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chapter 1
Passenger ships are one which may accommodate more than 12 passengers
Refer ship has refrigerated cargo compartment
Liners specific time bet ports with speed bet 15 to 20 knots
At the extreme for end there is tank called as fore peak tank which may be used for the
ballast or fresh water
Above this tank is chain locker and store space
At After end is after peak tank enclosing the stern tube in water tight compartment
Between the peak bulkhead there is continuous tank top which is subdivided in to carry oil
bunker , fresh water and ballast water
The machinery space at aft has effect of reducing maximum bending moment
After engine room bulkhead and after peak bulkhead is watertight shaft tunnel enclosing
shaft and allowing excess to the shaft and bearings directly from engine room
Forecastle is fitted to reduce the amount of water shipped forward and to provide adequate
working space for handling the ropes and also sometimes as use for storage


Oil tankers


Tankers are used to carry oil or other liquids in bulk, oil being the most usual cargo
Machinery is situated aft to provide an unbroken cargo space which is divided in to the
tanks by longitudinal and transverse bulkheads.
The tanks are separated from the machinery space by an empty compartment known as
cofferdam
A pump room is provided at the after end of the cargo space and may form part of
cofferdam
A double bottom is only required in the way of machinery space
Centre tank is usually half the width of the ship


BULK CARRIERS


BULK CARRIERS ARE THE VESSEL TO CARRY
such cargoes as ore coal gain sugar in large quantities
They are designed to ease at loading and discharging cargo
The double bottom runs from stem to stern
In the ships designed for the heavy cargoes such as iorn ore the double bottom is
very deep and longitudinal bulkhead are fitted to restrict the cargo space
This system rises the centre of gravity of the ore resulting in comfortable ship
With the lighter cargo such as grain the restriction of the cargo is not necessary
although deep hooper sides are fitted to facilitate at the discharge of cargo either by
suction or grabs
The spaces at the sides of hatches are plated to give self trimming properties

Colliers
Colliers are usually much smaller than the usual range of bulk carriers
Being mainly used for the coastal trading
To raise the level of upper deck aft providing greater volume of cargo space aft is called as
RAISED QUATER DECK
The double bottom is continuous in the cargo space and knuckled up to form hopper sides
which improves the discharge rate.
CONTAINER SHIPS


Fast discharge rate and reduce cargo handling cost
Roll on roll off vessel
In order to reduce the cargo handling costs and time in port further vessel have been designed with
flat decks which are virtually unrestricted
Accommodation is provided at forward and also this can be used as the passenger vessel also

Liquefied gas carriers
Natural gas Methane is carried
By reducing the temp between -82 to -162 association with the pressure of 4.6 MN/m2 to
atmospheric pressure
The tanks are inbuilt 1 m from ship side
Access is provided from the sides and ends of the tanks allowing internal structure to be inspected
The tank material is invar which has thermal coefficient as 1


CHEMICAL CARRIERS
A considerably variety of chemical cargoes are now being required to be carried in bulk .
Many of these cargoes are highly corrosive and incompatible while other requires close control of
temp and pressure
Many times the tanks inside layer is coated with the zinc silicate
















Chapter 2
GENERAL NOTES



Terms and abbreviation
Length overall
The distance from extreme fore part of ship to the extreme point at aft and is greatest length of
the ship
It is used for dry dock purpose
Length between overall

The fore perpendicular is point at which summer load line crosses the stem
After perpendicular is the after side of rudder post( the part of the stern frame of a
vessel to which a rudder is fitted) or centre of the rudder stock if there is no rudder post
The distance between the two is called as LBP
It is used for the ship calculation
Breadth extreme
The greatest breadth of the ship measured outside of shell plating

Breadth moulded
The greatest breadth of the ship measured inside of the ship

Depth extreme
The depth of the ship measured from underside of the keel to the top of the deck beam of
uppermost continuous deck at midship
Depth moulded
Depth measured form top of the keel to deck
Draft moulded
The distance between the load water line to the top of the keel at midship

Freeboard :

the distance between the top of the deck plating to the waterline at midship


Camber
Transverse curvature of the deck from the centreline down to the sides
Camber is used on exposed decks to drive the water to the sides of the ship
Sheer
The curvature of the deck in forward and aft diection raising from the midship to mazimum at the
ends
The sheer forward is usually twice the aft
sheer on exposed deck at the fore and aft ends further makes ship more seaworthy by raising the
deck at the fore and after ends further the water and by reducing the volume of water coming on
the deck
rise of floor
the bottom shell of the ship is sometimes sloped up from the keel to the bilge to facilitate
drainage the rise of floor is small about 15cm
bilge radius
the radius of the arc connecting the sides of the ship to the bottom at the midship portion of the
ship
tumble home
in some ships the midship side shell in the region of the upper deck is curved slightly towards the
centreline thus reducing the width of the upper deck above such tumble home improves
appearance of the ship
Displacement
The mass of ship and everything it contains
A ship has different value of displacement at different draughts

Light wt
Mass of empty ship . with out stores fuel water crew or other effects

Deadweight
The mass of cargo, fuel,water, stores etc ship carries
. the dead weight is the difference between the displacement and the light weight
It is usual to discuss the size of a cargo ship in relation to its dead wt ,
thus a 10000 tonne ship is one which is capable of carrying a deadwt of 10000tonne
Liquefied gas carriers are compared in terms of the capacity of the cargo tanks
Eg 10000m3

Flare of hull
The outward curvature of hull at fwd is called as flare of hull...

Reserve Buoyancy:- It is the potential buoyancy of a ship and depends upon the intact, watertight
volume above the waterline.
When a mass is added to ship, or buoyancy is lost due to bilging, the reserve buoyancy is converted
into buoyancy by increasing the draught. If the loss in bupyancy exceeds the reserve buoyancy the
V/L will sink.




























Stresses in ship structure

Numerous forces act again on a ship structure some of them are static and dynamic
1 Longitudinal bending:
A ship may be regarded as non uniform beam carring non uniformly distributed wts and having
varying degree of support along its length
The structure resisting longitudianal bending consist of all continuous longitudinal material
The portions farthest from the axis of bending being most important
e.g. top of sheer strake where high stress point occurs such points are to be avoided by joining
stringer plate and sheer strkae to form rounded gunwale bar

Racking
When ship rolls there is tendency for the ship to distort transversely in similar way to that in
which in picture frame may collapse this is known as racking and is reduced by beam knee and
tank side bracket connection together with the transverse bulkheads with greatest effect
Pounding rthythemic slamming of forward bottom part of ship on the troughs is called as
pounding
Panting
The inward and outward moment of shell platting could lead to fatigue of material thus
restricted panting stringers








Chapter 4 bottom and side framing

All ocen going ship EXCEPT OIL TANKERS AND SMALL COASTAL VESSEL are fitted with the a
double bottem which extends from fore peak bulkhead and almost to afterpeak bulkhead
The double bottom consist of outer shell and an inner skin or tank top , this provide protection in
the event of damage to the bottom shell
Tank top being continuous increases the longitudinal strength and acts as a platform for cargo
and machinery

The double bottom space contains a considerable amount of structure and is therefore useless
for cargo it may however be used for the carriage of oil fuel and fresh water and water ballast
The tanks are tested by pressing them up until they overflow
If it is anticipated that cargo will regularly that cargo will be regularly discharged by a grabs or by
fork lift trucks it is necessary to fit double wood ceiling or heavier plating

A tank top may be knuckled down to the sides of ship by means of Margin plate



Keels
Centre line of bottom structure, which is often said to be a back bone of the ship
This contributes substantially the longitudianally length of the ship
Duck keel are provided in the double bottom of some vessel
These run from the fwd of the engine room bulkhead to the collision bulkhead
And are utilised to carry double bottom piping
The piping is accessible when cargo is loaded
And it forms box type bottom girder and strainghtening is provided at tanktop and keel in
continuation with the solid floors above and bottom are stiffener and side girder
















Double bottom
Double bottom can be framed longitudinally or transversely but if the ships lenth
exceeds 120 m of the length then it has to be longitudinally framed
As the ships length exceeds the ship bottom shell may buckle if transverse stiffened
Double bottom in the way of machinery spaces which are adjacent to the after peak are
required to be transversely framed

At the centre line of the ship the middle strake of inner bottem may be consider as the
upperflange of the centre line girder formed by the centre girder and keel plate
Floors
(frames means just like photo frame when stiffeneing member runs and forms rings like structure it
is called as the frame are count as from aft to fwd)
Vertical transverse plate floors are provided both where the bottom is transversly framed
and longitudinally framed
Transversely framed double bottom
If the double bottom is transversely framed then transverse solid plate floors and bracket
plated floors with transverse frames provide the principal support for the inner bottom and
bottom shell plating




Solid plate floors are fitted at the every frame space in engine room and pounding region
Under the boiler seats , where ship is regularly discharged be grabs
Elsewhere the soild plate floors may be spaced upto 3m apart with the bracket floor at frame
space between the solid floors, (frame space : distance between the two floors ie the two
frames )






Longitudianally framed double bottom

Longitudianl frames are fitted to bottom shell at 760mm and are supported by 3.7 m and
intermediate longitudianals are supported by bracket floors ie by sturts and flat bar stiffener




