Ship ConstructionV.1

SHIP
CONSTRUCTION

SHIP CONSTRUCTION
Class (I+II) Combined Courses

COLLECTED BY MYO THURA TUN 1

SHIP CONSTRUCTION
No. Contents Pages
Short Notes
1. Ship construction terms AP, LBP, camber, sheer 6
2. Bilge keel, chain locker, duct keel, hawse pipe 8
3. Keel, center girder, collision bulkhead, sheer strakes 12
4. Displacement, DW, Freeboard, GT, NT, PPA 15
Freeboard and Load Line
5. Freeboard, freeboard deck, load line marking 18
6. Freeboard, Load line survey 20
7. Freeboard Requirement, Conditions of assignment, Type A , B 22
Ship Strengths
8. Local and structural stresses 25
9. High Tensile Steel , Aluminium alloys 27
10. Aluminum, advantages and disadvantages 29
Shell and deck Plating
11. Shell expansion plan, deck plating plan 31
12. Shear Strake and Deck Stringer, Shell and deck plating of the ship 33
13. Deck of vessel, Deck Transverse, deck plating plan 35
14. Discontinuities, Forecastle and Poop deck plating break 37
Types of Ship
15. Construction of Container 40
16. Ore/oil bulk carrier 42
17. General Cargo Ship 44
18. Oil Tanker 46

SHIP CONSTRUCTION
Hogging, Sagging , Panting and Pounding
19. Static and dynamic forces hogging, sagging 48
20. Hogging, Sagging, Racking, Surging 45
21. Hogging Sagging, Minimized these effects 53
No. Contents Pages
22. Panting, Panting Stringer, Hogging, Sagging 55
23. Painting, Pounding, Precautions against pounding 58
Bulkheads
24. Watertight Bulkhead , Pipe piercing watertight bulkheads 61
25. Transverse Bulkhead, Class A, B, C Types Bulkheads 64
26. Collision Bulkhead : Purposes, construction 67
27. Collision Bulkhead, Wash Bulkhead 70
28. Watertight door construction, compensation, power failures 72
29. Watertight door, where used, how watertightness 75
30. Structural fire protection, Temperature range of Class 73
31. Structural fire protection, classes and requirements 80
Framing
32. Framing System, Transverse Framing 83
33. Deep Frame, Frame Spacing, Frame Numbering 85
34. Combined framed vessels 88
35. Short Note. Deck plates , hogging, sagging, Tank Stabilizer, Framing 90
DB, Deep and Stabilizer Tanks
36. DB tank construction and why constructed 93

SHIP CONSTRUCTION
37. DB tank construction and Types of floors 96
38. Machinery space double bottom 98
39. SBT, CBT, LOT, IGS 100
40. Deep Tank Construction, Testing 102
Rudder
41. Balanced rudder 105
42. Un-balanced rudder 107
43. Two types of rudder and forces, rudder carriers and stuffing box 109
44. Rudder stock carrier ,gland, suspension of a pintleless rudder 112
No. Contents Pages

45. Rudder stock, trunk, carrier bearing 114
Stern Structure
46. Stern Construction, Types 116
47. Stern frame 118
48. Fin Stabilizer Construction and operation 120
49. Bilge Keel Construction and Purposes 123
50. Sea inlet 125
51. Passive and Active Controlled Tanks 127
52. Tank Stabilizer and Passive Tanks 129
Stem Structure
53. Stem Construction 131
54. Bulbous Bow 133
55. Chain locker, anchor and cable arrangement , cable clench 135

SHIP CONSTRUCTION
56. Anchor cable arrangement, locking in stowed position 137
57. Anchor cable termination, Anchor cable releasing 140
Superstructure and Other
58. Hatch cover, Leakage test, coaming 142
59. Hatch Way 145
60. Funnel Uptake 147
61. Bulwarks 149
62. Deck Machinery Short notes 151
63. Side Door 153
64. Ramps 155
65. Pillars 157
66. Grounding, How to taken keel of ship in docking 159
67. Certificates and Documents of ship for International voyages 161
68. Corrosion and Erosion , Types of corrosion 163

SHIP CONSTRUCTION
1. Define the following terms with sketch in the ship construction(4 marks each)
(1) After Perpendicular (AP)
(2) Length between perpendicular (LBP)
(3) Camber
(4) Sheer
MMEA.23 not old question


SHIP CONSTRUCTION

(a) After Perpendicular (AP)
It is at where the aft side of the stern post meets the load waterline or if there
is no stern post at the centre of rudder stock.

(b) Length between perpendicular (LBP)
The length between perpendiculars, LBP, is the length between the foremost
perpendicular, i.e. usually a vertical line through the stem's intersection with the
waterline, and the aftermost perpendicular which, normally, coincides with
rudder axis. Generally, this length is slightly less than the waterline length, and
is expressed as: LBP = 0.97 x LWL

(c) Camber
The curvature of the deck in a transverse direction. It is measured between the
deck height at the centerline and at the ship’s side. The camber is frequently
one-fiftieth of the breadth of the ship.

(d) Sheer
The curvature of the deck in a longitudinal direction. It is measured between the
deck height at midship and the particular point on the deck.

SHIP CONSTRUCTION
2. Sketch and describe briefly (WW.1, MMMC.4) (4 marks each)

(a) bilge keel (c) chain locker
(b) duct keel (d) hawse pipe
(note. MMMC key တြင ္ ပုံထည့္မဆြဲထားပါ။) not old question
(a) Bilge Keels

Line of bottom shell
A flat keel fitted along the bilge radius either side of the ship nearly half its
length.
They are attached to the ship’s side as following.
• The bilge keel is fitted at right-angles to the bilge radiused plating.
• The outer joint of bilge keel may be riveted or lightly welded. So that outer
joint is easy to break and leave the hull undamaged.
A doubling plate should be welded to both ends of the bilge plating and
tapper at both ends.

Purpose of bilge keels:
(i) Reduces the ship rolling.
(ii) Gives longitudinal strength to bilge strake.


SHIP CONSTRUCTION

(b) Duct Keel

Some ships fit duct keels along the centerline. They are a form of flat-plate
keel, but have two girders instead of one.
Transverse stiffening bars or brackets are often fitted on the keel plate
and inner bottom plating between the two centre girders.
This is an internal passage of watertight construction running some
distance along the length of the ship, often from the fore peak to the forward
machinery space bulkhead.
This passage is used to carry pipework along the ship's length to various
tanks or holds.
An entrance is usually provided at the forward end of the machinery space
through a watertight manhole.


SHIP CONSTRUCTION

(c) Chain Locker
The chain locker is normally fitted forward of the collision bulkhead. The
chain locker’s size and empty space are adequate to house all the anchor cable.
The chain locker should be as low as practicable to reduce the height of
the centre of gravity of the considerable mass of the cables.
A perforated floor or grating is fitted at the bottom to provide a drainage
well and keep the cable out of mud and water.
The forecastle deck forms the top of the locker with the spurling pipe at
the centre.
The spurling pipe is made of heavy plate with a solid round bar as a chafing
ring on the lower edge.


SHIP CONSTRUCTION

(d) Hawse Pipe

The hawse pipe is fitted to enable a smooth run of the anchor cable to the
windlass and to maintain the watertight integrity of the forecastle.
It should be of ample size to pass the cable without snagging when raising
or lowering the anchor.
Construction is usually of thick plating which is attached to a doubling
plate at the forecastle deck and a reinforced strake of plating at the side shell.
A chafing ring is also fitted at the outside shell. A sliding plate cover is
shaped to fit over the cable and close the opening when the ship is at sea.


SHIP CONSTRUCTION
3. Describe the following terms of structural members in ship construction

and sketch the respective drawings. (a) Keel (b) centre girder (c) collision
bulkhead (d) sheer strakes (4 marks each) (MMEA.28) BOE.10

(a) Keel
The keel is the back bone of the ship. It runs along the centre line of bottom
plating of the ship. May be an external or internal construction. (e g. Bar Keel,
Flat Plate Keel and duct keel)

( မူရင္း key က flat plate keel ဆြဲတယ္။ respective drawings မို႔ ၾကိဳက္ရာဆြဲ။)

Fig. Duct Keel

(b) Centre Girder
A right-angles to the flat plate running along the ship’s center line from fore peak
to the aft peak bulkhead is known as the center girder. This provides
considerable strength to the structure and resistance to bending.

SHIP CONSTRUCTION

(c) Collision bulkhead (နဲနဲမ်ားတယ္ ww 16 နဲ႔ တြဲေႏြးၿပီးသားျဖစ္ေအာင္ ေျဖမွအခ်ိန္ၾကည့္ေလ်ာ့ေရး)
Collision bulkhead is the most important one among other watertight
bulkheads. This bulkhead is the forward most bulkhead in a ship.
The collision bulkhead is a heavily strengthened structure to prevent
water flowing aft in the event of collision.
The collision bulkhead is stiffened by vertical bulb plates (stiffener)
spaced about 600 mm apart inside the peak.
The collision bulkhead is stiffened by panting stringers. This bulk head
extends to the uppermost continuous deck. It must have plating 12% thicker
than other watertight bulkheads.
The position of the collision bulkhead is decided with the following factor;
Factor1: Position based on floodable length calculation.
Factor2: Position based on the classification society code books.
Factor3: Position based on SOLAS Rule.

SHIP CONSTRUCTION
Location should be not less than 5% and not greater than 8% of the ship’s
length from the fore end of the load waterline.
This bulkhead to be fitted at the minimum distance in order to gain the
maximum length for cargo storage.

(d)Sheer strakes
Strakes are continuous, fore and aft, lines of plates. The sheer strakes are
the upper strakes of shell plating on either side, next to the upper deck.
(The “ J” strake in the sketch opposite )

SHIP CONSTRUCTION
4. Define the following. (4 Marks each) (WW.9)

(a) Displacement and Deadweight (c) Freeboard
(b) Gross tonnage and Net tonnage (d) Propelling power allowance

(a) Displacement and Deadweight
When a ship in loaded condition floats at an arbitrary water line, its
displacement is equal to the relevant mass of water displaced by the ship.
Displacement comprise the ship's light weight and its deadweight , where
the deadweight is equal to the ship's loaded capacity, including bunkers and
other supplies necessary for the ship's propulsion.
The deadweight represents the difference between the actual
displacement and the ship's light weight, all given in tons;
deadweight = displacement – light weight

(b) Gross Tonnage and Net Tonnage
Gross tonnage(GT) is a function of the volume of all enclosed spaces from
keel to funnel measured to the outside of the hull framing. Numerical value for
a ship’s GT is always smaller than her GRT. GRT value expressed as one register
ton = 100 cubic feet = 2.83 cubic meter.
Net tonnage(NT) is based on the calculation of the volume of all cargo
spaces of the ship. It indicates a vessel’s earning space and a function of the
moulded volume of all cargo spaces of the ship.
These measurements are used for calculating harbor and canal dues /
charges.


SHIP CONSTRUCTION
(c) Freeboard
The vertical distance from the summer load waterline to the top of the
freeboard deck plating, measured at the ship’s side amidships.
A minimum freeboard is required to principally to ensure that the ship is sea-
worthy when loading. It ensure that the ship;
(a) is structurally adequate for its intended service;
(b) has adequate stability for its intended service;
(c) has a hull that is essentially watertight from keel to freeboard deck
and weather-tight above this deck;
(d) has a working platform that is high enough from the water surface
to allow safe movement on the exposed deck in the heavy seas;
(e) has enough volume of ship, above the water line, reserve
buoyancy, so that the vessel will not be in danger of foundering or
plunging when in a heavy seaway.

