKNESS.
9.THE DECK BETWEEN THE HATCHES MUST BE
SUPPORTED BY LONGITUDINAL OR TRANSVERSE
BEAMS.

291
 DECK OPENING?
DECK OPENINGS ARE THE HOLES CUT IN THE DECK
PLATING, E.G. HATCHWAYS, MASTS, ETC. CREATE
AREAS OF HIGH LOCAL STRESS DUE TO THE LACK OF
CONTINUITY (OF STRUCTURE) CREATED BY THE
OPENING. BOOBY HATCH.

BOOBY HATCH

292
 DECK OPENING?
HATCHWAYS
1. HATCHWAY IS THE HOLE THROUGH WHICH THE
CARGO IS LOADED INTO THE SHIP.
2.HATCHWAYS. THE HATCHWAYS ARE THE
RECTANGULAR OPENINGS IN THE SHIP’S DECKS
GIVING ACCESS TO THE CARGO HOLDS
3.THE VERTICAL PLATING AROUND THE
HATCHWAYS
IS CALLED THE “HATCH COAMING”. 293
294
 DECK OPENING?
4.THE HATCHWAYS ARE USUALLY CLOSED BY HATCH
COVERS. THE HATCHWAYS ARE MADE WEATHER
TIGHT.
5.ANY HOLES OR OPENINGS CUT IN DECKS CREATE
SIMILAR AREAS OF HIGH LOCAL STRESS.
WELLROUNDED CORNERS MUST BE USED WHERE
OPENINGS ARE NECESSARY, AND DOUBLING
PLATES MAY ALSO BE FITTED.
295
 DECK OPENING?
6.IN THE CASE OF HATCHWAYS THE BULK OF THE
LONGITUDINAL STRENGTH MATERIAL IS
CONCENTRATED OUTBOARD OF THE HATCH
OPENINGS ON EITHER SIDE TO REDUCE THE
CHANGE IN SECTION MODULUS AT THE
OPENINGS.

296
 DECK OPENING?
7. WHERE THE DECK IS PIERCED BY HATCHES,
SPECIAL COAMINGS OR SURROUNDS TO THE
OPENINGS MUST BE PROVIDED. THESE LARGE
OPENINGS REQUIRE SPECIAL COMPENSATION TO
OFFSET THEIR EFFECT ON THE STRUCTURAL
STRENGTH OF THE SHIP

297
 DECK OPENING?
STIFFENING THE HATCH OPENING
HATCH CORNERS
1. INCREASED MORE PLATES WITH MORE THICKNESS
2. MOSTLY REQUIRES AT HATCH CORNERS
3. HATCH COAMING IS EXTENDED BEYOND THE
CORNER TO FORM BRACKET
4.OPENING CORNER ROUNDED OFF WITH
REASONABLE RADIUS, ELLIPTICAL OR PARABOLIC
TO AVOID CONCENTRATION OF STRESS 298
 DECK OPENING?
DECK PLATING
1.DECK PLATES ARE TO BE STRENGTHEN TO RESISTS
LONGITUDINAL STRESS
2.PLATE THICKNESS TO BE INCREASED

299
 DECK OPENING?
BEAMS :
1. HALF BEAMS WILL BE CONNECTED TO THE HATCH
COAMING AND BY DECK GIRDER
2.DECK GIRDERS INTEGRAL PART OF HATCH
COAMING
3. PILLAR SUPPORT:USUALLY A PILLAR IS PLACED
NEAR HATCH CORNERS INTERSECTION AT DECK
GIRDER AND STRONG BEAM
300
301
302
303
304
 DECK OPENINGS -HOWSE PIPE
HAWSE PIPE
1.THE HAWSE PIPE IS FITTED TO ENABLE A SMOOTH
RUN OF THE ANCHOR CABLE TO THE WINDLASS
AND TO MAINTAIN THE WATERTIGHT INTEGRITY OF
THE FORECASTLE
2. SHOULD BE OF AMPLE SIZE TO PASS THE CABLE
WITHOUT SNAGGING WHEN RAISING OR
LOWERING THE ANCHOR.
305
 DECK OPENINGS -HOWSE PIPE
3.CONSTRUCTION IS USUALLY OFTHICK PLATING
WHICH IS ATTACHED TO A DOUBLING PLATE AT THE
FORECASTLE DECK AND A REINFORCED STRAKE OF
PLATING AT THE SIDE SHELL.
4. A RUBBING OR CHAFING RING IS ALSO FITTED AT
THE OUTSIDE SHELL. A SLIDING PLATE COYER IS
SHAPED TO FIT OVER THE CABLE AND CLOSE THE
OPENING WHEN THE SHIP IS AT SEA.
306
 HOWSE PIPE

https://www.youtube.com/watch?v=FGNHWcAVFhU
307
HOWSE PIPE

308
 WHAT IS HAWSE PIPE?
1. THE MAIN FUNCTION OF THE HAWSE PIPE IS TO
GUIDE THE CHAIN FROM DECK LEVEL TO OUTSIDE
THE SHELL PLATING.
2. THE HAWSE PIPE SHOULD BE CONSTRUCTED TO A
SIZE LARGE ENOUGH TO ACCOMMODATE SMOOTH
RUNNING OF THE CHAIN AND TO PROVIDE SECURE
STOWAGE OF THE ANCHOR, PERMITTING IT TO
DROP FREELY WHEN RELEASED WITHOUT JAMMING
OR RISKING DAMAGE TO THE HULL STRUCTURE.309
 WHAT IS HAWSE PIPE?
3. CONSTRUCTION IS USUALLY OF THICK PLATING
WHICH IS ATTACHED TO A DOUBLING PLATE
4. AT THE FORECASTLE DECK AND A REINFORCED
STRAKE OF PLATING AT THE SIDE SHELL
5. A RUBBING OR CHAFING RING IS ALSO FITTED AT
THE OUTSIDE SHELL
6. THESE ARE OFTEN STEEL CASTINGS WELDED TO
THE ENDS OF THE TUBULAR STEEL HAWSE PIPE
AND SHELL 310
 DECK OPENINGS
WATERTIGHT /WEATHER TIGHT OPENING AND
DOORS
1.WHERE DOORS ARE FITTED INTO STRUCTURES
ABOVE THE FREEBOARD DECK THEY MUST BE OF
ADEQUATE STRENGTH AND ABLE TO MAINTAIN THE
WATERTIGHT INTEGRITY OF THE STRUCTURE.
2. THE OPENINGS HAVE RADIUSED CORNERS TO
REDUCE THE STRESS EFFECTS OF THE
DISCONTINUITY 311
 DECK OPENINGS
3. A SUBSTANTIAL FRAMING IS ALSO FITTED OR
ADDITIONAL STIFFENING TO RETAIN THE STRENGTH
OF THE STRUCTURE.
4. DOORS FITTED TO THE OPENINGS ARE OF STEEL
SUITABLY STIFFENED, WITH A RUBBER GASKET
FITTED TO EFFECT WATERTIGHTNESS.

312
 DECK OPENINGS
5.THE DOORS HAVE SECURING CLIPS OR 'DOGS'
WHICH CAN BE OPERATED FROM EITHER SIDE. THE
DOGS FASTEN ON WEDGES WHICH PULL THE FRAME
EDGE INTO THE GASKET, SEALING THE DOOR SHUT.
DETAILS OF THE DOOR CONSTRUCTION AND
CLOSING ARRANGEMENTS ARE SHOWN BELOW

313
DECK OPENINGS - DOORS

314
DECK OPENINGS - DOORS

315
 DECK OPENING - FUNNEL DOOR
1.THE CASING TOP IS OF STIFFENED PLATE
CONSTRUCTION, WITH DEEP GIRDERS AND
BRACKETS
2. AROUND THE OPENINGS FOR THE UPTAKES.
3. HEAVY BRACKETS CONNECT THE TRANSVERSE
BEAMS TO THE VERTICAL STIFFENERS. THIS
ARRANGEMENT ENSURES ADEQUATE SUPPORT FOR
THE FUNNEL,WHICH SITS ON THE CASING TOP.
316
DECK OPENING - FUNNEL DOOR

317
 WHAT IS FREEING PORT?
FREEING PORTS ARE CUT IN BULWARKS FORMING
WELLS ON DECKS IN ORDER THAT WATER MAY
QUICKLY DRAIN AWAY

318
ANCHOR, CHAIN,AND MOORING
ARRANGEMENT

319
 WHAT IS SHIPS ANCHOR
ANCHOR IS A DEVICE MADE OF METAL, ATTACHED
TO A SHIP BY A CABLE OR CHAIN AND LOWERED TO
THE SEABED TO HOLD THE VESSEL IN A PARTICULAR
PLACE BY MEANS OF A FLUKE OR POINTED
PROJECTION THAT DIGS INTO THE SEA BOTTOM.

320
WHAT IS SHIPS ANCHOR

321
 WHAT IS SHIPS ANCHOR
THE CROWN, ARMS, AND FLUKES OF A STOCKLESS
ANCHOR ARE CAST IN ONE PIECE AND CAN PIVOT
SLIGHTLY FROM SIDE TO SIDE ON THE SHANK. THE
FLUKES ARE LONG AND HEAVY, AND HAVE
PROJECTING SHOULDERS AT THEIR BASE THAT
CATCH ON THE SEABED. AS MORE DRAG IS
EXERTED, THE SHOULDERS FORCE THE FLUKES
DOWNWARD INTO THE BOTTOM.
322
SKETCH AND LABEL KENTER LUGLESS SHACKLE

323
SKETCH AND LABEL KENTER LUGLESS SHACKLE

324
 KENTER LUGLESS SHACKLE
THE KENTER JOINING SHACKLE IS USED TO
CONNECT TWO SEPARATE LENGTHS OF CHAINS.
THE SHACKLE CONSISTS OF TWO SEPARATE HALVES
THAT ARE SECURELY JOINED TOGETHER WITH A
CENTRE CHOCK AND TAPER PIN. REMOVE THE
TAPER PIN TO ‘UNLOCK’ THE SHACKLE AND
CONNECT YOUR CHAINS.
https://www.youtube.com/watch?v=vXNxA8kUJUs

325
SKETCH AND LABEL BITTER END

https://www.youtube.com/watch?v=qufZI7v9h60
326
SKETCH AND LABEL BITTER END

327
 BITTER END
THE INBOARD END OF A SHIP ANCHORING CABLE
WHICH IS SECURED IN THE CHAIN LOCKER BY THE
CLENCH PIN IS CALLED THE BITTER END OF
ANCHOR CABLE.

328
 BITTER END
IN EMERGENCY WHEN THE WEATHER TURNS BAD
AND OPERATION OF THE WINDLASS IS NOT
POSSIBLE, EITHER BECAUSE THE WINDLASS IS
DEFECTIVE OR THE ENTRY TO FORECASTLE DECK IS
NOT POSSIBLE, THE CHAIN CAN BE MADE TO RUN
OUT BY DISMANTLING THE JOINING SHACKLE IN
THE CHAIN LOCKER, AND RELEASING THE
WINDLASS BRAKE.
329
 BITTER END
A MARKER BUOY IS ATTACHED TO THE CHAIN SO
THAT THE CHAIN AND ANCHOR CAN BE
RECOVERED LATER.
THE FASTENING FOR SECURING THE BITTER END IS
TO BE CAPABLE OF WITHSTANDING A FORCE OF
NOT LESS THAN 15% AND NOT GREATER THAN 30%
OF THE MINIMUM BREAKING STRENGTH OF THE
AS FITTED CHAIN CABLE.
330
 BITTER END
IN CASE OF EMERGENCY, THE CHAIN CABLE MAY BE
EASILY SLIPPED TO SEA FROM AN ACCESSIBLE
POSITION OUTSIDE THE CHAIN CABLE LOCKER.
WHERE THE MECHANISM FOR SLIPPING THE CHAIN
CABLE TO SEA PENETRATES THE CHAIN LOCKER
BULKHEAD, THIS PENETRATION IS TO BE MADE
WATERTIGHT.

331
 SKETCH AND LABEL SPURLING PIPE
THE ANCHOR CABLE
PASSES THROUGH
THESE PIPES FROM THE
WINDLASS OR CABLE
HOLDER TO THE CABLE
LOCKER .