Machinery space double bottom
A girder is fitted on each side of bedplate in such way that the holding down bolts pass through th
top angle girder in welded ships a horizontal flat sometimes fitted to the top of the girder












Side framing


The side shell may be transversly or longitudinally framed , transverse framing being adopted in may
conventional cargo ships
Transverse framing
In general cargo ship the transverse framing will consist of main and hold frames with brackets top
and bottom and lighter tween deck frames with brackets at the top REFER FIG 17.2 177
Scantlings of the frames depends upon the position, spacing , and depth and to some rigidity of the
end connections
Web frames that is build up frames consisting of plate web and face flat
Where web is considerably deeper than the conventional transverse frame are often introduced
along the side shell
Nos are fitted in mid ship machinery space
In any deep tank adjacent to the collision bulkhead
In the tween deck above the after peak tank
IN ALL CASE THE PROVISION OF WEB FRAME IS INTENDED TO INCREASE THE RIGIDITY OF THE
TRANSVERSE SHIP SECTION AT THAT POINT



LONGITUDINAL FRAMING
If the side shell is longitudinally framed the transverse webs are to support the longitudianal
Larger ships required to have a double hull are longitudinally framed at the sides with transverse
webs arranged in line with the floors in double bottom to ensure continuity of transverse strength


Container ships





















Shell plating:



External hull of the ship consist of bottom shell side shell and decks WHICH ARE FORMED BY
LONGITUDIANL STRIPS OF PLATING KNOWN AS STAKES
STAKES THEMSELVES ARE CONSTRUCTED OF A NUMBER OF PLATES JOINED END TO END
THE MOST IMPORTANT PART OF SHELL PLATING IS BOTTOM SHELL PLATING AS IT IS AT
GREATEST DISTANCE FROM THE NEUTRAL AXIS
THEREFORE IT IS SLIGHTLY THICKER THAN SIDE SHELL PLATING
THE KEEL PLATE IS ABOUT 30 % thicker than the remainder of the bottom shell plating since
it is subjected to wear when docking
the strake adjacent to the keel on each side of the ship is called as Gardboard strake
The uppermost line of plating in the side shell is called as sheer strake.
The shell and side frames acts as pillars supporting the loads from the decks above and must
be able to withstand weight of cargo
In most cases the strength of the panel which is required to withstand the waterpressure is
more than the sufficient to support the cargo but where the internal loading is particularly
high such as in the way of deep tanks the frame must be increased in strength



BULWARKS


It is necessary to fit some arrangement to prevent personal falling or being washed
overboard
Many ships are fitted with open rails for this purpose while others are fitted with others
solid plates known as bulwarks at least 1 m high
There is no direct connection between bulwark and sheerstrake
Large openings known as freeing ports must be cut in to the plates


























DECK PLATING


The deck plating of the ship carries a large proportion of the stresses due to longitudinal
bending the upper deck carrying greater load than second deck
The continuous plating alongside of hatches must be thick enough to withstand the loads.
The palting between the hatches have very little effect on the longitudinal strength







The deck form cover over the cargo accommodation machinery and therefore must be watertight
The outboard deck strake is called as stringer plate

BEAMS AND DECK GIRDERS



THE DECKS MAY BE supported either by transverse beams in conjunction with longitudinal
girder or by longitudinal beams with transverse girder
The transverse beams are carried across the ship and are bracketed to the side frames by
means of beam knees
A continuous longitudinal girder is fitted on each side of the ship along side of hatches
The beams are bracketed or lugged to the girders thus reducing their span.
In the way of hatches the beams are broken to allow open hatch space and are joined at
their inboard ends to either the girder or hatch side coamings
The broken beams are called as half beams
Flanged girder are efficiently used , as they forms hatch coamings refer fig












Modern ships are fitted with longitudinal beams which extend as far as practicable along the
whole length of the ship outside the side of hatches





They are bracketed to the transverse bulkhead and are supported by transverse girders
which are carried across the ship
Or in the way of hatches or machinery casing From the side of the ship to the hatch or
casing in case of machinery or hatch
Increase in continuous longitudinal material leads to reduction in thickness of deck
At points where concentrated loads are anticipated it is necessary to fit additional deck
stiffening. Additional support is necessary in way of winches windlass capstans
Beams under such seating may be increased in strength by fitting reverse bars which
extends to adjacent girders









Chapter 6 Bulkheads and deep tanks

There are three types of bulkhead
Water tight bulkheads
Non water tight bulkheads
Tank bulkheads




Construction of bulkhead:
Collision bulkhead must extend from bottom to upper deck.
Aft peak bulkhead needs only extend to first deck above load water line.
All others must extend to uppermost continuous deck.
Plating usually fitted vertically, and thickness gradually increases from the top downward.
Stiffeners are fitted at 750mm apart, but collision bulkhead and deep tanks have 600mm
spacing.


Water tight bulkhead

Transverse bulkhead function


1. Divide the ship into watertight compartments and thus restrict the volume of water
which may enter the ship if shell plating damaged
2. Serves to separate different of cargo and to decide tanks and machinery space from the
cargo space
3. In case of fire reduce the rate of fire spread
4. Strength of ship
5. Longitudinal girders and deck longitudinal are supported at the bulkheads which
therefore acts as pillars
6. At the same time they tie together the deck and tank top and hence reduce vertical
deflection when compartments are full of cargo



Collision bulkhead

Each ship has coillision bulkhead at least one twentieth length of the ships length from
fwd perpendicular Which must be continuous up to the uppermost deck


Why Collision Bulkhead kept at L/20 of the ship?
In the events of collision and grounding, standard of subdivision has to give good chance, that
the ship remains afloat under such emergencies.
Longitudinal Bulkheads are avoided, as far as possible, as they might cause dangerous angles
of heel, in the event of flooding of large compartment through damage.
Transverse Bulkheads are reliable in this case, and Classification Society requires a watertight
Collision Bulkhead within reasonable distance from forward.
If the ship is supposed to have wave trough amidships, there will be excess weight amidships
and excess buoyancy at the ends, hence the ship will be sagging. (Assuming wave length =
length of ship)
If the ship is supposed to have wave crest amidships, there will be excess weight at the ends,
and excess buoyancy amidships; hence the ship will be hogging.
By Trochoidal Theory, wave height from trough to crest is 1/20 of the wave length,
therefore maximum shearing force usually occurs at about L/20 of ship from each end.
For this reason, Collision Bulkhead is located at L/20 of the ship, so that it is not so far
forward, as to be damaged on impact.

Aft peak bulkhead
The stern tube must be enclosed in the watertight compartement formed by stern frame and
afterpeak bulkhead which may be terminated at first water tight deck

Bulkhead must be fitted at the end of the machinery space also
Watertight bulkhead construction
Watertight bulkhead are formed by plates which are attached to the shell deck and tank top
The plating of bulkhead on lower part is thicker
Bulkheads are tested for water tightness by hosing them using the pressure of 200kn/m2

Watertight doors
A watertight doors is fitted to any access opening in watertight bulkhead
Such opening must be cut only when necessary for the use of safe working of the ship
The means of closing door must be positive they must not rely on gravity or dropping weight

Deep tanks
1. When ship is underway in light condition, it is necessary to carry certain
amount of water ballast.
2. If DB tanks alone are used for this purpose, the ship might be unduly
stiff.
3. So it becomes a practice to arrange one of the lower holds, so that it can
be filled with water when necessary.
4. This permits a large amount of ballast to be carried without unduly
lowering the Centre of Gravity of the ship.
5. Such a hold is called a Deep Tank.
6. This tank is usually designed to carry dry cargo, and in some cases may
carry vegetable oil or oil fuel as cargo.
7. If the tank extends full breadth of the ship, a middle line bulkhead, called
Wash Plate must be fitted to reduce free surface effect.
8. Strength of Deep Tank structure is greater than that required for dry
cargo hold bulkhead.


