SHIPS HULL MANUAL

COLLEGE OF SHIP TECHNOLOGY

Ship :The ship may be regarded as a vehicle capable of carrying goods and passengers from one place to another place across sea or river. A Model ship comprises structure of steel plating sections and built up girders, interconnected in various ways to provide sufficient strength in all parts to withstand, various forces acting upon it, under every conditions of services. A completed ship is required to float and move in a stable condition and withstand heavy strains induced under all loading and weather conditions. Fig

Baseline:A Horizontal line drawn at the top of keel plate is called base line. All vertical dimensions are measured relative to this line. Forward perpendicular: (FP):It is the reference line at the fore end of ship provided by the intersection of load waterline and line perpendicular to base line/water plane. Aft Perpendicular: (AP):Reference line passing through the axis of Rudder stock which is perpendicular to waterline / baseline. Midship :Midship is a transverse plane midway between perpendicular. Fig

Breadth moulded or Breadth Extreme:-

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It is the Maximum horizontal breadth at any section. Mould Beam :Measured at the mid ship section is the maximum moulded breadth of the ship. Mould draught:Measured from the baseline to the summer load line at the mid ship section. Dead rise or Rise of Floor:It is the upward distance above keel by tendency of plates rising upwards. Tumble home:It is the tendency of section to fall towards middle line from vertical as it approaches the deck edge. Flare:It is the tendency of section to fall outwards from middle line as it approaches the deck edge. Free board:The Vertical distance between the depth at side and the draught. Draught:It is the vertical distance from keel top to water line. Sheer:It is the longitudinal curvature given to the deck for drainage purpose. Camber :It is the transverse curvature given to the deck for drainage purpose.

SHIPS HULL MANUAL

COLLEGE OF SHIP TECHNOLOGY

Forces acting on ships Hull:There are many forces acting in a ship. How they act is largely determined by the purpose the ship was built for. Forces on Tugboat will be different from the forces acting in a container ship. The type of forces that occur in waves are the same for every ship but the magnitude and point of action depends on the shape of the ship below the waterline. The pattern of forces on a ship is very complicated and largely depends on following parameters, the weight of the empty ship, weight of the cargo, fuel, ballast, provisions etc. It can be Hydrostatic pressure on the hull by water or Hydrodynamic forces resulting from the movement of the ship in waves. Vertical sheer and longitudinal bending in still water:For homogeneous body floating in a water at any section weight and buoyancy forces are equal and opposite. But a ship with its unevenly distributed weight /cargo/ structural distribution, buoyancy also is non-uniform. Total weight and buoyancy are balanced, but excess buoyancy and excess load distribution tends to distort the vessel. This causes vertical sheer and longitudinal bending in still water. Fig

Transverse stresses:(a) Racking:When rolling the ships deck tends to move laterally relative to bottom structure and shell plating moving one side up relative to other, causing deformation which is called Racking. (b) Torsion :Ships heading at 45 d angle subjects to righting movements of opposite direction at its ends, twisting the hull and causing deformation called torsion.

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Longitudinal Stresses:(a) Hogging :When a crest of a wave is in the mid ships, the ships fore and aft sections are under tensions and a mid ship section under elongation. This stress is called Hogging. Fig

(b) Sagging:When the sea wave trough are at mid ship, the ships fore and aft section are in upward thrust due to exceeding buoyancy force and mid ship under compression. This stress is called Sagging. Fig

Local stresses :(a) Panting :The tendency of overhanging structure of ships hull to breakdown or deform at the fore end when in waves is called Panting. Fig

(b) Pounding :In the way of bottom shell at fore end the stem heads into sea causing stresses on hull called Pounding. Fig

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COLLEGE OF SHIP TECHNOLOGY

Load line Markings/ Plimsoll Markings:Fig

Plimsolls markings or load line markings are marks on sides of Merchant ships, indicating the greatest depth to which they may be safely loaded under various conditions in accordance with international regulations, Any ship about 24 meters length except warships, fishing vessels and pleasure vessels are suppose to have load line markings marked on its both sides. Draught Marks :Fig

The Draught marks of a ship measured in decimeters are usually positioned at the bow, stern and mid ship. The marks are Arabic or roman Numerals, 1 decimeter high 1 decimeter apart and only even numbers are used. They are generally engraved on plate welded to the hull and below the waterline they are pointed in contrast color. Static and Dynamics:The concept Static & Dynamic are widely used, Static means work done on an object is absorbed immediately. Dynamic means the work done in an object is absorbed gradually. Ex;- A Swing with a child is slowly pushed to from rest is a static movement. The force exerted on the swing is absorbed instantaneously. A crane on a ship loading a cargo stiffens and the ship lists slowly. This is a static movement because the ship absorbs the weight instantaneously. Ex for Dynamic:- The same swing is pushed forward suddenly, the weight of the swing cannot absorb this sudden burst of force and gets out of control. This is a dynamic motion. The same crane has lifted the weight several meters, the weight suddenly snaps and force on quay. This causes the ship to list violently to the other side. The Ship is unable to absorb the sudden change as a result across a dynamic force. Fig

SHIPS HULL MANUAL

COLLEGE OF SHIP TECHNOLOGY

From the above fig, the simple beam theory a beam supporting the middle loaded at ends, the buoyancy exceeding the weight over mid ship portion and being exceeded by the weight at ends, the ship thereby bending to a curve convex upwards. Horizontal beam with end support Fig