(d) Propelling Power Allowance
This is the largest deduction and is determined according to certain
criteria, as follows:
If the machinery space tonnage is 13% and 20% of the gross tonnage, the
propelling power allowance(PPA) is 32% of the gross tonnage.
If the machinery space tonnage is less than 13% of the gross tonnage, the
PPA is also 32% of the gross tonnage.
If the machinery space tonnage is more than 20% of the gross tonnage,
the PPA is 1.75 times the machinery space tonnage.

SHIP CONSTRUCTION
There is a maximum limit of 55% of the gross tonnage for the PPA. If any
part of the light and air space is included in the gross tonnage, then it may be
included in the machinery space tonnage.


SHIP CONSTRUCTION
5. (a) What is load line and where is it locating at ship? (2M)

(b) What is freeboard deck? (1M)
(c) Sketch with dimensions. (4Ms)
(d)Explain the Load line markings. (9Ms)
A: MMMC.1 BOE.11
(a)Freeboard

(b) Freeboard deck is the uppermost continuous deck exposed to weather and
sea, which has permanent means of closing all openings.

(c)

Figure: Load lines marking


SHIP CONSTRUCTION
(d) A minimum freeboard is required to principally to ensure that the ship is sea-
worthy when loading.
The top of the deck line is level with the top surface of the freeboard deck.
S – Summer Freeboard in sea water
F – Summer Freeboard in fresh water
T – Tropical zone Freeboard in sea water
TF- Tropical zone Freeboard in fresh water
W- Winter zone freeboard
WNA – Winter North Atlantic zone Freeboard. Require in ships 100 m or less
in length.
F & TF = Deducting from the summer (S) or tropical (T) freeboard. Deducting
value is the result from below formula.

Displacement in sea water (tones)
Fresh Water Allowance = -------------------------------------------- (mm)
4 x TPC
Where TPC is the tones per centimeter immersion in sea water at the summer
load line.

SHIP CONSTRUCTION

6. (a) How do you understand freeboard ? (2)
(b) What are the items to be prepared for a load line survey. (14)
WW.5 BOE.7
(a) Freeboard
Vertical distance from the summer load waterline to the top of the

(b) Items to be prepared for a load line survey
The surveyors inspect ships to ensure that the load line regulations are
being obeyed and, in particular, the conditions of assignment are being
maintained onboard. They will usually survey that weathertight integrity and
crew protection from the sea on the external decks are kept to the required
standards.
Hatches
The weathertightness of the covers must be satisfactory. Rubber seals of
steel hatches must be in good condition and closure arrangements
should be satisfactory. Hatch coamings must not suffer from excessive
corrosion.
Ship’s side doors
All closing and securing mechanisms of any openings in the ship’s side
below the freeboard
deck must be functioning correctly.
Internal Weathertight Doors
They should function properly booth by local and remote control.

SHIP CONSTRUCTION

Superstructure doors and side scuttles
These should have rubber seals in good order and close satisfactorily
without excessive corrosion
on the steel rims. Scuttles should be fitted with appropriate toughened
glass. Deadlights, where required, must be capable of satisfactory
closure.
Deck Penetrations such as ventilator trunks, tank air pipes, etc.
There should be no excessive corrosion around any pipe or trunk that
penetrates an exposed deck, below the required minimum height
clearance of vents and air pipes above the deck.
Non-return Valves and Extended Spindles
These should be in good working order and extended spindles must be
well lubricated.
Side railings
These should not have significantly damaged sections nor be weakened
by excessive corrosion.
Underdeck walkways
These should be adequately light, well ventilated and gas tight seals
should be effective.
The Approved Stability Booklet
The surveyor will satisfy that it has been updated for any significant
modifications to the vessel.


SHIP CONSTRUCTION

7.Q:(a) State the reasons for freeboard requirement. (3Ms)
(b) Explain the term 'conditions of assignment' and explain how these
are maintained for a ship. (7Ms)
(c) Using a simple diagram, indicate freeboards for Type A and Type B
giving one example of the type of ships falling in either category.
(6Ms)
A: MMMC.25 BOE.8
(a)Freeboard:
A certain minimum freeboard is assigned to provide adequate reserve
buoyancy, so as to cope with adverse weather conditions, as well as a possible
limited loss of buoyancy in the event of ship running aground or colliding,
leading to flooding.

(b) Conditions of Assignment
The ship is first assigned a basic minimum freeboard, on standard values of
strength and form.
The change in the freeboard allowed would depend on the degree of water-
tightness or weather-tightness.
The height and stiffening of hatch coamings, the construction of hatch
covers and their locking arrangements, the machinery space openings
including any doors, ventilators must have a mean of closing, air pipes

SHIP CONSTRUCTION
extending above the freeboard deck must have a certain minimum height and
means of closing.
All ship’s side valves, cocks and sea chest must be as per specifications,
overboard valve must have a non-return arrangement and a means of closing
from above, or have two valves in the same line,
Bulwark’s freeing ports must have a minimum area, or there may be floating
bulwarks.
The vessel must have adequate stability and also a minimum range of
stability and righting levers.

(c)
To help in differentiating the amount of freeboard to be assigned to

different types of vessels, ships are sub-divided as:
1. Class A, which includes all vessels carrying bulk liquid cargo (e.g. tankers)
2. Class B, which includes all the remaining types, not falling in Class A (e.g.
container vessels).

SHIP CONSTRUCTION
Assigned freeboard is the freeboard allowed, obtained by correcting for

variation from the standard depth, standard sheer, the extent of
superstructures fitted and for how height above water-line, if deficient.
The load-line mark indicates the summer load line and the Assigning
authority (e.g. Lloyd's Register- is shown by the letters L and R, on either
side).


SHIP CONSTRUCTION
8. (a) What are the local stresses and structural stresses throughout the
length of the ship? (8)
(b) Express the preventive measures taken for compensating these
stresses? (8)
WW.6 BOE.4
(a) Stresses on Ship’s Structures
The separate stresses to which the ship’s structure is subjected may be
divided as follows:-
Structural - those affecting the whole ship
Local - those affecting the particular part of the ship

Structural Stresses
a) Longitudinal Stresses in still water
b) Longitudinal Stresses in sea way causing Hogging & Sagging
c) Dry Docking
d) Racking
e) Shearing Stresses
f) Water Pressure
Local Stresses
a) Panting
b) Pounding
c) The End of Superstructures
d) Localized Loading
e) Other Local Regions of Stress
f) Deck Opening

SHIP CONSTRUCTION
(b) Preventive measures taken for compensating these stresses

To overcome Longitudinal Stresses
Side shell plating, deck plating, hatch coamings, deck girders, double bottom
structure, longitudinal bulkheads, deck & bottom longitudinals, etc., being
fitted.

To preserve the transverse form
Transverse bulkheads & deep transverses being fitted.

To stiffen the plating against compressive stresses
Frames, beams & floors, etc., being securely bracketed together.

To resist the water pressure, a major stress on the hull
The bottom structure is made much heavier, side framing reducing in size with
height.

To prevent the various stresses causing deformation or possible fracture
- Increasing the sizes of material use.
- A careful deposition of the material.
- Paying careful attention to the structure design.


SHIP CONSTRUCTION
9. (a) Explain why high tensile steel may be used in area of high stress. (8)
(b) State the advantages of the use of aluminium alloys in the
construction of superstructure. (8)
ww.11 BOE.8

(a) Use of High Tensile Steel
Steels having higher strength than mild steel. Use in the more highly
stressed regions of large tankers, container ships and bulk carries.
High tensile steels used in constructing masts and rigging fittings to
reduce the scantlings.
Higher tensile steels used for hull construction purposes are
manufactured and tested in accordance with the classification requirements.
Use of higher strength steels reduce the thickness of deck, bottom shell,
and framing where fitted in the midships portion of larger vessels.
The weldability of higher tensile steels is an important consideration in
their application in ship structures.
The higher tensile steels can be distinguished by the grade mark
followed by the letter H, i.e.
AH for grade A application
DH for grade D application
EH for grade E application


SHIP CONSTRUCTION
(b) Advantages of the use of Aluminium Alloys

The increasing use of aluminium alloy has resulted from its several
advantages over steel.
Aluminium is about one-third of the weight of steel for an equivalent
volume of material.
The use of aluminium alloys in a structure can result in reductions of 60%
of the weight of an equivalent steel structure.
In the upper regions of the structure, this reduction in weight can improve
the stability of the vessel. Lowering of the vessel’s centre of gravity, increasing
metacentric height.
Pure aluminium has a low tensile strength and is of little use for structural
purposes. Therefore the pure metal is alloyed with small percentage of other
materials to give greater tensile strength.
For shipbuilding purposes, alloys with 3% to 5% are commonly used.
Corrosion resistance of aluminium is good but careful maintenance and
insulation from the adjoining steel structure are necessary.


SHIP CONSTRUCTION
10.Q: (a) Describe, with a sketch, how an aluminium superstructure is

attached to the steel deck. Indicate all materials used.
(10Ms)
(b) Discuss the use of aluminium for construction and explain its
advantages and disadvantages.
(6Ms)
A:MMMC.23
(a)

• When two different metals (steel and aluminium) are connected directly,
they form a galvanic cell and there is a resultant potential difference between
them.
• The galvanic corrosion occurs between the mild steel plating of the
ship's hull with the bronze or nickel alloys of the propeller.
• Same problem is in the attachment of an aluminium superstructure to a
steel deck of passenger vessels and cruise ships.

SHIP CONSTRUCTION
• To prevent contact between the different metals, apply Barium Chromate

coating between the surfaces.
• In other cases, neoprene is used as the insulation in between them.
• The deck-house is bolted on to a steel angle by means of galvanized steel
bolts or rivets which are encircled by Neoprene ferrules. The gasket may be
any insulating material (like Plascote). A sealing compound (Aranbee) is used
to prevent the ingress of any water.

(b) Use of Aluminium for construction and it’s advantage & disadvantage
Aluminium is frequently used in ship-building to construct deckhouse or even
the entire superstructure of Passenger ships. This gives advantages of
- the weight saving and
- this causes the reducing of the need for having permanent ballast in
Passenger ships.
This advantages do not effect in smaller superstructure such as bulk
carriers or oil tankers.
The direct connection of an aluminium plate to a steel deck, can give
disadvantage of galvanic corrosion.
Require to prevent galvanic corrosion between the contact surfaces of
different metals.


SHIP CONSTRUCTION
11.Q:(a) Draw the simple shell expansion plan. (4Ms)

(b) With reference to your plan, indentifying the plating. (8Ms)
(c) Regarding the deck plating plan, How to arrange the corner of hatch
way to release the stress. (4Ms)
A: MMMC.14 BOE.5
(a)
Figure: Shell expansion plan

(b) Identifying the shell plating as below.
Strakes of shell plating are distinguished by letters from the keel outwards, the
garboard strake being strake 'A'.
The plates in each strake are usually numbered from aft to forward.
For example, plate D5 would be the fifth plate from aft in the fourth strake
from the keel.
The size of the ship decreases toward the ends and so the width of plates must
be decreased in these parts.

SHIP CONSTRUCTION
To save making the plates too narrow at the ends of the ship, it is usual to run
a pair of adjacent strakes into one.
This is done by means of a stealer plate. Plate B4 is a stealer, since it runs the B
and C strakes into each other.
The plates beyond the stealer and the plates beyond, always take the name of
the lower of the strakes which are run together.
Sheer strakes are the upper strakes of shell plating on either side, next to the
upper deck. They are Strakes J.