332
 SKETCH AND LABEL SPURLING PIPE
SPURLING PIPE HAS CANVAS
SLEEVES TO KEEP THE WATER
FROM ENTERING THE CHAIN
LOCKER IS REMOVED BY
EDUCTOR FOR DIRECT
DISCHARGE OVERBOARD.
HINGED DOOR IS FITTED IN FWD
BULKHEAD FOR GIVING ACCESS
TO CHAIN LOCKER. 333
SHORT NOTES ON CHAIN LOCKER

334
 SHORT NOTES ON CHAIN LOCKER
CHAIN LOCKER
1. FORWARD OF COLLISION BULKHEAD
2. CHAIN LOCKER DIMENSIONS ARE DETERMINED
IN RELATION TO THE LENGTH AND SIZE OF
CABLE, THE DEPTH BEING SUCH THAT THE CABLE
IS EASILY STOWED, AND A DIRECT LEAD AT ALL
TIMES IS PROVIDED TO THE MOUTH OF THE
CHAIN PIPE.
335
 SHORT NOTES ON CHAIN LOCKER
3. PORT AND STARBOARD CABLES ARE STOWED
SEPARATELY IN THE LOCKER
4. CENTRELINE BULKHEAD IS FITTED FOR PORT AND
STARBOARD COMPARTMENT
5. IT IS DESIRABLE TO HAVE AN ARRANGEMENT FOR
SLIPPING THE CABLE FROM OUTSIDE THE CHAIN
LOCKER.

336
 SHORT NOTES ON CHAIN LOCKER
6. CHAIN LOCKER HAS CONVENTIONALLY STIFFENED
FORWARD AND SIDE BULKHEADS
7. A FALSE BOTTOM MAY BE FORMED BY
PERFORATED PLATES ON BEARERS. WHERE FITTED
THIS PROVIDES A MUDBOX WHICH CAN BE
CLEANED AND IS DRAINED BY A CENTRE LINE
SUCTION, THE BOTTOM PLATING SLOPING INBOARD

337
 SHORT NOTES ON CHAIN LOCKER
8. SPURLING PIPES ARE OF TUBULAR
CONSTRUCTION WITH CASTINGS OR OTHER
ROUNDED END MOULDINGS TO PREVENT CHAFING.

338
LABEL FORCASTLE DECK MOORING ARRANGEMENT

339
LABEL FORCASTLE DECK MOORING ARRANGEMENT

340
LABEL FORCASTLE DECK MOORING ARRANGEMENT

341
SKETCH AND LABEL STOCKLESS ANCHOR
STOCKLESS ANCHOR
ANCHOR WITH STOCK

342
 SKETCH AND LABEL STOCKLESS ANCHOR
A STOCKLESS SHIP ANCHOR IS DESIGNED FOR
SHIPS THAT MAY ENCOUNTER ALL TYPES OF SEA
BOTTOMS, AS THEY HAVE THE ADVANTAGE OF A
DEAD WEIGHT FOR HOLDING IN VERY HARD
BOTTOMS, AND THE ABILITY TO BITE AND HOLD IN
SAND AND/OR MUD. STOCKLESS ANCHORS ARE
RUGGED IN CONSTRUCTION AND SIMPLE IN
DESIGN MAKING THEM EASY TO HANDLE.
343
 SKETCH AND LABEL STOCKLESS ANCHOR
A STOCKLESS SHIP ANCHOR HAS NO TOP STOCK
(CROSSPIECE) ON THE SHANK AND THE ARMS ARE
PIVOTED SO THAT BOTH OF THEM CAN ENGAGE AT
THE SAME TIME. STOCKLESS ANCHORS ARE USED
PRINCIPALLY BECAUSE OF THEIR EASE OF
HANDLING AND STOWING. CROWN, ARMS, AND
FLUKES OF A STOCKLESS SHIP ANCHOR ARE CAST
IN ONE PIECE AND CAN PIVOT SLIGHTLY FROM
SIDE TO SIDE ON THE SHANK. 344
 SKETCH AND LABEL STOCKLESS ANCHOR
THE FLUKES ARE LONG AND HEAVY AND HAVE
PROJECTING SHOULDERS AT THEIR BASE THAT
CATCH ON THE SEABED. AS MORE DRAG IS
EXERTED, THE SHOULDERS FORCE THE FLUKES
DOWNWARD INTO THE BOTTOM. STOCKLESS
ANCHORS HAVE REPLACED THE OLDER STOCK
ANCHOR ON MOST OF THE LARGE SHIPS OF THE
WORLD.
345
 HOW CABLE SECURED TO ANCHOR
ANCHOR CHAINS CONSIST OF CHAIN LINKS WHICH
CAN BE EITHER STUD-LINKS OR STUDLESS LINKS.
THE CHAIN ACCESSORIES INCLUDE SHACKLES
(ANCHOR SHACKLE, JOINING SHACKLE, KENTER
JOINING SHACKLE, SWIVEL SHACKLE, RAMFOR
CONNECTOR, PEAR SHACKLE, MOORING SHACKLE,
SWIVEL-FORERUNNER, ETC.)

346
 HOW CABLE SECURED TO ANCHOR
MOORING SHACKLE

SWIVEL SHACKLE

347
HOW CABLE SECURED TO ANCHOR

348
HOW CABLE SECURED TO ANCHOR

349
Describe a) Roller, b) multi angle, c) pedestal d) panama
fair lead e)Mooring bitts f) deck Cable stopper

350
 FAIRLEAD
FAIRLEAD ARE WELDED DIRECTLY ON TO THE
SHIP’S HULL STRUCTURE.
TYPES :
•ROLLER FAIRLEAD
•ROLLER FAIRLEAD WITH PEDESTAL
•MULTI ANGLED FAIRLEAD
•PANAMA FAIRLEAD

351
ROLLER FAIRLEAD
•Protects the rope from
getting damaged from
sharp edges
•Usually used in steel
cable

352
 ROLLER FAIRLEAD WITH PEDESTAL
A roller fairlead
usually operating
in a horizontal
plane. Its
function is to
change the
direction of lead
of a mooring or
of other line on a
deck.
353
 MULTIANGLED FAIRLEAD
1.A fairlead is a device
to guide a line, rope or
cable around an object,
out of the way or to
stop it from moving
laterally
2. Wide angular range
3. Horizontal ,vertical
and oblique change of
direction

354
PANAMA FAIRLEAD

355
BOLLARD AND BITTS
1. Usually on jetty
known as
bollard
2. On ship twin
structure
known as BITTS
3. On tankers
usually say
bollard

356
RAT GUARD

357
ANCHOR CHAIN STOPPER
A fitting used to
secure the anchor
chain when riding at
anchor, thereby
relieving the strain
on the windlass, and
also for securing the
anchor in the
housed position in
the hawse pipe. 358
 ANCHOR CHAIN STOPPER
CHAIN STOPPER OR BOW STOPPER .
1.WHEN PUT IN PLACE TRANSFER THE WEIGHT ON
SHIP STRUCTURE
2.STOPPER DOES NOT ALLOW TO SLACK CHAIN IN
BAD WEATHER .

359
360
SKETCH AND LABEL TANK BREATHER

361
SKETCH AND LABEL TANK BREATHER

362
 AIR VENTS
1. AIR PIPES ALLOW AN ENCLOSED SPACE TO
‘BREATHE’.
2. THEY PREVENT OVER-OR UNDER-PRESSURE BY
LETTING AIR IN OR OUT OF THE SPACE WHEN
LIQUID IS
PUMPED IN OR OUT, OR WHEN TEMPERATURE
CHANGES CAUSE AIR OR FLUIDS TO EXPAND OR
CONTRACT
3 TYPES : NON SELF CLOSING B) SELF-CLOSING
363
 AIR VENTS
4. ALL TANKS AND COFFERDAMS ARE TO BE
PROVIDED WITH AIR PIPES WHICH HAVE
SUFFICIENT CROSS
SECTIONAL AREAS TO PERMIT EASE OF VENTING,
FROM ANY PART OF THE TANKS AND
COFFERDAMS.
FOR EASY VENTING, AIR PIPES ARE ARRANGED AT
THE HIGHEST POSITION OF TANK TOP AREA,
GENERALLY AT THE FORE AND AFT ENDS OF TKS.
364
LSKETCH AND LABEL STOCKLESS ANCHOR

365
SKETCH AND LABEL SOUNDING PIPES

366
 SKETCH AND LABEL SOUNDING PIPES
1. SOUNDING MEANS THE MEASUREMENT OF
DEPTH OF LIQUID IN TANK.
2. ALL TANKS, COFFERDAMS, CARGO HOLDS, AND
CHAIN LOCKERS WHICH ARE NOT READILY
ACCESSIBLE SHOULD BE PROVIDED WITH
SOUNDING PIPES OR LIQUID LEVEL INDICATORS
WHICH HAVE BEEN APPROVED BY THE SOCIETY.
3. USUALLY DEEPEST POINT OF TANKS, WHICH IS
GENERALLY AT THE AFT END. 367
 SKETCH AND LABEL SOUNDING PIPES
TYPES
1. ORDINARY SOUNDING PIPES: INSERTING
SOUNDING ROD FROM DECK THROUGH
SOUNDING PIPE
2. FOR TANKS AND BILGES
3. SHORT SOUNDING PIPES
4. SOUNDING PIPES WITH SELF-CLOSING MEANS
INSTALLED IN ENGINE ROOM, AND WHICH ARE
ACCESSIBLE TO THE CREW. 368
 SKETCH AND LABEL SOUNDING PIPES
STRIKER PLATES
AT THE END OF SOUNDING PIPES EITHER STRIKING
PLATE WITH THE THICKNESS OF ABOUT 10 MM FOR
SMALL SHIP AND 12 MM FOR LARGE SHIP OR END
PLATE IS TO BE FITTED TO AVOID DAMAGE TO THE
BOTTOM SHELL PLATING UNDER THE SOUNDING
PIPE WHERE THE SHARP CORN OF THE SOUNDING
ROD FREQUENTLY STRIKES THE BOTTOM PLATE.
369
SKETCH SOUNDING PIPES

370
 SKETCH AND DESCRIBE VENTILATOR
1.SHIPBOARD VENTILATION MAY BE DIVIDED IN
SEVERAL GROUPS SUCH AS ACCOMMODATION
SPACES, SANITARY SPACES, STORES AND
PROVISIONS, ENGINE ROOM AND CARGO HOLDS.
2. VENTILATION IS THE PROVISION OF A SUPPLY
OF FRESH UNTREATED AIR THROUGH A SPACE
3. VENTILATION MINIMIZES TOXIC AND
INFLAMMABLE GAS ACCUMULATION INSIDE THE
CARGO SPACES. 371
 SKETCH AND DESCRIBE VENTILATOR
4. VENTILATION HELPS TO REMOVE DAMP MOIST
AIR FROM INSIDE THE HOLD.
5. VENTILATION OF CARGO MAY BE NECESSARY TO
REMOVE HEAT, DISSIPATE GAS, HELP PREVENT
CONDENSATION AND/OR REMOVE TAINT

372
SKETCH AND DESCRIBE VENTILATOR

TYPES OF VENTILATION
1. NATURAL VENTILATION
2. MECHANICAL VENTILATION

373
 SKETCH AND DESCRIBE VENTILATOR
1. NATURAL VENTILATION
A) SURFACE VENTILATION
B) THROUGH VENTILATION
• NATURAL METHOD OF CIRCULATION OF AIR
• HOT AIR MOVES UP.COLD AIR IS HEAVY AND
MOVES DOWN
• LOW COST ,SIMPLE DESIGN , NO MAINTENANCE
• DISADVANTAGE: LOW WIND SPEED, NOT IN USE.
374
 SKETCH MECHANICAL VENTILATOR
1. FORCED VENTILATORS ARE IN THE FORM OF
MUSHROOMS EITHER PLACED ON ALL THE FOUR
CORNERS OF THE COMPARTMENT OR ONE EACH
FORWARD AND AFT CLOSE TO THE CENTRELINE.
2. THEY HAVE AN ELECTRICAL BLOWER WHICH IS
CAPABLE OF BEING USED EITHER FOR SUPPLYING
THE AIR OR FOR DRAWING OUT THE EXISTING AIR
3. IN HOLD 2 BLOWERS ARE USED FOR SUPPLY ,2
BLOWERS ARE USED FOR EXHAUST
375
SKETCH AND LABEL MECHANICAL VENTILATOR