Consider a b c Weight with a point load at the centre If stationary, w = Ra + Rb to find Ra & Rb Taking moment from A anticlockwise moment = clockwise moment Ra = W x L/2 >_ Rb = W/2 If a point B support half the weight the rest must be supported by A . Therefore Ra = W/2 In the second case the trough of wave the buoyancy exceeds the weight at the ends and is exceeded by the weight over the midship. The condition turns sagging again a simple beam theory , Beam supported at the ends and loaded at the middle. Sheer force = W/2 where sheer force is zero Bending moment is maximum. = W/2 x L/4 = WL/8 Bending stress;Form class bending theory the bending stress at any point a beam is given by

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= M/I xY Where M = Applied bending moment Y = Distance of point considered from neutral axis I = Second moment of area of cross section of beam about the neutral axis Bending stress is given by Z = I / Y Where Z is section modulus. The section modulus (Z) of a beam is simply the ration between moment of area and the distance of the point considered from the neutral axis. ie I / Y = Z The result of a detailed calculation indicates that the maximum bending moment are lightly to occur near a midship, and the maximum sheer forces at about a quarter of length from each end. Considering any one section the ship, the maximum direct stresses occur in those longitudinal members far away from the neutral axis. The neutral axis at any section of the ship passes through the CG of the material comprising the section and usually situated at about mid depth. Keeping in view, the above the structural members such as a top mast continuous deck or upper deck(strength deck), the upper strake of the shell plating each side called sheer strake the vertical and flat keel, the lower strake of outer bottom and inner bottom and the longitudinal on the flat bottom are generally thicker than the other strength members of the section. Two other structural straining does occur during the launching and the docking. During the launching of a vessel the structure undergoes a change in the distribution of the forces supporting her and the temporary support to prevent any induced strain which might arise at those position where the greatest force occur during the launching. Principle step of Calculation:The intensity of actions which bends the ship longitudinally and have to resistant by her structure as in magnitude and distribution of the weight comprising the displacement tonnage through the length. Although the ships length, draught, speed condition of sea at the worst (various sea stage). The ships bending moment and sheering force may vary depending on the magnitude and variable weights and the way they are distributed throughout length of ship and the structure has to resist the most unfavorable condition of the loading. (a) Ships with full cargo load and of consumable store on board. (b) Ship with full cargo load and 10% of consumable stores on board. (c) The standard practice to determine the firt still water bending moment and sheering and then add to them the wave bending moment and sheering force. Some cases the resultant bending moment and sheering forces may be determined directly which is common practice in ship design.

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For the purpose of calculating the total weight a merchant ship is divided into the following weight groups:Hull, Machinery, ships store crew and provisions Cargo, fuel, water, lubricants and reserve buoyancy. Above each group is subdivided into sub groups Example :- the hull group consist of Net steel weight, Carpentry work, Hull engineering, equipments, Hull electrical machinery, wireless and navigation facility. The structure may consist :Shell Plating, deck plating, inner bottom, bulkheads, foundations, superstructures, etc The weight included is to typical summary are classed as fixed weight and variable weights. Weight and buoyancy curve Fig

Difference between the buoyancy and weight curve is called load curve. Fig

Loading, sheering and bending moment:The weight curve has been drawn parallel to the buoyancy curve, the difference between the two which represents the net loading P for each internal will comprises a series of rectangular blocks. Using now the relationship, the loading curve is integrated to obtain the distribution of sheering forces along the length of the ship.

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The integration is simple: Addition starting from one end and the sheering force at the finishing end should of course zero. The curve of sheering force now integrated in accordance with the relationship M = ?Sdx to obtain the distribution of bending moment M (a) Where the load is zero , sheer force is maximum (b) Where the load is maximum ; a point of inflection occurs in the S curve. (c) Where the sheer force (S) is zero M ( bending moment) is maximum or minimum.

LONGITUDINAL BENDING DURING LAUNCHING:Forces acting during launching;Fig

W= weight of ship which is constant B = Buoyancy of immersed portion P = W B = Pressure over fore Poppet. If Wd exceeds BC, vessel tips about A>E ground ways Also when Ba = W b stern lifts. LAUNCHING CURVES

FIG

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COLLEGE OF SHIP TECHNOLOGY

When a ship id launching, the forces acting on the vessel when travelling down the ship are weight, vertically down through the centre of gravity, the upward thrust from the groundways and buoyancy of water. As the travel increases the buoyancy increases and the upward thrust of the ground ways correspondingly decreases the weight being constant. At a certain position of the slip in her travel down the ways the moment of buoyancy becomes equal to the moment of weight about fore poppet. At this position the stern lifts and continue to lift until finally the buoyancy equal to the weight and the ship is fully water borne. The above calculations are carried out for two or three heights of tide which from previous experience. It is estimated which includes minimum height of tide for safe launching. The position of stern lifts and the pressure which then occurs on the fore poppet are obtained from the launching curves constructed as shown in the sketch above. SHIP BUILDING AND LAUNCHING A ship is built on a slip way, which is a sloping platform erected on the fore shore of a sea or river. The ship is launched in a cradle which slides down the slip way until the ship becomes water borne. Usually the ship is launched stern first but in some shipyards the tidal effect is not sufficient then the ship has to be launched sideways. All the main structures of the hull up to the upper deck is completed before launching. In some cases the machinery and other large equipment may be installed some parts of bridge and super structure may be erected after launching. After launching the ship is taken to a fitting out berth in a basin where machinery and internal fittings, Armaments, Radars , Funnels , Mast etc are secured in --- and the super structural completed. Finally the ship is ready for HAT (Harbor Acceptance Trial) and then proceed to sea for SAT (Sea acceptance trial).