(b) At the hatch openings, the changes of plating material should be gradual
and well radius. Any sharp corner can be crack by stresses. Well-radius
corners must be used at the hatch corners. The corners of openings are
fitting the doubling plates or thicker insert plates such as gusset. If the
elliptical corners are used no need to fit the doubling plates.
45. Sketch and describe shell expansion and identify (a) garboard strake (b)
stealer plate. (16 marks)
Shell Expansion and Deck Plans
These are plans which show all the plates in the hull, drawn to scale. They also
show many other details, including frames, floors, deck edges, stringers, etc. The
partial plans shown in the plate, opposite, are simplified and are merely
intended to illustrate the fitting of shell and deck plating.


SHIP CONSTRUCTION
12.Q.(a) Sketch the three methods for connections of Sheer Strake and Deck
Stringer. (3Ms)
(b) Explain about the Shell Plating of the ship. (7Ms)
(c) Explain about the Deck Plating of the ship. (6Ms)
A: MMMC.15 BOE.9
(a)

Fig: Connections of Sheer Strake and Deck Stringer
(b) Shell Plating
The bottom and side shell plating of a ship form a major part of the
longitudinal strength members of the vessel.
The bottom shell plating of the ship, slightly thicker than the side shell plating.
The keel plate is about 30% thicker than the remainder of the bottom shell
plating, since it wears when docking.
The strake adjacent to the keel on each side of the ship is known as the
garboard strake which is the same thickness as the remainder of the bottom
shell plating. (See Fig. Keels)
The uppermost line of plating in the side shell and attached to the main deck
is known as Sheer strake. (See below Figure Deck plating.)
The thickness of the shell plating depends mainly on the length of the ship,
varying between about 10 mm at 60 m L to 20 mm at 150 m L.

SHIP CONSTRUCTION
The maximum bending moment of a ship occurs at or near amidships. Thus shell
plating at amidships are thicker than at the ends.

(c) Deck plating
The deck forms a cover over the cargo, accommodation and machinery space
and must therefore be watertight.
The deck plating is made up of longitudinal strakes of plating across its width.
The plates or strakes nearest to the deck edges are termed stringer plates.
They are thicker material than the remainder deck plating since they form the
join between the sheer strake of side shell and deck plating.
Towards the ends of the ship, the deck plating is reduced in thickness.
At the large openings in the deck for hatchways, engine casing, pump room
entrance, etc. require to increase in thickness of plating.
The plating between the hatches of cargo ship is thinner than the rest of the
deck plating.
The plating of the weather decks is cambered towards the ship’s side to assist
drainage of any water falling on the deck.


SHIP CONSTRUCTION
13. Define the deck of a vessel and sketch for the followings.
(a) Deck transverse (b) deck plating plan (16 marks)
MMEA.34 BOE.9
Deck of Vessel
The weather decks of ships are cambered, the camber being parabolic or
straight. There may be advantages in fitting horizontal decks in some ships,
particularly if containers are carried and regular cross-sections are desired.
Short lengths of internal deck or flats are as a rule horizontal.
Decks are arranged in plate panels with transverse or longitudinal stiffening, and
local stiffening in way of any openings. Longitudinal deck girders may support
the transverse framing, and deep transverses the longitudinal framing.

(a) Deck Transverse
The obvious purpose of plating is to keep out water and to tie together the ship’s
framework. It also plays an important part in resisting longitudinal bending
stresses, so it needs to be stronger amidships than at the ends, particularly at
the deck and bottom. In long ships, it may also be necessary to strengthen the
shell plating against shearing stresses at about the half-depth of the ship, in the
region of about one-quarter of the ship’s length from either end.


SHIP CONSTRUCTION

(b) Deck plating plan
These are plans which show all the plates in the hull, drawn to scale. They also
show many other details, including frames, floors, deck edges, stringers, etc. The
partial plans shown in the plate, opposite, are simplified and are merely
intended to illustrate the fitting of shell and deck plating.


SHIP CONSTRUCTION
14. Describe discontinuities in the vessel structure and sketch

(a) forecastle deck plating break (b) poop deck plating break. (16 marks)
MMEA.37 BOE.6
Discontinuities in the vessel structure
A discontinuity, as discussed here, refers to any break or change in section,
thickness or amount of plating material. Great care must be taken to
compensate for any discontinuities in shell or deck plating resulting from doors,
hatchways, etc. Where the loss of longitudinal material results, this
compensation is of particular importance. Where changes in the amount of
plating material occur such as at bulwarks, the change should be gradual and
well radiused.
Well radiused corners must be used and sometimes the fitting of doubling plates
or thicker insert plates, at the corners of all openings. Any sharp corner can
produce a notch which after stressing , could result in a crack. _

(a) Forecastle deck plating break.
The ends of superstructures represent major discontinuities in the structure of
the ship. Longer structures such as bridges and forecastles require considerable
strengthening at the ends. Classification society rules require the upper deck
sheerstrake thickness to be increased by 20%, except where the structure does
not extend to the side shell. Deck plating at superstructure ends is also increased
in thickness. Side plating forming part of the superstructure is well radiused at
the ends towards the side shell.
All ships must be fitted with a forecastle or an arrangement to be provided a
minimum, bow height, as defined in classification society rules. It is usual to fit

SHIP CONSTRUCTION
"Forecastles, and where this is done they must extend from the stem a distance
0.071 aft (where L is the freeboard length). The side plating of the forecastle,
being a continuation of the shell plating, is thicker than the end plating.
Adequate arrangements for stiffening of the forecastle plating must be
provided.

Forecastle deck plating break

(b) Poop deck plating break
The poop front must be adequately plated and stiffened as for the bridge front.
The internal stiffening will include webs and partial bulkheads as required,
particularly where deckhouses are located above. The after end of the poop,
being exposed, requires a more substantial construction than that of the aft
ends of other structures.


SHIP CONSTRUCTION

SHIP CONSTRUCTION
15.Q:(a) Sketch the mid ship section of the Container ship. (3Ms)
(b) Explain the construction of it. (8Ms)
(c) How to solve the problem arisen in these vessels due to lack of
torsional strength caused by the large hatches. (5Ms)
A: MMMC.18 BOE.( )
(a)
Figure: Container Ship

---------------------------------------------------------------------------------------------------------------
(b) Container ships are designed to carry large numbers of standard containers
at high speeds between particular terminal ports.
The containers are loaded into the ship vertically, fitting into cell guides which
are splayed out at the top of containers to provide lead-in.
Pads (Lugs) are fitted to the tank top at the bottom of the guides in line with
the corner fittings.
There have long, wide hatches to take a maximum number of containers. The
spaces at the sides of the hatch are used for access and water ballast.
The hatch coamings and covers are designed to carry tiers of containers as
deck cargo.

SHIP CONSTRUCTION
Since the vessels usually work between well-equipped ports, they do not
usually carry their own cargo handling equipment.
Because of the wide hatches, the deck plating must be thick, and higher
tensile steel is often used.
The deck, side shell and longitudinal bulkheads are longitudinally framed in
addition to the double bottom.
The hatch coamings may be continuous and therefore improve the
longitudinal strength.
-------------------------------------------------------------------------------------------------------
(c) Problems may arise in these vessels due to the lack of torsional strength
caused by the large hatches.
This problem is overcome to some extent by fitting torsion boxes on each
side of the ship. These boxes are formed by the upper deck, top part of the
longitudinal bulkhead, sheerstrake and upper platform, all of which are of
thick material.
The boxes are supported inside by transverses and wash bulkheads in
addition to the longitudinal framing.
These boxes are only effective if they are efficiently tied at their ends.
At the after end they extend into the engine room and are tied to deep
transverse webs. Similarly at forward end, they are welded to transverse
webs.
---------------------------------------------------------------------------------------------------------


SHIP CONSTRUCTION
16.Q: (a) Sketch the mid-ship construction of Ore/Oil bulk carrier. (4Ms)
(b) Explain about how to construct the bulk carrier for carrying the Ore
cargo. (12Ms)
A: MMMC.16 BOE.4
(a)

Figure: Ore / Oil Carrier
---------------------------------------------------------------------------------------------------------
(b) An iron ore vessel has a small hold capacity since the ore is heavy. A
deep double bottom is fitted, together with longitudinal bulkheads which
restrict the ore and maintain a high centre of gravity consistent with
comfortable rolling.

SHIP CONSTRUCTION
A ship designed to carry bauxite, however, requires more volume of space

for cargo and will therefore have a normal height of double bottom and
longitudinal bulkheads may be used to restrict the ore space.
A bulk which may be required to carry any type of bulk cargo, must have
restricted volume for an iron ore cargo, while at the same time carry its full
deadweight of light grain which requires three times the volume of the
ore. One method of overcoming this difficulty is to design the ship to load
ore in alternate holds.
The design of bulk carriers will vary considerably. Fig. (Ore/Oil carrier)
shows a cross-section of a bulk ore carrier which may carry an alternative
cargo of oil in the wings and double bottom.
The structure is similar to that required for oil tankers, having longitudinal
framing at the deck, bottom and side shell, longitudinal bulkhead and tank
top. These longitudinal framings are supported by transverse webs 2.5 m
apart.
The supporting members are fitted in the tanks rather than the ore space, to
get enough space for discharging of cargo with grabs. For the same reason
(using grabs) it is common practice to increase the thickness of the tank top that
required by the Classification Societies.


SHIP CONSTRUCTION
17.18.Sketch and describe one of the following types of ship and respective
features.
(a) General Cargo ship. (b) Oil Tanker (16-marks)
MMEA.22 BOE ( )

Factors affecting the seaworthiness of a ship are: Strength; freeboard; Stability;
Propelling machinery; Steering gear; Equipment, etc.
A ship is divided into three distinct areas; the cargo carrying spaces, the
accommodation and the machinery space.

(a) General cargo ships
The general cargo ship has several large clear open cargo-carrying spaces or
holds. One or more decks may be present within the holds. They are known as
‘tween decks and provide increased flexibility in loading and unloading, permit
cargo segregation and improved stability. Access to the holds is by openings in
the deck known as hatches.

SHIP CONSTRUCTION

Hatch covers are, made of steel. They must be watertight and rest upon
coamings around the hatch. The coamings of the upper or weather deck hatches
are raised above the deck to reduce the risk of flooding in heavy seas.
A double bottom is fitted along the ship’s length, divided into various tanks.
These may be used for fuel, lubrication oils, fresh water or ballast sea water.
Fore and aft peak tanks are fitted and may be used to carry ballast and to trim
the ship. Water ballast tanks can be filled when the ship is only partially loaded
in order to provide a sufficient draught for stability, better weight distribution
for longitudinal strength and better propeller immersion. General cargo ships
are typically from 2000 to 15000 tonne displacement with speeds from 12 to 18
knots.

(OR)

SHIP CONSTRUCTION

(b) Oil tanker

Oil tankers, in particular crude carriers, have significantly increased in size in
order to obtain the economies of scale and to respond to the demands for more
and more oil. Designations such as ULCC (Ultra Large Crude Carrier) and VLCC
(Very Large Crude Carrier) have been used for these huge vessels.
Crude oil tankers with deadweight tonnages in excess of half a million have been
built although the current trend is for somewhat smaller (100 000 – 150 000
dwt) vessels. After the crude oil is refined the various products obtained are
transported in product carriers. The refined products carried include gas oil,
aviation fuel and kerosene.

SHIP CONSTRUCTION
The cargo carrying section of the tanker is divided into tanks by longitudinal and
transverse bulkheads.
The size and location of these cargo tanks is dictated by the International
Maritime Organization Convention MARPOL 1973/78 which became
internationally accepted in 1983. These regulations require the use of
segregated ballast tanks and their location such that they provide a barrier
against accidental oil spillage. An oil tanker when on a ballast voyage must use
only its segregated ballast tanks in order to achieve a safe operating condition.


