_____________________________________________________________________ TOPIC: FORE END ARRANGEMENT This is normally the structure, which is the forward quarter (25 %) of the

ship's length. This part of the ship is su !ected to additional forces during slamming and pounding in hea"y weather. #or higher speed "essels such as container ships the forward hull elow the waterline is su !ect to additional hydrodynamic forces. The purpose of fitting a fore$castle superstructure at fore end is to protect foredec% fittings against green sea loads and minimi&e the impact of such loads on fore hatch co"ers. 'inimum ow height and reser"e uoyancy would require additional reser"e uoyancy forward consistent with the pro"ision of some sheer and(or a forecastle. )hip uilding rules require additional stiffening in the forward part of the ship in form of reduced frame spacing, fitting of panting eams, panting stringers etc in addition to the collision ul%head, floors, frames, eams and other normal internal structures. Fore Peak Tank *t is a watertight tan% normally used for allast purposes so that the ship can e pro"ided with the proper trim especially on the allast !ourney. + watertight collision ul%head is fitted in the fore pea% tan% so that in the e"ent of a collision, damage to the cargo located aft of the collision ul%head will e minimi&ed. The chain loc%er for storing the anchor chain is normally located inside the fore pea% tan%. Fore Peak Tank Construction The following structures are found in the fore pea% tan%, (-) Stem plate or stem bar or a com ination of oth in the forward most structure, which forms the profile of the ow. The stem plate is normally made of steel plate and is stiffened y a centerline girder or stiffener. The stem runs from the highest point at the forecastle to the %eel of the ship. (2) reast !ooks are fitted at inter"als to stiffen the stem plate and to connect the stem plate to the panting stringers or side stringers. (.) Pantin" strin"ers or side strin"ers are fitted at regular inter"als on the ship side to reduce panting, the inward and outward deformation of side plating (the /hungry horse0 effect) caused y the changes in water pressure. (1) 2anting beams are normally spaced at e"ery other frame space to a sor the trans"erse fluctuating forces induced during slamming and pounding of the ship. 3hannel ars are normally used as panting eams. 2anting eams are also sometimes supported y pillars.

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_____________________________________________________________________ (5) Per#orate$ bulk!ea$ (also %nown as swash ul%head or wash ul%head) refers to the centreline ul%head which is not watertight. *ts main function is to reduce free surface effect or heeling moments of water in tan%s, which are not fully filled. (6) Per#orate$ flat (also called perforated dec%) is a hori&ontal dec% which is non watertight. *t acts as a %ind of a full panting stringer to a sor the trans"erse forces. The dec% is supported y panting eams and longitudinal girders li%e a usual dec%. The perforations on the dec% are to facilitate the flow of liquid in the fore pea% tan% and also for man entry. (7) Soli$ #loors are fitted at e"ery frame spacing to reinforce the ship's ottom. + centreline girder is normally fitted to pro"ide for rigidity of the structure with the trans"erse floors. (8) Collision bulk!ea$ is mandatory and to e fitted at aft of the fore pea% tan% at a distance of 5 to 7.5% length of the ship from forward perpendicular. (9) Deck!ea$ is the uppermost dec% of the fore pea% tan% which is watertight. :ntry to the fore pea% tan% is through man holes which are %ept watertight y co"ers when ship is under way. ulbous o% *f a sphere is immersed !ust elow the surface, and pulled through the water, a wa"e is created !ust ehind the sphere. The wa"e from the sphere interferes with the normal ow wa"e and results in a smaller ow wa"e. Thus the force required to produce the ow wa"e is reduced. ;owe"er, the wetted surface area of the ship is increased, causing a slight increase in the frictional resistance. #itting a ul ous ow reduces the wa"e ma%ing resistance, which forms a large proportion of the total resistance. + ul ous ow also increases the uoyancy forward and hence reduces the pitching of the ship to some small degree. The construction of the ul ous ow consists of steel plates, internally supported y a center$line we and hori&ontal plates (a out - m apart). <ue to the reduced width at the waterline caused y the ul , complete internal perforated flats are fitted. The outer ul plating is thic%er than the normal shell plating, partly ecause of high water pressures and partly due to the possi le damage y anchors and ca les. o% Flare *t is the 'fall out' of the ow plating, outward cur"ature of the plating as the dec% is approached. *t increases reser"e uoyancy thus helping to pre"ent the ow from di"ing deeply into hea"y seas. The shape tends to throw water aside and %eep it off the dec% if the ship should plunge deeply into a wa"e. *t also increases the readth of the forecastle and allows the anchor to drop clear of the shell plating.

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#ore :nd )tructure

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$$$The :nd of 3hapter$$$

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