Building Slip Earlier days all the work from keel laying ceremony till the launching of the ship was carried out in building berth. The slips are normally constructed in a suitable sea shore, where hard land with suitable declivity (slope) and large or deep basins available. The berth will be equipped with travelling cranes building equipments launching mechanisms etc.. Now a days due to the technology advancement in welding, the sections and blocks are constructed somewhere else and brought to berth for assembly and trial launching. Points to be noted for a good slip way. (a) Hardness of the ground (b) Depth and width of water area fort safe launching (c) Direction timing of tidal water waves Direction of slip way to avoid inducing magnetism on steel hull.ie:- east to west.

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The slipway must be adequately equipped with, hoisting density of various portion of structure and equipment of different sizes , shapes weight. Modern building berths are equipped with one or two travelling cranes on each side of the berth having working radius adequate span where the ship is assembled. As building progress scaffolding is erected around the ship to carry staging. The more important supply for pneumatic machines, water supply for testing of compartments , supply for lighting and arc welding etc.. are to made available. When every arrangement is ready , the tide reached the desired height , the standby order is given for launch. The shore between the remaining blocks under the fore end are knocked away. In the event of the ship trail more under the force of her own weight, the hydraulic jacks are used to give her initial momentum. Main facilities on slipway are ;Pumping and flooding systems for high pressure water jet HP and LP air supply for various systems and pneumatics Oxy-acetylene facility CO2 and other gas facility. Toilet facilities. Fresh water Hot & cold facility. Fire fighting facility Portable ladders and brows Travelling cranes / forklifts etc Capstan and bollards. figs

MATERIALS USED IN SHIP BUILDING:In general the modern ship hull structure is of steel. Mild steel is the basic material: it has good strength ductility and easily worked to shape, either hot or cold. A & B quality steel is used

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according to the necessary strength level required. QT28, QT 25 is used in limited quantities in surface ships where high stress is required. The main use of this steel is building submarine pressure hull to achieve deep diving depth. Cast Iron is not used in ship construction because its poor resistance to fracture under shock loading. Cast steel is used for structural castings such as hawse pipe, shaft brackets, stern tubes, rudder frames etc and fitting such as fair lead etc. Readily available steel sections are used in Ship building. (1) Flat Bars (2) Off set bulb Plates (3) Angle bar (4) Channel bar (5) Tee bar or Tee Bulb Fig

Aluminum Alloys:Where Non-Magnetic property are essential and weight saving is critical, aluminum alloys are used. Ex:- Wrought Iron aluminum alloys N5, N6 and N8 are used structurally. Aluminium , Magnesium type having necessary strength and corrosion resistance are used in marine atmosphere. Glass Reinforced Plastic:This material is rapidly used in structural field. It consists a resin , a filament of glass fiber and a catalyst drier. Normal Resin is Polyester which is a thin Syrup liquid which can be made to set hard by uses of a drier liquid. Applications to Ship Construction The principle advantages of GRP as a ship building material are a) b) c) d) e) f) Higher strength Non corrosive by prolonged immersion Easy lay- up technique Low weight ratio Immune to marine growth Complicated shapes of various thickness can be made

Materials used for systems and fittings i. Copper Nickel (90 : 10):-

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COLLEGE OF SHIP TECHNOLOGY

ii. iii. iv.

v. vi.

vii.

viii.

ix.

It is used for salt water systems --- reduced maintenance less weight and antifouling properties. MS Pipe: It is used for hydraulic systems Copper pipe: It is used for hat and cold fresh water system. Gun metal:This copper based alloy is used for valve bodies of pump, heat exchangers , castings and fittings. Aluminium bronze :used for castings. Phosphorus bronze;widely used for valve rudder. This no ferrous alloy also used for propellers of modern ships. Stainless steel:They are extensively used for fillings in bathrooms galleys (ships kitchen) and laundries where humidity is concerned. Ship building steel:Steel containing 0.15 to 0.23 % of carbon and with high manganese contain are used. Sulphure and phosphorous are kept in minimum for welding properties and rolling process out of grade A and B steels, grade B is better qualify. Grade A is used for thicker plates. High tensile steel: (1) Higher strength (2) Good weld ability (3) less corrosion These are used in tankers and bulk carriers. Steel having a higher strength than that of mild steel are used. The weld ability of this higher tensile steel is important considering that application. The thickness may be less comparatively so inspection of corrosion is to be very vigilant.

DECK FITTINGS

Bow ring : It is provided on the bow for pasing rope used for towing, mooring and berthing. Flag staff:It is erected in the extreme forward of the ship for hoisting flag. Hawse Pipe: It is provided at the forward port and starboard of the ship for housing anchor stock and chain cable passes. Deck Clenches:These are provided in the forward deck for securing various firings including anchor and chain cable gear. Navel Pipe:-

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This is provided between main deck and cable locker just behind the capston for the passage of chain cable. Bonnet: This is provided on top of navel pipe to prevent water seepage into the cable locker. Bollard;They are provided for securing rope while berthing and towing of the ship. Fairlead: They are used as a guard and guide to the rope. There are two type (i) Roller type and (ii) without roller type. Mushroom head:It is provided on the main deck for air supply and exhause for the ventilation system. It will prevent rain water , sun and foreign materials from entering into the system. Guard rail stanchion:These are provided on the main deck periphery of for fitting guard rails. Break Water :It is provided on the forward deck to prevent sea water flowing towards midship. Filling pipes:These are provided on the main deck port and starboard for fresh water and fuel filling. Vent Pipe: These are provided on upper decks to draw the foul air from bottom tanks. Fire Hydrant:This is used for firefighting by connecting hoses into this from a salt water pumping system. Foundation:Far various machineries the seating arrangement without vibration and structural weakness, foundation has to be provided. Cable holder and Brake:This is provided to control the anchor chain cable. Anchor strop:This is provided for securing the anchor at hawse pipe for sea. Cradles:It is Provided on the safety deck for storage of boats.