SHIP CONSTRUCTION
19. Describe static and dynamic forces acting on the ship. What does mean
hogging and sagging? Explain with sketches. (16 marks)
MMEA.25. BOE.( )

Static and Dynamic Forces

If the ship is considered floating in still water, two different forces will be
acting upon it along its length.
The weight of the ship and its content will be acting vertically downwards.
The buoyancy or vertical component of hydrostatic pressure will be acting
upwards.
In total, the two forces exactly equal and balance one another such that the
ship floats at some particular draught. The centre of buoyancy force and the
centre of weight will be vertically in line.
However, at particular points along the ship’s length the net effect may be
an excess of buoyancy or an excess of weight. This net effect produces a loading
of the structure, as with a beam. This loading results in shearing forces and
bending moments being set up in the ship’s structure which tend to bend it. This
bending moment is known as the still water bending moment.

If the ship is considered to be moving among waves, the distribution of
weight will still be the same. The distribution of buoyancy will vary as a result of
the waves. The movement of the ship will also introduce dynamic forces.
The ship’s structure will thus be subjected to fluctuating stresses resulting
from shearing and bending moments as the waves move along the ship’s length.
The bending of ship causes stresses to be set up within its structure. When a
ship sags, tensile stresses are set up in the bottom shell plating and compressive
stresses are set up in the deck. These stresses will be reversed when the ship
hogs.

SHIP CONSTRUCTION

A transverse section of a ship is subjected to static pressure from the
surrounding water in addition to the loading resulting from the weight of the
structure, cargo, etc. This pressure causes transverse stresses and considerable
distortion of the structure could occur, in the absence of adequate stiffening.
The parts of the structure which resist transverse stresses are transverse
bulkheads, floors in the double bottom, deck beam, side frames and brackets.
If the buoyancy amidships exceeds the weight, the ship is said to be “hog”, and
if the weight amidships exceeds the buoyancy, the ship is said to be “sag”.


SHIP CONSTRUCTION
20. Describe with sketch for the terms of stress exerted on the ship structure.
(a) Hogging (b) Sagging (c) Racking and (d) Surging
(4 marks each) MMEA.27 BOE ( )

(a)Hogging
The condition of a floating ship when the distribution of weight and
buoyancy along its length is such that the buoyancy amidships exceeds the
weight.

Hogging condition

(b)Sagging
buoyancy along its length is such that the weight amidships exceeds the
buoyancy.

Sagging condition


SHIP CONSTRUCTION
(c) Racking
When a ship is rolling it is accelerated and decelerated, resulting in forces in the
structure tending to distort it. This condition is known as racking and its greatest
effect is felt when the ship is in the light or ballast condition. The brackets and
beam knees joining horizontal and vertical items of structure are used to resist
this distortion.

Racking

(d) Surging


SHIP CONSTRUCTION
In the heavy weather, when the ship is heaving and pitching caused by waves to
the direction of forward and aft movement, it is called surging.
Surging is linear motion and the dynamic forces are created longitudinally. It
may cause local stress in the on the ship structure. The movement of a ship in
a seaway results in forces being generated which are largely of a local nature.
These forces are, however, liable to cause the structure to vibrate and thus
transmit stresses to other parts of the structure.

SHIP CONSTRUCTION
21.(a) Define the terms “hogging” and “sagging” (4)

(b) Discuss, with the aid of sketches, the methods used to minimize the effect
of those in ships of exceptional length. (12)
ww.7 BOE.10
Hogging
weight.

Sagging
buoyancy.

Methods used to minimize the effect of ‘hogging’ and ‘sagging’


SHIP CONSTRUCTION
Hogging and sagging are longitudinal bending stresses, which may occur
when a ship is in a seaway, or which may be caused in loading her.
When she is being loaded, too much weight in the ends may cause her to
hog, or if too much weight is placed amidships, she may sag.
At the bottom, all longitudinal work in the double bottom gives the
necessary strength.
At the top, the deck stringer and sheerstrake are thickened, so as to make
a strong L-shaped girder on either side. Deck girders and longitudinal bulkheads
also help to resist this stress.
In large ships, it may be necessary to use special steels for the sheerstrake
and bilge strakes; also further to strengthen the ship by fitting longitudinal
frames and beams in the bottom and under the strength deck.
The stresses are greatest amidships, so the strength of the parts
mentioned is made greater amidships than at the ends.
In long ships, the shearing stresses which occur near the neutral axis also
become an important problem.
In such ships, it may be necessary to strengthen the hull at about the half-
depth of the ship, in the area of one-quarter of the length from each end.


SHIP CONSTRUCTION
22.Q: (a) What are the panting of ships? (2Ms)

(b) How to construct the panting stranger? (6Ms)
(c) Explain with the aid of sketches the terms hogging and sagging with
referenced a ship meeting a wave having the same length as the
vessel. (6M)
(d) How to damage ship structure by these stresses? (2Ms)
A: MMMC.2 BOE ( )
(a) Panting
The movement of waves along a ship causes fluctuations in water pressure on
the plating. This creates an in-and-out movement of the shell plating, known as
panting. The effect can be occurred at the bows.

(b) Construction of panting stringer

Figure: Panting stringer

SHIP CONSTRUCTION
In the fore peak tank, side stringers are fitted to the shell at intervals of 2
meters below the lowest deck. The side stringers meet at the fore end.
In many ships a horizontal stringer is fitted to the collision bulkhead in line
with each side stringer.
This forms a ring round the tank and supports the bulkhead stiffeners.
Channel beams are fitted at alternate frames in line with stringers and
connected to the frames by brackets.
The intermediate frames are bracketed to the stringer.
(c)
Hogging
weight.

Hogging condition

Sagging
buoyancy.

SHIP CONSTRUCTION

Sagging condition
(d) How to damage ship structure by these stresses.
- These stresses (dynamic forces) will cause damage to any faulty part of
the structure.
- This distribution of weight and buoyancy will also result in a variation of
load, shear forces and bending moments along the length of the ship.
- The ship's structure will thus be subjected to constantly fluctuating stresses
resulting from these shear forces and bending moments as waves move along
the ship's length.


SHIP CONSTRUCTION
23. What is panting and pounding action on the ship. Describe the precaution
against pounding.(16 marks)
ww. (a) What is meant by the term “pounding” ? (4)
(b) Describe, with the necessary sketches, how ships are constructed to
overcome pounding stresses (12)
MMEA.26 WW.14 BOE. 1.3.7.9

Panting
The movement of waves along a ship causes fluctuations in water pressure
on the plating.
This creates an in-and-out movement of the shell plating, known as
panting. The effect can be occurred at the bows.

Pounding
When a ship is pitching, her bows often lift clear of the water and then
come down heavily. This is known as “pounding” and occurs most in full-bowed
ships.
It may cause damage to the bottom plating and girderwork between the
collision bulkhead and a point about one-quarter of the ship’s length from the
stem.
For the strengthening to resist pounding, see “Cellular Double Bottoms”.


SHIP CONSTRUCTION
Precautions against Pounding

Pounding stresses are to be expected in the ship’s bottom between points 5%
of the ship’s length abaft the stem and 25% of the length abaft the stem; or 30%
in some cases. This is often called the “Pounding Region”.

The ship must be strengthened here as follows:
- The outer bottom plating covering the flat of the bottom must be thickened,
in most cases.
- The connections of the shell and inner bottom girderwork are made stronger.
In transversely-framed bottoms,
Plate floors are fitted at every frame space and are connected to the outer
bottom plating by continuous welds.
Extra intercostal side girders are to be fitted, so that the distance between
side girders does not exceed 2.2 metres.
Further intercostal side girders, of half the depth of the main ones, are to
be fitted midway between the latter.
In longitudinally-framed bottoms,
plate floors are fitted at alternate frames, longitudinals may have to be
stronger than normal, and side girders must be not more than 2.1 metres apart.


SHIP CONSTRUCTION

SHIP CONSTRUCTION
24. (a) Sketch and describe a watertight bulkhead. (8)

(b) Explain how water tightness is maintained for pipes piercing watertight
bulkheads. (8)
ww.15 BOE ( )
(a) Watertight Bulkhead


SHIP CONSTRUCTION
Bulkheads are important element of transverse strength, particularly

against racking stresses. By dividing the ship into longitudinal subdivisions they
also give protection against fire and foundering.
Bulkheads are always fitted in lieu of a frame and are intercostals
between decks
The number of bulkheads to be fitted depends on the ship and on whether
the engines placed amidships or aft. Collision bulkheads must extend to upper
deck. After peak bulkhead needs only extend to first deck above load waterline,
if it forms a watertight flat. All others must extend to the uppermost continuous
deck, unless the ship has shelter deck.
Plating usually fitted horizontally. The thickness is graduated, increasing
from the top downwards. Plating in afterpeak bulkheads must be doubled or
thickened around the stern tube to resist vibration.
Stiffeners may be spaced 750 mm apart, except in collision bulkheads and
deep tank bulkheads, where spacing is to be 600 mm.
Bulkheads forming tank boundaries are tested by testing the tank. Peak
bulkheads are tested by filling the peak to the level of load waterline. Others are
hose tested.
(b) How water tightness is maintained for pipes piercing watertight bulkhead
Number of openings in watertight subdivisions are to be kept to a
minimum. Any necessary penetration of watertight bulkheads for access, piping
etc., must have arrangements to maintain watertight integrity.
In passenger ships, onlyone piercing allowed below margin line. In cargo
ships, Pipes piercing watertight are to be fitted with suitable valves of suitable
and approved material.

SHIP CONSTRUCTION
This valves are operable from above the freeboard deck and with valve
chest secured at bulkhead inside the forepeak tank.
No manholes, doors etc., are allowed in this bulkhead. Pipes to be either
welded or fastened by bolts screwed, through tapped holes.
Ventilation trunk must be provided with a watertight shutter.


SHIP CONSTRUCTION
25. Sketch and describe one type of bulkhead construction and position.
Describe class A, B, C types of bulkheads in detail. (16 marks)
MMEA.42 BOE.9 One type ဆိုၿပီးေမးရင္ watertight bulkhead ျပန္ေရးလဲရတယ္
Transverse Bulkheads
Transverse bulkheads form efficient diaphragms in the hull and greatly stiffen
the transverse section against any tendency to distortion of the transverse form.
They give large structure support and assist in spreading the hull stresses over a
large area.
They divide the under deck spaces into separate compartments. These
compartments may form part of the watertight or oil tight subdivisions of the
ship, in which event the bulkheads must be constructed of sufficient strength to
withstand the pressure of the fluid. The bulkheads may be partitions to separate
spaces containing fuel or cargo. By dividing the ship into longitudinal
subdivisions, they give protection against fire and foundering.
From the structural point of view the transverse framing closely arranged, may
have a specified standard of watertight subdivision by the fitting of watertight
transverse bulkheads in such numbers and positions that, in assumed conditions
of flooding, the ship will float at a draught not greater than 75 mm below the
deck at which the watertight bulkheads terminate.
A ship must have certain watertight bulkheads, as follows:-
(1) A collision bulkhead, not less than 5%, nor more than 7% of ship's
length abaft the stem at the load waterline.
(2) An afterpeak bulkhead, to enclose the stern tube in a watertight
compartment.
(3) One bulkhead at each end of the machinery space.

SHIP CONSTRUCTION

The bulkheads are the vertical partition walls that subdivide the interior of a ship
into compartments. Bulkheads that contribute to the strength of a vessel are
called strength bulkheads, those that are essential to the watertight subdivision
are watertight or oil tight bulkheads.