It is usually necessary in ship with machinery amiship to arrange a deep tank forward of the
machinery space to provide sufficient ballast capacity
This deep tank is usually designed to allow cargo to be carried and in many ships may carry
vegetable oil or oil fuel as cargo,
Deep tanks are also provided for carriage of oil for use in the ship

Corrugated bulkheads

A corrugated plate is stronger than a flat plate if subjected to bending moment or pillar load
along the corrugation

This corrugation may be used to despense with the stiffeners resulting in considerable
saving in weights
Vertical stiffener is necessary if the bulkhead is required to support a deck girder

Minimum required bulkhead:
One collision bulkhead.
An after peak bulkhead.
One bulkhead at each end of machinery space.
Total no: of bulkheads depends upon the ship and position of machinery space
midship or aft


. Functions of bulkhead:
To increase transverse strength of ship, particularly against racking stresses.
To divide the ship into watertight compartments.
To give protection against fire.
To prevent undue distortion of side shell.
To restrict volume of water, which may enter the ship, if shell plating is damaged





Fore End arrangements:

Stem:
1.The stem is formed by solid round bar which runs from keel to the load line
2. at the bottom formost keel plated wrapped around the bar because of its shape it is known as
coffin plate.
3. above the stem bar stem is formed by plating which is strengthnened by welded stiffener on the
centreline
4. the plate stem is supported at intervals of about 1.5 m by horizontal plates known as breast hooks
which extends from stem to adjescent transfer frame

Arrangements to resist panting
The structure of the ship is strength end to resist the effects of panting from 15% of the length of the
ship from forward to the stem and aft of after peak bulkhead
The side stringer meets at fore end while horizontal stringer is fitted to collision bulkhead in line with
each shell stringer
This forms ring like structure round tank and supports the bulkhead stiffener

















Bulbous bow:
Purpose
Intended to reduce vessel resistance to motion
The wave produced by bulb interface with wave produced by the stem resulting in reduced height of
bow wave and consequent reduction in the energy required to produce bow wave
Construction:
Floors are fitted at every frame space in the bulb when bulb is large
Transverse are fitted at about every fifth frame in long bulbs
Smaller bulbs have centrelineweb
All bulbous bow horizontal diaphragms are fitted
Shell plating covering bulb has increased shell plating

Chain locker often arranged forward of collision bulkhead below either main deck or second deck

After end arrangement
Cruiser stern
The cruiser stern forms a continuation of the hull of the ship above the stern frame and
improve the appearance of the ship
Increases buoyancy at the after end and improves the flow of water
In practice this structure is arranged in two main forms
Cant frame in conjunction with cant beam
Horizontal frames with cant beams or transverse beams refer fig



Transom stern:



In many ships a transom stern is fitted ie the stern flat
This stern reduces the production cost at the same time reducing bending moment on the after
structure caused by unsupported hang
Stiffening is invariably horizontal

Stern frame and rudder
The stern frame forms termination of the lower part of the shell at the after end of the ship
In stern frame carries the boss and supports the after end of the stern tube
Rudder is usually supported by a vertical post which forms part of the stern frame
It is essential that structure to be should be soundly constructed and of tremendous strength

Rudder
There are no regulation on the area of the rudder
But rudder area is usually 1/16 or 1/17 of the length * breadth
Draft of ship provides ample manoeuvrability for deep sea vessel
Aspect ration the ration of depth to width it is usally two
RUDDER WITH WHOLE AREA AFT OF THE STOCK IS SAID TO BE UNBALANCED
RUDDER WITH 20% TO 40% AREAA FORWARD TO THE STOCK IS CALLED AS BALANCED RUDDER
AS AT SOME ANGLE THERE WILL BE NO TORQUE ACTING ON THE RUDDER
AS CENTER OF EFFORT WHERE (THE NORMAL COMPONENT OF THE FORCE ACTING ON RUDDER)
CONCIDES THE RUDDER STOCK AND HENCE THERE WILL BE NO TOURQUE ACTING ON THE
RUDDER
A RUDDER WHICH HAS PART OF AREA FORWARD OF THE STOCK IS CALLED AS SEMI BALANCED
RUDDER
REASON IF THE PART OF AREA OF THE RUDDER IS FORWARD OF THE TURNING AXIS THEN
TURNING MOMNET IS REDUCED AND HENCE RUDEER STOCK REQIRED IS LESS AS WELL AS
STEERING MOTOR POWER IS LESS
IF THE rudder is turned more than 35 degree then diameter of turning circle is increased

Rudder is constructed by welding to flat pates with the vertical and hozoantal plates
Drain plug is at the bottom of the rudder
Lifting tube is there to lift the rudder
Rudder are streamed lined to reduce the eddy current losses


RUDDER IS SUPPORTED BY PINTLES WHICH FIT INTO THE GUDGEONS
Upper part of each pintle is tapered and fits into similar taper in rudder gudgeon pin
The pintle is pulled hard against the taper by means of large nut with sutaible locking device
such as lock nut or split pin
Brass liner is fitted round the lower part of the pintle and lignum vitae or laminated plastic is
dovetailed into the strenframe gudgeon to provide a bearing surface for pintle allowing pintle to
turn but preventing any side moment
A head is fitted to upper pintle to prevent undue vertical movement of the rudder
This is known as locking pintle
Bottom pintle is known as bearing pintle since it rests on a hardened steel pad shaped to suit the
bottom of the pintle hole is drilled into the gudgeon


Rudder stock
The rudder is turned by means of the stock
Which is forged steel and opened out into the palm at its lower end
The stock is carried through the rudder trunk and keyed to the steering engine
THE CETRLINE OF STOCK AND CENTRE LINE OF PINTLES ARE IN THE SAME LINE OTEHRWISE THE
RUDDER WILL NOT TURN




Shaft tunnel



WHEN machinery space is divided from after peak by one or more cargo holds the main shafting
must be carried out through the holds
A tunnel is built round the shaft to prevent contact with cargo and to give access to shaft at all
time of a maintanace inspection

IT IS STATED EARLIER IN THIS TOPIC THAT RUDDER ANGLE IS USUALLY LIMITATED TO ABOUT 35
ON EACH SIDE OF CENTRE LINE

IT IS FOUND THAT IF ANGLE EXCEEDS THE DIAMETER OF THE TURNING RADIUS IS INCREASED
AND LARGELY DUE TO SEPARATION OF FLOW WATER BEHIND THE RUDDER





OIL TANKERS BULK CARRIERS AND CONTAINER CARRIERS
THE STUCTURAL ARRANGEMENT TWO BASIC METHODS
1. Longitudinal framing in which the deck bottom shell side shell and longitudinal bulkheads
are stiffened longitudinally
2. Combined framing in which deck and bottom shell are framed longitudinal and tranverse
side frame and vertical stiffer on longitudinal bulkhead

Longitudinal framing
1. Longitudinal framing system provides ample of longitudinal strength
2. Longitudinal are supported by deep transverse web which forms ring like structure
Fig9.1

Combined framing



Bulk carrirer
The design of a bulk carrier depends upon depends upont the cargo to be carried

container ship are designed to carry large no of standards containers
International standards length 20 ft 30 ft 40 ft
They are 8 ft wide 8 ft height
The containers are loaded in to the ship vertically fitting cell guids which are splayed out at rop
to provide lead in
It is essential therefore to have along wide hatches to take maximum no of conainers
The spaces at the side of hatch is used for access and water ballast
Because of the wide hatches the deck plating must be thick and higher tesile steel is often used
The deck sideshell and longitudinal bulkhead s are longitudinally framed in addition to the
double bottom
Hatch coamings may be continuous therefore may improve the longitudinal strength
Problem may arise due to lack of torsional strength this is overcome to some extent by fitting
torsional boxes
They are formed by longitudinal bulk head upper deck Side shell And upper platform
All of which are of thick material
Boxes supported inside by transverse and wash bulkhead in addition to the longitudianal
framing
These boxes are only effective if they are tied at the ends
At after end they are carried in enine room and tied at deep transverse webs
Similarly at the fore end they are carried as far forward as the form of ship will allow and are
welded to transverse web
At the end of the hatches deep webs are fitted these hatches increase the torsion strength of
the ship this are fitted at the tank top and deck






























Chapter 10

FREEBOARD

FREE BOARD IS the distance from the waterline to the top of the deck plating at the side of
the free board deck at midship

Free board deck is upper most continuous deck having means of closing all opening in its
weather portion

The minimum freeboard is based on providing a volume of reserve buoyancy

Two basic types of ships are considered

Type a
Ships designed to carry only liquid cargoes and hence high integrity at exposed decks
Because of the oil tight hatches and heavy seas are unlikely to cause or accommodation
these vessel are allowed to load to a comparatively deep draft
Permittivity is less

Type b ships
Remaining ships which are carried with steel hatch covers are called as type b ships

The
freeboard calculated from the tabular free board and corrected is termed as summer
freeboard and corresponds with summer load lines

In tropics the weather usually kind and deduction is made 1/48 of summerdraft
In winter load line w, which is penalty of 1/48 of summer draft
If ship 100m and less in length there is a further penalty of 50 mm if the vessel enters winter
north atlantic

If the vessel floats in fresh water with the same displacement
Then it will lie at deeper draft
The fresh water allowance is
displacement in sea water delta /4(tonnes per immersion) mm
tf is equivalent mark in tropical zone

the freeboard marking are cut into the shell plating with the centre of circle midship
at the shell plating
Description of camber, sheer, tumble home, Rise of floor by sketch
Camber:-The transverse curvature of the deck from the centerline down to the sides. This camber is
used on exposed deck to drive water to the sides of the ship.
Sheer:- The curvature of the deck in a fore & aft directions, rising from midship to the maximum at
the ends. It makes a ship more seaworthy by raising the deck at the fore & after ends further from
the water and by reducing the volume of water coming on the deck.
Tumble Home:- In some ships, the midship side shell in the region of the upper deck is curved
slightly towards the centre line, thus reducing the width of the upper deck & decks above.
Rise of Floor:- The bottom shell of ship is sometimes sloped up from the keel to the bilge to facilitate
drainage. The rise of floor is very small.
What is freeboard and reserve buoyancy ?
Freeboard:-It is the distance from the waterline to the top of the deck plating at the side of the deck
amidships.
Reserve Buoyancy:- It is the potential buoyancy of a ship and depends upon the intact, watertight
volume above the waterline.
When a mass is added to ship, or buoyancy is lost due to bilging, the reserve buoyancy is converted
into buoyancy by increasing the draught. If the loss in bupyancy exceeds the reserve buoyancy the
V/L will sink.
why tankers have less freeboard
The openings in the tankers are small than of other ship & also the permeability is more.
what do u mean by stability of ship. How a stable ship returns to upright posn if heeled by external
force.
STABILITY OF SHIP: The tendency of ship to come back to its upright position when healed by
external force is defined as the stability of the ship.
When a ship is healed the centre of buoyancy shifts, this forms a righting lever . thus the wt. of the
ship
what is tender and stiff ship.
Tender Ship:- The ship with a small Metacentric height has a small righting lever at any angle & will
roll easily is said to be tender ship. In tender ship, In it the centre of gravity lies below the transverse
metacentre. The GM is more than GZ. & these kind of ship are more stable.
Stiff Ship:- The ship with a large Metacentric height has a large righting lever at any angle & has
considerable resistance to rolling. A stiff ship is very uncomfortable.
If the centre of gravity lies above the metacentere then the ship is called as unstable
6.
What is free surface effect. How knowledge of free surface effect will be useful. How it is reduced ?
Free Surface Effect:- When a tank of liquid is partially filled &as the vessel heels the liquid moves in
same direction as vessel heels and the centre of gravity of ship moves avay from the centreline
hence reducing the rightening lever increasing the angle of heel This movement affects the
Metacentric height. Virtual reduction in the metacentric height This is called free surface effect.

