DEDICATED TO

DEAREST “KRISHNA CHANDRAN”

- GOKUL
NAV ARCH
PERMIABILITY
Stiff ship , tender ship
FREE BOARD – WHY „S IT REQUIRED
Free board mark
WHY LESS FREE BOARD ON TANKERS
DECK LINE
RESERVE BUOYANCE
Longitudinal centre of floatation ?
What is prismatic coefficient?
What is free surface effect
What makes the ship sea worthy ? – condition where it fulfils intact and damage stability
crieteria
Angle of loll and how will you correct it
DEAD RISE OR RISE OF FLOOR
SIMPSONS RULE ? USE ?? AND HOW TO CAL AREA?
STABILITY TEST ? – 1.INCLINING EXP , 2. LIGHT SHIP SURVEY
INCLINING EXPIRIMENT
LIGHT WEIGHT SURVEY
HOW TO CALCULATE BM ? (REEDS PG 72)
SHIP STABILITY BOOKLET ?
Diff b/w Longitudinal stability and Transverse stability – which Is greater

STABILITY
- DEFN
- STATIC STABILITY REQIREMENTS
- STATIC STABILITY CURVE
- CROSS CURVES OF STABILITY

ADMIRALTY COEFF

SHIP CONS
BASIC SHIP DIAGRAM
Draw DB Tank cross-section
TOPSIDE TANK, HOPPER TANK , DB TANK – USES
DB OF TANKER
What is collision bulkhead and how many
DIFFERENT TYPES OF BULK HEADS
What is aft bulkhead
LBP –length between perpendiculars
MARGIN LINE
SHEER
CAMBER
BULWARK
SHOE PLATE
STEALER PLATE
TYPES OF FLOORS
TONNAGE
ENTRANCE, RUN, PARALLEL MIDDLE BODY
SHIP SIZE – CLASSIFICATION (PANAMAX…..)
IMO OIL TANKER CATEGORIES
What is a lightening hole
KEELS – TYPES
HOW IS BILGE KEEL ATTACHED ?
RAISED QUARTER DECK
FRAMES
BULBOUS BOW – CONSTRUCTION AND USE
TRANSOM STERN
CRUISER STERN
STERN FRAME
RUDDER (rudder stock, carrier bearing, rudder trunk)
TRANSOM FLOOR
WATER TIGHT BULK HEADS
WATER TIGHT DOORS
DEEP TANKS
TOPSIDE TANKS
SHAFT TUNNEL
FORE PEAK TK – CONSTRUCTION AND USE

DIFFERENCE B/W STRINGER AND STIFFNERS

TRANS VS LONG FRAMING
HOW LONGITUDINAL STRESS IS PREVENTED?
POUNDING AND PANTING
WATER TIGHT BH REG
WATER TIGHT DOORS SOLAS REG – JIST
DOUBLE BOTTOM COMP TESTING
What is the space bet floors and intercostal girders
Types of bulk head
Dead weight
Net tonnage, gross tonnage
How are these calculated?
CGT – COMPENSATED GROSS TONNAGE
Torsion box
POCKETING
ALUMINISED HULL
POSITION 1 AND POSITION 2 IN SHIP CONSTRUCTION
AHS – ANTI HEELING SYSTEMS
TORSION BOX
WINCH LOAD TEST

SUPER SCT AND DECK HOUSES

COFFER DAM

SOLAS
What are bulkheads and classification
SIN - SHIPS IDENTIFICATION NUMBER , WHR DO YOU FIND
COLLISION BH REGULATIONS
WHAT „S CAT A MACHINERY SPACES
HIGH VELOCITY VENT AND MAST RISER (SOLAS CHAP II-2/ Vent outlets for cargo
handling)
SOLAS – XII – ADDITIONAL SAFTEY MEASURES FOR BULK CARRIERS
 NAV ARCH
PERMIABILITY
 The floodable volume in a space is called permeability
 Expressed in percentage or as a coefficient between 0 to 1
(ie – flooded vol/total vol)

Why is it required ?

 Used in ship survivability and in damage stability calculations

Typical values from International bulk chemical code states

- e/r = 0.85
- empty tanks, living spaces – 0.95
- stores – 0.60
- cargo hold - actually varies with the type of cargo – hence 0.60 may be taken as an avg
value or 60%)

this means , in e/r only 15 % of the volume is occupied by machineries is assumed for damaged
stability calculations

DECK LINE
 Horizontal line mark amid ships on both the sides
 Its upper edge coinciding with the upper surface of freeboard deck and outer surface of
the ship side
 Distance b/w the water line to deck line is called free board

FREE BOARD
- The freeboard assigned is the distance measured vertically downwards amidships from
the upper edge of the deck line to the
upper edge of the related load line

WHY FREE BOARD IS REQUIRED ?

 - Sufficient freeboard is required at all times to prevent the vessel being swamped and
overwhelmed

 - To prevent green seas on deck

 - satisfy IMO damage stability regulations due to increased reserved buoyancy.

(increased freeboard means increased internal volume. And if that internal vol is water
tight then means increased reserve buoyance)

FREE BOARD MARK

 Every ship should have free board marking marked on the either side of the ship „s hull at
its centre
 Its placed at the maximum draft at which the ships stability has been determined

- The ship should not operate in any condition if the freeboard mark is submerged during
calm whether when ship at rest and upright
 -

- Another diag. example:-

WHY LESS FREE BOARD ON TANKERS

1. High deck integrity
2. Deck openings are very small
3. Less density of cargo compared to grain
4. Increased longitudinal and transverse subdivisions
5. Larger and better pumping arrangements compared to normal cargo ships – in the
condition of ingress of bilge water
6. Permeability is only 5% in oil tankers where, its 60 – 65 % in dry cargo ships.
Hence there is higher ingress of water

LONGITUDINAL CENTRE OF FLOATATION

- The ship is not symmetric about its fore and aft, therefore it doesn‟t not trim about its mid
ship
- It‟s the centroid of water plane
- The axis about which the ship trims
- If a weight is added on the LCF, then the draft would increase without change in trim
REASON : the COG of the added mass is in line with the added layers of centre of
buoyance

What u mean by reserve buoyancy and why needed.

- Buoyancy: The upward thrust exerted by the water on the ship
- It depends upon the water displaced by the ship upto water line

Reserve buoyancy - as per reeds

(ref reeds pg 111)
- It‟s a potential buoyance of the ship which depends upon the intact water tight volume
above the water line of the ship
- If a weight is added or buoyance is lost due to bilging, the reserve buoyance gets
converted to buoyance by increasing the draft
- If the loss of buoyance exceeds the reserve buoyance ship will sink
why is it needed ?
- It s defined as the buoyancy a ship can call upon to meet d loses of buoyancy due to
damage of main hull.Its use in the general working of the ship is to provide a sufficiency
of freeboard to make the vessel seaworthy.

STIFF SHIP TENDER SHIP

- Large GM - Small GM
- Very stable - Easy rolling and smooth rolling
- Less roll period - Comfortable ride
- Uncomfortable ride

STABILITY TEST
It‟s required for all vessels upon their completion or major conversion

1. INCLINING EXPIRIMENT
2. LIGHTSHIPSURVEY

INCLINING EXPERIMENT
Used to find lightship

- Displacement
- LCG (longitudinal centre of gravity)
- VCG (KM)

(for symmetrical ships)

For asymmetrical ships – TCG is also found (for MOBILE OFFSHORE DRILING UNITS )

- On completion of a ship, or after a major o‟haul inclining exp is done

- With those results lightship disp, LCG, VCG is obtained
- Every ship to be provided with “STABILITY INFOMATION BOOKLET” regarding stability
of the ship

LIGHTSHIP SURVEY
- To ascertain that the stability info is valid, once in 5 yrs inclining exp is done to check if
the lightship disp, LCG are within limits

- IF DISPLACEMENT

L </= 50m : not greater than 2%

L >/= 160 m : not greater than 1%
50<L<160 m = linear interpolation method

- and LCG : is not greater than 0.5% LBP

- If the survey complies the values above , then re inclination test need‟nt be conducted
and the values of lightship disp , LCG, VCG are calculated and duly noted in “STABILITY
BOOKLET”
- If doesn‟t comply, then re inclination test is to be carried out.