Class A division bulkheads
They are constructed of steel or equivalent material and suitably stiffened. They
must be constructed to prevent the passage of smoke and flame for a one-hour
standard fire test. Finally they must be insulated such that the unexposed side
will not rise more than 139oC or any point more than 180oC above the original
temperature within times as follows: Class A-60, 60 minutes; A-30, 30 minutes,
etc.


SHIP CONSTRUCTION
Class B bulkheads
A bulkhead constructed to prevent the passage of flame for a half-hour standard
fire test. It must be insulated so that the unexposed side will not rise more than
139oC or any point 225oC above the original temperature within times as
follows; Class B-15, 15 minutes and B-0, 0 minute.

Class C bulkheads
Bulkhead which is constructed of non-combustible material.


SHIP CONSTRUCTION
26.Q: (a) How many minimum numbers of bulkheads on board. (4Ms)

(b) Explain the purpose of a collision bulkhead. (2Ms)
(c) Describe with the aid of sketch the construction of a collision
bulkhead paying particular attention to the strength and attachment on
to it and to the adjacent structure. (10Ms)
A:MMMC.3 BOE.1

(a) Minimum numbers of bulkheads
• The ship with aft machinery room requires minimum 3 numbers of
bulkhead.
• They are collision bulkhead, forward machinery room bulkhead and aft-
peak bulkhead.
• The ship with mid machinery room requires minimum 4 numbers of
bulkhead.
• They are collision bulkhead, forward & aft machinery room bulkhead,
and aft-peak bulkhead.

(b) The purpose of collision bulkhead is: -
- to resist the effect of pounding and panting.
- to restrict the water ingress into ship while bow are collision.
- to give the strength to fore end structure of ship.


SHIP CONSTRUCTION
(c)

SHIP CONSTRUCTION
Construction of Collision bulkhead:



SHIP CONSTRUCTION
27. (a) Describe about the collision bulkheads. (8)

(b) Sketch and explain about the purpose of wash bulkheads fitted in cargo
oil tanks. (8)
ww.16 BOE ( )
(a) Collision Bulkhead


SHIP CONSTRUCTION
(b) Wash Bulkheads
Hole Bulkhead
Stiffeners

Tank-top

Perforated bulkhead fitted within an oil or water tank (cargo or deep tank)
to reduce the surge of the liquid when the ship rolls and pitches, and thus to
reduce dynamic impact of the liquid on the surrounding structure.
They are particularly important in tanker design as the wash bulkhead not
only reduces the dynamic cargo pressures, but also increases the longitudinal
strength of the structure. They also reduces free surface effect on the ship’s
stability.


SHIP CONSTRUCTION
28. Describe, with the aid of sketches, the construction of a watertight door
given particular attention to: (a) compensation for the aperture in the
bulkhead and
(b) alternative means of closing the door in the event of power failure. (16)
ww.17 mmmc.22 နဲ႔ဆင္ေအာင္ ျပင္ထားတယ္ BOE မွာ mmmc ကိုေမးဘူး။
Watertight Doors
• Watertight bulkheads are constructed to ensure their watertightness. Where
openings are necessary in these bulkheads special watertight doors must be
fitted.
• A horizontal sliding watertight door’s frame is fitted directly into the bulkhead
and provides the track way for the door slides. The door may be mild steel,
cast steel or cast iron, and either vertical or horizontal sliding.
• The door is moved by a hydraulic cylinder which may be power operated or
hand pumped.
• It must be operable from the vicinity of the door, in addition to a point above
the bulkhead deck
• Operating the hand pump together with manual movement of the solenoid
valve provides local or remote operation above the bulkhead deck.
• Powered operation is possible from the bridge.
• The remote operating point must have an indicator showing the door
position.
• The door must be able to close against a list of 15 degrees to port or starboard.
• Enough reinforcing and framing are required due to cut or increase the
spacing of stiffeners in way of a water tight door.

SHIP CONSTRUCTION
• The size of the opening is kept as small as possible being 1,000 to 1200mm
high and 700mm wide but bigger in passenger ships.

Figure: Horizontal sliding watertight door controlled by hydraulic hand pump


SHIP CONSTRUCTION

(a) Compensation
Where doorway is cut in the watertight bulkhead care must be taken to
maintain the strength of the bulkhead. A horizontal sliding watertight door’s
frame is fitted directly into the bulkhead and provides the track way for the door
slides. At either side of the door, a tapered stiffened plate web is fitted from the
bottom of the bulkhead to above the door opening.
Enough reinforcing and framing are required due to cut or increase the
spacing of stiffeners in way of a water tight door. The size of the opening is kept
as small as possible being 1,000 to 1200mm high and 700mm wide but bigger
in passenger ships.

(b) Alternative means of control
Under conditions when no power is available in hydraulically operated
system the doors may be closed and opened by manually operated pump and
control valves at either side of two positions: (a)adjacent to each door from
either side of the bulkhead, and (b) from a position on the bulkhead.


SHIP CONSTRUCTION
29.Q.(a) Explain the water-tight door with the aid of sketch.(12Ms)

(b) Where are these watertight doors used on board? (2Ms)
(c) How water-tightness of the door is ensur (2Ms)
A. MMMC.22 BOE.5
(a)

Figure: Horizontal sliding watertight door controlled by hydraulic hand pump


SHIP CONSTRUCTION
• Watertight bulkheads are constructed to ensure their watertightness. Where

openings are necessary in these bulkheads special watertight doors must be
fitted.
• A horizontal sliding watertight door’s frame is fitted directly into the bulkhead
and provides the track way for the door slides. The door may be mild steel,
cast steel or cast iron, and either vertical or horizontal sliding.
• The door is moved by a hydraulic cylinder which may be power operated or
hand pumped.
• It must be operable from the vicinity of the door, in addition to a point above
the bulkhead deck
• Operating the hand pump together with manual movement of the solenoid
valve provides local or remote operation above the bulkhead deck.
• Powered operation is possible from the bridge.
• The remote operating point must have an indicator showing the door
position.
• The door must be able to close against a list of 15 degrees to port or starboard.
• Enough reinforcing and framing are required due to cut or increase the
spacing of stiffeners in way of a water tight door.
• The size of the opening is kept as small as possible being 1,000 to 1200mm
high and 700mm wide but bigger in passenger ships.


SHIP CONSTRUCTION
(b)
• Watertight doors are provided to maintain the water tightness of a bulkhead,
while closing.
• In ship having shaft tunnels, the access to the tunnel from the engine room is
through a watertight door.
• Similarly, passenger ships or car carriers require watertight doors to allow
passage from one compartment to another.

(c)
• In cargo vessels, watertight doors are to be tested by a hose test.
• In passenger ships they are tested under a head of water extending to
the bulkhead deck. This is done before the door is fitted in the ship.


SHIP CONSTRUCTION
30. Discuss the structural fire protection and how the class was divided in
temperature range.(16 marks) MMEA.44 BOE.11
အရမ္းရွည္တယ္ short notes ပဲ မွတ္မယ္။
Fire Protection
Ships carrying more than thirty-six passengers are required to have
accommodation spaces and main divisional bulkheads and decks which are
generally of incombustible material in association with either an automatic fire
detection and alarm system or an automatic sprinkler and alarm system.
The hull, superstructure, and deckhouses are subdivided by ‘A’ class divi-
sions into main vertical zones the length of which on any one deck should not
exceed 40 m. Main horizontal zones of ‘A’ class divisions are fitted to provide a
barrier between sprinklered and non-sprinklered zones of the ship.
Bulkheads within the main vertical zones are required to be ‘A’, ‘B’ or ‘C’
class divisions depending on the fire risk of the adjoining spaces and whether
adjoining spaces are within sprinkler or non-sprinkler zones.
Passenger vessels carrying not more than thirty-six passengers are
required to have the hull, superstructure and deckhouses subdivided into main
vertical zones by ‘A’ class divisions. The accommodation and service spaces are
to be protected either by all enclosure bulkheads within the space being of at
least ‘B’ class divisions or only the corridor bulkheads being of at least ‘B’ class
divisions where an approved automatic fire detection and alarm system is
installed.
Cargo ships exceeding 500 gross tonnage are generally to be constructed
of steel or equivalent material and to be fitted with one of the following
methods of fire protection in accommodation and service spaces.

SHIP CONSTRUCTION

‘A’, ‘B’ and ‘C Class Divisions
‘A’ class divisions are constructed of steel or equivalent material and are to be
capable of preventing the passage of smoke and flame to the end of a one-hour
standard fire test. A plain stiffened steel bulkhead or deck has what is known as
an A-O rating. By adding insulation in the form of approved incombustible
materials to the steel. Then an increased time is taken for the average
temperature of the unexposed side to rise to 139°C above the original
temperature. But not more than 180°C at any one point above the original
temperature during the standard fire test.
‘B’ class divisions are those which are constructed as to be capable of preventing
the passage of flame to the end of half an hour of the standard fire test. Various
patent board materials are commonly used where ‘B’ class divisions are required
and there are two ratings B—0 and B-15. These relate to the insulation value
such that the average temperature of the unexposed side does not rise more
than 139 °C above the original temperature and at any one point more than 225
°C above the original temperature when the material is subjected to the
standard fire test.
‘C’ class divisions are constructed of approved incombustible materials but do
not need to meet with any specified requirements relative to passage of smoke
and flame nor temperature rise.
The standard fire test referred to is a test in which a specimen of the division
with a surface area of not less than 4.65sq.m and height or length of 2.44 m is
exposed in a test furnace to a series of time-temperature relationships, defined
by a smooth curve drawn through the following points.

SHIP CONSTRUCTION

31.Q: Explain ship structural fire protection, its classes and requirements.
(16Ms) MMEA.44 နဲနဲဆင္တယ္… ႏွစ္ပုဒ္ေပါင္းတစ္ပုဒ္ က်က္။
A:
Every passenger ship must have a fire protection system.
There are three basic principles of structure fire protection are
(1) Separation of accommodation spaces from the rest of the ship by thermal
and structural bulkheads.
(2) The containment, extinction or detection of fire in the ship space.
(3) The protection of a means of escape.
All three methods are based on the subdivision of the ship into main vertical
zones, not more than 40 m in length, by ‘A’ class bulkheads.

‘A’ class bulkhead must be built of steel or other suitable material, insulated
in such a way that it will withstand a standard fire test of 927°C maximum for a
period of one hour, without increasing the temperature on the unexposed face
by more than 140°C above the original temperature.
Any insulated point more than 180’C above the original temperature within
time as following: Class A-60, 60 minutes; A-30, 30 minutes, etc.

‘B’ class bulkhead must withstand 30 min of the test and constructed of non-
combustible material but need not be constructed of steel.
Any insulated point more than 225o C above original temperature within
times as follows;
Class B-15, 15 minutes and B-0, 0 minutes.

SHIP CONSTRUCTION

‘C’ class bulkhead is constructed of non-combustible material. They don’t
need any requirements relative to the passage of smoke and flame nor
limitation of the temperature rise.

- In accommodation spaces it is not easy to have continuous divisions.
Fireproof doors are fitted at Passageways through the divisions.
- Stairways and lifts are to be steel framed and within enclosures formed by 'A'
class divisions. Self-closing doors with positive means of closure should be fitted
at all openings.
- Control stations, such as the radio room, bridge, etc., are to be surrounded by
‘A’ class bulkheads.
- Skylights in machinery spaces are to have means of closing from outside the
space.
- Dampers are to be fitted in vent trunks and ducts and should be operable
from either side of the bulkhead; indicators should also be fitted.
- Doors in ‘A’ class bulkheads are to be as fire resistant as the bulkhead and
should be capable of being opened from either side by one person. Fire doors are
to be self-closing, even in an inclined position of 3.5 degrees.