376
 DESCRIBE WHAT IS HOLD STRUM BOX
STRUM BOX MEANS A
PERFORATED
METAL BOX FITTED
AROUND A BILGE
SUCTION
PIPE OPENING TO
PREVENT DEBRIS FROM
CHOKING THE PIPE.
377
 SKETCH AND DESCRIBE HOLD STRUM BOX
1. THE PERFORATED STRUM BOX FITTED ON A BILGE
SUCTION LINE PREVENTING CARGO RESIDUES TO
ENTER THE BILGE LINE.
2. THEREFORE, AFTER A CARGO DISCHARGE
OPERATION THE STRUM BOX SHOULD BE CHECKED
AND CLEANED IN ORDER TO ENSURE THAT THE BILGE
SUCTION LINE WILL NOT BLOCK
3.THE STRUM BOX SHOULD ALSO BE CHECKED FOR
CORROSION 378
 SKETCH AND DESCRIBE HOLD STRUM BOX
NON RETURN VALVES
B) IN ORDER TO PREVENT WATER BEING PUMPED
FROM HOLD BILGES TO THE ENGINE ROOM, OVER
SIDE OR INTO ANOTHER TANK FROM FLOWING
BACK THROUGH THE BILGE LINE AND INTO THE
HOLD BILGE WELLS
AGAIN, NON RETURN VALVES ARE FITTED TO THE
HOLD BILGE PUMPING SYSTEMS.
379
SKETCH AND DESCRIBE HOLD STRUM BOX

380
 WHAT IS SCUPPER
DRAIN THAT ALLOWS WATER ON THE DECK OF A
VESSEL TO FLOW OVERBOARD. DRAINPIPE, WASTE
PIPE, DRAIN - A PIPE THROUGH WHICH LIQUID IS
CARRIED AWAY.
DIFFERENCE BETWEEN DRAIN AND SCUPPER
DRAIN IS A CONDUIT ALLOWING LIQUID TO FLOW
OUT OF AN OTHERWISE CONTAINED VOLUME WHILE
SCUPPER IS (NAUTICAL) A DRAINAGE HOLE ON THE
DECK OF A SHIP. 381
SHIPS DECK SCUPPER DRAIN

382
SKETCH AND LABEL SCUPPER DRAIN

383
 WHAT IS SCUPPER
1. SCUPPERS ARE AN OPENING CUT THROUGH THE
BULWARKS OF A SHIP SO THAT WATER PRESENT
ON DECK MAY FLOW OVERBOARD.
2. SCUPPER PLUGS ARE INSERTED INTO THE
SCUPPERS DURING BUNKERING, WHICH IS THE
PROCESS OF RECEIVING OIL IN THE SHIP’S TANK,
AS WELL AS DURING OTHER CARGO OPERATIONS.

384
 WHAT IS SCUPPER
3. THIS IS TO PREVENT OILY, OR OTHERWISE
CONTAMINATED, WATER FROM FLOWING
OVERBOARD INTO WATERWAYS.
4. SCUPPER PLUGS ARE REQUIRED BY LAW FOR, OIL
TANKERS AND OFFSHORE OIL BARGES IN CASE OF
OIL SPILLS ON DECK.

385
SKETCH AND LABEL RAILING ON SHIPS DECK

386
387
SKETCH AND LABEL BALLAST SYSTEM PIPELINE

388
SKETCH AND LABEL BALLAST SYSTEM PIPELINE

389
SKETCH AND LABEL BALLAST SYSTEM PIPELINE
BALLAST WATER IS CRUCIAL FOR THE SAFE
OPERATION OF SHIPS. BALLAST IS USED TO
COMPENSATE FOR DIFFERENT CARGO LOADS THAT A
SHIP MAY CARRY AT DIFFERENT TIMES, INCLUDING
CHANGES IN WEIGHT DURING LOADING AND
UNLOADING. IT ALSO PROVIDES STABILITY AND
MANOEUVRABILITY DURING A SHIP'S VOYAGE.

390
 TANKER CARGO PIPPING ARRANGEMENT
THE ARRANGEMENT OF LOADING AND DISCHARGE
LINES IS COLLECTIVELY KNOWN AS THE SHIP’S
CARGO SYSTEM. CONFIGURATION:
BOTTOM LINES : THE PIPES LEADING FROM THE
CARGO TANKS TO THE PUMPS ARE TERMED AS
BOTTOM LINES,
RISERS : LINES GOING FROM PUMPROOM TO THE
DECK ARE KNOWN AS RISERS
391
 TANKER CARGO PIPPING ARRANGEMENT
DROP LINES: THE LINES WHICH LEAD FROM THE
DECK TO THE TANKS ARE CALLED DROP LINES.
COW LINES (CRUDE OIL WASHING LINES) – IT
BRANCHES OFF FROM MAIN DISCHARGE LINES AND
GOES TO EVERY TANK. USED FOR CLEANING OF THE
TANKS
STRIPPER LINE. AFTER MAIN PUMP LOSSES
SUCTION, STRIPPER PUMPS ARE USED TO
DISCHARGE THE LAST PART OF THE CARGO. 392
COW ARRANGEMENT

393
TANK CLEANING ARRANGEMENT

394
TANKER SHIP STRIPPING ARRANGEMENT

395
TANKER SHIP STRIPPING ARRANGEMENT
Reciprocating pumps are steam powered. To reduce the hazard
from hot steam lines in the pumproom, the lines must be
completely and tightly insulated to prevent vapourisation or
ignition of any cargo leaks which could spray or flow onto them.
A second type of stripping pump is a rotary or gear pump.
These usually consist of two meshing gears which move the
cargo between the pump casing and the gear teeth as the gears
are rotated. These pumps are usually powered by an electric
motor. They are very efficient and particularly suited for
pumping high viscosity oils, such as lubricating oils or molasses.
A third method of stripping tanks does not use a pump at all,
but a device called an eductor. The eductor obtains its vacuum
or 'lift' by use of a drive fluid, normally the stream of cargo from
the main cargo pump discharge. The principal advantage of the
eductor is that it cannot lose suction or be damaged by being
run dry. The disadvantage is that once the main cargo pump is
stopped, there is no drive fluid available and no further
stripping is possible.
396
TANKER -DIRECT PIPING ARRANGEMENT

397
 TANKER -DIRECT PIPING ARRANGEMENT
SIMPLEST SYSTEM
1.IT TAKES OIL DIRECTLY FROM THE TANK TO THE
PUMP SO REDUCES FRICTION
2. FEWER VALVES AND PIPELINES
3. EASY TO OPERATE
4. LESS TIME FOR LINE SETTING
5 CONTAMINATION IS UNLIKELY AS EASY TO ISOLATE
EACH SECTION
398
 TANKER -DIRECT PIPING ARRANGEMENT
DISADVANTAGES
VERY INFLEXIBLE
DIFFICULTY IN MULTIPORT DISCHARGE
CARRYING MORE THAN 3 PARCELS
CONCURRENTLY CAN BE DIFFICULT

399
TANKER CARGO RING MAIN SYSTEM

400
 TANKER –RING MAIN ARRANGEMENT
PIPING SYSTEM IN CENTRE LINE BULKHEAD (PORT &
STBD TANK) -FIGURE 1
1.EACH TANK OR OIL COMPARTMENT HAS TWO
SUCTIONS — ONE DIRECT SUCTION AND ONE
INDIRECT SUCTION
2. FOR PORT CARGO TANKS:
• THE DIRECT SUCTIONS FOR THE PORT TANKS ARE
ALL ON THE PORT CARGO LINE, AND FEED THE PORT
CARGO PUMP 401
 TANKER –RING MAIN ARRANGEMENT
•THE INDIRECT SUCTIONS FOR THE PORT CARGO
TANKS FEED THE STARBOARD CARGO LINE AND THE
STARBOARD CARGO PUMP.
•MASTER VALVES ARE PROVIDED ON EACH LINE
BETWEEN THE TANKS, SO AS TO ISOLATE EACH
TANK FROM THE OTHER WHEN NECESSARY.
•SAME FOR STBD CARGO TANKS . DIRECT LINE &
INDIRECT LINE
402
 TANKER –RING MAIN ARRANGEMENT
TWIN BULKHEAD TANKER – P-C-S TANKS . FIGURE 2
• FITTED WITH STRIPPER SYSTEM
• THE PIPELINE TRAVELS AROUND THE SHIP IN THE WING
TANKS, CROSSING OVER FROM ONE
SIDE TO THE OTHER.
• CROSS OVER VALVE IS USED .
• RING MAIN IS FLEXIBLE SYSTEM
• GREATER NUMBER OF DIFFERENT PARCELS CAN BE
LOADED
• TRIM AN STRESSES MORE EASILY CONTROLLED 403
 TANKER -FREE FLOW SYSTEM
1. SLUICE VALVES IN THE TANK BULKHEAD INSTEAD
OF PIPE LINE.
2. WITH LARGE STERN TRIM THE SYSTEM CAN
DISCHARGE ALL THE CARGO
FROM THE AFTERMOST TANK VIA DIRECT LINES
TO THE PUMP ROOM
3. HIGH DISCHARGE RATE OBTAINED

404
 TANKER -FREE FLOW SYSTEM
4. ONLY SINGLE CARGO CAN BE LOADED
5. USUALLY ON VLCC
6. LESS PIPE LINE, LESS VALVES, EFFICIENT SYSTEM
7. REQUIRES PROPER MONITORING , OTHERWISE
CARGO WILL OVERFLOW

405
TANKER -FREE FLOW SYSTEM
FREE-FLOW SYSTEM. IN THIS
SYSTEM, THE OIL FLOWS FREELY INTO
THE AFT MOST TANKS WHEN THE
INTERCONNECTING GATE VALVES ARE
OPENED. MAIN SUCTION BELLMOUTHS
IN A FULL FREE FLOW TANKER WILL
ONLY BE PROVIDED IN THE AFT TANKS.
HOWEVER, EACH TANK IS GENERALLY
PROVIDED WITH A SMALL STRIPPING
LINE.
406
 SKETCH AND DESCRIBE BOW DOOR
1. MANY RO-RO SHIPS HAVE BOW DOORS, I.E. THE
BOW OF THE SHIP IS ITSELF A HYDRAULICALLY
HINGED STRUCTURE WHICH ACTS AS A DOOR,
FROM WHICH A RAMP EXTENDS OUT FOR CARGO
FLOW IN AND OUT OF THE SHIP. ONE OF THE
WORST MARITIME ACCIDENTS HAS OCCURRED
DUE TO THE FAILURE OF THIS VERY SYSTEM- ON
BOARD MV ESTONIA IN 1994.
2. BOW DOOR SHOULD BE WATERTIGHT 407
 SKETCH AND DESCRIBE BOW DOOR
3. BOW DOORS ARE EITHER VISOR TYPE OR SIDE HINGED
TYPE
4. THESE ARE SITUATED ABOVE THE FREEBOARD DECK AND
WHERE THE BOW DOORS LEAD TO A COMPLETE
OR LONG FORWARD ENCLOSED SUPERSTRUCTURE
5. BOW DOORS MAY HAVE DIFFERENT ARRANGEMENTS:
A)VERTICAL OPENING BOW DOOR B) HORIZONTAL OPENING
BOW DOOR. IN BOTH CASES, DOORS ARE LINKED TO THE
HULL STRUCTURE BY MEANS OF HINGED ARMS,
CONNECTED TO THE MANOEUVRING CYLINDERS 408
 SKETCH AND DESCRIBE BOW DOOR
6. THEY ARE MADE BY A STEEL STRUCTURE
SPECIALLY DESIGNED TO MAINTAIN THE
STRUCTURAL INTEGRITY
OF THE SHIP AND A HYDRAULIC OPERATING SYSTEM
TO PERFORM OPENING AND CLOSING OPERATIONS
7. VERTICAL OPENING DOORS ARE BEST SUITED FOR
RO-RO SHIPS, WHILE HORIZONTAL OPENING
DOORS ARE FOR NAVAL VESSEL
409
SKETCH AND DESCRIBE BOW DOOR