Free surface effect fepends upon the displacement of ship, shape and dimension of free surface,
And the relative density. And not on the total mass of liquid and and position of tank

It can be reduced by introducing longitudinal divisions in the tank

If free surface effects becomes more, then ship may Capsize.



7.
Collision bulkhead purpose and location.
Purpose:-
Avoids flooding of ship in case of damage to bows.
Location
Location is such that it is not so much forward as to get damaged on impact , Neither it should be
too far aft so that compartment flooded forward causes extensive trim by head. As a rule located at
minimum distance to get maximum space for cargo.
Minimum at 1/20 of ships length from forward perpendicular
The collision bulkhead is continuous to upper most continuous deck
The collision bulkhead is 20% stronger than other bulkheads
Collision bulkhead is 5 to 8 percent of ships length from forward.
types of bulkheads. There are three basic type of bulkheads
1. Watertight bulkhead
2. Non watertight bulkhead
3. Tank bulkheads
Transverse watertight Bulkhead
devide the ship in eany watertight compartments thus restrict the volume of weater if the shell
plating is damaged
watertight compartments also serve to separate different type of cargo and to divide the tanks and
machinery spaces from cargo spaces.
In the event of fire bulkhead reduce the rate of fire spread to great extent
The transavere strength of ship is increased by bulkheads which have much same effect as the ends
of boxes
They prevent undue distortion of the side shell reduce racking considerabely

Longitudinaldeck girders and deck longitudianals are supported at the bulkheads which therefore
acts as pillar while at the same time they tie deck and tanktop and hece reduce vertical deflections
when compartments are full of cargo
The no of bulkhead in the ship depends upon the total length of the ship

Construction of water tight bulkhead
1. Water tight bulkhead are formed by plates which are attached to the shell deck and tank top
by welding
2. Plating on lower side of bulkhead is thicker than the top as hydrostatic pressure increases as
the depth increases
3. The bulkheads are supported by vertical stiffener spaced 760 mm apart
4. End of stiffener are usually bracketed at tank top and decks
5. Bulkheads are tested for watertightness by hosing them using a pressure of 200 kn/m2


Corrugated bulkhead
Corrugated plate is stronger than flat plate if it is subjected to the bending momentor pillar load
along corrugation
When the corrugations are used to be dispense with stiffeners results in considerable saving in
weight troughs are vertical on transverse bulkhead but must be longitudinal on the longitudinal
bulkhead it is usual to t fit the flat plate at the end of the bulkhead
Horizontal diaphragm plates are fitted to prevent collapse of troughs
A vertical stiffner is necessary if blhd to support a deck girder

Use of corrugated bulkhead. Sketch same
a. Flat Bulkhead
b. Corrugated Bulkhead
c. Longitudinal Bulkhead
d. Transverse Bulkhead.
e. Watertight Bulkhead
f. Non-Watertight Bulkhead
g. Fire Class A Bulkhead
h. Fire Class B Bulkhead
i. Fire Class C Bulkhead
j. Collision Bulkhead.
k. insulated bulkhead
Corrugated Bulkhead:-

Methods of reducing rolling. Sketch of attachment of bilge keel. What ensures ship side will not be
damaged if bilge keel suffers a damage.
Various Methods of Reducing Rolling are:-
a. Fin stabliser
b. Bilge keel
c. tank stabilizer
10. How much length bilge keel extends to.
It is half of the length of the ship. Starting from midship to fore & aft equally distanced. And are
generally tapered
They are fitted in two parts the connection to the shell plating being stronger than the connection
between the two parts. In this way it is more likely in the event of damage that webn will than
connecting angle than the connecting angle from shell

The length of the web must be deep enough to penetrate the boundry layer of water travelling with
the ship
And it must not be too much that the force of water while rolling will cause damage

11. Mid ship section of bulk carrier and tanker

,,,,,,,.
12. What is margin line.
Margin Line:- It is the imaginary line which is drawn 75mm below the uppermost continuous deck. It
Denotes the limit, upto which can be flooded/ loaded without sinking.
13. What is angle of loll?
Angle of LOL:- If the vessel is initially unstable it will not remain upright but will either heel to angle
of lol or capsize depending upon the instability and shape of stability curve
If the ship is further inclined to an angle less than angle of loll, the ship will sink.

14. what are GZ and KN curves.

15. sketch plimsol marking.

16. How aft peak tank is sealed from stern tube.
The propeller shft passes from e/r to the outsider of ship through the stern tube..
In case of Oil cooled Stern tube, the rubber seals fitted with springs are used.
17. what is block coefficient. If we say that block coefficient of one ship is 0.9 and 0ther 0.95. what
does it mean.
Block Coefficient:- It is the ratio of volume of displacement to the product of the length, breadth &
draught.
Cb = Volume of displacement / (L x B x d)
When Block coef. If more, it means Volume of displacement is more.

18. Regulations for pumping out ER bilges in Special areas and outside special areas.
Pumping out ER Bilges outside special area:
As per Marpol Annex I, Regulation 15.
Any discharge into the sea of oily or oily mixtures from ships of 400 GRT & above shall be prohibited
except when all the following conditions are satisfied:-
1. The ship should be proceeding enroute from Point A to point B.
2. The oily mixture is processed through an oil filtering equipment.
3. The oily content of the effluent without dilution does not exceeds more than 15ppm.
4. The oily mixture does not originate from cargo pump room bilges on oil tankers.
5. The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
Pumping out ER Bilges inside special area.
1. The ship should be proceeding enroute from Point A to Point B.
2. The oily mixture is processed through an Oil filtering Equipment approved by the Administration.
3. The oil content of the effluent without dilution does not exceeds more than 15ppm.
4. The oily mixture does not originate from Cargo pump room bilges on oil tankers.
5. The oily mixture in case of oil tankers, is not mixed with oil cargo residues.
6. Any discharge into sea of oil or oily mixtures from any ship shall be prohibited in Antarctic area.
19. Name special areas.
As Per MARPOL Annex 1, Regulation 1, the special areas are:-
1. Mediterranean Sea
2. Baltic sea
3. Black sea
4. Red Sea
5. Gulf area
6. Gulf of Aden area
7. Antarctic area.
8. North West European Waters
9. Oman area of the Arabian sea.

20. Regualtions for pumping out p/p room bilges.

As per MARPOL Annex 1, Regulation 34.
Outside Special area.
1. The tanker is not within a special area.
2. The tanker is more than 50 nautical miles away from the nearest land.
3. The tanker is proceeding enroute from Point A to point B.
4. The instantaneous rate of discharge of oil content does not exceeds 30litres/ nautical miles.
5. The total quantity of oil discharged into the sea does not exceeds 1/30000 of the total quantity of
the particular cargo.
6. The tanker has in operation an Oil Discharge Monitoring and Control System & slop tank
arrangement approved by the Administration.

Inside Special Area

Any discharge into the sea of oil or oily mixture from the cargo area of an oil tanker shall be
prohibited while in special area.

21. What to do if bilge oil separator for ER is not working.

1. Make an entry into the Oil Record book.
2. Inform the nearest port authority or the port where the V/L is heading.

22. Explain the procedure to pump out ER Bilge step by step.

a. Inform Chief Engineer.
b. Note down the V/L Position from the bridge.
c. Take the sounding of the bilge tank.
d. Check the 15ppm alarm for its proper working.
e. Open the overboard valve , open sea water valve & bilge pump inlet and outlet valve.
f. Note down the time of starting.
g. Start the bilge pump & fill the OWS with sea water. Let the OWS run on sea water for 10-15 mins.
h. Slowly close the sea water inlet valve & start opening the outlet valve of the bilge tank.

23. SOPEP ? purpose
SOPEP :- Shipboard Oil Pollution Emergency Plan

As per MARPOL Annex 1, Regulation 37.
Every oil tanker of 150GRT and above and every ship other than oil tanker of 400GRT & above shall
carry onboard a SOPEP approved by the administration.