If a vessel is manufactured same as its sister vessel, and the values are within 1 – 2%,
then regulatory bodies may allow the vessel to share the same VCG or even the same
STABILITY BOOKLET
INCLINING EXPIRIMENT
 To determine KG in light ship disp condition
 Because KG is the basis for all stability calculation

Here gg1 = (w x d)/W

Where
w = mass of the object
d = distance moved
W = weight of the ship / displacement
IN THE ABOVE EXAMPLE, TO CALCULATE GM (METACENTRIC HEIGHT), a pendulum and
a deflection scale were used.

Now a days, SABILIOGRAPHS ARE USED. WHICH GIVES DIRECT HEELING ANGLE.
With that info, GM is found as follows

To find GM
- After construction of ship or after major overhaul, the inclining experiment is done to
calculate GM, coz the stability of the ship is assessed using the same
- The ship is loosely moored to allow inclination
- Water density is calculated
- Calm weather is ensured
- The ship is light to the maximum
- Free surface tanks are pressed up
- No one more than who are conducting the exp should be onboard

How „s its done – experiment

- The stabiliographs are placed on the far fwd and aft properly
- And two masses on the either sides are placed
- Now, all the masses are moved to one side, then to other, and some more weight shifting
is done and the heel angles for all the masses moved are calculated (shown by
stabiliograph
- The average heel angle is calculated
- As we know, tan = GG1/GM
- GM = GG1/tan

Here, GG1 = mxd / (disp of ship)

Tan = angle of heel from stabiliograph

Thus GM is calculated, and this is how inclining experiment is done

HOW TO CALCULATE BM
Ship Stability booklet

Stability booklet is a document which gives the master an idea of how the vessel will respond
under various loading conditions. The stability booklets normally used by the chief person
consists of all guidance on loading, stability calculations etc.

The damage booklets are said to have the different ship damage cases which details and helps
to understand the ability of ship survival under various diverse conditions.

While inclining experiments are usually done in fully flooded dry-dock or in calm water depending
on the availability of heavy weight moving equipment‟s. The experiment includes the moving of
weights on the deck at specified distances and collecting the angles of heel thus produced. This
collected data is then used to calculate the vertical position of centre of gravity which is recorded
in stability booklets

Now why would you want to calculate the centre of gravity ?

reason: Thus - helping the user understand the ships performance and stability under various
conditions. These experiments are done each time when a new vessel is made and the result is
compared with the first result recorded to check the changes in centres of gravity if any. An
Inclining Experiment plays a pivotal role and hence it's requirements and procedure is also vital.

MY VERSION

STABILITY BOOKLETS
- Gives the master an idea on how the vessel would react on different conditions of loading
- Consist guidelines on stability calculations, loading etc
- Inclination exp that are carried out, the values are recorded in stability booklets
- Any changes in the COG and light ship disp are duly recorded / updated in STABILITY
BOOKLETS
DAMAGE BOOKLETS
- Consists on cases of ship damage and gives an idea on ship‟s survivability

LONGITUDINAL STABILITY TRANSVERSE STABILITY

Considers Considers

- Longitudinal GM - Transverse GM
- LCF - Righting lever GZ
- Trim
- Drafts

Has a very large GM Has smaller GM

- Longitudinal STABILITY is always - For the very same reason, heeling is

greater because of large GM considered at small angels and even at
large angles
- That‟s one reason why rolling is given
more priority than pitching
- Also recommended that G STAY
BELOW M
PRISMATIC COEFFCIENT

Prismatic coefficient determines the 'fatness' or 'fineness' of the hulls

ends. It is the ratio of the 'displaced volume' divided by a block, the
volume of which equals the length of the waterline multiplied by the
hull's maximum crossectional area. The slimmer the tips of the kayak
the less volume of the block the hull occupies and the smaller the
Prismatic coefficient. Conversely, imagine a boat such as a barge or
pontoon that would fill the entire volume of the block. In this instance
the Cp would be equal to 1.

Prismatic coefficient is one of the more important factors used in

determining the general shape of the hull for a given performance
envelope. There is a direct correlation between Prismatic coefficient,
hull speed and waterline length as relates to wave resistance. Cp is
incorporated into most 'Hull performance' prediction algorithms and is
also used by hull designers to shape their boats for optimal
performance within the desired speed range.

Cp's for kayaks range from 0.45 for lower speed hulls up to 0.65 for
racing kayaks.
FREE SURFACE EFFECT:

When a tank in a ship is half full and, the ship heels to a particular direction , the liquid in the tank
would also flow in the same direction of heel , changing the position of centre of gravity and
reducing GZ (righting lever). This is called free surface effect.

Derive free surface effect:-

FREE SURFACE EFFECT:-

Now,

Assuming mass of liquid wedge = m

Distance moved = gg1

Change in centre of gravity = GG1

GG1 = (row x i)/(row 1 x displ of ship)

i = (1/12 ) l x b3

If 1 longitudinal partition

GG2 = (1/4) ((1/12) lb3)

If 2 longitudinal Partitions

GG2 = (1/9) ((1/12) lb3)

Therefore , formula = 1/(n+1)2.((1/12) lb3)

DEAD WEIGHT OF A SHIP

- Also abbreviated as DWT. Expressed in tons

- The total weight the ship can carry safely. (includes everything, cargo, crew, rations, fuel
, l.o etc)
- The ship loaded to the point at which the plimsoll line is above to submerge.

GROSS TONNAGE NET TONNAGE

Overall ship‟s internal moulded volume of ships revenue yielding volume

all enclosed spaces from keel to funnel i.e vol of cargo holds

to be more simple .,
NET tonnage =
(vessel‟s gross tonnage) –( accomodation,
machinery spaces, navigational room etc
etc)
- Tolls for transiting Suez and
panama are based on Net tonnage
Unit less index Unit less index

Used to determine things such as Used to

Manning regulations Calculate port duties
Registration fees
Port fees
Safety rules
Net tonnage should not be < 30% of gross
tonnage
Ie. NT = 0.3 x GT

REFER DJ EYRES (PG 339 – TONNAGE)

HOW ARE THESE TONNAGE CALCULATED?

GROSS TONNAGE (GT)

- GT = K1.V
- Where V = total volume of all enclosed spaces

NET TONNAGE (NT)

FOR PASSENGER SHIPS – REF above pg no.

For other vessels

- NT = K2.Vc (4d/3D)2
- Where Vc = total volume of cargo spaces in cubic metres
D = moulded depth
d = moulded draft amid ships

MEASUREMENT

- The classification society measures the tonnage and issues an INTERNATIONAL

TONNAGE CERTIFICATE

SUEZ AND PANAMA CANAL TONNAGES

- Tolls for transit through these canals are based on Net tonnage
- For container ships, the Measurement is calculated wrt TEU
 - Suez and panama have recognised a number of class societies to undertake
measurement and issue INT. TONNAGE CERT.