SHIP CONSTRUCTION
The insulation of ‘A’ class divisions depends upon whether the bulkhead is of
steel or of aluminium, and the likelihood of fire spread in the adjacent
compartments. This is known as the fire potential. If the fire potential is high,
then the bulkheads may be required to be insulated on both sides.
With low fire potential it may not be necessary to insulate a steel bulkhead.
Aluminium bulkheads usually require insulation on both sides because of their
relatively low melting point.


SHIP CONSTRUCTION
32. (a) How do you understand “Framing” ? (4)

(b) Sketch one type of framing system. (4)
(c) Describe about the framing systems used in ship construction, indicating
in which ships they are used.(8)
(a) Framing
The shell plating and decks are supported by framing, which may consist
of a series of bars arranged transversely with associated longitudinal girders, or
of bars arranged longitudinally with associated with transverse deep beams and
frames. Sometimes an adaption of both is used.
Transverse frames mainly resist racking forces due to rolling, and
longitudinal frames contribute most to longitudinal strength, but both systems
experience the following forces:
(1) Crushing forces, due to the inward pressure of the water on the shell.
(2) Upward pressure on the bottom due to grounding, docking, etc.
(3) Concentration of heavy internal loads such as machinery and cargo,
etc.
(4) Forces due to deck loads, e.g., winches, thrust from derrick posts and
masts, etc.
(b) Transverse framing


SHIP CONSTRUCTION

(c) Transverse Framing
It is generally adopted in dry cargo and passenger ships. Transverse
framing consists of vertical stiffeners, either of bulb plate or deep-flanged web
frames, which are attached by brackets to the deck beams and the floor
structure. Particular locations, at the ends of the hatches, require frames of
increased scantlings. Very deep web frames are often are often fitted in the
machinery space.
Frame spacing is generally not more than 1000 mm but is always reduced
in the pounding region and at the fore and aft ends in the peak tank regions.
Longitudinal framing
It is generally adopted in oil tankers. Longitudinal framing of the side shell
employs horizontal offset bulb plates with increase scantlings towards the lower
side shell. Transverse webs are used to support the longitudinal frames against
compressive loadings on both side and bottom.
Combined system
The combined system is used particularly in tankers, which are less than
200 meter in length. This system consists of transverse side frames and
longitudinal bottom frames. A number of longitudinal stringers are fitted,
depending on the depth of the tank. Brackets and knees are used to tie the side
frames to the underside of the deck, the bottom plating and stringers.


SHIP CONSTRUCTION
33. Sketch and describe (16 marks)

(a) Deep framing (b) Frame spacing (c) Frame numbering.
MMEA.36 BOE.6
Deep Frames
Web Frames—Are heavy plate frames, which are not normally used as a system,
but are fitted in certain parts of a ship to give local strength They must be fitted
in engine-rooms and at every fourth frame space in 'tween decks abaft the after
peak bulkhead.
A modification of the web frame, called a 'cantilever frame", is used in some
types of bulk earner and is described in the chapter on 'systems of construction'.

Deep framing—Is the name given to a system in which every frame is made
deeper and stronger than normal, over a given area of shell plating, to provide
extra local strength.

Frame Spacing—in the main body of the ship, the frame spacing may, in general,
exceed 1.00 metre. Between the collision bulkhead and a point one-fifth of the
ship's length abaft the stem, it must not exceed 700 millimetres. In peak tanks
and cruiser sterns, it must not exceed 610 millimetres.
Framing in Tween Decks—The main framing may extend at its full size to the
upper deck. Alternatively, the framing in the 'tween decks may consist of lighter
sections, scalped on to the main frames at about the level of the 'tween deck.


SHIP CONSTRUCTION
Numbering—Frames are usually numbered from aft to forward, frame No. 1

being the first one forward of the sternpost. The frames in cruiser stems are
usually lettered from the sternpost, aft.
The shell plating and decks are supported by framing, which may consist of a
series of bars arranged transversely with associated longitudinal girders, or of
bars arranged longitudinally with associated with transverse deep beams and
Transverse frames mainly resist racking forces due to rolling, and longitudinal
frames contribute most to longitudinal strength, but both systems experience
the following forces:
etc.
masts, etc.


SHIP CONSTRUCTION

SHIP CONSTRUCTION
34. Sketch and describe the combined framed vessels in dry cargo and passenger
ships.(16marks)
MMEA.33 BOE ( )
Combined framed vessels

The bottom shell may be transversely or longitudinally framed, longitudinal
framing being preferred particularly for vessels exceeding 120 m in length. The
side shell framing may also be transversely or longitudinally framed, transverse
framing being adopted in many conventional cargo ships, particularly where the
maximum bale capacity is required. Bale capacities are often considerably
reduced where deep transverses are fitted to support longitudinal framing.
Longitudinal framing may be adopted in larger container ships and larger bulk
carriers, and it is common within the hopper and topside wing tanks of the latter

SHIP CONSTRUCTION
vessels. Transverse frames are then fitted at the side shell between the hopper
and topside tanks.
It is generally adopted in dry cargo and passenger ships. Transverse framing
consists of vertical stiffeners, either of bulb plate or deep-flanged web frames,
which are attached by brackets to the deck beams and the floor structure.
Particular locations, at the ends of the hatches, require frames of increased
scantlings. Very deep web frames are often are often fitted in the machinery
space. Frame spacing is generally not more than 1000 mm but is always reduced
in the pounding region and at the fore and aft ends in the peak tank regions.


SHIP CONSTRUCTION
35. Describe the followings. (4 Marks each)

(a) How bulwarks are constructed and attached to the deck plates.
(b) Define the terms “hogging” and “sagging”
(c) How do you understand “Tank Stabilizers”?
(d) How do you understand “Framing”?
ww.30 BOE ( )
(a) Bulwarks fitted on weather decks are provided as protection for personnel
and are not intended as a major structural feature. They are therefore light
scantlings.
Bulwarks should be at least 1 metre high on the exposed freeboard and
superstructure decks. The bulwark consists of a vertical plate stiffened at its top
by a strong rail section (often a bulb angle or plate) and is supported by stays
from the deck. On the forcastle of the ships the stays are more closely spaced.
Freeing ports are cut in bulwarks forming well on decks in order that water may
quickly drain away. The required area of freeing ports is in accordance with the
Load Line Convention requirement.

(b) Hogging
weight.


SHIP CONSTRUCTION
Sagging
buoyancy.

Methods used to minimize the effect of ‘hogging’ and ‘sagging’
Hogging and sagging are longitudinal bending stresses, which may occur
when a ship is in a seaway, or which may be caused in loading her. When she is
being loaded, too much weight in the ends may cause her to hog, or if too much
weight is placed amidships, she may sag.

(c) Tank stabiliser
There are three basic systems of roll-damping using free surface tanks:
(a) Passive Tanks
(b) Controlled Passive Tanks
(c) Active Controlled Tanks
These systems do not depend upon the forward movement of the ship and are
therefore suitable for vessels such as drill ships. In introducing a free surface to
the ship, however, there is a reduction in stability which must be considered
when loading the ship.


SHIP CONSTRUCTION
(d) Framing
The shell plating and decks are supported by framing, which may consist
of a series of bars arranged transversely with associated longitudinal girders, or
of bars arranged longitudinally with associated with transverse deep beams and
Transverse frames mainly resist racking forces due to rolling, and
longitudinal frames contribute most to longitudinal strength, but both systems
experience the following forces:
etc.
masts, etc.


SHIP CONSTRUCTION
36. Sketch and describe double bottom tank construction. Why double bottom
tanks are constructed? (16 marks)
MMEA.29 BOE.2.11
Double Bottom Structure

To draw one figure


SHIP CONSTRUCTION
Double bottom tank construction

Double bottom tank is space between the bottom of the ship and the tank
top. The tank top may be provided at a minimum height above the bottom
shell, and maintained watertight to the bilges with margin plates.
The minimum depth of the double bottom in a ship will depend on the
classification society’s requirement for the depth of centre girder.
This provides a considerable margin of safety, since in the event of
bottom shell damage only the double bottom space may be flooded.
The space is not wasted but utilized to carry oil fuel and fresh water
required for the ship, as well as providing ballast capacity for trimming purposes.
Watertight centre girder is fitted above the centre of key plate along the
ship to divide as double bottom tanks.
To support bottom shell and the tank top, fitted non-watertight floors
and side girders depend on the length and width of ship.
The floors are connected to side frames with margin brackets. The tank
consists of vent, watertight manhole door, suction and filling pipe.
The increase in height of the inner bottom is always by a gradual taper in
the longitudinal direction, to prevent discontinuities in the structure.
Double bottoms may be framed longitudinally or transversely. If the ship’s
length exceeds 120 m, it is considered desirable to adopt longitudinal framing.
The double bottom tanks are divided transversely by watertight floor to
with stand the liquid pressure. The solid floors are fitted every heavy loaded
places such as under bulkheads, machinery room and boiler. Bracket floors are
fitted at intermediate frame spaces


SHIP CONSTRUCTION
In way of the machinery spaces the double bottom depth is also increased
to provide appreciable capacities of lubricating oil and fuel oil.
Double bottoms in the way of machinery spaces which are adjacent to the
after peak are required to be transversely framed.

DB tanks are constructed for the following purposes.
1. Being double hull, in event of SW ingress.
2. Protection of shell in the events of damage to bottom shell.
3. Tank top being continuous increases the longitudinal strength.
4. To act as platform for cargo and machinery.
5. Can be used for storage of fuel, fresh water, ballast, etc. and for
correcting list, trim and draught.
6. Diminish oil pollution, in the event of collision.


SHIP CONSTRUCTION
37.Q: (a) How to construct a double bottom tank on board. (6Ms)

(b) Explain the various types of floors used in a double bottom tanks
and state where they are used. (10Ms)
A: MMMC.20 BOE.5
(a)Double Bottom Construction
Double bottom tank is space between the bottom of the ship and the
tank top. The tank top may be provided at a minimum height above the bottom
shell, and maintained watertight to the bilges with margin plates.
The minimum depth of the double bottom in a ship will depend on the
classification society’s requirement for the depth of centre girder.
Watertight centre girder is fitted above the centre of key plate along the
ship to divide as double bottom tanks.
To support bottom shell and the tank top, fitted non-watertight floors
and side girders depend on the length and width of ship.
The floors are connected to side frames with margin brackets. The tank
consists of vent, watertight manhole door, suction and filling pipe.

(b) Types of floors used in a double bottom tanks and their uses.

1. The double bottom tanks are divided transversely by watertight floor to with
stand the liquid pressure.
2. Inside the tank, bottom shell and tank top are supported at intervals of not
more than 3m by solid floor and bracket floor which are non-watertight.
They are constructed with centre girder, side girder and margin plate to
meet the shell.

SHIP CONSTRUCTION
3. Solid floor has the large lightening holes, small air release and drain holes. It
is a continuous plate and side girder is intercostals. The solid floors are fitted
every heavy loaded places such as under bulkheads, machinery room and
boiler.
4. If a bracket floor is attached centre girder and margin plate with large
flanged brackets. Additional support is given by side girder and intermediate
struts. Bracket floors are fitted at intermediate frame spaces.