DECK MACHINERIES Capstain :Capstain is a vertically mounded rotating device for working berthing and with a cable holder it is used for anchor and chain cable operations. Windlass:It is a combine cable drawn and warping system which is mounted. Cranes:Cranes are provided in the main deck for loading and unloading goods. In warships small cranes named as derricks are provided for launching boats cargoes and equipments. Davit:It is a crane like structure used for lowering boats into sea with a quick releasing mechanism. (RDG Robinson Disengaging Gear)

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WATERTIGHT SUBDIVISIONING OF SHIP The fundamental properties by virtue of which a ship is made sea worthy are buoyancy and stability. Preserving this properties in the event of damage from any cause are done by the sub divisioning of ship into a number of watertight compartments. To preserve buoyancy below waterline as well as above waterline ship is constructed with water tightness a considerable volume above waterline which is called ROB ( Reserve of Buoyancy) watertight subdivision is obtained by the following structures i. ii. iii. iv. Main transverse bulkheads Main longitudinal bulkheads Deck and Flats Double bottoms (Further subdivided to longitudinal and transverse partitions)

Collision Bulkheads: It is the foremost continuous watertight transverse bulkhead. Collision bulkhead are made strong enough to meet the counter action for various forces by reducing the spacing of members and increasing their thickness. Hull Openings:Opening made in hull affects structural strength and therefore water tight integrity is risked. Therefore openings are made barest minimumbelow waterline. The loss of strength is compensated by the following methods. i. All sharp corners of occurring are rounded. ii. Rider plates and doubler plates are welded iii. Insert plates thicker than the parent metal. Openings for the following are normally provided in a ship i. Seacock valve;It is a valve install on the outer hull of a ship for sea water inlet. ii. Sea tube: In a ship of double bottom normally the sea cock is fitted in the inner bottom. In this case a tube is work between inner bottom and outer bottom ofr sea water passage which will be fixed on top of sea chest. iii. Over board discharges:It is made through a non return valve (NRV) known as store valve. This is installed at the opening provided above water line. The distance of opening should be above 300mm of water line. Gratings ate provided for filtering purpose and rubber libs are fitted to through away the water over shell plating. iv. Echo sounder:This equipment is used for measuring underwater depth by the principle of sound. It is installed on the outer bottom in the opening provided for this purpose. v. EM log:-

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vi.

vii.

viii.

ix.

x.

xi.

xii. xiii. xiv.

This is used to measure the speed of the ship and it is installed on the outer bottom where opening is provided for this. Scallops: They are provided for passage of pipes, cables, ventilation trunking through the bulkhead deck etc. This is done by pipe and rod glands to keep the water tight integrity. Rudder stock:It is taken in through the opening provided on hull and it is connected with rudder and stearing gear compartment. Propeller shaft:The stern tube is fitted to accommodate the shaft which extends from the oft peak bulkhead to the end of the hull. Sounding Tube:These are installed on top of tanks to measure the level of liquid in the tank so as to determine the quantity. Funnel uptake: Exhaust form the propulsion of machinery is routed through the funnel which is taken up from main deck and through the supper structure. Scupper and Drainage:They are provided on the ship sides for the drainage of water. Storage valve are used for thids purpose and the outlet is above waterline atleast by 300mm. Limber holes:They are provided inside and bottom of tank partition for drainage purpose. Carlings(small holes):It is given on structural junctions to keep the members strong and continue. Watertight glands:They are used to make the openings into water tight. This can be removed and refixed.

BULK HEADS: i. Watertight bulk heads:It is the bulk heads which gives strength to the structure and water tightness to the ship. Ship is made watertight basically by main transverse Water tight bulk heads. ii. Non Watertight bulk heads:This contribute only strength to the structure and no watertight integrity. Usually inside a watertight compartment this bulk heads are used. iii. Minor bulk heads:Neither they have WT integrity not strengthfull structures. This bulkheads can be seen in cabins, bathrooms etc. iv. Wash bulk head:They are partial partition bulkheads provided inside tanks with limber holes for reducing the free surface effect of liquids ---- may carry.

DOORS

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Doors are vertical access in a ship and can be classified into watertight and non water tight. General principle of fitting the doors in ship are Internal doors are hinged to open into the space Doors in main transverse bulkhead are hinged near the centerline of ship and they open towards stem or stern. Doors in main longitudinal bulkhead open outward and are hinged on forward side bulkhead.

WT doors are standardized with regards to size, method of construction etc and ordinary door takes the form(shape) of an embossed steel plate 516 height 26 wide. It is provided with two hinges and is secure by clips which can be operated from either side of the bulkhead. Normally 8 to 12 clips are provided to ascertain the water tightness. HATCHES They are provided with a collar coaming and is used to access the deck below and above. It prevents ingress of water inside ship. They are also provided with clips and coaming and the deck area is stiffened. Doors and hatches are categorized into frequently used and occasional. Air test plugs are fitted to hatches, man holes etc when it is in water tight compartment. MAN HOLES They are provided to give access to compartments where occasional entry is required such as double bottom, cofferdams (space between tow compartments). Minimum of two manholes diagonally opposite are provided on top of a tank.

SIDE SCUTTLE It is fitted in ship side to give light and air to mess space (space for bath room, bed room etc), workshops, toilets, cabins etc. They are placed 56 above deck. A rim casting and brass frame with dead light is hinged to get light and air.

SHIP STRUCTURE 1) Keel:It is the centre line strake of the outer hull. It is a thicker plate which has to take alternating compression and tension loads and shocks etc. It is also called the back bone of the ship. 2) Vertical Keel:It is fabricated T section which in ht efore and aft direction at the centre line of ships bottom. Horizontal part of the keel is known as flange and vertical plate known as web. 3) Garboard strake:The adjacent strake of flat keel is known as garboard strake.