The SOPEP consists of:-
1. The procedure to be followed by Master & other person having charge of the ship to report an Oil
Pollution incident.
2. The list of authorities or persons to be contacted in event of Oil Pollution incident.
3. A detailed description of the action to be taken immediately by persons onboard to reduce or
control the discharge of oil.
4. The procedures & point of contact on the ship for co-ordinating ship board action with national &
local authorities.

24. Garbage disposal how.

As per MARPOL Annex V, Regulation for the prevention of pollution by Garbage from ship.
1. The disposal into the sea of all plastics, plastic garbage bags and incinerator ashes from plastic
products which may contain toxic or heavy metal residues is prohibited.
2. The disposal of garbage i.e., dunnage, lining & packing materials to be made 25 Nautical miles
away from the nearest land.
3. Disposal of food wastes and all other garbage including paper products, rags, glass, metal to be
made 12 Nautical miles away from the nearest land.
4. Disposal of food wastes can be permitted if it has passed through a comminuter or grinder ,
distance is more than 3 Nautical miles from the nearest land. Such comminuted or ground garbage
shall be capable of passing through a screen with openings no greater than 25mm.

Cat1 plastic
Cat2 floating donnage lining and packing material
Cat3 ground paper products rags glass metal bottles crockery
Cat4 cargo residue paper preoducts rags glass metal bottles crockery
Cat5 ffod waster
Cat6 incenerator ash



25. What chapter of Solas refers to Bulk carriers, Chemical tankers, ISM code, ISPS code



Bulk Carrier : SOLAS Chapter 12 Additional Safety Requirement for Bulk Carriers
Chemical Tankers:- SOLAS Chapter 7 Carriage of Dangerous goods.
ISM Code: SOLAS Chapter 9 Management for the safe operation of ship.
ISPS Code: SOLAS Chapter 11-2 Special Measures to enhance maritime security.




26. How to test emergency generator . What all places it supplies.
Emergency generator is tasted..







27. Markings on Life boat and life raft.

As per LSA Code book Chapter 4.













Marking on Lifeboat.

a. Name of Ship
b. Port of Registry
c. IMO Number
d. Lifeboat dimension
e. Carrying Capacity
f. Maker Name
g. Serial number



Marking on Liferaft:
a. Name of Ship.
b. Port of Registry
c. IMO Number
d. Carrying Capacity
e. Maker Name
f. Serial Number
g. Date of last servicing.


28. Types of brakes on life boat.

1. Centrifugal brake 36m/min
2. Deadman Handle




29. Purpose of limit switches on life boat.
To prevent the overloading of motor, in case the person operating the heaving of lifeboat gets
unconscious.



30. Specialty of tanker lifeboat.

Sprinkler System.
Enclosed type
Oxygen bottle.






31. What type of fixed fire extinguishing system on board. Description. Mainteannace.



32. Types of foams.
a. Low Expansion Foam
b. Medium Expansion Foam
c. High Expansion foam

33. Sprinkler system how tested?
Testing procedure
a. Close the section isolating valve, this will raise an alarm indicating zone isolation.
b. Now, open the test valve, if no water comes out, then it means the NR valve placed after the
section isolating valve is not leaking.
c. Since, the section after the NR valve remains pressurized, opening of the drain valve will cause the
water pressure in the section line to decrease. A pressure switch sensor senses the decreased
pressure & raises an alarm.
d. Now, close the drain valve, open the section isolating stop valve. To check the flow switch, open
the flow test switch to activate an alarm.
e. All the above alarms will be indicated on the navigation bridge, E/room as well as in the Fire
Control Room. The alarm will also indicate the particular zone from where it has risen.
f. If all the alarm conditions are satisfied, close all the testing valves, open the section isolating valve,
purge the sprinkler line by air and again keep the line pressurized. Check from the pressure gauge,
that proper pressure has been maintained or not.

34. Chemicals in DCp extinguisher.

Sodium bicarbonate & Magnesium striate

35. Sketches of DCP and Co2 extinguisher




36. Maintenance on Co2 system.
Check the hinges of the CO2 Room door & grease it.
Check the pressure gauge.
Check the condition of the blower.
Check all lightings are properly working.
If Manual pull cables operate the remote release controls, they should be checked to verify the
cables & corner pulleys are in good condition and freely move and do not require an excessive
amount of travel to activate the system.
Check the weight of the CO2 Bottles.
The discharge piping & nozzles should be tested to verify that they are not blocked. The test should
be performed by isolating the discharge piping from the system & flowing dry air or nitrogen from
test cylinder or through any other suitable means.
The hydrostatic test of all the cylinders should be done once in 10 years atleast.
The alarm to be tested.
The CO2 Lines should be blown through with service air.

37. Why fire line fitted with relief valve and drain valve
Relief valve:- Relief valve is provided if pumps are capable of developing the pressure exceeding the
design pressure of water service pipes, hydrants & hoses. It assists to avoid any overpressure to
develop in any part of the fire main.
The fire line is fitted with relief valve to prevent the damage to pipe in case , the V/L is fighting fire
with the help of shore while in dry-dock.

Drain Valve :- Drain valve is fitted to drain the fire line when not in use & also prevent the damage to
pipe due to icing, while V/L is operating in Sub-zero temperature area.






38. Purpose of isolating valve and where situated
An isolating valve is fitted to separate the section of fire main within machinery space containing
main fire pumps from the rest of fire main.
Generally Situated in the Fire station

39. Discharge procedure for Co 2 in Er and Rentry.


40. International shore connection purpose and drawing
As per SOLAS Chapter II-2, Regulation 10 :- Construction Fire Detection, Fire Extinction & Fire
Prevention.
Purpose of International Shore Connection is to facilitate such a connection to be used on either side
of ships hydrant.
Dimension:-
O.D 178mm
I.D 64mm
Bolt Circle Diameter- 132mm
Slots in Flange 4 Holes 19mm diameter equidistantly placed.
Flange Thickness- 14.5 mm
Bolts & nuts 4 Each of 16mm diameter & 50mm long.

41. Maintenance of fire hoses, coupling, hydrants, nozzles

42. Bunkering procedure and precautions






43. What entries abt bunkers in oil record book.

Date and time of start & stop of bunkering.
Position of vessel.
Quantity of bunker taken.
Bunker taken in which tank
Any internal fuel transfer done while bunkering.

44. Purpose of ISM code.
ISM Code:- As per SOLAS Chapter IX. Management for the Safe Operation of Ship.
ISM is International Safety Management Code for safe operation of ships & for pollution prevention
as adopted.
Purpose of this code is to provide an international standard for safe management and operation of
ships and for pollution prevention.
The objective is to ensure safety at sea, prevention of human injury or loss of life & avoidance of
damage to the environment , in particular to marine environment and to property.

45. Where u will find information on code on ship.
On Navigational Bridge

46. What certificate issued for ISM code.
DOC- Document of Compliance . Valid for 5 years
SMC- Safety Management Certificate. Valid for 5 Years
Interim DOC- Valid for 12 months.
Interim SMC- Valid for 6 months




47. What is difference between Non conformity and observation.
Observation:
A statement of facts made during safety management audit and substained by objective evidence
Non confimity
An observed situation where objective evidence indicates the non fulfilment of a specified
requirement

48. What is major non conformity
An identifiable deviation that posses a threat to safety of personal or the ship or serious risk to
environment that requires an immediate corrective avtion and includes lack of effective and
systematic impimentation of requirements of code.
49. Which Imo publication gives u guidelines for watch keeping.
STCW95

50. What certificate u r appearing for.
Officer in-charge of an engineering watch at Operational Level.

51. Enclosed space entry. How to prepare a tank for enclosed space entry.

52. IG system, function of PV valve, high velocity vent.

53. What is regulation 13G and 13 H







54. What is CAS
Single hull tankers

CAS- Condition Assessment Scheme
Tanker type 1:- Oil Tankers above 20000 DWT, not having segregated ballast tank(SBT)
Tanker Type 2:- Oil tankers above 20000 DWT having SBT.
Type 1 tankers have already been phased out by 2005.
CAS Applies to only Type 2 tankers. Which are to be phased out in segregated manner by April 2015.
CAS is a method of checking structural integrity of ship, & its certification by regular inspection by
authority. The said inspections are carried on annually by authorities.


55. How u measure rudder drop and purpose
Rudder drop is measured by Trammel Gauge.
Purpose:- To know about the rudder jumping.

56. what happens if allowed rudder drop is not kept.
The bearings on which rudder weight is coming will wear down fastly.

57. works done in dry dock.

58. What is transom post?

59. What is the function of Stern frame.
The stern frame forms termination of the lower part of the shell at after end of ship, in single screw
ship the stern frame carries the boss and supports the after end of the sterntube
60. draw cross sectional view of stiffner


62.What are the routine tests and maintenance on high expansion foam system?
High expansion foam system is an alternative fire fighting system for boilers and er compartments


63. What are the preparations before the ship going for drydocking?

64. Your have just joined a ship then how will you identify that the ship is following the regulations
of Marpol Annex 1?