SHIP CONSTRUCTION
38. Sketch and describe machinery space double bottom as a stabilizer

strength.(16 marks)
MMEA.41 BOE ( )

Machinery space double bottom
It has already been indicated that in the machinery spaces additional
transverse floors and longitudinal intercoastal side girders are provided to
support the machinery effectively and to ensure rigidity of the structure.
The main engine seatings are in general integral with this double bottom
structure, and the inner bottom in way of the engine foundation has a sub-
stantially increased thickness.
Often the machinery is built up on seatings forming longitudinal bearers
which are supported transversely by tripping brackets in line with the double
bottom floors, the longitudinal bearers being in line with the double bottom side
girders.
The construction of the double bottom in the machinery space regardless
of framing system has solid plate floors at every frame space under the main
engine.
Additional side orders are fitted outboard of the main engine seating, as
required, the double-bottom height is usually increased to provide fuel oil,
lubricating oil and fresh water tanks of suitable capacities.
Shaft alignment also requires an increase in the double-bottom height .or
a raised seating, the former method usually being adopted.
Continuity of strength is ensured and maintained by gradually sloping the
tank top height and internal structure to the required position.

SHIP CONSTRUCTION
Additional support and stiffening is necessary for the main engines,

boilers, etc. to provide a vibration-resistant solid platform capable of supporting
the concentrated loads.
On slow-speed diesel engine ships the tank top plating is increased to 40
mm thick or thereabouts in way of the engine bed plate.
This their capacity determined. All double-bottom tanks are tested on
completion by the maximum service pressure head of water or an equivalent air
test.


SHIP CONSTRUCTION
39. With reference to the oil tankers define the following terms.(4 Marks each)
(a) SBT (Segregated ballast tank) (c) LOT (load on top)
(b) CBT (Clean ballast tank) (d) IGS (Inert gas system)
ww.24 BOE.11
(a) Segregated Ballast Tank (SBT)

A ballast tank which is completely separated from the cargo oil and oil
systems and which is permanently allocated to carriage of ballast or cargoes
other than oil or noxious substances.
Where segregated ballast lines pass in way of cargo oil tanks they are to
be of steel and substantial thickness (not less than 16 mm) having welded or
heavy flanged joints.
The amount of ballast required for safe and efficient sailing is 35 to 40%
of deadweight under good weather conditions and 50 to 60% when heavy
weather is encountered.

(b) Clean Ballast (CBT)

Dedicated clean ballast is the ballast in a tank which since oil was last
carried therein, has been cleaned for the purpose of carrying dedicated clean
ballast only.
Dedicated clean ballast tanks shall be selected so as to provide adequate
capacity to enable the tanker to comply with the relative draught and trim
requirements.

(c) Load-on-top (LOT)
Oil and water mixture resulting from ballasting and cleaning to be
collected and settled on board in slop tanks.
This mixture can be pumped ashore at loading terminals which have
special reception facilities and thus reduce risk of oil pollution at sea.
If the mixture cannot be pumped ashore the new cargo can be loaded on
top and pumped ashore at the discharge port.

SHIP CONSTRUCTION
(d) Inert gas system (IGS)

For the Safety of Oil Tank vessels against fire and explosion risks Inert Gas
Systems are fitted.
An Oil Tanker carries petroleum cargo, which give out flammable vapors.
In the absence of Inert gas, any source of ignition will cause the atmosphere
within a tank on the tanker to explode.
Inert gas is a gas which contains insufficient oxygen to support
combustion. Keeping tanks inerted means cutting one side of the fire triangle
and hence avoiding any chances or fire or explosion.


SHIP CONSTRUCTION
40. Describe with the aid of sketches, where and why are deep tanks fitted on
merchant ships,
how they are constructed, and the methods of tests. (16 marks)
ww.28 MMMC.24 BOE.8

Deep Tanks

where and why are deep tanks fitted on merchant ships
Deep tanks are fitted on merchant ships to provide ballast capacity,
improving the draft with little trim, when the ship was light. They are frequently
used for carrying general cargoes and also utilised to carry special liquid cargoes.
Most ships now have their machinery arranged aft or three-quarters aft, and are
fitted with deep tanks forward to improve the trim in the light conditions.

SHIP CONSTRUCTION

Construction

A deep tank is smaller than a cargo hold and of a much stronger construction.
Bulkhead stiffeners are spaced not more than 600 mm apart and have brackets
at the head and the foot. The deep tank construction employs strong webs,
stringer plates and girders, fitted as closely spaced horizontal and vertical frames.

Deep tanks used for bunker tanks must have wash bulkheads if they extend
the width of the ship, to reduce free surface effects of the liquid. As these tanks
may also be fitted immediately forward of the machinery space, a pipe tunnel is
generally fitted through them with access from the engine room.

Methods of tests

Deep tanks are tested by subjecting them to the maximum head of water to
which they might be subject in service. This should not be less than 2.45 metres
above the crown of the tank.


SHIP CONSTRUCTION
.Q.(a) Where and why are Deep tanks fitted on merchant ships ? (4Ms)
(b) Describe with the help of suitable sketches, the important aspects of
Deep tank construction, including the scantlings. (10Ms)
(c) What is the method of testing for Deep tank? (2Ms)
mmmc.24

SHIP CONSTRUCTION
41. (a)What is “balanced rudder” ? (2)

(b)Sketch and describe the above type of rudder. (14)
ww.22 BOE ( )
(a) Balanced Rudders
When 25% to 30% of the rudder area is forward of the turning axis there
is no torque on the rudder stock at certain angles and such an arrangement is
therefore known as a 'balanced rudder'.
(a) Balanced Rudder

Rudder Carrier Bearing
Stuffing Box
Rudder Trunk
Lifting Hole

SHIP CONSTRUCTION
Modern rudders are of streamlined form and are fabricated from steel
plate, the plate sides being stiffened by internal webs.
Where the rudder is fully fabricated, the vertical and horizontal stiffening
webs are welded to one side plate.
The other plate, often called the 'closing plate', is then welded to the
internal webs from the exterior only. This may be achieved by welding flat bars
to the webs prior to fitting the closing plate, and then slot welding the plate.
A lifting hole, in form a short piece of tube welded through the rudder
with doubling at the side and closing plates, is provided in the rudder to enable
a vertical in-line lift of the rudder when it is being fitted or removal.
A drain hole is provided at the bottom of the rudder to check for water
entry when the ship is examined in drydock.
Interior surfaces are suitably coated to prevent internal corrosion. In
some cases the rudder may be fitted with an inert plastic foam.
The rudder is tested under a head of water 2.45 metre above the top of
the rudder.


SHIP CONSTRUCTION
42.Q:(a) How to identify the Un-balance rudder, Semi-balance rudder and

Balance rudder? (3Ms)
(b) Explain the construction of the un-balanced rudder with aid of
sketch. (13Ms)
A: MMMC.11 BOE ( )
(a) (i)A rudder with all of its area, aft of the turning axis is known as
‘unbalanced rudder’.
(ii) A rudder with a small part of its area, less than 20%, forward of the
turning axis is ‘semi-balanced rudder’.
(iii)When 25% to 30% of the area is forward of the turning axis there is no
torque on the rudder stock at certain angles and such an arrangement is
therefore known as a ‘balanced rudder’.
(b) Un-balanced rudder

Fig. Unbalance Rudder

SHIP CONSTRUCTION
1. A rudder with all of its area, aft of the turning axis is known as ‘unbalanced
rudder’.
2. Un-balance Rudder is constructed with double plate and internal webs
stiffening. Lifting hole and drain plug are provided at rudder.
3. Rudder and the lower part of stock are connected by horizontal coupling.
4. Weight of the rudder rest on bearing pintle to prevent the rudder from
jumping.
5. The locking pintle is fitted with bolts and nuts to upper rudder arm.
6. All pintles must be tapered in the upper part to hold them fast in the rudder
arm.
7. Pintle must be of same depth as the gudgeon in which they turn.
8. They are fitted with liners to reduce wear.
9. Accuracy of alignment between the pintle and the upper stock is highly
desirable.
10. If this hardened steel disc is placed in the bottom of the gudgeon to take
wear and reduce friction.
11. A vertical hole in the bottom of gudgeon allows the disc to be punched
out when its needs renewing.
12. Eddy plate or fashion plate is welded at the forward end of rudder to give
the stream line water flow to rudder.


SHIP CONSTRUCTION
43. (a) Sketch and describe two types of rudder and forces exerted on it. (8 ms)
(b) Sketch and describe separate rudder carrier and stuffing box. (8 marks)
MMEA.43. BOE.4.9

(a) Two types of rudder and forces exerted on it.
The rudder is used to steer the ship. The turning action is largely dependent
on the area of the rudder.
The required area of rudder varies with different type of vessels since
desired manoeuvring ability differs considerably and the general ship design
may impose restrictions.
In practice the rudder area is usually related to the area of the immersed
middle plane.
When a rudder is turned from the centerline plane to any angle, the rudder
flows round the rudder and creates an additional resistance on that side of the
centerline.
The force which acts on the rudder parallel to the centerline has two
components:

1. the force created by the formation of streamlines round the rudder, i.e.
due to change in direction of the water;

2. the suction on the after side of the rudder caused by eddying.

SHIP CONSTRUCTION

(b) Separate rudder carrier and stuffing box.
The rudder is supported by pintles which fit into the gudgeon. The upper
part of each pintle is tapered and fits into a similar taper in the rudder gudgeons.
The pintle is pulled hard against the taper by means of a nut with some
suitable locking device.
A brass liner is fitted around the lower part of the pintle. Lignum vitae or
some synthetic material like Tufnol is used for bearing. The bottom pintle,
bearing pintle, rests on a hardened steel disc.
A hole is drilled in the gudgeon, with a smaller hole in the bearing disc, to
allow for circulation of water which acts as lubricant for bearing, and allows the
bearing disc to be punched out when worn .
The weight of the rudder may be carried partly by the lower pintle and
partly by a rudder carrier within the hull.
In some rudder types, such as the spade type, the full weight is carried by
the carrier.

SHIP CONSTRUCTION
A rudder carrier may incorporate the watertight gland fitted at upper end
of the rudder trunk.
Most of the rudder's weight may come onto the carrier bearing if
excessive wear down of the lower pintle occurs, and the bearings have cast iron
cones which limits their wear down.


SHIP CONSTRUCTION
44.Q:(a) Sketch and describe the arrangements of rudder stock and

gland.(10Ms)
(b)Explain also about the method of suspension of a pintleless
rudder.(6Ms)
A: MMMC.8 BOE.1
(a) Rudder Stock carrier:

Fig. Rudder Carrier
1. The upper part of the rudder carrier is keyed to the stock so that they turn
together.
2. The major part of the rudder's weight is transferred to the lower bearing
surface of rudder carrier through the Cone.
3. The lower half of the carrier is bolted into a heavy insert plate in the deck of
the steering flat.


SHIP CONSTRUCTION
Watertight gland for Rudder Stock:

Fig. Water tight gland for Rudder Stock
1. The gland and carrier may be combined or separate items of equipment.
2. A separate watertight gland is often fitted where the stock enters the
rudder trunk.
3. This arrangement provides access to a greater length of the rudder stock,
removes the need for a watertight construction of the carrier bearing and
reduces the unsupported length of the stock.

(b) The method of suspension of a pintleless rudder
1. The rudder post passes through the tube of rudder,
2. It is bolted to a palm on the stern frame at the top and
3. pulled against a taper in the lower gudgeon.
4. A horizontal coupling is attaching the stock to the rudder with the aid of
fitted bolts.
5. The upper stock is usually supported by a rudder carrier.