410
SKETCH AND DESCRIBE STERN DOOR RO-RO

411
 SKETCH AND DESCRIBE STERN DOOR RO - RO
RO-RO VESSELS MAY BE FITTED WITH STERN DOORS
1. STERN DOORS SHOULD BE WATER TIGHT
2. TYPES :A)HINGED DOWN B)HINGED UP
STERN CARGO DOORS ARE GENERALLY VERY CLOSE
TO THE WATERLINE OF THE SHIP

412
 DESCRIBE RO-RO SHIP ISSUES
1. LACK OF INTERNAL BULKHEADS. AS CARGO NEEDS TO BE
ABLE TO MOVE INSIDE THE VESSEL, THERE ARE A
LACK OF BULKHEADS IN THE VEHICLE DECK. THIS MEANS
THAT WATER CAN ENTER RAPIDLY IF THE VESSEL
SINKS.
2. CARGO ACCESS DOORS ON THE VESSEL ARE POTENTIAL
WEAK SPOTS. THE DOORS CAN BECOME
DAMAGED OR TWISTED OVER THE YEARS, ALLOWING
WATER TO SEEP THROUGH. PROPER MAINTENANCE
REQUIRED 413
 DESCRIBE RO-RO SHIP ISSUES
3. STABILITY: AS PASSENGER CABINS ARE BUILT
ABOVE THE VEHICLE DECK, THE CENTER OF MASS IS
MOVED UP MAKING IT UNSTABLE.
4. LOW FREEBOARD IS A POTENTIAL PROBLEM.
CARGO ACCESS DOORS FITTED ON THE SHIPS ARE
OFTEN VERY CLOSE TO THE WATERLINE. THIS MEANS
THAT A SUDDEN LIST CAN BRING A RUSH OF
WATER,WHICH CAN LEAD TO A CAPSIZING.
414
 DESCRIBE RO-RO SHIP ISSUES
5. CARGO STOWAGE AND SECURING. CARGO CAN
BREAK LOOSE IF NOT CORRECTLY STOWAGE THE
HIGH SIDES OF THE RO-RO ALSO POSE A PROBLEM.
6. LIFEBOATS ARE STOWED HIGH UP, MAKING THEM
DIFFICULT TO DEPLOY IF THE SHIP IS LISTING
7. THE CREW MEMBERS OF RO-RO SHIP NEED TO
TRAINED IN SPECIAL AND RIGOURS WAY . WHICH
MAKES THEM VULNERABLE TO HUMAN ERROR.
415
SKETCH AND LABEL STERN FRAME

416
DRAW SIMPLE SKETCH OF PROPELLER & PROPELLER SHAFT, STERN
TUBE & ADJACENT STRUCTURES AND LABEL THE SAME

417
 DESCRIBE TYPES OF RUDDERS
THE BASIC FORM OF A RUDDER IS A FLAT PLATE OR
SHEET OF MATERIAL WHICH IS USED TO STEER THE
SHIPS, BOATS, SUBMARINE ETC. RUDDER OPERATES
BY DIRECTING THE FLOW OF WATER THEREBY
MAKING A TURNING MOMENT WHICH MAKE THE
SHIP TURN.
TYPES OF RUDDER
1. BALANCED 2. SEMI BALANCED 3. UN BALANCED
418
 DESCRIBE TYPES OF RUDDERS
MANY OF THE RUDDERS WHICH ARE FOUND ON
PRESENT-DAY SHIPS ARE SEMI BALANCED
1. UN-BALANCED RUDDERS WITH THE FULL AREA
AFT OF THE AXIS ARE ALSO FITTED. AN
UNBALANCED RUDDER HAS ALL OF ITS AREA AFT OF
ITS AXIS OF ROTATION, RESULTING IN A HIGH
TORQUE ON STEERING GEAR, RUDDER STOCK
AND PINTLES.
419
UN-BALANCED RUDDER

420
RUDDER

421
 SEMI BALANCED RUDDERS
2. SEMI BALANCED - THEY HAVE A SMALL
PROPORTION OF THEIR LATERAL AREA FORWARD OF
THE TURNING AXIS (LESS THAN 20 PER CENT). THIS
RESULTS IN A LOWER TORQUE ON STEERING GEAR,
RUDDER STOCK AND PINTLES THAN THE
UNBALANCED.

422
SEMI BALANCED RUDDERS

423
 BALANCED RUDDERS
3. BALANCED RUDDERS WITH A LARGER AREA
FORWARD OF THE AXIS (25 TO 30 PER CENT), THIS
NOT ONLY RESULTS IN A LOWER TORQUE THAN THE
SEMI-BALANCED RUDDER, BUT ALSO MEANS THAT
AT SOME RUDDER ANGLE, THE AXIS OF ROTATION
AND CENTRE OF EFFORT COINCIDE. AT THIS ANGLE
THE TORQUE IS ZERO AND THE RUDDER IS SAID TO
BE `FULLY BALANCED'.THIS WILL USUALLY OCCUR AT
A RUDDER ANGLE OF APPROXIMATELY 15 DEGREE 424
BALANCED RUDDERS

425
SIMPLE SKETCH OF PROPELLER & SHAFTING

426
SIMPLE SKETCH OF PROPELLER & SHAFTING

427
SIMPLE SKETCH OF PROPELLER & SHAFTING

428
 STERN TUBE
THE STERN TUBE IS A HOLLOW TUBE PASSING AT
THE LOWER STERN PART OF THE SHIP CARRYING
TAIL SHAFT AND CONNECTING IT TO THE PROPELLER
OUT AT SEA, BEARING FOR THE TAIL SHAFT,
LUBRICATION ARRANGEMENT AND MOST
IMPORTANTLY THE SEALING ARRANGEMENTS.

429
 STERN TUBE
MAIN PURPOSE-
WITHSTAND LOAD , SEALING
WITHSTAND LOAD: THE PROPELLER WHICH HANGS
AT THE AFT END EXERTS LOAD ON THE SHAFT,
WHICH IS SUPPORTED AND WITHSTAND BY THE
STERN BEARING
THE BEARING IS A CAST IRON BUSH LINED WITH A
WHITE METAL HAVING EXCELLENT LOAD HANDLING
AND LUBRICATING PROPERTY. 430
 WRITE SHORT NOTES ON STERN TUBE
THE STERN TUBE IS FITTED AT THE STERN FRAME AND
INTERNAL FRAMING OF VESSEL’S HULL AT AFT PEAK.
THIS ALLOWS THE TAIL SHAFT TO ROTATE SMOOTHLY
IN THE BEARING AREA FOR UNINTERRUPTED
PROPULSION
SEALING : THE STERN TUBE BEARING CONSISTS OF
SEALING ARRANGEMENT TO PREVENT INGRESS OF
WATER AND TO AVOID THE LUBRICATING OIL TO
ESCAPE INTO THE SEA. 431
 STERN TUBE
SEALING ARRANGEMENT : THE LUBRICATION
SYSTEM FOR SHIPS WITH VARIABLE DRAUGHT (DUE
TO LOADING AND UNLOADING OF CARGO)
CONSISTS OF HEADER TANKS LOCATED AT AROUND 2
TO 3 METERS ABOVE THE WATER LINE SO THAT THE
DIFFERENTIAL PRESSURE ENSURES NO WATER
INGRESS

432
 STERN TUBE
DIFFERENT SEALING ARRANGEMENTS ARE USED TO
PREVENT WATER INGRESS AND OIL LEAKAGE. THEY
ARE AS FOLLOWS
STUFFING BOXES CONSISTING OF PACKING
MATERIAL.
LIP SEALS IN CONTACT WITH SHAFT TO PREVENT
PASSAGE OF OIL OR WATER ALONG THE SHAFT.

433
 STERN TUBE
RADIAL FACE SEALS SUPPORTED WITH SPRINGS
FITTED RADIALLY AROUND THE
SHAFT, AFT BULKHEADS AND AFTER END OF THE
STERN TUBE.
OUT OF THESE, THE LIP SEAL ARRANGEMENT IS
MOST POPULARLY USED.

https://www.youtube.com/watch?v=-hihraXDvjk 434
STERN TUBE

435
 STERN TUBE

https://www.youtube.com/watch?v=g2AVN3B9djU
436
 STERN TUBE

https://www.youtube.com/watch?v=IyLDxe6mNZ0
437
 PROPELLER
CLASSIFICATION BASIS
NUMBER OF BLADES ATTACHED
PITCH OF THE BLADE
NUMBER OF BLADES ATTACHED: GENERALLY 3 OR 4
BLADES PROPELLERS ARE USED . 5-6 BLADE TYPES
PROPELLER ALSO AVAILABLE. LARGE CONTAINER
SHIPS ARE FITTED WITH 5-6 BLADES PROPELLER

438
 PROPELLER
PITCH OF THE BLADE
•FIXED PITCH PROPELLER
•CONTROLLABLE PITCH PROPELLER - CPP

PROPELLER ROTATION

RIGHT HANDED PROPELLER

LEFT HANDED PROPELLER
439
LABEL PROPELLER

440
CONDITION TO FULFIL :FOR FIXED PROPELLER ONLY
1. VIEW FROM STERN – FACING FORWARD OF THE SHIP
2. RIGHT HAND PROPELLER ROTATES CLOCK WISE
3. AND PROVIDE FORWARD THRUST -MOVING AHEAD
4. LEFT HAND PROPELLER ROTATES ANTILOCK WISE
5. AND PROVIDING FORWARD THRUST -MOVING AHED
6. IF RIGHT HANDED PROPELLER MOVING ASTERN,
ANTI-CLOCK WISE DIRECTION DOES NOT
MEAN THAT PROPELLER BECOME LEFT HANDED.
PROPELLER NOMENCLATURE WILL REMAIN RIGHT
HANDED. 441
DESCRIBE FOLLOWING. A) PROPELLER ROTATION B) PROPELLER BLADE
TIP C) BLADEDIAMETER D) HUB E) FACE AND BACK OF PROPELLER F)
LEADING EDGE AND TRAILING EDGE G) ROOT & TIP F) RAKE & SKEW G)
PITCH AND SLIP

442
 PROPELLER
PROPELLER ROTATION: RIGHTHANDED OR LEFT HANDED PROPELLER

443
444
 PROPELLER HUB
1. HUB IS SAME AS TABLE FAN AFT BODY
2. A PROPELLER HUB IS A DEVICE TO WHICH A PROPELLER IS
MOUNTED. BACK BONE OF ALL ARRANGEMENT
3. IT MATES WITH THE ROTATING SHAFT WHICH
CORROBORATES WITH THE ENGINE ROOM MECHANISM
4. BLADES ARE MOUNTED ON THE HUB
5. THE SHAFT TRANSMITS THE POWER DELIVERED FROM
THE ENGINE (WITH LOSSES, OF COURSE!) AND IN TURN,
ROTATES THE BLADES MOUNTED ON THE HUB/BOSS
6. HUB SHAPE IS CYLINDRICAL, CONICAL, & BARRELED. 445
PROPELLER HUB

446
 PROPELLER

1. FACE AND BACK OF THE PROPELLER BLADE

2 FACE : WHEN VIEWED FROM AFT OF A SHIP TO THE BOW THE OBSERVED SIDE OF
A PROPELLER BLADE IS CALLED FACE OR PRESSURE SIDE
3. BACK : WHEN VIEWED FROM AFT OF A SHIP TO THE BOW THE UNSEEN SIDE OF A
PROPELLER BLADE IS CALLED BACK OR SUCTION SIDE
447
 LEADING EDGE AND TRAILING EDGE OF PROPELLER