65.What are the entries made in Oil record book?
As per MARPOL Annex 1. Regulation 17. Regulation for the prevention of pollution by oil. Enteries
done in Oil Record book are:-
a. Ballasting or cleaning of fuel oil tanks.
b. Discharge of dirty ballast or cleaning water from fuel oil tanks.
c. Collection & disposal of oil residues, sludge & bilge oil.
d. Bunkering of fuel or bulk lubricating oil.
e. Any failure of the Oil Filtering Equipment.
f. Date & time of the operation.

66. p-v valve & p-v breaker settings

67. Alarms and trips of boiler and IG system
Alarms in IG System
a. Scrubber High Level
b. Scrubber low level
c. Deck seal High level
d. Deck seal low level
e. High O2 Content
f. High blower casing temp.
g. Low lube oil pressure alarm.
Trips in IG System
a. High Casing Temp. trip
b. Low lube oil pressure trip.
c. Low/ no flow scrubber water
d. Low / no flow deck seal water.
e. High boiler pressure trip.
f. Low boiler pressure trip.

Alarms in Boiler
a. Low water level Alarm
b. Too low water level alarm.
c. High water level alarm
d. High fuel oil temp. alarm.
e. Low fuel oil temp. alarm
f. Low boiler pressure alarm.

Trips in Boiler
a. Low Low level water trip
b. High boiler pressure trip.
c. Flame failure
d. Low fuel oil pressure trip.



69.EEBD/SCBA checks and operation.
Checks on SCBA

a. Examine all tubing for any cracks, cuts or any damage.
b. Examine inhalation/ exhalation valve and face mask is clear, clean & dry.
c. Open cylinder valve, listen for audible leaks( with positive pressure sets)
d. Check whether correct pressure is maintained inside the cylinder.
e.To check actual cylinder air pressure & that there are no leaks in the system. Open the cylinder
valve & read the pressure registered on the gauge, compare with full pressure marked on the
cylinder. Close the valve & observe the pressure gauge. Pressure should not drop more than 10 bars
in 1 min.
f. Check correct operation of the audible warning whistle. When 80% of Oxygen is consumed whistle
should blow automatically telling wearer that only 20%( 10 mins) of air is left inside.
g. Tightness of face mask & wearers face be checked for effective tightness of the seal.
h. Pressure gauge to be checked for proper working.
i. Cylinder valve should operate freely.


68. Why emergency bilge suction is BELL MOUTHED?
To get maximum suction and to be free from thedirt so that less chances of getting choke up due to
dirt


69. WHAT IS THE DIFF betn stiffeners of collision BKHD and normal BKHD
Corrugated bulhead, has good strength than the face plate bulkhead .




70.What safeties on deck on tanker?



71.If fire takes place in CO2, What action to take?
If fire will take place in co2 room then it will ger automatically extigused as the 63 c 177 bar the
bursting disc will burst

72. Various alarms & trips in COPT System?
(a) L.O.Low pressure alarm & trip.
(b) L..O High temperature alarm.
(c) Overspeed trip
(d) High back pressure alarm & trips.
(e) High discharge pressure alarm & trip.
(f) Steam inlet low pressure trip.
(g) Rotor axial movement trip.
(h) I.G. system abnormal trip.
(i) Pump bearing high temperature trip.
(j) Intermediate shaft bearing high temperature trip.
(k) Casing overheat trip.
(l) Emergency trip.

73. Diagram of Crankcase relief door?



73. Diagram of Crankcase relief door?


75. What is given in SOLAS Chapter 4, 5 & 11-1?
SOLAS Chapter 4 refers to Radio communication. In this chapter International Navtex, Sea Area A1,
A2, A3 & A4 , GMDSS, Digital selective Calling are defined.
SOLAS Chapter 5 refers to Safety of Navigation . This chapter tells about Voyage Date Recorders,
Navigation Bridge visibility, steering gear testing & drills.
SOLAS Chapter 11-1 refers to Special measures taken to enhance maritime safety. In this chapter, it
is told about Ships Identification Number, Continuous Synopsis Record.

76.Meaning of Panting,Pounding?
Panting :- As the waves pass along the ship they cause fluctuations in water pressure which tend to
create an in- and- out movement of the shell plating. The effect is mostly found to be greatest at the
ends of the ship, particularly at the fore end. Such effect is termed as Panting.
Pounding:- When a ship meets heavy weather and commences heaving and pitcx\hing, the rise of
the fore end of the ship occasionally synchronises with the trough of the wave. The fore end then
emerges from the water and re-enters with a tremendous slamming effect known as pounding.
77. Function of Bulbous bow?
Intended to reduce vessel resistance to reduce the vessel resistance to motion under certain
condition
Construction :
Floors are fitted in every frame space in the bulb
Centre line wash bulhead is introduced when the bulb is large
Transverse are fitted at about every fifth frame in bulbous bow
Smaller bulb have centereline bulkhead but not a wash bulkhead
But in all bulbous bow horizontal diaphragm is fitted
The increased thickness of shell plating in the way of bulbous bow





78. What is COW?
COW :- Crude Oil Washing
As per MARPOL Annex 1, Regulation 33. Regulation for the prevention of pollution by oil .Every
crude oil tanker of 20000 Dwt and above shall be fitted with cargo tank cleaning system using crude
oil washing.
The purpose of COW is to reduce accumulation of sludge in tanks & reduce the amount of carry over
cargo.
During operation of COW, tanks must have oxygen content less than 8 % and under positive IG
Pressure.
The advantage of COW is that tank remains clean & ROB cargo is less & hence increases cargo
carrying capacity.


79. What IG System Requirement. Why IG System not used on ships which are less than 20000 dwt?
Every oil tanker of 20000 DWT or above should be provided with an IG System.
IG System is not used on ship which are less than 20000Dwt because COW is not applicable to ship
which are lesser than 20000 DWT .

80. What is Bilge keel, duct keel , camber, flare?
Flare: outward curvature of the sideshell above waterline , it promotes the dryness at the forward of
the ship and hence associated with fwd end of the ship

81. Explain Sprinkler system operation, bulb colour code operation & draw diagram of quartzoid
bulb?

82. How to measure propeller drop?
Propeller drop is measured with Poker Gauge.




83. How to calibrate Oxygen Analyser?
a. SPAN Gas:- SPAN gas consists of 99.99% Nitrogen. As per it the O2 analyser should show 0.01%
oxygen.

b. The analyzer is kept in fresh air where it should show 20.97% oxygen.

84. Limits of NOx & SO x and why they are not applicable to boilers? What are the precautionary &
prevention measure to reduce? What are the certificates concerning this?
In boiler its is open combustion and in ic engine it is close comustion
Limits of NOx:-
a. 17.0 g/Kw-h when n less than 130 rpm.
b. 45.0 x n -0.2 g/Kw-h when is 130 or more but less than 2000 rpm
c. 9.8 g/Kw-h when n is 2000 rpm or more.
Limits of Sox.
Outside SECA the Sox content in fuel oil should not be more than 4.5 %.
Inside SECA the Sox content in fuel oil should not be more than 1.5 %.
If the fuel oil taken in SECA is having more than 1/5 % Sox content , then Exhaust Gas Cleaning
system be fitted to reduce the total emission of sulphur oxides from ship, including both auxiliary
and main propulsion engines to 6.0 g Sox / Kw-h or less.

85. Difference between Major Non conformity & Non-conformity?
Noncofirmity means
An observed situation objective evidence indicates the non fulfilment of specified requirement
Major non conformity
Identifiable decviation taht posses a threat to safety of personnel or the ship or serious risk to
environment that requires an immediate attention and includes lack of effectiveness and systematic
representation of requirement of the code


86. What is free-surface effect?
When the liquid in tank is partially filled then when the vessels heels, the liquid in the tank also
moves and hence its effect is to reduce metacentric height this is called as free surface effect
87. Regulation regarding air pollution?
MARPOL Annex VI:- Regulation for the prevention of pollution by air from ships.
Regulation 12:- Ozone depleting Substance
Any deliberate emissions of Ozone depleting substance shall be prohibited. Deliberate emissions
include emissions occurring in the course of maintaining, servicing, repairing or disposing of systems
or equipments.
New installations which contain ozone depleting substance shall be prohibited on all ships, except
that new installations containing HCFCs are permitted until January 2020.
The substances & equipment containing such substances, shall be delivered to appropriate reception
facilities when removed from ships.
Regulation 13:- Nitrogen Oxide(NOx)
This regulation applies to the diesel engine with a power output of more than 130 KW which is
installed on a ship constructed on or after 1st January2000. & to diesel engines with a power output
of more than 130 KW which has undergone major conversion on or after 1st January2000.
This regulation does not applies to emergency diesel engine, engines installed in lifeboats & any
device intended to be used solely in case of emergency.
Regulation 14:- Sulphur Oxide (Sox)
The sulphur content of any fuel used on board ships shall not exceed 4.5% m/m.
In SECA Area the sulphur content should not exceed 1.5% m/m.
If in SECA area fuel used is having sulphur content more than 1.5% m/m , then exhaust gas cleaning
system to be provided to limit emission of Sox to 6.0g Sox /Kw-h or less.
Regulation 15:- Volatile Organic Compound
Regulation 16:- Shipboard Incineration





88. Why the ship's rudder stock diameter is always preferred to be more than 230 mm?

To resist the tourque


89. what is the difference between flame arrester and flame screen?