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4) Frame:It is defined as the ribs of the vessel. It is the structural sections worked transversely to stiffen the shell plating as well as to maintain the hill form. They are spaced normally 600 760 mm which will be varied towards a=the end (collision bulkhead and aft peak bulk head onwards) 5) Sheer strake:It is the upper most strake of side shell plating. 6) Shell plating:The outside plating of the hull is known as shell plating. As per the position it may be called side shell, bilge plate and bottom plate. 7) Decks:They are horizontal partition of a ship like a floor in a house. Decks have three functions to perform. Support deck load Contribute to longitudinal strength Main gate water tightness space They are stiffened by deck longitudinal or transverse and beams. Scallops are made one structure to work the structure. Deck plating is to be worked in the fore and aft direction and from centre to outward. 8) Deck Longitudinal :It is the longitudinal stiffener of the deck plating. Commonly bulb bars are used as deck longitudinal. 9) Beams:Beam is the transverse stiffener of the deck which also unites the tops of the frame. 10) Stringer strake:It is the outer strake of the main deck plating which will be thicker that the other plates on main deck. 11) Bracket:They are provided to strengthen the corner joints which also reduces the effective span of beam. 12) Inner and Outer bottom:In order to make the ship sea worthy it is essential to load some ballast in the bottom for stability improvement. A double bottom space is created with number of watertight divisions. The inner boundary known as tank top and the bottom plate as outer bottom. This provides safety to the ship to certain extent. In case outer bottom is damaged double bottom are accessed by means of man holes. The tanks are subdivided with was bulkheads and limber holes are provided for drainage purpose. Inside the tanks sounding tubes, vent pipes and sump with duct etc. are provided. 13) Cofferdam:It is the void space provided around a sensitive tank to avoid contamination through seepage from adjacent tank. 14) Floor:-

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It is the transverse vertical plate running across the bottom of the ship. Lightning holes are provided for weight reduction, access and liquid movement. 15) Bilge keel:It is the structure provided in the turn of bilge to reduce the rolling of the ship. It can be a built structure like triangle or a single plate. It is fitted in the midship area and the length is normally 1/3 rd length of the ship. (transverse positioning is that the line drawn from the C.G. of ship to the intersection of base line and vertical, which will be centre of axes of bilge keel) The efficiency of rolling will be around 35. 16) Stealer plate:In the forward area of ship the plates will be converging due to reduction of girth and makes difficult to extend the plate. Further a single plate will be worked towards stem and this is known as stealer plate. 17) Breast Hook:In a ship of narrow stem it is difficult shell longitudinal till the stem because of space constraint. It is therefore special type brackets are worked in this narrow space and are known as breast hooks. 18) Anchor recess:In the forward region on either side of ship a recess is created for the storage of anchor which is called anchor recess. 19) Bulbous bow:These are normally provided on merchant ships. The bottom at the forefoot region the stem is constructed like a bulb which is known as bulbous bow. The advantages of bulbous bow are Reduce wave making resistance Reducing panting and pounding Strength to the structure

20) Bulwark:The extended portion of side plating in the foreward are of ship above main deck is known as bulwark. This is provided for the protection of man and material falling into sea and also to prevent water ingress on board. 21) Fore castle deck (Foxle deck):The raised deck in the foreward end of ship is known as foxles deck. 22) Pillars:They are vertical support to the overhanging structure like deck in the engine room. When the ship is hogging or sagging the pillars will be in compression or tension. They are constructed with proper head and heel.

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23) Aft peak bulkhead:They enclose the stern tube in a watertight compartment and offer protection to the at end in the event of damage. 24) Cable locker:It is a storage area of anchor chain cable. Cable lockers are positioned normally forward of collision bulkhead towards centre line and the size of cable depends upon length of the cable to be stored at the end of chain pipe (navel pipe) the shape is ----- for preventing fouling of cable. False bottom with wooden granting are provided to prevent wear and tear by metal cable. The deck is implanted for drainage towards the sump and pumping system provided. The end of the chain cable is secured to a strong paint on collision bulkhead. Chain pipes are fitted with bonnet covers to prevent ingress of loose water. The cable length is in shackles. 1 shackle = 90 feet = 27.5m The amount of cable to be paid out when anchoring. Let x be the depth in meters. then 1.5x shackles to be put. For calculating length of cable to be kept 1 shackle=15 phantom =27.5 meter If D is depth, the length in shackles= 1.5 D 25) Anchor and chain cable arrangement :Normally ships are provided with two anchor at the foxle on each side. They are secured to anchor recess, the shank being accommodated inside the hawse pipe. Chain cables are fitted through anchor ring and pass onto capstan /cable holder and then falls back into the naval pipe with gravity accumulated in cable locker. Before anchoring, anchor is made in coke and bill position (vertical) and the weight is transferred onto Blake slip on the deck. Capstan is disengaged and the anchoring is done at required position. The amount of cable is known and controlled by cable holder brake. After the anchor holds on sea bed.ie., the cable will be showing tension. It is secured Parts of an anchor fig

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Reduction of Rolling:i. Bilge keel 35% ii. Passive tank system 60% iii. Active tank system 70% iv. Extended fin system 90% Bilge Keel:-

Passive tank system:-

Passive tank system used the roll of the ship itself causing the water in tank to move in such a way to oppose motion, starting from rest with the water level in the tubes. If the ship starts rolling the starboard or port water flows to the opposite tank until the maximum angle of roll reached. Active tank System:-