Leading edge & Trailing Edge

1. Leading edge : When the propeller rotating the edge piercing the water is called leading edge
2. Trailing edge : When the propeller is rotating the edge following/other side /back side the
leading edge is called trailing edge. The other edge, which follows or ‘lags behind’ the
leading edge is termed as the Trailing Edge
448
 ROOT AND TIP
ROOT & TIP
1. THE POINT OF ATTACHMENT OF THE BLADES
WITH THE SHIP PROPELLER BOSS OR HUB IS CALLED
THE ROOT.
2. TIP IS THE FURTHEST POINT OF THE PROPELLER
BLADE FROM THE ROOT AND TAPERS LIKE A LEAF.
3. IT HAS THE LEAST SECTION WIDTH. IT JOINS THE
LEADING AND TRAILING EDGES AS WELL AS
REMAINS THE SAME FOR THE FACE AND THE BACK. 449
 RAKE
1. WHEN PROPELLER IS VIEWED FROM SIDEWAYS, WE SEE
THAT THE BLADES OF THE PROPELLER ARE NOT
PERPENDICULAR TO THE SURFACE OF THE HUB.
2. IT IS ‘TILTED’ AT AN ANGLE EITHER TOWARDS THE
FORE-END OR THE AFT END OF THE SHIP. THIS IS TERMED
AS RAKE.
3. THE ANGLE OR THE INCLINATION OF THE RAKE IN ITS
PROFILE IS DEPENDENT ON THE VESSEL DESIGN,
CAPACITY, SPEED AND OTHER STRUCTURAL FACTORS.
4. TYPES :STRAIGHT (4-6) ,PROGRESSIVE (4-7 450
 PROPELLER RAKE

https://www.youtube.com/watch?v=DekDisVlDb4
451
PROPELLER

452
 SKEW
THE TRANSVERSE SWEEPING OF A BLADE SUCH
THAT VIEWING THE BLADES FROM FORE OR AFT
SHOWS AN ASYMMETRICAL SHAPE.
SEE FROM BEHIND FORE AND AFT DIRECTION.
HIGHLY SKEWED PROPELLER –
ADVANTAGE –
• REDUCE INTERACTION BETWEEN PROPELLER
AND RUDDER WAKE
• REDUCE VIBRATION AND NOISE 453
PROPELLER BLADE

454
 SKEW
DISADVANTAGE:
EXPENSIVE
LESS EFFICIENT
WHEN RUNNING
IN REVERSE DIRECTION

455
 PROPELLER PITCH
PROPELLER PITCH - PITCH IS DEFINED AS THE
THEORETICAL FORWARD MOVEMENT OF A
PROPELLER DURING ONE REVOLUTION —
ASSUMING THERE IS NO “SLIPPAGE” BETWEEN
THE PROPELLER BLADE AND THE WATER.

456
PROPELLER PITCH

457
DESCRIBE SLIP OF PROPELLER

458
CPP PROPELLER

459
CPP PROPELLER

460
 CPP PROPELLER
1.CPP PROPELLERS NOW HAVE A RELATIVELY GOOD
TRACK RECORD FOR RELIABILITY AND ARE
BECOMING INCREASINGLY COMMON IN A WIDE
RANGE OF TONNAGE.
2. A PROPELLER WITH A MECHANISM IN THE
PROPELLER HUB THAT CAN BE OPERATED
REMOTELY TO CHANGE THE PROPELLER PITCH
SETTING FROM A MAXIMUM DESIGN AHEAD PITCH
TO A MAXIMUM DESIGN ASTERN PITCH 461
 CPP PROPELLER
3. AS ITS NAME IMPLIES, IT IS POSSIBLE TO ALTER
THE PITCH OF THIS TYPE OF PROPELLER TO
CHANGE SHIP SPEED OR TO ADJUST TO THE
PREVAILING RESISTANCE CONDITIONS.
4. ROTATING THE BLADES ABOUT THEIR VERTICAL
AXES, EITHER BY HYDRAULIC OR MECHANICAL
MEANS, EFFECTS THIS CHANGE IN PITCH

462
 CPP PROPELLER
5. A SHAFT GENERATOR CAN BE DRIVEN AT
CONSTANT SPEED WHILE ALLOWING AT THE SAME
TIME A CHANGE OF SHIP'S SPEED THROUGH THE
PROPELLER. SINCE IT IS NORMALLY POSSIBLE TO
REVERSE THE PITCH COMPLETELY, THIS TYPE OF
PROPELLER IS USED WITH A UNIDIRECTIONAL
ENGINE TO GIVE FULL AHEAD OR ASTERN THRUST,
WHEN MANOEUVRING.
463
 CPP PROPELLER
6. THE HYDRAULIC PUMPS THEMSELVES ARE
ACTIVATED BY AN ELECTRIC MOTOR, WHICH IS IN
TURN OPERATED BY REMOTE BRIDGE
CONTROL.THIS MAY BE EITHER PNEUMATIC OR
ELECTRONIC.
7. TO USE A CONTROLLABLE PITCH (CP) PROPELLER
THE MAIN ENGINE HAS TO BE CLUTCHED IN SO
THAT THE PROPELLER IS CONTINUOUSLY TURNING,
USUALLY AT QUITE HIGH REVOLUTIONS. 464
 CPP PROPELLER
8. AS IT IS NEITHER PRACTICAL NOR ECONOMICAL,
TO RUN AN ENGINE CONTINUOUSLY AT
EXCESSIVELY HIGH RPM.
9. IT IS IMPORTANT TO HAVE SOME SORT OF
COMBINED CONTROL OVER BOTH RPM AND PITCH,
SO THAT THE PITCH FOR SLOW SPEEDS IS
BALANCED WITH A REDUCTION IN REVOLUTIONS.

465
 CPP PROPELLER
10 . ON MOST SHIPS THIS IS ACHIEVED BY
INSTALLING A ‘COMBINATOR‘ WHICH
AUTOMATICALLY BALANCES ENGINE REVOLUTIONS
AGAINST PROPELLER PITCH, THUS PRODUCING A
SAVING IN FUEL AND BETTER PROPELLER
PERFORMANCE.

466
 ADVANTAGES OF CPP PROPELLER
1. ALLOW GREATER MANOEUVRABILITY  ALLOW
ENGINES TO OPERATE AT OPTIMUM REVS 
UNIDIRECTIONAL ENGINE ,NO REVERSING
MECHANISM REQUIRED
2. REMOVES NEED FOR REVERSING ENGINES 
REDUCED SIZE OF AIR START COMPRESSORS AND
RECEIVERS
3. IMPROVES PROPULSION EFFICIENCY AT LOWER
LOAD 467
 DISADVANTAGES OF CPP PROPELLER
1. GREATER INITIAL COST
2. INCREASED COMPLEXITY AND MAINTENANCE
REQUIREMENTS
3. INCREASE STERN TUBE LOADING DUE TO
INCREASED WEIGHT OF ASSEMBLY, THE STERN
TUBE BEARING DIAMETER IS LARGER TO ACCEPT
THE LARGER DIAMETER SHAFT REQUIRED TO
ALLOW ROOM FOR OT TUBE
468
 DISADVANTAGES OF CPP PROPELLER
4. LOWER PROPULSIVE EFFICIENCY AT MAXIMUM
CONTINUOUS RATING
5. PROP SHAFT MUST BE REMOVED OUTBOARD
REQUIRING RUDDER TO BE REMOVED FOR ALL
PROP MAINTENANCE.
6. INCREASED RISK OF POLLUTION DUE TO LEAK
SEALS

469
BRIDGE CONTROL OF PITCH OF PROPELLER

470
WELDING ADVANTAGES TO SHIP-OWNER & SHIPBUILDER
FOR THE SHIPBUILDER THE ADVANTAGES ARE:
(A) WELDING LENDS ITSELF TO THE ADOPTION OF
PREFABRICATION TECHNIQUES.
(B) IT IS EASIER TO OBTAIN WATERTIGHTNESS AND
OILTIGHTNESS WITH WELDED JOINTS.
(C) JOINTS ARE PRODUCED MORE QUICKLY.
(D) LESS SKILLED LABOUR IS REQUIRED.

471
WELDING ADVANTAGES TO SHIP-OWNER & SHIPBUILDER
FOR THE SHIPOWNER THE ADVANTAGES ARE:
(A) REDUCED HULL STEEL WEIGHT; THEREFORE,
MORE DEADWEIGHT.
(B) LESS MAINTENANCE, FROM SLACK RIVETS, ETC.
(C) THE SMOOTHER HULL WITH THE ELIMINATION
OF LAPS LEADS TO A REDUCED SKIN FRICTION
RESISTANCE WHICH CAN REDUCE FUEL COSTS

472
 WRITE SHORT NOTE ON RIVETING
RIVET : A RIVET IS A SHORT CYLINDRICAL BAR WITH A
HEAD INTEGRAL TO IT. THE CYLINDRICAL PORTION OF
THE RIVET IS CALLED SHANK OR BODY. AND LOWER
PORTION OF SHANK IS KNOWN AS TAIL
THE RIVETS ARE USED TO MAKE PERMANENT
FASTENING BETWEEN THE PLATES SUCH AS IN
STRUCTURAL WORK, SHIP BUILDING, BRIDGES, TANKS
AND BOILER SHELLS
THE RIVETED JOINTS ARE WIDELY USED FOR JOINING
473
 WRITE SHORT NOTE ON RIVETING
TWO TYPES OF RIVETED JOINTS
LAP JOINT
BUTT JOINT

474
 WRITE SHORT NOTE ON RIVETING
LAP JOINT : WHEN THE PLATES TO BE JOINT, ARE
BRING TOGETHER WHICH OVERLAP EACH OTHER
AT FACE, AND RIVET INSERTED IN OVERLAP
SECTION AS SHOWN IN FIGURE, THE JOINT IS
KNOWN AS LAP JOIN

475
 WRITE SHORT NOTE ON RIVETING
RIVETED BUTT JOINT: IN THIS TYPE OF RIVET JOINT
BOTH PLATES ARE BRINGING TOGETHER WITHOUT
OVERLAP EACH OTHER AND JOINT ARE MADE BY
USE OF ONE OR TWO COVER PLATE

476
 WRITE SHORT NOTE ON RIVETING
SINGLE STRAP BUTT JOINTS : IN THIS JOINTS, THERE
IS ONLY ONE COVER PLATE USED SO IT IS KNOWN
AS SINGLE STRAP BUTT JOINT.
DOUBLE STRAP BUTT JOINTS : IN THIS JOINT
COVER PLATES ARE USED BOTH SIDE OF THE WORK
PIECE, SO IT IS KNOWN AS DOUBLE STRAPS BUTT
JOINT

477
 WRITE SHORT NOTE ON RIVETING
RIVET : A RIVET IS A SHORT CYLINDRICAL BAR WITH
A HEAD INTEGRAL TO IT. THE CYLINDRICAL
PORTION OF THE RIVET IS CALLED SHANK OR
BODY. AND LOWER PORTION OF SHANK IS KNOWN
AS TAIL  THE RIVETS ARE USED TO MAKE
PERMANENT FASTENING BETWEEN THE PLATES
SUCH AS IN STRUCTURAL WORK, SHIP BUILDING,
BRIDGES, TANKS AND BOILER SHELLS  THE
RIVETED JOINTS ARE WIDELY USED FOR JOINING 478
 WRITE SHORT NOTE ON RIVETING
RIVET : A RIVET IS A SHORT CYLINDRICAL BAR WITH
A HEAD INTEGRAL TO IT. THE CYLINDRICAL
PORTION OF THE RIVET IS CALLED SHANK OR
BODY. AND LOWER PORTION OF SHANK IS KNOWN
AS TAIL

479
 WRITE SHORT NOTE ON RIVETING
THE RIVETS ARE USED TO MAKE PERMANENT
FASTENING BETWEEN THE PLATES SUCH AS IN
STRUCTURAL WORK, SHIP BUILDING, BRIDGES,
TANKS AND BOILER SHELLS.
THE RIVETED JOINTS ARE WIDELY USED FOR
JOINING LIGHT METALS.