Flame Arrrester will not let the fire to come out from inside.
Flame Screen will not let the fire to come in from outside.

90. what is a sole plate?
shoe plate is dat plate which is placed at the bottom of sterframe
it helps give the ship a streamline finish and also reduces eddies formed

91. diffrence between code & convention?
convention - meeting (example imo convention)
code - a book which has recommendatory legal mandate, published after a convention.
example imdg code, blu code

Which Type of Pump is used to Drain Water from Chain Locker?
Centrifugal pump.

What Is the Weight of a CO2 Bottel of Fixed Installation System.
45kg




What are the safety on Engine room Overhead Crane.
Overload trip.
Limit switch at fore & aft side.
Limit switch port & starboard movement.
Switch button have non-metallic body.
Emergency stop.


How You will Identify in Fixed CO2 Installation System that Which Particular Bottel is Leaking.
By touching it shoul be cold

How We Will Drain The Water & Mud From Chain Locker.

What are the regulation regarding use of Low Expansion Foam system on deck?



The ratio of low expansion foam system used on deck should not have ratio more than 1:12.



NRT & GRT of your ship and definations?
NRT :- Net Registered Tonnage
It is the tonnage obtained by deduction from the Gross Tonnage, the tonnage of spaces which are
reqd. for the safe working of ship:
(a) Masters Accomodation
(b) Crew Accomodation and allowance for provison stores.
(c) Wheel House, Chartroom, Navigation Aids room
(d) Space for safety equipment & batteries.

GRT :- Gross Registered Tonnage
Is total tonnage of watertight volume form keel to funnel
The Gross Registered Tonnage is found by adding to the Underdeck Tonnage, the tonnage of all
enclosed spaces between the upper & the second deck.
Emergency Generator- Location & services supplied.
Location:- Should be on the uppermost continuous deck outside from the engine room but not
located at the forward collision bulkhead.
Services Supplied:-
(a) For a period of 3 Hrs at Emergency lighting at every muster & embarkation station.
(b) For a period of 18 hrs at:-
(i) In all service & accommodation alleyways, stairways & exits, personal lift cars & personnel lift
trunks.
(ii) In the machinery spaces & main generating stations including their control positions.
(iii) In all control stations, machinery control rooms, and at each main & emergency switchboard.
(iv) At all stowage positions.
(v) At the steering gear.
(vi) At the fire pump & in all cargo pump rooms.
(vii) The navigational lights.
(viii) VHF & MF Radio installation.
(ix) The ship earth radio station.
(x) At all internal communication equipment
(xi) The fire detection & fire alarm system.
(xii) Intermittent operation of the daylight signalling lamp & all integral signals that are required in
an emergency.
Emer. Fire pump-Location ,Capacity & how to check performance?
Location of Emergency Fire pump :- The space containing the pump should not be contiguous to the
boundaries of machinery space or those spaces containing main fire pumps.
Normally located at : Steering Gear Compartment, Aft of Collision Bulkhead, Shaft Tunnel, Forward
part of ship.
Capacity:- Shall have capacity not less than 25 m3/hr & pump should be able to deliver water at
following pressure with two hydrants opens:
Passenger Ship above 4000 GRT :- 4 bar
Passenger ship below 4000 GRT :- 3 Bar
Cargo ship above 6000 GRT :- 2.7 Bar
Cargo ship below 6000 GRT :- 2.5 bar
The throw at the top most deck should not be less 12 meter.


Precautions to be taken before entering battery room?


Lifeboat lowering procedure?
Minimum of 5 persons are required to lower the L/B.
One person goes inside the L/B and passes the end of toggle painter and plugs the drain.
Check all lifeline and falls are clear of L/B.
Make fast the other end of toggle painter on a strong point forward of the ship.
Remove forward and aft gripes and both person stand by for passing bowing tackle and tricing
pendant.
Remove harbour safety pin.
Make sure the ships side is free of everything, no water or garbage is there.
Now, one person lifts the dead mans handle slowly which releases the brake.
The boat along with cradle sides downward till it comes to the embarkation deck.
By pulling tricing pendant , bring it alongside the embarkation deck.
Persons embark inside the boat.
Now, tricing pendant is removed and the whole load comes on falls.
Now, boat is further lowered with deadmans handle.
As soon as the boat comes around 1meter above the sea-water, it can be released.


q.
What are the lifeboat equipments?
1. Sufficient buoyant oars
2. 2 boat hook.
3. 2 Buckets
4. 6 Hand Flares
5. 2 Rocket parachutes
6. 2 smoke signals.
7. EPIRB
8. SART
9. Food Ration.
10. 1 knife and
11. 3 tin opener.
12. Hand Pump
13. Tow line
14. Anti-sea sickness tablets
15. 1 set of fishing tackles.
16. Waterproof torch
17. Day light signalling lamp.
18. Radar reflector
19. First Aid Kit
20. Tools
21. Compass
22. Sea Anchor
23. 1 Whistle
24. Portable fire extinguisher
25. Thermal Protective aid
q.
What is Garboard Strake?
:
Strake adjacent to the keel on each side of the ship is called Garboard strake.
Q
What is sheer strake
Uppermost strake in the side shell.

106. What is Stringer plate?

Outboard deck strake.

107. What is stealer strake?

Number of adjacent strakes fitted at the end of the ship area called stealer strake.


108. What all things are written in BDN( Bunker Delivery Note)?
a. Name of Barge/Port
b. Position of vessel.
c. Delivery date
d. IMO number
e. Gross tonnage of Vessel
f. Vessel name
g. Time of starting
h. Time of stopping
i. Product name & code
j. Viscosity at 50 Degree C
k. Density @ 15C
l. Water Content % V/V
m. Flash Point C
n. Sulphur Content % m/m
o. Pour Point C
p. Quantity taken @ 35C

security level one
1 ensure the performance of all ships security duties
2 control access to ship
check identify and reason for boarding identified access points
other than means to be locked
person eantering ship are liable to search

3 controlling embarkation of person and their effects
4 monitoring restricted areas to ensure that only authorized person have access
5 restricted areas are identified in ship security plan navidation bridge machinery spaces water
tanks crew accommodation
5 monitering deck areas and areas surrounding ship use guaeds
Supervising handling of the cargo and ship stores
Routine check of cargo equiptment
Check seals for tempering
Physical examination
7 ensuring that security communication is readily available

Activities to be carried out at sea
Access to the ship
Additional personnel on petrol deck
Limited access points
deterring access from water side escorting visitors onboard
Provide additional specific briefing to ship personnel on any identified threats
Carrying out full or partial search on ship
Dedicated person to guard restricted area
Cargo handling detailed checking of cargo
Additional checks ons stores delivered on ships
Un accompanied baggage of passanger 100% xray
Additional lighting for deck petrol

Level three
Access to the ship
Limitated to single controlled access point
Suspension of cargo handling operationa verifying inventory of cargo onboard evacuation of ship
Preparing for full l search of the ship

International ship security certificate is issued to the ship after intial verification of the ship
The certificate is valid for the 5 years
There should be atleast one intermediate verification

Solas chapter XI and XII refers to isps





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Fixed fire extinguishing system

A fixed fire extinguishing system
1. Fixed gas fire extinguishing
2. Fixed high expansion foam
3. A fixed pressure water spraying fire extinguishing


Fire extingusish arrangements in machinery spaces

5.1 machinert space conaining oil fired boilers or oil fire units
1. vfixed fire extinguishing system\
2. there shall be at least two portable foam extinguisher out of which one is 135l portable fire
extinguisher
3. 0.1m3 sand, sawdust with
4. Foam applicator

for wat ships sewage annx apllicable? SEWAGE ANNEX APPLIES TO: SHIPS ENGAGED IN INTERNATIONAL
VOYAGE OF 400GT & ABOVE OR SHIPS CERTIFIED TO CARRY 15 PERSONS & ABOVE.
4. for wat ships garbage applicable?
Ships engaged in international voyage of 400gt and above and are cretified to carry 15
persons annd above
5. annex 6 for wat kind of ships? wat is TIER 1,2,3 in NOx? which tier is apllicable now?
MARPOL ANNEX VI applies to all ships,
fixed and floating drilling rigs and other
platforms, but the certification requirements
are depending on size of the vessel
and when it is constructed. Ships of 400
...gross tons and above engaged in international voyages involving countries that have ratified the coventions or ships flying flad of
those contries are required to have an international air pollution prevention certificate


7. wat is collision bulkhead? wat is the difference betw collison and normal bulkhead?
8. draw fwd part of ship showing collision bulkd and double bottom? and say wat is
continous?
9. ISM? doc for whom? SMC for whom? to get smc for ur ship wat u should satisfy?
10. wat r the certificates on borad regarding stability?
CERTIFICATES FOR STABILITY:
1. INTACT STABILITY BOOKLET - FOR ALL PASSENGER SHIPS & CARGO SHIPS OF ABOVE 79 FEET. IT PROVIDES ELEMENTS OF
STABILITY WITH DIFFERENT CONDITIONS OF LOADING.
2. DAMAGE CONTROL BOOKLET: FOR ALL PASSENGER & DRY CARGO SHIPS.