COMPENSATED GROSS TONNAGE (CGT)

- Thus the gross tonnage was a measure of comparing the output of various ship building
countries
- But the statistics went wrong coz a 65000 GT passenger ship needed much more man
power and time to be manufactured compared to a 1,50,000 GT oil tanker.
- So this lead to wrong interpretations
- Hence CGT was introduced by association of west European ship builders and ship
builder‟sassociation of japan
- The CGT coefficient table consists of various factors , to find a CGT of a ship, the
relevant co efficient s has to be multiplied with (pg 343 DJ Eyers)

WHAT‟S THE PURPOSE OF DEAD RISE OR RISE OF FLOOR

DEAD RISE:
- The amount of V shape in the bottom of the hull is known as dead rise or rise of floor
- Flat bottomed hull tends to pound in rough weather
- To prevent this hull is V shaped at bottom.
- Whereas v bottomed hull would provide a smoother ride
Because the v at the bow allows the hull to cut through the waves smoothly
- The angle of dead rise is not same throughout the ship
flat bottomed hull – 0 „ dead rise
deep v hull - 24‟ dead rise
all purpose hull – 15‟ dead rise

ANGLE OF LOLL AND HOW WILL YOU CORRECT IT:

ANGLE OF LOLL

- An initially unstable ship heels to a certain angle and ends up in neutral stability. That
angle is called angle of lol
- At angle of loll ., GM = 0 OR KG = KM

CORRECTIVE ACTION

- First check if the vessel is listed or lolled

- Always presume it is lolled for safety and work accordingly
- Calculate the vol of all tanks check for any slack tanks if any for the reason listed
 - If the port and starboard listing moments are same then confirm its lolled
- In a listed condition always try to lower the centre of gravity by

- discharging the high side of the ballast first

- start filling low side of the tanks (prefer smaller tanks to minimise free surface
effect during filling )
(coz if you fill the other side of the tank, the listing moment will be enough to capsize)

- gradually start filling the mid tank and then the port side tank

-
- now the vessel should be upright , even if it is not ., try ballasting other tanks in the same
method

WHERE DOES ANGLE OF LOLL OCCUR

 Occurs in timber carriers., - timber s on the deck absorb moisture and increases the cog
 Moreover, while sailing, consumption of fuel and water from the lower tanks also
increases the cog.

NOTE :- DURING LOLL – NEVER BALLAST THE HIGH SIDE OF THE TANK , BECOZ , THE
SHIPS LISTING MOMENT TO THE OTHER SIDE IS ENOUGH FOR IT TO CAPSIZE
WHAT‟S SIMPSON‟S RULE ? ITS USE ? FORMULAE ?

SUMMARY

 It‟s a mathematical rule used to find out area under any continuous curve
 Cross sectional area of water plane is found out at different positions along the length of
the ship and a curve is plotted.
 Now, the area under this curve is the displacement of the ship. Or amount of water
displaced by the ship (for diag ref reeds pg 39)


 The centroid of this is the longitudinal centre of buoyance

this is one way of calculating disp

the other way is :-

 Water plane area plotted againsdraft at common intervals would also give displacement

USE:-

- DISPLACEMENT AT ANY DRAFT CAN BE FOUND

- TANK/HOLD CAPACITIES ARE FOUND
- AREA UNDER ANY CONTINUOUS CURVE CAN BE FOUND

FINDING AREA

Assumptions

- Curve in any fig is considered a parabola and the area under it is divided by THREE
CONSECUTIVE EQVI DISTANT ORDINATES
REMEMBER

H= EQUVI DISTANCE SPACING

1,4,2,4,2,4,1 = SIMPSONS MULTIPLIERS

STATIC STABILITY

DEFN

- Measure of ships tendency to retain its upright position if inclined by an external force

STATIC STABILITY REQUIREMENTS

- The initial metacentric height GM should not be less than 0.15 m

- GZ should not be less than 0.2 m at heel = 30‟
- Max righting lever should occur at angle of heel > 30‟ (in any ways not less than 25‟)
-
- The area under the GZ curve should be
0.055 m rad upto heel = 30‟
0.09 m rad upto heel = 40‟
0.03 m rad between 30‟<heel<40‟ or 30‟<heel< Angle of downflooding

(angle of downflooding means = angle at which deck immersion takes place )

CURVES OF STATIC STABILITY

- This curve is plotted for every voyage

- And its for a particular KG and displacement

FROM THIS CURVE YOU CAN FIND

- INITIAL GM
- A tangent drawn to the curve at initial point whr it meets at 1 rad ( that h = Initial
Metacentric height)
- ANGLE OF CRONTRAFLEXURE
- The angle till which the rate of GZ increases with increase in heel. Though after this GZ
may increase, the rate of increase is slower
- ANGLE AT WHICH MAX GZ occurs
- ANGLE OF VANISHING STABILITY
Beyond which the vessel will capsize
- RIGHTING MOMENT AT ANY ANGLE CAN BE FOUND
- GZ x Displacement
 - MOMENT OF DYNAMIC STABILITY AT ANY PARTICULAR ANGLE
= Disp X A
Displacement – tons
Area in – Meter Rad
- Area under the curve
eg/ What s the dynamic stability at angle 20‟
so, the – AREA UNDER THE CURVE IS SHADED TILL 20‟

(DYNAMIC STABILITY: Its nothing but the work done in heeling the ship to a particular angle )

NOW WHAT S CROSS CURVES OF STABILITY

- The static stability curve is plotted with the help of CROSS CURVES OF STABILITY
- i.e. To plot Static stability curve u required values of GZ at Various angles of heel
- Cross curves are nothing but curves plotted using
- GZ
- ANGLE OF HEEL
For VARIOUS DISPLACEMENTS

Now, since the curves cross each other, its called cross curves of stability
ADMIRALTY COEFF

- Now after construction, the power of the ship need s to be calculated without having to
resort to the model experiments
- There are various methods, one such method to find out pwer is ADMIRALTY COEFF
METHOD

The derivation is as follows ( refer reeds pg 127, 128)

Here

S = wetted surface area

V = Velocity of the ship in knots

n = factor dependent on type of ship,

- For slow and medium speed engines n is assumed 2
ADMIRALTY COEFF
 SHIP CONSTRUCTION --DEFINITIONS
BASIC
LENGTH BETWEEN PERPENDICULAR

MARGIN LINE

- An imaginary line drawn parallel to the continuous bulk head deck not less than 76 mm
below.
- Denotes the max floodable limit – after which the ship would sink

MOULDED DEPTH

- Vertical dist from top side of the keel to underside of the deck x`

MOULDED BREADTH

- Horizontal distance b/w the outermost port and stbd inner platings

SHEER

- It‟s the longitudinal curvature of the deck from fore to aft

- Rising from midship to fore and aft
- Makes the vessel sea worthy by raising the deck and preventing green seas on the deck

SHEER STRAKE

- Strake means hull/plating

- Sheer strake means , a long continuous plate running on top of the main deck

STRAKE
(Kemp and Young pg 48)
- Shell plating extending from fwd to aft
- Named alphabetically starting from the strake adjacent to keel ( c,b,a – keel – a, b, c)
- And its numbered from aft. i.e., Port C 12 would mean ,
C STRAKE – PORT SIDE
12 – From the aft start counting from 1 , 2, … until 12 th strake

Thickness

- The thickness of the strake is the max at the mid ship (0.4L)
- And at the ends its (0.075L)
 - Thickness of the plating near Hawse pipe, stern frame , propeller should be 50% thicker
than the adjacent strake

TUMBLE HOME

- The side shell of the ship towards the upper deck region curves towards the centre line of
the ship.
- No significant importance other than style.