480
RIVETING

481
DIFFERENCE WELDING RIVETING

482
WELDING

483
TYPES OF WELDING

484
ARC WELDING

485
 DESCRIBE ARC WELDING
ARC WELDING IS ONE OF SEVERAL FUSION PROCESSES
FOR JOINING METALS.
ARC WELDING IS MOST EXTENSIVELY EMPLOYED
METHOD OF JOINING METAL PARTS BY FUSION.
IN ARC WELDING, THE INTENSE HEAT NEEDED TO MELT
METAL IS PRODUCED BY AN ELECTRIC ARC.
THE ARC IS FORMED BETWEEN THE ACTUAL WORK AND
AN ELECTRODE (STICK OR WIRE) THAT IS MANUALLY
OR MECHANICALLY GUIDED ALONG THE JOIN . 486
 DESCRIBE ARC WELDING
ELECTRODE ALSO MELTS AND SUPPLIES FILLER
METAL TO THE JOINT.
THE ELECTRODE IS EITHER CONSUMABLE OR
NON-CONSUMABLE AS PER WELDING
REQUIREMENT.
THE TEMPERATURE AT THE CENTRE OF THE ARC
BEING 6000 C TO 7000 C.

487
 DESCRIBE ARC WELDING
THE ARC PRODUCES A TEMPERATURE OF ABOUT
6500ºC AT THE TIP. THIS HEAT MELTS BOTH THE
BASE METAL AND THE ELECTRODE, PRODUCING A
POOL OF MOLTEN METAL SOMETIMES CALLED A
"CRATER." THE CRATER SOLIDIFIES BEHIND THE
ELECTRODE AS IT IS MOVED ALONG THE JOINT. THE
RESULT IS A FUSION BOND.
AC OR DC BUT DC PREFERRED.
488
WRITE SHORT NOTES ON ARC SHIELDING & TYPES OF
SHIELDING TECHNIQUES
ARC SHIELDING: WHEN METAL IN THE MOLTEN
POOL COMES INTO CONTACT WITH AIR, OXIDES
AND NITRIDES FORM WHICH DESTROY THE
STRENGTH AND TOUGHNESS OF THE WELD JOINT.
MANY ARC-WELDING PROCESSES PROVIDE SOME
MEANS OF COVERING THE ARC AND THE MOLTEN
POOL WITH A PROTECTIVE SHIELD OF GAS, VAPOR,
OR SLAG. 489
WRITE SHORT NOTES ON ARC SHIELDING & TYPES OF
SHIELDING TECHNIQUES
THE TWO MOSTLY USED SHIELDING TECHNIQUES
USED BY SHIPYARDS ARE AS FOLLOWS:
1. SLAG SHIELDED ARC WELDING
2. INERT GAS SHIELDED ARC WELDING

490
 SLAG SHIELDED ARC WELDING( SMAW)
SLAG IS THE RESIDUE LEFT OVER AFTER THE PARENT METALS AND
THE ELECTRODE METAL HAS FUSED.
THE ELECTRODES ARE COATED WITH A SHIELDING FLUX OF A
SUITABLE COMPOSITION.
THE FLUX MELTS TOGETHER WITH THE ELECTRODE METALLIC CORE,
FORMING A GAS AND A SLAG, SHIELDING THE ARC AND THE WELD
POOL.
IT FORMS A LAYER OVER THE ARC AND THE WELDED JOINT,
PROTECTING IT FROM OXIDATION.
THE PRESENCE OF SLAG STABILISES THE ARC, PROVIDING A BETTER
WELD QUALITY.
THE SLAG IS REMOVED AFTER SOLIDIFICATION. 491
SHIELDED METAL ARC WELDING

492
 INERT GAS SHIELDED ARC WELDING -TIG
TUNGSTEN INERT GAS (TIG) WELDING, ALSO KNOWN AS
GAS TUNGSTEN ARC WELDING (GTAW) IS AN ARC
WELDING PROCESS THAT PRODUCES THE WELD WITH A
NON-CONSUMABLE TUNGSTEN ELECTRODE.
IN THIS WELDING PROCESS, THE HEAT REQUIRED TO
FORM WELD IS PROVIDED BY A VERY INTENSE ELECTRIC
ARC WHICH IS FORM BETWEEN TUNGSTEN ELECTRODE
AND WORK PIECE. IN THIS WELDING A
NON-CONSUMABLE ELECTRODE IS USED WHICH DOES
NOT MELT. 493
 INERT GAS SHIELDED ARC WELDING -TIG
THIS ARC PRODUCES HEAT ENERGY WHICH IS FURTHER
USED TO JOIN METAL PLATE BY FUSION WELDING.
A SHIELDING GAS IS ALSO USED WHICH PROTECT THE
WELD SURFACE FROM OXIDIZATION. NORMALLY
ARGON OR OTHER INERT GASES ARE USED AS
SHIELDED GAS. IT USES AC OR DC POWER SOURCE .
TIG TORCH: THIS TORCH HAS THREE MAIN PARTS,
TUNGSTEN ELECTRODE, COLLETS AND
NOZZLE.COLLECT IS USED TO HOLD THE TUNGSTEN
494
TUGSTEN INERT WELDING

495
 INERT GAS SHIELDED ARC WELDING -TIG
APPLICATION: MOSTLY USED TO WELD ALUMINUM
AND ALUMINUM ALLOYS.
IT IS USED TO WELD STAINLESS STEEL, CARBON BASE
ALLOY, COPPER BASE ALLOY, NICKEL BASE ALLOY ETC.
IT IS USED TO WELDING DISSIMILAR METALS.
IT IS MOSTLY USED IN AEROSPACE INDUSTRIES

496
 INERT GAS SHIELDED ARC WELDING -TIG
DISADVANTAGES-
1. METAL THICKNESS TO BE WELD IS LIMITED ABOUT 5
MM.
2. IT REQUIRED HIGH SKILL LABOR.
3. INITIAL OR SETUP COST IS HIGH COMPARE TO ARC
WELDING.
4. IT IS A SLOW WELDING PROCESS.

497
 INERT GAS SHIELDED ARC WELDING - MIG
MIG STANDS FOR METAL INERT GAS WELDING OR
SOMETIMES IT IS KNOWN AS GAS METAL ARC
WELDING.
THIS WELDING IS SAME AS TIG WELDING EXCEPT A
NON-CONSUMABLE ELECTRODE REPLACED BY
CONSUMABLE ELECTRODE WIRE.
MIG WORKS ON SAME PRINCIPLE OF TIG OR ARC
WELDING.
498
 INERT GAS SHIELDED ARC WELDING - MIG
IT WORKS ON BASIC PRINCIPLE OF HEAT GENERATION
DUE TO ELECTRIC ARC.
THIS HEAT IS FURTHER USED TO MELT CONSUMABLE
ELECTRODE AND BASE PLATES METAL WHICH SOLIDIFY
TOGETHER AND MAKES A STRONG JOINT.
THE SHIELDED GASES ARE ALSO SUPPLIED THROUGH
NOZZLE WHICH PROTECT THE WELD ZONE FROM
OTHER REACTIVE GASES. THIS GIVES GOOD SURFACE
FINISH AND A STRONGER JOINT.
499
 INERT GAS SHIELDED ARC WELDING - MIG
WIRE FEED SYSTEM: CONTINUOUS CONSUMABLE
ELECTRODE SUPPLY FOR WELDING. THIS
CONSUMABLE ELECTRODE USED IN FORM OF
WIRE. THESE WIRE IS CONTINUOUSLY SUPPLIED BY
WIRE FEED MECHANISM OR SYSTEM. IT CONTROLS
THE SPEED OF THE WIRE AND ALSO PUSHES THE
WIRE FORM WELDING TORCH TO WELDING AREA.
THE WIRE FEED SPEED IS DIRECTLY CONTROL THE
CURRENT SUPPLY THROUGH POWER SUPPLY. 500
 INERT GAS SHIELDED ARC WELDING - MIG
IF THE WIRE FEEDING SPEED IS HIGH, IT REQUIRED
MORE CURRENT IN WELDING ZONE TO PRODUCE
PROPER HEAT FOR MELTING OF IT.
INERT GASES FORM A SHIELDING AREA AROUND
THE WELD ZONE AND PROTECT IT FROM
OXIDIZATION.
MOSTLY ARGON, HELIUM AND OTHER INERT
GASES ARE USED AS SHIELDING GASES.
501
 INERT GAS SHIELDED ARC WELDING - MIG
APPLICATION : MIG IS BEST SUITED FOR FABRICATION
OF SHEET METAL.
GENERALLY ALL AVAILABLE METALS CAN BE WELD
THROUGH THIS PROCESS.
IT CAN BE USED FOR DEEP GROOVE WELDING.

502
 INERT GAS SHIELDED ARC WELDING - MIG
ADVANTAGES- IT PROVIDES HIGHER DEPOSITION
RATE.
IT IS FASTER COMPARING TO ARC WELDING BECAUSE
IT SUPPLY FILLER MATERIAL CONTINUOUSLY.
IT PRODUCES CLEAN WELD WITH BETTER QUALITY.
THERE IS NO SLAG FORMATION.
MINIMIZE WELD DEFECTS.
THIS WELDING PRODUCES VERY LITTLE SLAG.
IT CAN BE USED TO MAKE DEEP GROOVE WELD.
IT CAN BE EASILY AUTOMATED. 503
 INERT GAS SHIELDED ARC WELDING - MIG
DISADVANTAGES-
IT CANNOT BE USED FOR WELDING IN DIFFICULT
TO REACH PORTIONS.
HIGHER INITIAL OR SETUP COST.
IT CANNOT BE USED FOR OUTDOOR WORK
BECAUSE WIND CAN CAUSE DAMAGE OF GAS
SHIELD.
IT REQUIRED HIGH SKILLED LABOR.
504
MIG WELDING

505
506
 WELDING ROD / ELECTRODES
WELDING ROD/ELECTRODES  THE WELDING ROD
IS THE PIECE OF WIRE CONNECTED TO THE
WELDING MACHINE. A CURRENT IS FED THROUGH
THIS WIRE, WHICH HELPS TO JOIN TWO PIECES OF
METAL TOGETHER FIRMLY.  THE MAIN PURPOSE
OF ELECTRODES USED IN WELDING IS TO CREATE
AN ELECTRIC ARC.

507
 TYPES OF WELDING ROD / ELECTRODES
TYPES OF WELDING RODS – USAGE BASIS:
1. CONSUMABLE ELECTRODE - THESE BURN
SLOWLY AND GET USED UP OR MELT WHILE IN USE,
NEEDING REPLACEMENT AT REGULAR INTERVALS.
THIS IS BECAUSE THEY HAVE A LOW MELTING
POINT, MAKING THEM EASY TO MELT. THEY ARE
LESS EXPENSIVE AND EASIER TO USE

508
 CONSUMABLE ELECTRODE
TWO TYPES: A) BARED B) COATED
BARE ELECTRODES DO NOT HAVE COATING OF
FLUX.
COVERED ELECTRODES ARE USUALLY COATED WITH
CELLULOSE, RUTILE OR TITANIA, IRON OXIDE, IRON
POWDER, AND LOW HYDROGEN ELECTRODES.