11. wat r the certificates on board regarding fire prevention?
FOR FIRE PREVENTION:
1. Fire safety training manual: -
A training manual shall be written in the working language
of the ship and shall be provided in each crew mess room
and recreation room or in each crew cabin.
...
Fire control plan / booklet
General arrangement plans shall be permanently exhibihited for guidance of ship
officers showing clearly for each deck the control stations the various fire sections
together with particulars of fire detection and fire alarm systems and fire extinguishing
appliances etc
Altenatively at discretion of administration the afoermentioned may be set out in booklet
a copy of which shall be supplied to each offiver and one copy shall be availablke
onboar in an accisible position
Plans and booklet shall be kept up to date any alteration shall be recorded as oon as
practicable
A duplicate set of fire control plan or a booklet containing such plans shall be
permanently stored in prominently marked water tight enclosure ouside the deck house
for the assisatnce of shore side fire personnnel

Onboard training drill record

Fire drills shall be conducted and recorded

Fire safety operationbooklet

Shall contain necessary operational and information and instruction for safe operation of
the ship and cargo handleing operation in relation to fire safety
Booklet shall be written in working language of the ship and be provided in each crew
mess room and recreation room

12. wat is fire control plan? location? wat will be in tat plan?
13. safeties in IG and exp abt PV valve and PV breaker?
14. name of bukhead which is seperating engine room and pump room?
15. dicharge criteria for engie room bilges? wat is diution form of 15ppm?
16. why light get scattered only in oil in ODM of OWS?



















All vessel outside area machinery space discharge allowed

1.The ship is enroute means ship is moving from point a to point b and at sea ie not in teriterial
waters
2the oil contained without dilution does not exceed 15ppm
Oily mixture is passed through passes through approved oil filtering equipment
In vessel over 10000 grt discharge is automatically stopped when the oil contained exceeds
more than 15ppm
The bilge water does not originate from cargo pump room bilges
The bilge water is not mixed with oil cargo residues

Special area( the special area in which
For recognised technical reason of oceano-graphical and eco-graphical
Due to particular characterstics of the marine traffic special mandatory methods are to be
adopted)

1. North waste European waters
2. Medditerian sea
3. Black sea
4. Baltic sea
5. Red sea
6. Antartic
7. The Persian gulf and
8. Gulf of aden

Special area discharges
1. Vessel to be enroute
2. Oil dilution maximum to be 15ppm
3. Mixture should be pass through approved oil filtering equipment
4. If vessel over 400 grt the discharge should be acutomatically stop when oil contain exceed
over 15 ppm
5. The bilge water does not originate form cargo pump room residue
6. And bilge water shoul d not be mixed with cargo residue

Tanker cargo residues
Not within a special area
More than 50 miles from land
Enroute
Rate of sicharge not to exceed 30 liters per mile
Maximum quantity discarged 1/300000
th
of the total cargo capacity
Oil discharge monitoring and control system and slop tank arrangement

Regulation 15:8no discharge in to sea shall contain chemicals or other substance in
quantities which are hazardous to the marine environment


Standaerd discharge connection

Outside dia 215
Ineer dia according to pipeline as per the outside dia
Bolt circle 183 mm
Slots 6 holes(22mm wide)
Flange dia 20 min
Bolt dia 20mm

Iopp certifiacate
Ship particulars
Deatals of the separating equiptment
Identification of bilge and sludge holding tanks
Standard discharge connection
Shipboard oil pollution emergency plan (150<tanker, 400>grt)

Oil record book
Ballasting or cleaning water of oil fuel tanks
Discharge of dirty ballast or cleaning water from oil fuel tanks
Collection and disposal of sludge
Overboard discharge or collection of bilges
Operation of automatic discharge or collection of bilges
Condition of monitoring equipment
Accidental discharge
Bunkering fuel and bulk lubes
Additional operation

Marpol annex 2 6 july 1987

Regulation for control of pollution by noxious of pollution by noxious liquid substances???
(why control wny not prevention mala answer lihi ani pathav kay???)
Category X ....are the substances which when discharged in to sea ...common in all haan

Are deemed to present major hazard to either marine resources or human health

Category y

Are deemed to present a hazard a either marine resources or human health or cause harm
to amenities or other legitimate uses of sea

Category z

Are deemed to present minor hazard

Other substances

Substance which have been evaluated and found outside the category of x y z are come in to
category of other substances

Design of tank and pumping sytem

No more than 75 liters residue in tanks and associated piping after discharge completed


Afterdischarge at reception port reception
Tanks to be pre washed and washing discharged to port reception

Discharge of catageroy x to be less than 0.1% w/W

Any futher washing/ discharge of ballast

More than 12 miles from land at least 25 m depth
En route at least 7 knots
Discharge below waterline


Regulation for prevention of pollution by harmful substances in packaged form
1 st july 1992

Refers imdg code
Containers must be correctly labelled
Further identification required if the substance is a marine pollutant






Annex 4

The revised Annex applies to new ships engaged in international voyages of 400 gross
tonnage and above or which are certified to carry more than 15 persons.



Regulation for prevention of pollution by sewage
13 march 1990

1. The sewage is comminuted and disinfected using an approved system approved Allowed
to discharge as near as 3 nautical miles or
2. Sewage can be discharged in to sea more than 12 miles off land or
3. Sewage which is held in tanks can be discharge more than 12 nm off land provided that
the discharge rate is moderate the ship is enroute at least 4 knots

Biochemical oxygen demand
Gives a measure of strength of sewage
Depends on the activities of bacteria which in the presence of oxygen feed on and consume
organic matter
The test express the amount of oxygen taken by a one litre sample incubated at 20 c for five
days
The bod of raw sewage is 300-600 mg/liters
Imo recommend 50mg/litre treatment

Cloriform count
Colifirm bacteria are present in human intestine and there presence in sewage is an indicator
of level of pollution
They indicate the presence of pathongens which may cause typhoid dysentery etc
Each person contributes 125 to 400 billion bacteria per day imo recommend a count of 250/100
ml of treated sewage

Suspended solids
These solids which are physically suspended in solution

They are removed by filteration through an asbestos mat which is then dried and weighed

Level in raw sewage is 300-400 mg /litre

Imo recommend a final level of 50mg /litre
Residual disinfectanctant

Should be as low as possible after treatment
Canadian restriction is between 0.5 to 1. Mg /litre
Imo prefer ultra violet exposure to chlorination

Regulation for prevention of pollution by garbage 31 dec 1998
Applicable to all ships engaged in international voyage above 400 grt and which are certified to
carry more than 15 persons



Gabage type outside special special
1Plastic X X
2Floating donnage lining >25 X
Packing
3paper rags glass material >12 X
4Comminuted or grounded >3 X
5food waste >12 >12
6comminuted >3 >12


Special area
MEditeriian , Baltic black red gulf areas north sea wider Caribbean

Categories of the garabge

1. Plastic
2. Floating donnage
3. Glass bottle paaper..
4. Grounded glass bottle paper
5. Food waste
6. Incenerater ash

Regulation for of Prevention of air pollution
1.ozone depleting substances
2. nox emission
3. sulphur oxide emission
Voc emissions
Shipboard incinerators
Fuel oil quality control

Ozone depleting susnstance
Deliberate emission of ozonce depleting substance are prohibited
New installations can only use hcfc until 1 st jan 2010
These substance when removed from ships must be deliversd to reception facilities
Cfc are not used not....now new hfc are used

Nox emission

5. how NOx emissions can be reduced ?
NO2 IS PRODUCED WHEN NITROGEN IS COMBINED WITH
OXYGEN IN COMBUSTION OR FROM FUEL
ACTIVITY OF NITROGEN INCREASES WITH TEMP AS MODERN
ENGINE HAVE INCREASED THAIR THERMAL EFFICIENCY
THEY ARE PRODUCING MORE NOX
CAN BE REDUED BY
FUEL/ AIR MIXTURE HOMOGENEOUS MORE SPRAY HOLES
FOR NOZZLES
BY RETARTDIND FUEL INJECTION
BY HIGH AIR FUEL RATIO
OR BY
1. ADDING WATER IN FUEL BUT AT THE SAME TIME
PREVENTING CORROSION
2. SCR SELECTIVE CATALYTIC REDUCTION
CATALYST AMONIA NH3
NOX + NH3= N2 + WATER

Nox emission applies to engines above 130 kw
Noe there are three tiers
Tier 1
Applicable to engine 1
st
jan 2000 to 1jan 2010
http://www.dieselnet.com/standards/inter/imo.php take here
imdg :information regarding safec arraige of hazardous substances can be obtained from IMDG CODE which
full fills the requirement of SOLAS chapter 7 carraige of dangerous goods with respect segeration stowage
transport and safety precaustions
IMDG code is required into following

Part1 geenral provision definition and training
Part2 classification
Part3 dangerous goods list and limited quantities exception
Part4 packing and tank provisions
Part5 consignment procedure
Part6 construction and testing of packing intermediate bulk containers large packaging portable tanks
multiple gas containers and raod vehicles
Part7 provision concerning transport operation

All above seven parts anre covered in two volumes of imdg code
Part 2 coantian only part lists
suppliment
Imdg emergen y responce procedure
Mediacl first aid
Reporting procedure
Imo /ilo/un guidelines