CAMBER

- Transverse curvature of the deck from the mid ship lowering to the sides
- Enables drainage of water

GARBOARD STRAKE

- Strake‟s on either side of the keel is called Garboard strake

RISE OF FLOOR

- Rise of bottom shell plating above the base line

FLARE

- Outward curvature of the side plating

- Enables quick dryness
- That s why used in fwd mostly

KEEL

- These are members or series of members that run longitudinally at the base of ship
- Normally refers to the centre line
- Distributes local stresses equally when dry docked
- Main sct in giving longitudinal strength of the ship

Thickness

- The width of the keel = 70B

B = Breadth of the ship
- But limit should be 750 mm < keel width < 1800 mm

- Thickness should be = 2 mm GREATER than adjacent bottom plating

PARALLEL MIDDLE BODY

- Length over which the midship section remains constant in area and shape

ENTRANCE

- The immersed body of a vessel fwd to parallel middle body

RUN

- The immersed body of a vessel aft to parallel middle body

TONNAGE

- Measure of enclosed internal volume of a vessel

- 100 cubic feet = 1 ton

TEU AND FEU

- Indicates carrying capacity of container units

 - (Twenty foot equivalent unit) – indicate number of std shipping containers that may be
carried
- Some shipping routes ships carry containers that are 40 feet in length

SHIP SIZES

HANDY MAX / HANDY SIZE 35,000 – 45,000dwt

PANAMAX 55,000 – 70, 000
Max beam = 32.2 m
Max length = 275 m
AFRA MAX 80,000 – 1,15,000
SUEZ MAX UPTO 1,50,000
VLCC 2,00,000 – 3,00,000
ULCC 3,00,000 – 5,50,000
CAPESIZE 80,000 – 1,70,000
Too large for panama
Therefore voyage through cape horn
Thus the name

For container ships

PANAMAX: 3000 TEU – 4500 TEU

POST PANAMAX: 5500 TEU – 8000TEU

IMO OIL TANKER CATEGORIES

CATEGORY 1 .>20,000 Dwt oil tankers carrying

(Non marpol compliant tankers) crude oil,
Hfo
Heavy diesel oil
Lub oil

as cargo do not comply with the

requirements of protective SBT
CATEGORY 2 .> 20,000 Dwt oil tankers carrying
(Marpol compliant tankers) Crude oil
HFO
Heavy diesel oil
Lubricating oil

as cargo comply with the requirements of

protective SBT
CATEGORY 3 5000 to 20,000 Dwt – other than those
specified in category 1 and 2

THREE TYPES

- FLAT KEEL
- BAR KEEL
- DUCT KEEL

FLAT KEEL

- Used in all types of sea going vessels

- Flat keel would basically mean a single bottom
- In the olden days, above the floors, a wooden plank was placed to facilitate cargo
carriage. (now u might wonder that makes it a sort of double bottom right ? – ans is , its
not, coz if it‟s a double bottom, it should be water tight
BAR KEEL
(ref DJ Eyers)

- A bar is placed in the centre of the keel called bar keel

- The either side of the hull attached to the bar keel is called Garboard strake
- These types of keels are incorporated in ferries or boats that are vulnerable to grounding

DUCT KEEL

- Also called as BOX KEEL, allows pipes and other services throughout the keel length.
- This is fitted from the fwd of the e/r bulkhead to the aft of the collision bh
- This keel facilitates pipe passing through the cargo holds and thus isolating piping from
cargo contact
- This enables lines to pass through that facilitate draining

HOW IS BILGE KEEL ATTACHED ?

 Bilge keels, particularly on steel vessels, are "lightly welded" along a portion of the
vessels length. This allows the bilge keel to be deformed or detached in case of impact without
risking the vessels hull. Typically, short sections will be welded, with gaps between. The bilge
keel will be attached to a backing strip - a strip of metal, which prevents the bilge keel from
propagating cracks into the hull when damaged.

it reduces rolling basicly..it runs half length fwda nd half astern frm the mid ship

BILGE KEEL
(pg 182 DJ Eyers)

- Used to dampen rolling

- Increases the longitudinal strength along the bilges
- Protects the bilges from grounding

Construction

- Its placed exactly by 90‟ to the bilges

- Supported by a backing plate or a ground plate
- On the ground plate is whr the bilge keel is welded
- Thickness of ground plate is equal to keel plate or can be 14 mm whichever is smaller
- Extends aft more than it extends fwd
- Should not extend more than the breadth and depth of the ship – or would be damaged
during docking

How „s it welded

- The ground plate is welded on to the shell by continuous fillet welds

- The keel plate is welded on to the ground plate by light or intermittent welds as to ,
should the bilge plate get damaged due to grounding or so, it shouldn‟t affect or have an
impact on the shell , but if welded light with a ground plate behind backing it, the keel
would get damaged without causing damage to the hull !

RAISED QUARTER DECK

DJ EYERS PG-15, DIAGRAM PG – 18)

- These are mainly associated with smaller bulk carriers

- These small bulk carriers have a fairly large e/r at the aft
- And when these, in their fully loaded condition has a tendency to trim by bow
- To eliminate the same, a raised quarter deck was constructed in the way of the after
cargo holds, this tendency was eliminated

FLOORS

- These are transverse members that are perpendicular to the keel and girders
- Increases the transverse strength along the ship

There are three types of floors

- 1. Solid floors
- 2. Plate floors
- 3. Bracket floors

Plate floor
Solid floor – used for stiffening whr floors are placed at every frame (under m/e, engine room,
stern, fwd , bulbous bow etc)

-
Bracket or open floor

LIGHTENING HOLE

- A hole cut in a non – water tight structural member

- For, weight reduction, accessibility and ventilation
FRAMES

- Vertical members provide strength to the side shell – makes up the framing of vertical
part of the hull
- Frames – used in transverse framing (spaced closely)
- Web frames – used in longitudinal framing (spaced apart)

- Shell framing

DIFFERENCE B/W STRINGER AND STIFFNERS

- STRINGER – HORIZONTAL STIFFENING MEMBER‟S
- STIFFNERS – VERTICAL STIFFENING MEMBER‟S

- In this diag
- 13 : side stringer
- 14: panting stringer plate
GUNWALE
- The upper most part of the ship side
- In the diagram below 13 – gunwale
BULWARK
4. The part of a ship's side that is above the upper deck

d people being washed overboard. ¹

5. Verb. (transitive) To fortify something with a wall or rampart. ¹

6. Verb. (transitive) To provide protection of defense for something. ¹

STEALER PLATE
(pg 228 DJ Eyers) and (Kemp and young pg 48)

- To reduce the number of strakes in the fwd, the side shell tapers and gets joined at a
single RADIUSED plate called Stealer plate
- This plate extends from the waterline to the top of the deck
- Below this plate, there is a stem bar – which extends from the bottom portion of stealer
plate to the flat keel ( connected by Shoe plate*)
- Now , the solid bar along with Stealer plate together known as “SOFT NOSE” enables
the fwd to take a substantial amount of impact without damage (this became possible
becoz of stealer plate , - i.e. in olden days solid bar was all the way from the keel to the
top of the stem with a Solid bar which could not take any impact and was very brittle thus
providing no safety, )- This SOFT NOSE arrangement superseded this problem

How is it welded

- The sides of the shell are internally welded on to the stealer plate
- The Stem bar is welded internally at the bottom of the stealer plate

STIFFENING OF STEALER PLATE

- The radiused plate is stiffened using Breast hooks

Used – on tugs and smaller ships with bar keels

SHOE PLATE AND COFFIN PLATE

- The keel terminates at the stem and the stern frame, these are referred to as
- Stem : called as Shoe plate
- Stern : Called as Coffin plate

Eg: Shoe plate- is the plate which joins the Solid bar to Flat plate keel

- shoe plates are used connect stem to the flat plate keel. The forward end of the shoe
plate is dished around the stem while after end is fattened to connect with keel plate

Ther‟s one more defn of SHOE PLATE

- shoe plate is the plate which is placed at the bottom of stern frame
- it helps give the ship a streamline finish and also reduces eddies formed

BULBOUS BOW – CONSTRUCTION AND USES?