509
 WELDING ROD / ELECTRODES
2. NON CONSUMABLE ELECTRODES 1. THESE TYPES OF
WELDING ELECTRODES ARE ALSO REFERRED TO AS
REFRACTORY ELECTRODES. THERE ARE AGAIN TWO
SUB-TYPES OF NON-CONSUMABLE ELECTRODES 2.
CARBON OR GRAPHITE ELECTRODES: IT IS MADE UP
OF CARBON AND GRAPHITE AND MOSTLY USED IN THE
APPLICATIONS OF CUTTING AND ARC WELDING. 3.
TUNGSTEN ELECTRODES: BASICALLY, IT CONSIST OF
TUNGSTEN AS THE NAME ITSELF SUGGESTS AND IT IS
510
 WELDING ROD / ELECTRODES
3.BASED ON MATERIAL:
1. STEEL WELDING RODS
2. BRONZE WELDING RODS
3. ALUMINIUM WELDING RODS
4. COMPOSITE WELDING ROD

511
 FUNCTION OF ELECTRODE COATINGS
IMPROVING THE ARC STABILITY BY PROVIDING
CERTAIN CHEMICALS WHICH HAVE THIS ABILITY BY
IONIZING THE PATH OF ARC.
PROVIDE A PROTECTIVE GASEOUS ATMOSPHERE TO
PREVENT OXYGEN, HYDROGEN, AND NITROGEN PICKS
UP BY THE MOLTEN METAL.
PROTECTIVE SLAG OVER HOT METAL
PROVIDE FLUX, WHICH HELPS TO REMOVE OXIDES
AND OTHER IMPURITIES FROM THE MOLTEN METALS.
512
 FUNCTION OF ELECTRODE COATINGS
REDUCE SPATTER OF WELD METAL – WHEN COATING
BURNS OFF SLOWER THAN THE CORE.
ACTS AS DEOXIDIZER.
SLOW DOWN THE COOLING RATE OF THE WELD (DUE
TO THE PROTECTIVE LAYER OF SLAG) TO PREVENT
HARDENING.
COATINGS ARE NORMALLY INSULATORS OF
ELECTRICITY AND SO PREVENT THE USE OF
ELECTRODES IN NARROW GROOVES ETC., 513
 TYPES OF WELDING ELECTRODE COATINGS
IN INDUSTRY, THE FOLLOWING 4 MAJOR TYPES OF
WELDING ELECTRODE COATINGS ARE THE MOST
COMMONLY USED. THEY ARE
1. RUTILE COATING
2. BASIC OR LOW H2 COATING
3. CELLULOSIC COATING
4. IRON OXIDE COATING

514
FLUX COATED ELECTRODES

515
 ADVANTAGES OF ARC WELDING
1. SIMPLE WELDING EQUIPMENT
2. PORTABLE , 3. INEXPENSIVE POWER SOURCE
4. RELATIVELY INEXPENSIVE EQUIPMENT
5. WELDERS USE STANDARD DOMESTIC CURRENT.
6. PROCESS IS FAST AND RELIABLE
7. SHORT LEARNING CURVE
8. EQUIPMENT CAN BE USED FOR MULTIPLE FUNCTIONS
9. ELECTRIC ARC IS ABOUT 5,000 OC
10. USED FOR MAINTENANCE, REPAIR, AND FIELD
CONSTRUCTION 516
 DISADVANTAGES OF ARC WELDING
1. NOT CLEAN ENOUGH FOR REACTIVE METALS SUCH
AS ALUMINIUM AND TITANIUM.
2. THE DEPOSITION RATE IS LIMITED BECAUSE THE
ELECTRODE COVERING TENDS TO OVERHEAT AND
FALL OFF.
3. THE ELECTRODE LENGTH IS ~ 35 MM AND
REQUIRES ELECTRODE CHANGING LOWER THE
OVERALL PRODUCTION RATE.
517
OXY ACETYLENE WELDING

518
OXY ACETYLENE CUTTING

519
DESCRIBE WELDING JOINTS

520
ARC WELDING JOINTS

521
TYPES OF WELDS

522
PLUG WELD AND SLOT WELD

523
SPOT WELDING SEAM WELDING

524
WELDING DEFECTS

525
NON DESTRUCTIVE TESTING

526
CRACK DETECTION

527
CRACK DETECTION

528
DESCRIBE SLIP OF PROPELLER

529
DESCRIBE SLIP OF PROPELLER

530
DESCRIBE SLIP OF PROPELLER

531
DESCRIBE SLIP OF PROPELLER

532
 TYPES OF PLANS
• G.A. PLAN
• F. F. A PLAN
• L.S.A PLAN
• PUMPING AND PIPING ARRANGEMENT PLAN
• SHELL EXPANSION PLAN
• CAPACITY PLAN
• STRUCTURAL COMPONENTS ON SHIPS PLAN

533
 GENERAL ARRANGEMENT (G.A.) PLAN
• IT DEPICTS THE DIVISION, AND ARRANGEMENT OF THE SHIP, SIDE VIEW,
PLAN VIEW, PROFILE VIEW AND OTHER IMPORTANT PARTS OF THE SHIP
• IT HAS A MINIMUM PLAN VIEW OF THE MAJOR DECKS, SUCH AS TANK
TOPS, EXTERIOR FLATS, ELEVATED PLATFORMS OR RAISED ENCLOSURES
WILL BE SHOWN ON MORE ADVANCED/DETAILED G.A.’S.
• G.A. PLAN GIVES THREE WAY VIEWS:
– OUTWARD PROFILE – PRINCIPAL PARTICULARS
– INBOARD PROFILE – STAIRWAYS, FIRE ZONES, TANK PLAN, COMPLETE
INSIDE VIEW.
– EXTERNAL PROFILE – FORWARD AND AFT EQUIPMENT TOWING
ARRANGEMENT, DECK SPACES AND BOTTOM VIEW.
534
 FIRE FIGHTING ARRANGEMENT – (F.F.A.) PLAN
• FFA PLAN IS MANDATORY REQUIREMENT OF SOLAS
CONVENTION. THE FIRE CONTROL PLAN PROVIDES
INFORMATION ABOUT FIRE STATIONS ON EACH DECKS, ON
VARIOUS BULK HEADS AND IN PLACES ENCLOSED BY ‘A’ CLASS
DIVISION AND ‘B’ CLASS DIVISION. IT ALSO EXPLAINS THE TYPE
OF FORE DETECTION SYSTEM AND FIRE FIGHTING SYSTEM
AVAILABLE ON BOARD THE SHIP.
• FIRE CONTROL PLAN ALSO GIVES DETAILS OF VARIOUS FIRE
ALARM SYSTEMS. SPRINKLER SYSTEM, EXTINGUISHING
APPLIANCES, MEANS OF ESCAPE TO DIFFERENT
COMPARTMENTS AND DECKS, VENTILATION SYSTEMS,
PARTICULARS OF REMOTE OPERATION OF DAMPERS AND
FANS. THE POSITION OF VARIOUS DAMPERS AND THEIR
CLOSING AND OPENING ARRANGEMENTS. 535
LIFE SAVING APPLIANCES ARRANGEMENT (LSA) PLAN
LSA PLANS IS MANDATORY REQUIREMENT OF SOLAS
CONVENTION. THE LSA PLAN PROVIDES INFORMATION
ABOUT NUMBER OF LIFE BOATS, LIFE RAFTS, RESCUE
BOATS AND THEIR CAPACITY, VARIOUS PERSONAL LIFE
SAVING APPLIANCES, QUANTITY, THEIR LOCATION. ALSO
LIFE SAVING APPLIANCES FOR THE DUTY PERSONAL AT
THEIR DUTY STATION AND WORK PLACES, IN CASE OF
AN EMERGENCY IT ALSO GIVES THE PROCEDURE FOR
LAUNCHING OF L/B AND L/RAFT IN AN EMERGENCY.
536
 Pumping and piping arrangement Plan
• Pumping and piping arrangement plan in every cargo
ship should in general, be capable of discharging from
any compartment when the ship is on an even keel or
listed not more than 5 degrees port/starboard. In the
machinery spaces additional arrangements are
required so that any water may be discharged through
at least two bilge suctions, one connected to the bilge
main and one to an independent pump or ejector. An
emergency suction must also be provided with a
connection to the main circulating water pump in the
case of steam ships.

537
• Size of the line depends upon a formula on the
main dimensions of the ship, but not less than 50
mm.
• Non return screw down valve must be provided on
the suction bilges lines and machinery spaces to
protect the pump (with strum box)
• Fore peak tank has to have a screw down valve
operated from above the bulkhead deck. This
valve is to be inside the tank.
538
Standard steel sections

539
 Types of Framing
• Longitudinal
• Transverse
• Combined system of framing
• Longitudinal: longitudinal framing of the side shell
employs horizontal off-set bulb plates with increased
scantlings towards the lower side shell. Transverse webs
are used to support the longitudinal frames, their spacing
being dependant upon the type of the ship and the
section modulus of the longitudinal.
• Transverse: Transverse consists of vertical stiffeners,
either of bulb plate or deep flanged web frame,

540
 which are attached to the deck beams and the flooring
structure. The scantlings of the frames are to some
extant dependent upon their depth and also on the
nature of their end connections. Transverse spacing is
generally not more than 1000 mm but is always reduced
in pounding region and at the fore and aft ends in the
peak tank region.
• Combined framing system: Two different types of
framing longitudinal and transverse or a combination of
the two is employed to strengthen a ship along the length
against the compressing forces of the sea.

541
 TERMS USED IN CONSTRUCTION
• DECK EDGE
• CAMBER
• RISE OF FLOOR
• TUMBLEHOME
• FLARE
• SHEER (FORD AND AFT)
• RAKE
• PARALLEL BODY
• ENTRANCE
• RUN 542
• CAMBER: IT IS THE CURVATURE OF THE DECKS IN THE
TRANSVERSE DIRECTION, MEASURED AS THE HEIGHT OF DECK
AT THE CENTERLINE ABOVE THE HEIGHT OF DECK AT SIDE. IT
HELPS TO SHED (DRAIN) WATER FROM THE DECK AND ADDS TO
ITS LONGITUDINAL STRENGTH.
• RISE OF FLOOR: IS THE RISE OF THE BOTTOM SHELL PLATTING
ABOVE THE HORIZONTAL BASE LINE, MEASURED AT THE SHIP
SIDE, THE OBJECT IS TO PROVIDE FOR THE DRAINAGE OF
LIQUID TO THE SHIP’S CENTERLINE.
• TUMBLEHOME: IT IS THE INWARD CURVATURE OF THE SIDE
SHELL ABOVE THE WATERLINE. MODERN SHIPS ARE NOT
HAVING THIS. 543
 Ship Construction
• Sloshing :
• Stresses set up by liquid sloshing in a partly filled tank.
• It is the movement of the liquid, when the tank is partly filled,
due to rolling and pitching of the ship. The movement of the
liquid may cause damage to the bulkheads, pipe and other
fittings in the tank.
• Racking :
• When a ship experiences rolling, the upper parts tends to
move transversely relative to the bottom portion, the shell on
one side to move vertically relative to the other side. This
causes the deformation of the structure and is called the
racking stresses. The greatest effect is felt in a light ship
conditon. 544
• Causes :
• 1. Rolling
• 2. Impact of seas.
• 3. loading of cargo to one side / shifting
• 4. Listing to side due to wind force.
• Pounding :
• Heavy pitching assisted by heavy head seas caused the ship to
be lifted up and down heavily. It causes severe impact from the
sea on the bottom portion of the fore part. This impact is more
when the vessel is in a light condition.
• Due to this impact, the forward part of the ship is additionally
strengthened in ships more than 65 m, in length.
545
• In heavy weather when the ship is heaving and pitching
the forward end leaves and reenters the water with a
slamming effect, the slamming down of the forward
region onto the water is known as pounding.
• Panting :
• This occurs at the ends of a ship due to variations in water
pressure on the shell plating as the ship pitches in a
seaway.
• Panting is more at the bow.
• To counter panting the following arrangement are made.
• 1. side stringers are spaced 2m apart, with the support of
panting beams,
546
• 2. Alternative frames and brackets
• 3. Side stringers supported by web frames
• 4. Perforated flats 2.5m apart.
• Localized loading :
• Loading of heavy density cargo, heavy machinery or any other
heavy cargo at one place will cause local stresses at the
point/place of loading.
• Heavy weight, such as equipment in the machinery spaces or
particular items of general cargo, can give rise to localized
distortion of the loaded area. It will cause the following
stresses.
• Distortion of transverse section
• Causes hogging, and stress on the shell plating
• Stress on the weight area.
547
 Stress calculating machine (Loadicator)
• The loading machine shall be capable of providing information
on hull girder, shear forces and bending moments, and also
shall provide information on the ship’s stability in the intact
condition.
• Loadicator would permit the location and respective weights of
cargo to be entered quickly and provide values of limiting KG
and GM together with DW at respective drafts and
displacement. It would also have the capacity to provide a
printed record of the state of loading and show a visual
warning in the event of an undesirable stability condition or
over loading is occurring.
• Distribution of the ship’s tanks weights, stores, and
consumables affecting the vessel. Find the calculations and
total displacement would also be
548
 Identifiable within the completed calculations.
• The Loadicator programme shall provide output in the
form of:
• 1. Shear force and bending moments effecting the vessel
at all states of loading.
• 2. Cargo, ballast and fuel distribution.
• 3. A statement of loaded GM, sailing drafts and dead
weight.