The active tank are balancing ballast tank used two tanks one on each side. The level of water in controlled with sensor. The sensor intern operates the pump to fill from one tank to other, so as to keep greater quantity on higher tank. Extended Fin System:Two fins extend from the ships side at above bilge level. They are turned in opposite direction as the ship rolls. When the fin is turned down the water exerts an upward force. When the fin is

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turned up water exerts a downward force fins are rectangular aerofoil cross section and can turn 200. They are turned by means of motor and pump. They are retractable either sliding into fin boxes or hinged onto ship. + BOW THRUSTER Bow thruster is a transversal propulsion ------- into, mounted to the bow of a ship to ---- it move maneuverable. Bow thrusters make the dock rig easier since it allow to turn the vessel to pore or starboard without using the main propulsion mechanism which requires some forward motion for turning. A stern thrusters is of same principle fitted at the stern. i) Tunnel thrusters:In large vessel one or more tunnels built in the bow below water line. An ----- in the tunnel can create thrust in either direction to turn the ship. They can be electrically or hydraulically operated. They allow the ship to enter into harbor without tugs, saving the cost of such services. Ship fitted with tunnel thruster has a sign above waterline on both sides a big white cross with a white circle . ii) Externally mounted bow thruster:Vessel from 30 to 80ft length may have externally mounted bow thruster. In this the bow thruster is attached to the bow making it suitable where it is impossible to install, a tunel thruster due to hull shape. It may have one or more propellers driven by a reversible electric motor which provides thruster in either direction. iii) Water jet thruster:This is a ------- that utilizes a pumping device instead of conventional propeller. The water is discharged through specially designed nozzles which increases the velocity of the exiting jet. The efficiency of this thrusters with regard to speed. and current is very high. Some vessels with jet bow thrusters can be configured to provide forward and aft propulsion or even full 3600 thrust turn. iv) Azimuth thruster:An azimuth thruster is a configuration of ship propellers placed in pods that can be rotated in any horizontal direction, making a rudder unnecessary. This give ships better maneuverability than a fixed propeller and rudder system. The advantages are Electrical efficiency Better use of ships space Lower maintenance cost No need of tugs and such services

STEM CONSTRUCTION The stem formed by a solid bar which runs from the keel to the load water line at the bottom the foremost keel plate is wrapped round the bar and is known as coffin plate.

SHIPS HULL MANUAL

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The stem plate is supported at intervals by horizontal plates it is called breast hooks (special bracket) which extend from stem to next transverse frame. Stems are raked at 150 to 250 to vertical with a large curve at the bottom running into the line of keel. Above the water line some stems curve forward of the normal rake line to form a clipper bow.

Arrangements to resists Panding:The ship is strengthened 15% of ships length from forward to stem and aft of the after peak bulkhead towards stern ends. Channel beam are fitted and connected for the frames by brackets. The frames are spaced around 600mm apart and the deck beams are supported by vertical pillars on alternate frames. Thickness of side plating is increase by 15%. Stem (addition parts) Collision bulkheads Bulbous bow Chain locker Anchor recess Hawse pipe Bow thruster Tunnel Coffin plate / Round bar Stern construction Aft peak bulk head Propeller/ rudder/ post A bracket / Stern tube Stern frame Tiller flat Bossing / spectacle frame Shafting STERN CONSTRUCTION Considerable attention is paid to design of stern in order to improve flow of water in to and away from the propeller. A transverse stern offers a greater deck area and also improved flow of water around the stern. The rudder with its type and form is intended to give the best maneuvering characteristic both shape of stern , the rudder and the propeller sixe will indicate the stern frame,. The stern overhanging may be subjected to slamming force. So adequately stiffening is required.

SHIPS HULL MANUAL

COLLEGE OF SHIP TECHNOLOGY

Solid floors are fitted at every frame space and girders fitted at shell and deck. The propeller shaft and the rudder stock pierce the hull and water tightness has to be intact. The safety of the ship may be depending upon these arrangements. More than one screw propellers to provide the thrust required for propulsion is achieved by the bossing of hull and A brackets which will support the overhanging part of propeller. Stern tube:To provide a rigid support and bearing for the shaft where it leaves the hull and to obtained water tightness around this part. Stern tubes are loosed. It is also called ship builder tube. It is formed by steel tube connected to a steel casting, with thick plate at each end. There are two types of stern tubes commonly used. One with water lubricated bearing with the aft end open to sea and the forward end with sea water inlet and enclosed. The other type is oil lubricated and is closed at both ends and has metal bearings. In this type the bearings are traditionally hard rubber strips and the tail shaft is fitted with a brass liner / tufflon strips. This type oil lubricated stern tubes are preferred with machineries widely. Stern frame:The stern frame forms end of the lower part of shell t the aft end of ship. In single screw strip, the stern frame carries the boss and supports sthe after end of stern tube. The rudder is supported by rudder post which forms the vertical pocket of stern frame. (It can be fabricated or casted) Bossing/ Spectacle frame:The shaft of twin screw ship are set at a small angle to the centre line. As the width of the ship reduces towards the ends, the shell widens out around the shaft to form the bossing. Spectacle frame:The after end of the bossing term inates in a casting which carries the bows and supports the after end of stern tube. They must be strongly constructed and attached to the main hull to reduce the vibrations cost. This costing in one piece across the ship is called spectacle frame. Shafting (The propeller shaft arrangement) :The propeller which propels the ship with a length is situated a considerable distance from the engine. This shaft system is required to transmit the thrust and the torque of the propeller and to distribute the resulting forces uniformly over the hull structure and to maintain water tightness. The length of the shaft is made up for 3 or more length the tail shaft from the propeller, through the stern tube, tern gland one or more length which is called intermediate shaft. The thrust block which is a heavy structure transmits the thrust of the propeller to other hull. In modern ships the thrust block is incorporated with eh gear box. Through the main transverse bulkheads where the propeller shaft passes water tight integrity is achieved by means of flexible or self aligned bulkheads. PROPELLERS AND RUDDERS