(DJ EYERS 229)

Refer the diagram and then study

- Vessels operating at higher speeds and those that have higher block coefficients are
found to have bulbous bow or protruding bow.
- This is to decrease the resistance offered to the ship

CONSTRUCTION

- Its constructed as a single unit

 - The protrusion forms a combination of the side shell
- Has floors at every frame space in bulb
- Transverse are fitted at every fifth frame
- Horizontal diaphragm plates are fitted
These plates are not fitted more than 1 m apart
- Shell plating covering the bulb has increased thickness as
- damage by anchor chains are taken into consideration
- bow fouling due to anchor chain are also considered

SUPER SCT AND DECK HOUSES

(Kemp and young 87, DJ eyers – 222)
SUPER SCT
- Those erections above the freeboard deck that extends to the ship side
- These are provided as a protection for machinery openings
- The strength of the vessel whr super sct and deck houses terminate are non continuous
- long super sct with > 15% of Length, extending within 50% contribute to the longitudinal
strength
- These have to withstand the force of seas shipped !
- Hence the fwd of these super sct are fabricated with Heavier scantlings
i.e. Thicker plates
- Increased stiffening members with increased scantlings in the fwd of sct compared to
aft

- The Sheer strake– thickness > 20%

- The Side platings of Super sct – Thickness > 25%
- The deck Stringer plate – thickness > 20%

How „s it welded
- The bridge plating is tapered into the sheer strake plating with generous radius
- Stiffened suitability along the radius
- Webs not more than 1.5 m apart

DECK HOUSES
- Those erections on the deck which doesn‟t extend till the ship side

PORT HOLES OR SIDE SCUTTLES

(kemp an young pg 87)
- Steel dead light fastened on to a rubber gasket
- If these are placed below the free board deck
- Then has to be above 500 mm or 2.5%B , which ever is greater above the deepest
assigned load line
STERN
(ref pg – 235, 236 DJ Eyers, and kemp and young 58,59)

There are two types of stern

1. Cruiser stern
2. Transom stern

CRUISER STERN TRANSOM STERN

This stern over hang may be subjected to large
slamming force,
Hence Solid floors are at every frame space
Has a heavy centre line girder
Deep floors, centre line girder, are provided at
the lower region
Cant frames are not required where transom
stern is deployed

The stern plating is stiffened by cant frames The flat stern plating is stiffened by vertical
stiffeners

Cant frames – any transverse frame not perpendicular to the fore and aft of the ships centre line

STERN FRAMES
- May be forged, cast or fabricated and then assembled
- If a large stern frame is required, then its cast in small pieces , transported and then
welded (thermit welding) together during assembly
- They are of STREAM LINE form to prevent eddies
(Ref pg 238, 2 types of stern frame, cast and fabricated)
 - Side shell plates are directly welded to the stern frame
- A small gap is given during welding to provide flush weld – called “RECESS”

TRANSOM FLOOR
- Rudder post is carried into the main hull via the transom floor
- The floor to which the rudder post is fitted is heavier with more substantial stiffening
arrangements , this floor is referred to as transom floor

RUDDERS
- BALANCED – > 25 – 30%
- SEMI BALANCED - < 20%
- UNBALANCED –The entire area is aft of the rudder stock

Why balance?
- So that the torque can be minimised and thus smaller and less power consumption for
steering gear
- How: the lateral pr at the aft of rudder is brought near the turning axis

Construction
- Steel plate
- Horizontal and vertical webs
- Drain hole provided
- Lifting hole provided
- Some rudders are filled with inert plastic foam
- Corrosion preventive internal painting
TEST
- Completely immersed under a head of 2.45 m under water

RUDDER PINTLE
- Assuming rudder a hinged door, pintle is the hinge
- It‟s a bar or bolt on which rudder turns its gudegon
- Depending on the rudder type, ther can be one or two pintles in the rudder
- If pintle is damaged, then rudder „s free movement would be lost

- this pintle goes inside the gudegon which also has a bearing liner (bush)

Pintle
The sleeve is press fitted
- Material : CU alloy, Brass/Bronze
- Material should be harder than the bush (i/e gudegon „s bearing) coz, it s easier to
change the bush than the sleeve in the event of wear
PINTLE MATERIAL–forged steel

Below the pintle ther‟s a heel disk –This comes in touch with thrust disk (placed in the skeg/ shoe
piece) which supports the rudder.
- If the heel disk wears , the distance b/w the rudder bottom and shoe plate would
decrease
- i.e. wear down of this heel disk would result in rudder drop
- NORMAL CLEARANCE B/W shoe piece and rudder - 20 to 30 mm
- If clearance: 0 -10mm heel disk renew

(Ref: web pages to study: rudderwwooow. Html doc)

BUSH MATERIAL
- In the olden days , gudegon bush was – LIGNUM VITATE
- Now a days – phenol resin (which is a good water lubricant)
- Remember, bush is softer than pintle‟s sleeve

CLEARANCE BETWEEN THE BUSH AND SLEEVE

- NEW SHIP – 1.5 mm
- Max clearance – 6 mm

WHY SHOULD‟NT THERE BE MORE PINTLE CLEARANCE ??

- COZ THEN RUDDER STOCK WOULD TWIST

Possible damage to pintle

- Corrosion due to gasket problem
which will lead to
- sleeve slack
- and then sleeve drops off
- Fracture
- Wear
- Loss of nut
- Wear to nut stopper
HOW DOES CORROSION HAPPEN IN PINTLE?

- Here if the o ring on top wear‟s off, water would slide into the tapered surface and then
corrode that part and then pintle would become loose
- If bottom o ring gives away, then water will slowly corrode that area forming a groove
(whr the o ring was there) and would slowly seep in between the pintle and the sleeve
- This would end up in sleeve getting slack and getting washed away

RUDDER TRUNK
- Rudder stocks are carried in the rudder trunk which is as rule not made water tight at the
lower end
- But watertight gland is fitted where stock enters the hull
- The trunk is short – as to minimise the unsupported length of stock
- Constructed of plates with substantial thickness compared to other floors called transom
floor
- A small opening with water tight cover may be provided on one side which would allow
- inspection of the stock from inside the hull in an emcy
- measurement of jumping stopper at the base gland
Jumping stopper on the gudegon

Jumping stopper under rudder carrier

Measuring of the clearance between jumping stopper and the base of rudder carrier in the rudder
trunk

WATER TIGHT BULKHEADS

- Not only helps in isolating holds

- But also increases the transverse strength of the ship

SPACING OF WATER TIGHT BH

Minimum water tight BH required
- FWD collision bh, aft collision bh and two bh enclosing the e/r (if e/r is in middle)
so total 4 nos
- Fwd bh, aft bh (common for e/r aft bh) and fwd bh for engine room
so total 3 nos

The number of water tight BH depends on the length of the ship.

A table given by Lloyds register dictates the number of water tight bh „s required as per ships
length. (ref pg 192 DJ EYERS)
- The number of water tight bh‟s thus required should be placed at equal intervals
- But if the owner requires a fairly large cargo hold, Lloyds register may permit – only if
adequate TRANSVERSE stiffening is provided

REG COLL. BH regulations - refer Ur solas notes below

COLLISION BH – should extend till the upper most continuous BHdeck

AFT PEAK BH – should extend till the first deck above load water line provided its made
watertight to the stern

A reduced freeboard is possible to obtain for bulk carriers under load line convention, if it‟s
possible to with stand one or two compartment flooding without loss of vessel
SOLAS require for bulk carriers > 150 GT
- If single skin side shell
- If cargo has density > 1000 kg/m3
- When loaded to summer load line
SHOULD BE ABLE TO WITHSTAND FLOODING OF ANY ONE CARGO HOLD

COLLISION BULK HEAD

- STIFFERENRS : 180 mm bulb plate thickness spaced 600 mm apart (whr as in normal
bulk heads, its spaced 760 mm apart)
- The stringers 200 mm channel beam used with brackets
CONSTRUCTION OF WATER TIGHT BH

- Strakes horizontally weld

- Thickness increases with depth
(reason being, plate thickness is directly related to pr exerted by the head of water)
- Vertical stiffeners are welded (see pg 196 DJ Eyers)
- SHEDDER SURFACE/ GUSSETS – to prevent tight corners and to facilitate easy cargo
removal
- SHEDDER at mid-point of the bh also increases the stiffness and helps in preventing bh
collapse due to load
 - The boundaries are double continuously fillet welded to the tank top , shell, decks

TESTING
- Collision bh and aft peak bh are filled with water level upto load line (IF THESE BH DO
NOT FORM TANK BOUNDARIES)
- All the other watertight bulk heads, HOSE TESTED
(reason being – filling up holds with water head would seem prudent)