549
 Hatch covers
• Modern ships are fitted with steel hatch covers running on
rollers, and having direct securing arrangements.
• These hatch covers were first introduced by Mac Gregor
and are now used extensively for weather deck hatches.
They consist of portable sections of steel covers (known as
pontoons) connected to each other by chains and can be
rolled into or out of position. The hatches can be opened
or closed by hauling the pontoons both forward or aft, or
side ways, ie, port or starboard.
• The covers can be opened/closed by either hauling on a
wire or operated hydraulically.
550
• Covers are mounted on rollers, they can be adjusted so
that when the hatch is closed, the weight is not on the
wheels but on the rubber packing and compression bar to
make the hatch cover water tight.
• Types of hatch covers:
– Lift on and lift off – for cellular container ships
– Forward and aft opening and closing –bulk carriers
– Side (P&S) opening and closing – bulk carriers

551
552
r

553
t

554
555
 Bilge pumping system
• Bilge line
• Bilge well
• Well mouth
• Strum box
• Bilge sump ( perforated)
• Non return valve
• Drain holes
• Bilges: this is the arrangement for pumping out the water of
cargo hold bilges, through at least two bilge suctions, one
connected to bilge main and one connected to an independent
pump or ejector.
• The size of the bilge line is determined by the formula
depending on the main diamentions of the ship, but not less
than 50mm bore.
556
557
• Screw down non return valves must be provided.
• Two power operated pumps should be provided.
• Fire mains: it runs through out the length of the ship to
provide sea water for firefighting purpose, and also general
purpose as well.
• It will have hydrants fitted with hoses and nozzles provided in a
box at appropriate distances near to the hydrant.
• Items associated with fire main line, are:
– Hydrants
– Hoses and nozzles
– International shore coupling (ISC)
– Rubber washers
– Spanners (dual type)
558
559
560
561
562
 Sounding pipes
• It is a length of pipe inside the tank used for taking the
sounding / ullage of cargo tanks, fuel oil tanks, ballast tank and
fresh water tanks.
• It has a striker plate at the bottom, just below the pipe
• Pipe is supported by clamps on the bulkhead, and to be
straight.
• Threaded cap will be on top to prevent the water from entering
into the tanks
• Sounding pipe caps is to be secured with a chain or wire.
• Air pipes (cargo, ballast and fuel tanks):
• Goose neck or swan neck type ventilators are mainly used for
air pipes to tanks. The height is not to be less than 760mm on
freeboard deck and 450mm on
563
564
565
 the superstructure deck. Air pipes are to be fitted at the
opposite end of the tank to that of the filling pipe or at the
highest point of the tank.
• Save all : a coaming/raised portion on the outer edge of
porthole or window at the lower side. It has got a drain hole
and pipe which is connected to main drainage system, to
prevent spillage of water.
• Water may get collected due to leakage from the glass edges or
due to cold temperatures out side.
• Drip trays: these are around the fuel pipe vent head and
bunkering pipes, to prevent the spillage of oil during bunkering
/ transfer of fuel oil (within ship, or to other ship.
• The area and height of the drip trays will depend upon the size
of the bunkering pipe and vent heads.
566
• The capacity of the drip trays is to be marked properly and also
to have drain hole with threads to open and close the drain
hole.
• Rudder: It is used for turning the ship to port/stbd. The turning
properties of a ship depends upon the size, shape and the
position of the rudder.
• The rudders are of three types:
– Balanced rudder 25-30% forward of axis
– Semi balanced rudder 20% area forward of axis
– Un-balanced rudder full area aft of the axis
– Draw figure on pg 69
• Stern frame: it is the end (aft) part of the ship. It is efficiently
attached to the adjoining hull structure. Rudder and propeller
are fitted in the lower part. Upper will have aft peak tank and
engine room area.
• Figure 61, 63 567
568
569
570
571
• Propeller: Propeller is used for driving (propelling) the ship
ahead or astern. It is made of brass, and may be right handed
or left handed. A ship may have a single propeller or double
(two) propellers. The may be referred to as single screw or twin
screw ships.
• Controllable pitch propeller (CPP) : in this type of propeller,
the blades are separately mounted on the boss, and in which
the pitch of the blades can be changed and even reversed by
means of a mechanism in the boss while the propeller is
running. The pitch mechanically or electro mechanically
adjusted to allow the engines full power to be used.
• Shrouded propeller: it is enclosed with a fixed nozzle type
arrangement to increase the thrust provided by a propeller of
given diameter at low speed and high slip.
572
573
574
575
576
It is very important that the propeller is adequately
immersed at the service drafts and that there are good
clearance between the working area and hull structure.
Non return suction valve:A check valve, clack
valve, non-return valve or one-way valve is a valve that
normally allows fluid (liquid or gas) to flow through it in
only one direction.
Check valves : Check valves are two-port valves, meaning
they have two openings in the body, one for fluid to enter
and the other for fluid to leave. There are various types of
check valves used in a wide variety of applications. Check
valves are often part of common household items.
577
578
579
580
Although they are available in a wide range of sizes and costs,
check valves generally are very small, simple, or inexpensive. Check
valves work automatically and most are not controlled by a person
or any external control; accordingly, most do not have any valve
handle or stem. The bodies (external shells) of most check valves
are made of plastic or metal.
Bilge strum box: It is a box with which the bilge pump line is
connected to. It prevents debris from getting into the line. A sort of
coarse filter that is fixed to the bottom of the bilge. Water enters
inside the box towards the suction and debris is stopped outside,
this prevents the line from choking.
A strainer on the lower end of a bilge pump line, may also have a
foot valve. (Pg 107 K & Y)
581
582
Bilge keel : A bilge keel is fitted along the turn of the bilge on
either side of the ship to help damp any tendency for the ship to
roll. The bilge keel also provides improvement in longitudinal
strength at the bilge. They extend over a portion of the mid ship
length of the ship and are positioned to minimize drag. The bilge
keel is fitted at right angle to the turn of the bilge plating.
They are attached to a continuous flat bar, rather than directly to
the shell, and their ends are gradually tapered and end on a
frame or other shell-stiffening member.
A means of fastening to the hull is employed which will break off
the bilge keel without damage to the hull in the event of
touching the ground or collision. The ends are fastened to a
doubling plate on the shell plating, since the bilge plating is in
highly stressed region of the ship.

583
Purposes and Advantages Of Bilge Keel :
1- To dampen / reduce the rolling motion of the ship.
2- To provide longitudinal strength to the ship.
3- It is within the boundary limit of ship’s length & breadth.
4- It is light in weight.
5- It is simple in construction.
6- In case of damage to the any part of bilge keel, hull
structure will not be affected.
7- It is fitted on both side of the hull, within the parallel body.
8- Less cost comparing to other such devices.
9- Easy and less maintenance.
10-No cargo space reduction, as it is out side of the hull.

584
585
586
 Corrugated bulkheads
• Corrugated plating is frequently used for bulkheads,
particularly in tankers, Bulk carriers and tank spaces of other
ships. The corrugations are usually trapezoidal in shape and
such bulkheads afford a considerable saving in welding, are less
susceptible to corrosion and provide easier tank cleaning.
• The use of corrugation or swedges in a plate instead of welded
stiffeners, produces as strong a structure with a reduction in
weight.
• Superstructure bulkheads are occasionally swedged, the
spacing of the vertical swedges being similar to that of
stiffeners.
• The edges of the corrugated bulkhead are joined to the shell
plating by a stiffened flat plate to increase transverse strength.
587
Advantage and Purpose of Corrugated Bulkhead :
1- Good water tightness as less joints.
2- It increases the transverse strength of the structure.
3- No loss of cargo space.
4- No additional weight is added.
5- Prevents any possible collapse of the bulkhead.
6- Easy and simple to carry out maintenance.
7- Corrugation provides simplified fitting.
8- Corrugation is only between the holds and not on the ship
sides.

588
 Shell Expansion
The shell plating forms the watertight skin of the ship and is a
major contributor to the longitudinal strength of the hull. The
plates are arranged in fore and aft lines around the hull called
strakes and are numbered for identification purpose, starting
with the strake adjacent to the keel, this strake being ‘A’. The
separate plates in the strake may be numbered, usually from aft,
thus ‘C 12 port’ will be the 12th plate from aft in the 3rd strake up
from the keel on the port side.
• The thickness of the plating depends on the length of the ship
and the frame spacing.
• The shell expansion plan also shows the frames, stringer, decks
and opening in side shell plating
• All the vertical dimensions are taken around the girth of the
vessel, rather than their being direct vertical projections
589
590
w

591
 Capacity plans
Capacity plan: the capacity plan shows a longitudinal and
transverse profile of the vessel and diagrams of load lines as
well as the principal particulars, such as GT, NT, DWT
capacity on different drafts. It also shows the moments to
change trim by 1 cm and the TPC for each draft, a diagram
with measurements of winter, summer, tropical and fresh
water load lines with the position of deck line, bale and
grain capacity of all the cargo spaces in cubic meters and
the position of the center of gravity of the spaces. Capacity
of double bottom, peak tanks, fuel tanks and the position of
the center of gravity of these tanks and capacity of all stores
and refrigerating chambers.
592
 structural components on ships plans
Anchors
Winches & Windlass
Switch boards
Junction box
Blowers and fans
Dampers
593
Sheer Strake : The upper strake of shell plating adjacent to the
strength deck at the main deck in a steel ship or the top line of
planking in a wooden ship is called the sheer strake. As the sheer
strake is at a large distance from the neutral axis it has a greater
thickness than the other strakes of shell plating.
Also being a highly stressed region it is necessary to avoid welded
attachment to the sheer strake, or cut outs which would introduce
stress raisers. The upper edge is dressed smooth, and the welding
of bulwarks to the edge of the sheer strake is not permitted within
the amidships length of the ship.
Stringer : In modern ship construction it refers to the longitudinal
run of plating covering the hull, deck and bulkhead structure.
Stringer is a special strake of the Strength Deck plating. It is the
strake that connects the Strength Deck to the Side Shell plating.
594
Stiffeners are secondary plates or sections which are attached
to beam webs or flanges to stiffen them against out of plane
deformations. Almost all main bridge beams will have
stiffeners. Flange stiffeners may be used on large span box
girder bridges but are unlikely to be encountered elsewhere.

595
Sketch of Sheer Strake and Stringer Plate

596
Cleating Arrangement of Hatch Covers : Cleating arrangement is
made on the hatch coaming of a cargo hold to make hatch cover
water and air tight, and to prevent water entry to the cargo hold.
Hatch covers are used to close off the hatch opening and make it
watertight. Wooden hatch covers, consisting of beams and boards
over the opening and covered with tarpaulins, were once used but
are no longer fitted. Steel hatch covers, comprising a number of
linked steel covers, are now fitted universally. Various designs exist
for particular applications, but most offer simple and quick opening
and closing, which speed up the cargo handling operation.
Water tigtitness of the closed covers is achieved by pulling them
down on to a compressible jointing strip. This is done by the use of
cleats which may be hand-operated or automatically engaged as
the hatch closes.

597
Maintenance requirements for this equipment are usually minimal but
regular inspection and servicing should be undertaken. Most hatch
covers can, if necessary, be removed manually. The means of securing
the hatches and maintaining their water tightness is tested initially and at
periodic surveys.
Any hatch covering used on a ship is to be of sound construction and
material, of adequate strength for the purpose for which it is used, free
from patent defect and properly maintained. All hatch covers should be
properly maintained. Defective or damaged covers should be
replaced/repaired as soon as possible. All covers and beams should only
be used if they are a good fit and overlap their end supports to an extent
which is adequate but not excessive.
Hatch coaming drain channels and associated compression bars must
always be well maintained and, most importantly, be free of rust. Heavily
worn or corroded compression bars will damage the hatch lid rubbers
and may not properly seal the hatch

598
599
600
Ships stresses diagrams

601
602
603
Transverse web frames

604
Tanker profile and plan

605
General cargo cross section

606
Bulk carrier cross section

607
608
Ships lines plan

609
Container ship

610
611
612
613
614
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636
637
638
639
640
641
642
643
644
645