SHIPS HULL MANUAL

COLLEGE OF SHIP TECHNOLOGY

Rudders:Rudder is a device to term the course or direction of the ship in conjunction with propeller. In practice the area of a rudder will be an area between 1/60th and 1/70th of the product of length and draught of the ship. This provides amble maneuverability for deep sea vessels. A rudder with whole of its area aft of the stock is said to be unbalanced rudder. A rudder with 20% to 40% of its area forward of the stock is said to be balanced. A rudder which has part of its area forward of the stock but at no rudder angle is balanced is said to be semi balanced. Propellers:Propellers are devices which converts the power of propulsion machinery to propulsive thrust which moves the ship ahead or astern. There are two types for propellers in a ship. (1) Fixes Pitch Propeller (FPP) (2) Control Pitch Propeller (CPP) (1) Fixes Pitch Propeller In this the blade of the propeller is integrate part of the boss, which cannot be more one therefore the pitch remain constant and the speed of the ship can only be controlled by the r.p.m. of engine. The diesel engines will not work properly below certain r.p.m. therefore the efficiency of FPP is reduced owing to ship cannot take small movement. (2) Control Pitch Propeller (CPP) In this propeller blades are not fixed like in a FPP, the pitch can be adjusted so that with minimum r.p.m. also the speed of the ship can be reduced to the barest minimum therefore CPP are advantages than FPP. Tiller Flat (Steering gear compartment) :- The after most compartment form where the rudder steering machinery (Tlimoto system) can be operated for giving the ship direction. In an emergency manual control can be done directly from this compartment.

Floating dock The floating dock is usually made up of a rectangular pantoon, divided into a no. of watertight compartments or tanks both longitudinally and transversely mounted on each side by a vertical wall, the lower portion of which normally forms part of the out board line or pontoon tanks. Each of the pontoon tanks is fitted with air escape pipe running to about 6ft above the weather deck of the walls. The floating docks vary in size and lifting capacity, but the principle construction and operations are similar. They are of steel construction and subject to hogging and sagging depending on their loading conditions. In a floating dock the workshop fitted with shearing, punching and drilling machines and wood working machinery are provided in the walls of the dock together with other facilities such as compressed air system for main operating pneumatic tools and welding points at intervals along with the length.

SHIPS HULL MANUAL

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One or two travelling cranes are provided on each side of the weather deck to facilitate the work of repair on the ship. The floating docks are fitted with towing, mouring and berthing facilities such as capston, bollard fairlead, towing book etc. are fitted on the side walls of the floating dock. The pumps and motors are fitted in WT tanks compartments, inside the panton with a trunk access to the safety deck on the side wall. The motors are driven by diesel generators inside the dock or by power supply from the shore. Before undertaking the docking of a ship it is essential to ensure the lifting capacity and the strength of the dock are adequate. Additional information like --- buoyancy , centre of gravity for various draughts and tream are to be provided with ship docking plane.

Additional equipments:Additional facilities are provided to the floating docks which is operated as a unit/vessel of the fleet. The twin decks are fitted with latest warship standard to provide accommodation for the dock crew and some of the crew of the docked ship. MAST Masts are raised structure fabricated and erected in the ship at the superstructure part to carry wireless and radar, aerials, signally equipments, navigational lights flags and with a platform at that height also used as watch tower sailing. Different types of masts:i) ii) iii) iv) Pole Mast Tripode Mast Lattice Mast Plated Mast

Even though the plated mast has slight increase in weight, it has got more advantages than other and is commonly used. The advantages are i) ii) iii) iv) It has got a strong bottom structure fixation It has got reduced propeller induced vibration It provides a good better plateform at good height All cables and wires, pipes etc can be passed up through the pipe without explosive to the weather v) The inside hollow space can be used for various other purposes. The disadvantages are i) The material requirement is more ii) The weight becomes heavier iii) The construction cost is more List of the structural members of a ship which are design to resist the main longitudinal stress of hull

SHIPS HULL MANUAL

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i) The longitudinal frames worked in the double bottom resists stresses. ii) The deck stringers and the sheer strakes are thicken enough iii) Deck girder and longitudinal bulkheads are strengthened iv) Special steels for sheer strake and bilge strake are used. v) Longitudinal frames and beams in the bottom of decks are worked. vi) Stress is greatest at midship so strength of parts made greater a midship vii) The sheering stress is resisted by strengthening at about half deck of hull. viii) Structural continuity is maintained by making every part strong to resist the stresses. ix) When material has to be cut away for openings compensation to be made. x) Square corners to be avoided as far as possible xi) The parts with thickness more joint to thickness less should be gradually tapered off to prevent tearing away.