WATER TIGHT DOORS

- Doors in watertight bh‟s are water tight doors
- Eg. Door b/w engine room and shaft tunnel
- Or in passenger ships to transit b/w one point of accomodation to other
HOW‟S IT FITTED
- Horizontal or vertically fitted
- Should be capable of operation when ship is listed 15‟
- Locally and remotely operated (pg 198 DJ Eyers – for diagram)
- Hinged doors can be fitted, but should be above the water line
- Provided the pin used in the hinge is GUN METAL

TEST
- Normally – hose test
- Passenger ships – Head of water extending to bh deck
DEEP TANKS
(pg 199 DJ Eyers)
- Other-wise known as cargo tanks
- Early days were fitted next to e/r to provide easy means of heating
- FUEL OIL , Cargo oil is carried in these tanks
- The bulkheads used are not same as normal hold bh
NORMAL HOLD BH DEEP TANK BH
Thin Thicker scantlings, stiffeners are provided
Certain amount of deflection is permissible High stresses are intolerable
And high stresses on rare occasions are Greater rigidity
tolerated during temp flooding of hold (becoz deep tanks are regularly loaded in
this manner

There is a centre line bh

- Perforated
- Or intact
If intact, then the thickness of the same, is
same as boundary scantlings

Testing
- Water head till the air vent
- Or 2.45 m higher than the max
service head

SHAFT TUNNEL
(pg 202 DJ Eyers)
- If e/r is placed middle, it encloses propeller shaft in a water tight tunnel b/w e/r aft bh and
aft peak bh
- It‟s a little off centred if – single screw propelled ships
- Space is given enuf for people to inspect prop shaft
- 2 escape routes are provided
- One side – engine room water tight bh ( height: 1000 mm, breadth: 700 mm)
- Other side(i.e. aft of shaft tunnel) – a ladder extending to the upper deck
TESTING
- Hose test

TOP SIDE TANKS

(202 DJ Eyers)
- Used mainly for ballasting
- Also sometimes used to carry light grain cargo

POSITION 1 AND POSITION 2 IN SHIP CONSTRUCTION

Position 1
- Position 1 is defined as any location upon exposed
- freeboard deck
- raised quarterdecks,
- and exposed superstructure decks within the forward 0.25L

Position 2
 - Position 2 is defined as any location upon exposed superstructure decks abaft the
forward 0.25L
Draw DB Tank cross-section

There are three tanks

- TOP SIDE TANK

- HOPPER TANK
- DB TANK

TOP SIDE TANK

- Used mainly for ballasting. Connected with the ships main ballasting system
- Has triangular frames , the top portion supports deck beams,
the side portion supports the side plating of hull
the bottom portion supports the top side of the cargo hold
- As per BHU ( regulation regarding safe loading and unloading for bulk carriers) states
that during discharge of top side tk, the amount discharged should be matched with the
amount of cargo loaded

HOPPER TANK

- Enable s easy removal of cargo – by placing cargo in the centre for easy dispatch
- Also used as extra ballast tanks
- If in the aft, can be used for f.o tanks along with DB tanks

DB TANKS

- These tanks extend b/w fwd collision bh to aft peak bh

 - The DB tanks are constructed
if L > 120 – then these tanks are longitudinally framed
(ie , floor spacing – 3.8 m apart- except pounding region, under m/e , boiler)
if L < 120 – then these tanks are transversely framed
(ie floor spacing – 3 m apart – except pounding region , under m/e , boiler)

WHY NO HOPPER TANKS AND TOP SIDE TANKS IN OIL TANKERS , HOW IS BALLAST
CARRIED IN OIL TANKER S OR OTHER SHIP S
FORE PEAK TANK
PURPOSE: FORE PEAK TANK

- Structure for a forepeak tank of a ship is provided to protect the hull by using void space
of the forepeak tank at a collision during cruising,
- and to improve stability of the ship by using the ballast space in an emergency.

CONSTRUCTION

- : A forepeak tank is divided into an upper forepeak tankand a lower forepeak tank
- . A vertical bulkhead is installed in the forepeak tank region of a ship, and divided into a
front part and a rear part.
- The void space is formed in the stem of the ship, and the forepeak tank is installed in the
rear part of the void space.
- The forepeak tank is protected at a collision of the stem during cruising, and corrosion is
prevented by forming the forepeak tank with the void space. The stability is improved with
using the void space as the ballast tank in an emergency.

TYPES OF BULK HEADS

1. Flat
2. corrugated
3. Longitudinal
4. transverse
5. Water tight
6. Non water tight
7. Fire class A , B , C
8. Insulated
9. Collision

CHAIN LOCKER
Pg: 229 – DJ EYERS
- Can be in the fwd of collision bh or aft
- Its separated by a centre line bh ( its stiffened by cope stiffeners –pg:229)
- Its this bulkhead that separates port and stbd chain lockers
- This bh doesn‟t not extent to the top
- To enter in the chain locker, there‟s a hatch with a ladder.
- The bh has foot holes to assists entry
- The chain is connected to the bitter end ( which is on the centre line bh connected via pin
and then bolted – ref pg:231)

Stiffening
- The chain locker is stiffened outside with suitable stiffeners
- Remember, centre line bh is “COPE STIFFENED” – bcoz , this would‟nt get damaged by
the chains, whr as normal stiffeners would get damaged

FALSE BOTTOM
- The chain rests on the false bottom
 - The plating beneath is inward to facilitate draining

HAWSE PIPE

- Strengthened – reinforced pipe which leads the chain ovbd is called a hawser
- This is a tube

SPURLING PIPE

- Strengthened pipe, that leads the chain into the chain locker is called a spurling pipe
- This is to prevent chafing – i.e. the tubular sct

COFFER DAM
- Separates cargo tanks
- Reason being – if tanks are separated by the same bulkhead , danger of intermixing of
cargoes
- If a coffer dam is present, we can easily find out from which tank is the leak from by
seeing the oil

DIFFERENT TYPES OF BULK HEADS

1.WATER TIGHT

2. NON WATER TIGHT

3.TANKS

1.WATER TIGHT

- Used to create watertight compartments increasing the reserve buoyance of the ship during
breach of the hull

- restricts the passage of flame

- enables to carry different types of cargo

- increases the transverse strength

-s/t must be enclosed with a water tight bulkhead(i.e.aft bulkhead) and a stern frame.

- water tight bulkheads should extend till the continuous upper deck.

-designed to withstand a full load of water pressure (that‟s why thickness at the bottom is more)
Extras:- say if its asked ;-

If water tight doors are fitted in water tight bh, then the

Material –cast steel/ mild steel

Door size – 1.4m height, 0.7 m width

If placed above the deck – min h = 2.2 m

If not corrugated , then stiffeners placed at a dist. of 760 mm

TYPES :-

VERTICAL/HORIZONTAL

HINGED ( remember ur emergency gen room door, has 6 dogs and seals with frame )

Automatic watertight bulkhead

NON WATER TIGHT :-

Now obsolete, since now the full length of the hull is being used.

Gives rigidity , and strength to the hull

TANKS:-

Normal water tight bulkhead used in the construction of tanks in ship

bulk heads classification:-

CLASS A , CLASS B , CLASS C – (REF ABOVE)

What is collision bulkhead and how many

A strong, watertight transverse bulkhead in the fore part of a ship to prevent water flowing aft in
the event of a collision
The collision bulkhead is 20% stronger than other bulkheads
What is aft bulkhead?
An aft peak bulkhead protects and encloses the stern tube and rudder trunk of the ship
 If the engine room is located at the aft of the 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

PANTING POUNDING

When waves hit the bow and stern , they create
variation in water pr which tends push the hull
plating in and out.
This is called panting
- To prevent this, the fore is
strengthened with Panting stringer +
panting beams acting as its stiffening
members !
- (refer DJ eyers – 228)
When in heavy weather , ship pitches, when it
rises above the crest of the wave and
completely out of water and when the bow
comes back slamming on the surface of the
water is called pounding
- To with stand this , the fwd is heavily
stiffened with floors at every frame
space