Dry dock/ Graving dock They are possibly built in suitable position near sea shore, preferably on hard land with sufficient depth of water available. The basic purpose of dry dock is to dock the ship for the underwater repair and painting. In some cases construction/modification also carried out. The main facilities available in a dry dock and building slip are similar. There are covered dry docks which can protect the work and men form climatic conditions. DOCKING AND UNDOCKING Docking factors:If the depth of water is critical than high tide time is suitable for docking operation. The dock blocks are arranged as per the docking plan which is a drawing prepared by designing office. For underwater repairs and maintenance docking plan have two versions. Version 2 is used for carrying out the repairs painitng of the areas not covered by version1. The dock is flooded with heavy duty pump and tenstock valves till the level inside reaches the outside sea level. The caisson gate is open and the ship is brought inside. The gate is closed to the ship is aligned with regards to docking blocks and the centre line is found with plumbs. The ship is secures at this position and pumping out is started. The ship will be placed on the

SHIPS HULL MANUAL

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dock blocks by stern first and additional supports for overhanging area are given by shores. (bottom bottom shore, bilge bilge shore, ship side breast shore) Undocking:It is the reverse process of docking. After completion of repairs work and maintenance work the dock is flooded the shores removed the gate open than ship is taken out. SUPER STRUCTURE AND DECK HOUSE Super structure may defined as those erection above the free board deck which extend to other ship side or almost to the side. Deck houses are those structure on deck which are well within the line of ship side. The super structure comprises all of the structure above the top most continuous strength deck of the ship and its contribution is very little to the structural strength. The super structure has also to support the mast and funnel and care must be taken in its design since it is built of light material and scandals in order to reduce the weight. Aluminium structure is used in way of the compasses position and for minor bulkhead. They are enclosed by the super structure is used for various purposes such as accommodation, offices, bridge and chart house. The bridge is design to give the maximum angle to all around the coverage through bridge windows. Aluminium to Steel connections

Fabrication of super structure More than one deck, super structure is fabricated in layers (tier) and assembled on the upper deck with required sheer and camber. It is to be ensured that all longitudinal and transverse bulkheads are in line with these structures below. Sequence of assembly i) ii) iii) iv) All bulk heads are marked on deck Curvature of deck is checked Special wedges of same height of the coaming are placed along the marked line. The blocks of structure are positioned and the excess material identified and removed.

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v) The blocks are then aligned and tack welded. vi) Recheck the position, far sheer and camber and confirm the actual alignment. vii) Carry out welding from centre to port or starboard and middle to forward or aft. Type of construction method 1. Block method 2. Pyramid method 3. Island method

Due to advancement in welding technology building whole ship form keel to launch at building berth is absolute. Various assemblies are fabricated away from building berth at different places and these blocks are brought and assembled in the building berth. This process of fabrication of structures is known as prefabrication method or block method. The considerations for block method are i) ii) iii) iv) v) Capacity of transportation Capacity of cranes and trolley Types of equipment in a shop floor Availability of spaces Types and number of equipments available in the berth

Advantages of prefabrication i) The construction period is shorter ii) Blocks are fabricated under covered area means protected from climatic conditions iii) The production increases and efficiency is higher due to the work under covered area. iv) Down hand welding is possible which increases the quality of work. v) Distortion (welding distortion) can be controlled maximum. vi) Modular construction is feasible. vii) Economical viii) Each block can be air tested/ quality tested individually before transporting to building berth. ASSEMBLY PROCESS Assembly process can be divided into 4 stages Stage 1:Preliminary assembly of structural elements

SHIPS HULL MANUAL

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In this stage all the flats and straight elements are assembled like bulkheads, deck panel, T sections etc. These are carried out in the welding grids Stage 2:Sectional preliminary In this stage flats and curved structures are assembled with the help of cradles. The correctness of sections are checked by means of template. Stage 3:Assembly of Block and out fitting In this previously formed flats and sections, the blocks are assembled. Bottom section is placed in position, adjusted aligned and secure. Transverse bulkheads are placed in position adjusted tack welder to bottom and secure. Side sections on both sides placed in position aligned checked tack welder then secure Deck section placed in position adjusted tack welder to bulkhead and side section.

The entire sections are submitted for quality control clearance (QC). On approval of QC bottom sides deck section are welded first and then the transverse bulkheads. Stage 4:Assembly of block in building berth The construction of hull is started from midship; therefore priority for fabrication is given to middle block and simultaneously the adjacent blocks. Ship building may begin at stern, if the engine room is located there because of the amount of work to be done in the engine room.

Caissons
There are three types of caissons in general used for closing the dock entrance. a) b) c) Floating caisson Sliding caisson Gate Caisson

a) Floating caisson A floating caisson or a ship caisson is a floating vessel constructed with the sloped ends to fit the slope and the side of the dock entrance. The amount of slope is such that sufficient clearance is obtained between the side of the dock entrance and the caisson. The caisson has a continuous keel to of rectangular section extending up to the top at each end. The sea pressure from the basin or sea forces the keel against the sides of groove and so prevent water passing into the dock.

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b) Sliding caisson The shape and sub division typical sliding caisson is given to the sketch. There are three main compartments, upper and lower tidal chamber with the air chamber between and it is sub divided. A stringer deck at the bottom of lower tidal chamber is used to carry ballast and water tight tanks and upper and lower tidal chamber both of which are open to the sea but covered with the steel mesh to prevent the ingress the floating object.

Gate Caisson:- There are two types of gate caisson in general use. The first comprises two rectangular section gate strongly constructed of plates and section to withstand the sea pressure and remain water tight. The lower edge of the gates are wood faced and fit closely against the masonry of the dock sill. Thus the second type take the form of single gate/ horizontally hinged along its lower edge. The upper edge is pushed off by a hydraulic ram lowered away by wire ropes from the dock entrance until it lies horizontal.

Docking Reports Information containing in docking reports Whenever a ship is docked a docking report is raised (form D-495/S-38 for naval ships) and fit is containing the following information. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Date of present and last docking including the draught Outer bottom composition applied at last and present docking. Conditions under which the composition applied. Pre-treatment of surface preparation carried out. Movement of the ship since last docking. Conditions of the outer bottom paint during docking. Extend and magnitude the type of falling Corrosion Condition of zinc protectors and anodes Rudder clearance Material of ship hull Any other information consider relevant.

Whenever a ship is docked, this information on docking report is passed to the dockyard by the ship. Condition of the rope guards, propellers and underwater fittings etc. to be checked and reported in the docking report.