WATER TIGHT BULKHEAD

 Extends from tank top to upper continuous deck
 Restricts the passage of flame
 Supports deck longitudinals , deck girders
 Adds transverse strength to the ship
 Creates water tight compartment increasing the integrity of the ship
 Restricts flooding advancement during breach of hull
 Enables to carry different cargo
 Tightly binds the tank top to the upper continuous deck
 TRANSVERSE FRAMING LONGITUDINAL FRAMING
- For ship below 120 m - Compulsory for very long ships like oil
tankers and bulk carriers
FLOORS – 3 m max 3.8 m

Solid floors at every frame space at – under m/e , boiler , pounding area , cargo spaces where
grabs are used
INTERCOASTAL GIRDERS
If 14<B<21
If 10<B<20 m One on either side
One on either side If >21 m
If B>20 m Two on either sides
Two on either sides
Floors , frames , beams form rings and run That‟s why longitudinal framing is preferred over
throughout the ship giving transverse long ships
strength
It fails In long structures becoz, shear stress
is more
Web frames are used not closely spaced as
Frames are used
frames in trans framing
Note : to find the diff between web frames and frames ., ref the definitions above

LONGITUDINAL FRAMING AND TRANSVERSE FRAMING

DOUBLE BOTTOMS are stiffened all the length by : FLOORS

SIDE SHELLS : FRAMES

Remember : Frames are welded inline to the floors to ensure continuous transverse strength

Also remember : intercoastal girders are less in longitudinal framing coz there are stiffeners
present
Transverse framing : intercoastal girders are large in numbers
DOUBLE BOTTOM

TRANSVERSE FRAMING
- If length < 120 m , then transverse framing is deployed

FLOORS
- Here the floors are spaced not more than 3 m apart

Solid floors are fitted at every fame space

- Under boiler
- Engine room
- Pounding region
- Cargo holds where Grabs are involved
- Where double bottom changes thickness

INTERCOASTAL GIRDERS
- If B is between 10 – 20 m , then 1 Intercoastal girder on the either sides (total 3 including
centre girder)
- If B > 20 m , then 2 intercoastal girders

FRAMES
- There are web frames(thicker scantlings) and normal frames (ref pg 177 DJ Eyers)
 - In single skin bulk carriers hold s are Transversely framed (but the hopper tanks and
topside tanks are longitudinally framed)
- In the e/r the web frames are spaced not more than 5 frame spaces
- If normal frames have higher thickness – web frames may be omitted

- In the fwd of collision bh and aft of aft peak bulk head: the web frames should not be
place not more than 4 frame spaces

LONGITUDINAL FRAMING

FLOORS
- If length is more than 120 m then this is deployed
- The floors are spaced not more than 3.8 m apart

INTERCOASTAL GIRDERS
- If B is between 14 to 21 mm Then 1 side girder on either sides
- If B > 21 mm , then 2 side girders on the either sides

FRAMES
- Frame spacing not more than 3.8 m
- In peaks not more than 2.5 m if L <100 m
Not more than 3.8 if L > 300 m

HOW LONGITUDINAL STRESS CAN BE PREVENTED ?

(Start from bottom)

- Keel
- Girders
- Longitudinal stiffeners
- Tank top
- Side shell
- Sheer strake
- Longitudinal bulkhead s in tankers
DOUBLE BOTTOM TANK TESTING (REF – DJ EYERS (AFTER LONGITUDINAL FRAMING
TOPIC)

 Fill water upto max head . i.e. till the top of air vent
 Air testing
- Pressurise upto 0.21 bar
- Then reduce the test pr to 0.14 bar and conduct soap soln test on suspected areas

WATER TIGHT DOORS

Solas chap – II 1

- Should sound audible alarm and visual alarm before the door starts operating
- This pre alarm should be for min 5 sec not more than 10 sec
- Should sound continuously until the door closes
- Closing time when ship upright – 20 – 40 s ( not more than 40 sec)
- Local control on either sides required and one remote control from bridge
TORSION BOX

- Torsion box is the under deck passage on container ships

- Classification society requires the torsion box to extend full length of the ship from the
fwd coll bh to the fwd bulkhead of e/r.
- In some ships the underdeck passage extends even till the aft of poop deck

How to enter into torsion box / ways of entering into?

- U can enter it from the fwd

- From the e/r side doors
- Or even from the poop deck

POCKETING

In enclosed spaces , even after gas freeing, there are spaces where hazardous gas still remains
, these spaces are called pockets

And the phenomenon is called pocketing

ALUMINISED HULL

1. Very less light ship displacement

- Steel 7850 kg/m3 / aluminium – 2660 kg/m3
- Which enables higher cargo carrying capabilities
- Due to its light weight, fuel cost can be saved by 21% compared to steel sct

2. STRUCTURAL
- Aluminium sct being ductile can withstand significant plastic deformation before sct
failure
- Less affected by vibration
- Easy to manufacture complicated designs due to the ductility property

3. CORROSION RESISTANCE
- Aluminium hull because of the formation of passive oxide layer will not be corroded
- Hence hull need not have a single layer of coating
- Which further decreases Resistance
- And all tanks, bilges and voids are free of annual maintenance

- But aluminium is subject able to galvanic corrosion – to overcome this , zinc anodes may
be used around the hull

- Or , there are anodic paints too

4. THERMAL CONDUCTIVITY
- Thermal conductivity, W/m-K 120 for aluminium and 50 for steel
(WATTS/METER-KELVIN)
- Since the thermal conductivity is high for al, heat dissipation and allows boundary is also
rapid compared to steel

ANTI HEELING SYSTEMS (AHS)

Use
- Enable safe and continuous cargo loading or unloading
- Safe for the personnel onboard

Types
- Pneumatic
- Water pump type

PNEUMATIC TYPE
- Has one or two independent blowers
- Has a heeling angle sensor
- This senses the heeling angle sends it to PLC,
- This PLC opens the right valves and compressed air is injected to one tank
- Thus water moves from the injected tank to purged tank correcting the heel

USE
- Used in rapid heel corrections

WATER PUMP TYPE

- Has a reversible water pump
- As when the sensor senses the change in heel,
- The pump starts and transfers liquid frm one tank to the other

NOTE: Ballast pumps can also be used for this purpose

TORSION BOX
(ref pg 67 DJ Eyers)

- Container ships have very large hatch opening s

- Hence they are highly vulnerable to torsional stresses
(i.e. fwd rolling stbd and aft rolling aft – this condition is said to be torsional force in a
ship)
- Hence to withstand Racking and torsional stresses a torsion box is deployed

The torsion box

- Runs from aft of the collision bulk head to fwd of e/r bulk head
- Its heavily stiffened using BULB angles
- Also forms a passage way on the container ship

So the main stiffening members on a container ship are

- Torsion box
- Deep transverse web frames at the end of every hatch
- Beam knee
- Hatch
- Hatch coaming
WINCH LOAD TEST
(REF 408 MC Geroge diagram)

- Every winch together with its accessories to be tested with proof load
- This proof load should exceed its safe working load

If SWL < 20 T TESTING LOAD 25% EXTRA

If SWL 20<TONS<50 TESTING LOAD +5 TONS EXTRA

IF SWL > 50% TESTING LOAD 10% EXTRA

Proof load testing done by

- Hoisting movable weights
- Using hydraulic balance or suitable appliance
 SOLAS
What are bulkheads and classification

A class
Deck , bulkheads
Should be made of equivalent material of steel
which is non combustible
Should be capable of stopping flame and smoke
for duration of 1 hr std fire test
They shall be suitably insulated with approved
non combustible materials such as ..,
B class
Deck, bulkheads, ceiling
Should be made of non combustible materials
Should be capable of stopping flame and smoke
for duration of ½ an hour std fire test
They shall be insulated with approved non
combustible materials such as

The avg temp at the unexposed surface should The avg temp at the unexposed surface should
not exceed beyond 140 deg than the original not exceed beyond 140 deg than the original .
temp. And at any point of time in any corners the And at any joints the temp shouldn‟t exceed
temp should not exceed beyond 180 for x hrs beyond 225 deg in x hrs

A 60 – 60 MINS B15
A 30 – B0
A 15
A 0 - 0 MINS

"C" classdivisions are divisions constructed of approved non-combustible materials. They

need meet neither requirements relative to the passage of smoke and flame nor limitations
relative to the temperature rise. Combustible veneers are permitted provided they meet the
requirements of this chapter.

What is standard fire test

Sample bulkhead of Area not less than 4.65 m2 , and height of 2.44 m is constructed and is
exposed.
Its placed in a test furnace and a graph of time with temp is plotted, which should be a smooth
curve.
Time temp APPROX VALUES
5 min 556 550
10 min 659 deg c 650
15 min 718 720
30 min 821 820
60 min 925 920

COLLISION BH REGULATION

SUMMARY

- From fwd perpendicular

- 5%L or 10 m – MIN
- 8%L or 5%L + 3m
- If bulbous bow is ther
o From mid sec of bulbous bow
o 3m from fwd perpendicular
o 1.5% L from fwd perpendicular
- No manhole doors, no ventilation, if requ, 1 or 2 holes for ballasting / de ballasting fpt. (2
holes if 2 types of liquids are handled)
- If super sct is in fwd, then col bh should have an extension
- Extension is not directly on top
- 5% L from collision bh
- Ramp and bow door are fitted whre ramp not > 2.4 m height. If > 2.4 m height then it s
not considered as an extention
SHIPS IDENTIFICATION NUMBER

DESCRIBED IN SOLAS 11-1 Special measures to enhance maritime safety

 This regulation is applicable to

passenger ships > 100 GT
Cargo ship > 300 GT
 All these ships shall be provided with SHIP IDENTIFICATION NUMBER which confirms
to IMO
 SIN shall be included in certificates , certified copies as per this reg
 SIN shall be permanently marked
- Can be embossed,
- Punched
- Or any other means so that It doesn‟t get easily expunged

 Height not > 200 mm (if ouside the ship)

Height not < 100 mm (if inside the ship)

 Colour should be in contrast

Clearly visible
Clear of any other markings

 Ship identification number should be permanently marked as follows

OUTSIDE –

 At the stern or on the either side s of the mid ship of hull (port and stbd)
 Above the deepest assigned load line
 At the either side of super structure or in front of it

In passenger ship – should be clearly visible from air – shall be written on the
horizontal deck

INSIDE:

 On the transverse BH of engine room

 On trans BH of pump room , if oil tanker
 On trans BH on either sides if ro ro

Machinery spaces of category A

3.24.1 Machinery spaces of category A are those spaces and trunks to such spaces which
contain either:

a. internal combustion machinery used for main propulsion;

b. internal combustion machinery used for purposes other than main propulsion where such
machinery has in the aggregate a total power output of not less than 375 kW; or
c. any oil-fired boiler or oil fuel unit, or any oil-fired equipment other than boilers, such as
inert gas generators, incinerators, etc.
HIGH VELOCITY VENT AND MAST RISER

SOLAS CHAP II-2 – FIRE DETECTION, PREVENTION AND EXTINGUSTION

MAST RISER HV VENT

- Permits free flow of vapours - Permits flow of vapours at a velocity not
less than 30m/s
- Vent is placed not less than 6 m from - Vent placed not less than 2 m from the
the cargo tank deck cargo tk deck

- Not less than 10 m from the nearest air - Not less than 10 m from the nearest air
intake, deck machinery (windlass, chain intake or deck machinery
locker openings or any machinery with
ignition hazard)

- Not less than 4 m from the fore and aft

gangway

Vapour mixture to be discharged vertically upwards

SOLAS XII – ADDITIONAL SAFTEY MEASURES FOR BULK CARRIERS

SUMMARISED EDITION

- Damage stability requirements

- Structural dimensions
- Surveys
- Booklet – info on compliance with this regulation regarding
- Solid cargoes density declaration
- Loading instrument
- Hold , ballast space dry space, water ingress alarms
- Pumping systems – remote operation
- Restrictions for sailing with hold empty

DAMAGE STABILITY REQUIREMENTS

If the bulk carrier is of

- L > 150 m
- Single skin and double skin (provided the inner long plating is < B/15 or 11.5 m from the
outer shell)
- Carriers cargo > 1000 kg/m3
- If its loaded to summer load line
-
- THEN SHOULD BE CAPABLE OF WITHSTANDING FLOODING OF ONE FULL
CARGO HOLD

NOW , L >150

- Cargo density > 1.7 kg/m3

- A
- THEN SHOULD BE ABLE TO WITHSTAND FORE MOST CARGO HOLD FLOODING

HERE , FLOODED WOULD MEAN

- Flooded till the outside water line

- Permeability of loaded cargo hold is assumed – 0.9
- And permeability of empty cargo hold is assumed – 0.95
STRUCTURAL DIMENSION

- If the cargo hold is double skinned – then the stiffening members outside the hold
So that the members don‟t restrict cargo
- the distance b/w the outer plating and inner plating should not be less than 1000 m
- Should be enough for people to pass through and conduct survey

- Cargo shouldn‟t be carried in those spaces

- if ladders are present in the side spaces , the min free space should not be less than 600
mm

- If any single sct member fails, the whole sct should nt be jeopardised
- Should facilitate normal loading of cargo – i.e. should have adequate strength if the cargo
of a specific density is dropped via a conveyor belt onto the holds

SURVEYS

- Bulk carriers of L > 150 m

- Which is more than 10 yrs old
- Cannot carry bulk cargoes of density > 1.7 kg/m3 unless they are permitted to do so by
the admin

PERIODICAL SURVEYS

- Conducted in accordance with ENHACED SURVEY PROGRAM ,

- Inspection carried out on all cargo hold, hatches , hatch covers – and they are
ensured safe

LODICATOR SOFTWARE

- The bulk carriers L > 150 m shall be equipped with a software that helps in calculation of
shear stress, bending moments

BOOKLET

- It should also be presented with a booklet that would clearly state that the bulk carrier
has successfully complied with the regulation 4,5,6,7 of this annex
- This booklet is endorsed by admin

Which are namely

- DAMAGE STABILITY
- Sct requirements
- Surveys

SOLID CARGOES DENSITY – DECLARATION

- Prior to loading, the shipper shall declare the density of the cargo along with cargo
information
- Any cargoes with density between 1.2 to 1.7 shall have its density verified by an
accredited organisation

HOLD S BALLAST SPACE WATER INGRESS ALARMS

- all bulk carriers should be fitted with water ingress alarms at every cargo hold – audio
and visual (at CCR, BRIDGE , ECR)
- Remember – visual alarm to clearly indicate the different level of liquid
Working

- 0.5 m (from the inner plating of the hold ) – audible and visual alarm
- 15% of tk capacity not more 2 m – audio and visual alarm

- The alarm should be fitted in the aft of cargo holds

- Overriding arrangement also should be provided (if the tanks are ballasted)

- in fwd of coll bh – alarm at 10% of tank capacity

- except chain locker , any other room fwd of collision bh – 0.1 m above the deck water
ingresses – alarm

PUMPING SYSTEMS

- Any holds, ballast fwd of collision bh should have appropriate pumping arrangements
- This should be facilitated with activation of pumping systems from BRIDGE, ECR, CCR
- Ensure, personnel presence locally is not required (i.e. he hasn‟t go to the free board
deck to start the operation)
-
- Opening and closing of valves – REMOTE operation is accepted

RESTRICTION FROM SAILING WITH ANY HOLD EMPTY – If cannot meet flooding
requirements

- L> 150m
- Single skin
- Density > 1.7

If cannot meet the requirements of single cargo hold flooding

These ships then, cannot sail with a single cargo hold loaded < 10% of the max cargo capacity of
that hold – after loading to summer load line

FOR THOSE SHIPS WHICH CANNOT COMPLY TO THE REQUREMENTS

- Frequent surveys carried out on cargo hold and sct regarding its maintenance
- Water ingress alarms in all holds
- Possible flooding scenarios and guidelines of evacuation plan for crew members