SHIP CONSTRUCTION
45. Sketch and describe the arrangements of a rudder stock, rudder trunk and
rudder carrier bearing, also stating about the method of suspension of a
spade rudder. (16 marks)
ww.27 BOE ( )
Rudder stock
Rudder stock may be of cast or forged steel. The diameter of stock in
accordance with the torque or bending moment it is to withstand. Lower end of
stock is connected to rudder by a horizontal or vertical bolted coupling.

Rudder trunk
Rudder stocks are carried in the rudder trunk, which as a rule is not made
watertight as its lower end, but a watertight gland is fitted at the top of the trunk
where the stock enters the intact hull. This trunk is kept reasonably short so that
the stock has a minimum unsupported length , and may be constructed of plates
welded in a box form with the transom floor forming its forward end.
A small opening with watertight cover may be provided in one side of the
trunk which allows inspection of the stock from inside the hull in an emergency.


SHIP CONSTRUCTION

Rudder carrier bearing
Weight of rudder may be carried partly by the lower pintle and partly by a
rudder carrier bearing within the hull. In some rudder types, for example, the
spade type which is only supported in the hull, the full weight is borne by the
bearing.

A rudder carrier bearing may incorporate the watertight gland fitted at the upper
end of the rudder trunk.


SHIP CONSTRUCTION
46.Q:(a) Why do the aft end construction of ship require the heavy stiffening
structure? (2Ms)
(b) What types of stern are used for ship? (2Ms)
(c) Sketch and describe one type of stern construction fitted to a single
screw ship and discuss its advantages. (12Ms)
A: MMMC.6 BOE( )
(a) The aft end construction has an amount of overhanging structure to accept
the steering gear below deck and mooring equipment higher up on the
weather deck. This arrangement leads to large slamming forces in the after
part of ship and require the heavily stiffened structure.
(b) They are cruiser stern and transom stern.
(c) Transom stern
1. Transom stern has the flat Stern and a greater deck area aft.
2. Solid plate floors are also fitted together with a centre girder.
3. Vertical stiffeners are used around the shell plating.
4. These vertical stiffeners are bracketed to the floor and to the deck beams.
5. The floor and deck beams run transversely across the stern.
6. A deep horizontal stringer can provide additional stiffening to the shell
plating.
7. A deep centre girder runs beneath each of the decks at stern.
8. It is bracket to the deep web at the centerline of the after shell plating.
9. This web is likewise bracketed to the various decks in the stern and to the
solid-plate floor.
10. Advantages of this stern are reducing the production costs and the
bending moment on the aft structure because of the unsupported overhang.

SHIP CONSTRUCTION

Figure: Transom stern


SHIP CONSTRUCTION
47.Q:(a) Sketch and describe the construction of a stern frame.(14Ms)

(b) What problem will be occurred if the connection of stern frame to the
hull structure is not strong enough. (2Ms)
A: MMMC.9 BOE.1
(a)

Fig. Stern frame for Single Screw Ship


SHIP CONSTRUCTION
1. The shell plating at the after end is terminated by the stern frame.
2. This is usually a casting, but fabrications and forgings are sometimes used.
3. In single-screw ships the stern frame has a boss on the centreline for the
tailshaft. 4. An enough side of the boss’s hole is provided for the propeller to
operate in.
4. The lower part of the stern frame may provide a support for the rudder post.
5. An overhanging section may provide gudgeons for the rudder upper pintles.
6. The upper side of stern frame provide connecting points to the floors of the
after end construction.
7. The transom post and vibration post are ensure that vibrations caused by
propeller are kept to a minimum.
9. Larger stern frame, particularly those of cast construction, are manufactured in
two parts and bolted together. After careful alignment, it is weld.

(b) If the connection of stern frame to the hull structure is not strong enough,
then serious vibrations would be set up in the after end of the ship by turning of
propeller.


SHIP CONSTRUCTION
48.Q. Sketch and describe the Retractable active fin stabilizer regarding the
construction and how it is operate to stabilize the ship.
(16Ms)
MMMC.12 WW.25 BOE.5.7.9
A. Retractable active fin stabilizer.

Fig. Retractable active fin stabilizer
Construction or Fin Stabilizer
- Two fins extend from the ship side at about bilge level.
- The fins are usually rectangular, having aerofoil cross-section, and turn through
about 20°.
- Many are fitted with tail fins which turn relative to the main fin through a
further 10°.
- Most fins are retractable, either sliding into fin boxes transversely or hinged
into the ship.
- Hinged fins are used when there is a restriction on the width of ship.

SHIP CONSTRUCTION

How it is operate to stabilize the ship.
- They are turned in opposite directions as the ship rolls.
- The forward motion of the ship creates a force on each fin and hence produces
a moment opposing the roll.
- When the fin is turned down, the water exerts an upward force. When the fin
is turned up, the water exerts a downward force.
- The fins are turned by means of an electric motor driving a variable delivery
pump, delivering oil under pressure to the fin tilting gear.
- The oil actuates rams coupled through a lever to the fin shaft.
- The equipment is controlled by means of two gyroscopes, one measuring the
angle of roll and the other the velocity of roll.
- The movements of the gyroscopes actuate the relays which control the angle
and direction through which the fins are turned.
- It should be noted that no movement of stabilizer can take place until there is
an initial roll of the ship.


SHIP CONSTRUCTION

Q .(a) How do you understand “Fin Stabilizers” ? (4)
(b) Draw a sketch of the mechanism controlling it. (6)
(c) Explain how the angle and direction through which the fins are turned
controlled. (6) ( How to Operated)
ww.25 mmc.12 ပုံေတာ့ ႏွစ္ပုံၾကည့္ စာတူူတူပဲၾကည့္

SHIP CONSTRUCTION
49. What is the purpose and construction system of bilge keel? Explain with
sketch in detail. (16 marks)
MMEA.38 BOE( )
Bilge Keels
A flat keel fitted along the bilge radius either side of the ship nearly half its
length.
They are attached to the ship’s side as following.
• The bilge keel is fitted at right-angles to the bilge radiused plating.
• Construction is of steel plate with a stiffened free edge or a section such
as a bulb plate.
• The outer joint of bilge keel may be riveted or lightly welded. So that outer
joint is easy to break and leave the hull undamaged.
A doubling plate should be welded to both ends of the bilge plating and
tapper at both ends.

Purpose of bilge keels:
(i) Reduces the ship rolling.
(ii) Gives longitudinal strength to bilge strake.

Bilge keels are intended to resist rolling. Their effects may be summarized as
follows:
(a) Direct resistance between bilge keel and water has a
comparatively weak effect.
(b) They slightly increase the ship's period of roll.

SHIP CONSTRUCTION
(c) They upset the transverse streamlines of the ship's hull and thus
set up eddy-currents and increase the 'wave making resistance'.
(d) They increase water pressure over a large area of the ship's hull
and this pressure acts in such a direction as to damp the rolling.


SHIP CONSTRUCTION
50. Sketch and describe sea-inlets with refer to the fitting through of a ship. (16
marks)
MMEA.39
Where the piping system requires water to be drawn from the sea, for
example fire and washdeck, ballast and machinery cooling systems.
The inlet valve is fitted to a substantial box within the line of the shell
plate containing the sea inlet opening.
This opening is to have rounded corners and be kept clear of the bilge
strake if possible.
The sea inlet box is to have the same thickness as the adjacent shell but is
not to be less than 12.5 mm thick and need not exceed 25 mm.
Sea inlets in tanker pump rooms within 40 per cent of the ships midship
length are required to have compensation generally in the form of a heavier
insert plate in the shell.
A grill may be fitted over the opening and a sacrificial anode will normally
be fitted because the valve metal and steel box set up a galvanic cell.
All discharges from above or below the freeboard deck from enclosed
spaces are to have an efficient non-return arrangement fitted.
Arrangements and their control are specified according to the discharge
distance from the summer load waterline.
Manned machinery space inlets and outlets are to have readily accessible
controls and valve position indicators.
Scuppers from open spaces may be led directly overboard.


SHIP CONSTRUCTION

SHIP CONSTRUCTION
51.Q: Discuss with the aid of diagrammatic sketches following anti-rolling

tanks regarding how to stabilize the ship.
(a) Passive tank (8Ms)
(b) Active controlled tanks. (8Ms)
A: MMMC13 BOE( )
(a) Passive Tanks

1. Two wing tanks are connected by a duct having a system of baffles.
2. The tanks are partly-filled with water.
3. When the ship rolls, the water moves across the system in the direction of
the roll.
4. As the ship reaches its maximum angle and commences to return, the water,
slowed by the baffles, continues to move in the same direction.
4. Thus a moment is created, reducing the momentum of the ship and hence
decreasing the angle of the subsequent roll.
5. The depth of water in the tanks is critical and it depends upon the
metacentric height.
6. The tank must be tuned for any loaded condition by adjusting the level,
otherwise the movement of the water may synchronize with the roll of the
ship and create dangerous rolling conditions.

SHIP CONSTRUCTION

(b) Active Controlled Tanks

1. In this system the water is positively driven across the ship in opposition to
the roll.
2. The direction of roll and direction of the water, changes rapidly.
3. It is therefore necessary to use a uni-directional impeller in conjunction with
a series of valves.
4. The impeller runs continually.
5. The direction of the water is controlled by valves.
6. The valves are activated by a gyroscope system.


SHIP CONSTRUCTION
52. (a) How do you understand “Tank Stabilizers” ? (4)

(b) Describe about a passive tank, with the aid of sketches. (12)
WW.8 BOE ( )
(a) Tank stabiliser
There are three basic systems of roll-damping using free surface tanks:
(a) Passive Tanks
(b) Controlled Passive Tanks
(c) Active Controlled Tanks
These systems do not depend upon the forward movement of the ship and
are therefore suitable for vessels such as drill ships.
In introducing a free surface to the ship, however, there is a reduction in
stability which must be considered when loading the ship.

(b) Passive Tanks


SHIP CONSTRUCTION

Two wing tanks are connected by a duct having a system of baffles. The
tanks are partly-filled with water.
When the ship rolls, the water moves across the system in the direction
of the roll.
As the ship reaches its maximum angle and commences to return, the
water, slowed by the baffles, continues to move in the same direction.
Thus a moment is created, reducing the momentum of the ship and hence
decreasing the angle of the subsequent roll.
The depth of water in the tanks is critical and it depends upon the
metacentric height.
The tank must be tuned for any loaded condition by adjusting the level,
otherwise the movement of the water may synchronise with the roll of the ship
and create dangerous rolling conditions.
Alternatively the cross-sectional area of the duct may be adjusted by
means of a gate valve.


SHIP CONSTRUCTION
53.Q: Explain the construction of ship’s stem with aid of sketch.(16Ms)

A:MMMC.5 BOE ( )

Figure: Fore End Construction

The stem is formed by a solid bar which runs from the keel to the load
waterline.
In riveted ships this bar is rectangular, allowing the shell plating to be
overlapped and riveted by two rows of rivets.
The shell plating is stopped about 10 mm from the fore edge of the bar in
order to protect the plate edges.
At the bottom, the foremost keel plate is wrapped round the bar and,
because of its shape, is known as a coffin plate.

SHIP CONSTRUCTION
A similar form of construction is used at the top. In welded ships the bar
is a solid round which improves the appearance considerably, particularly where
the keel and side plates overlap.
Above the stem bar the stem is formed by plating which is strengthened
by a welded stiffener on the centre line, the plating being thicker than the
normal shell plating near the waterline but reduced in thickness towards the
top.
The plate stem is supported at intervals of about 1m by horizontal plates
known as breast hooks, which extend from the stem to the adjacent transverse
frame.
The breast hooks are welded to the stem plate and shell plating and are
flanged on their free edge.
Modern stems are raked at 15° to 25° to the vertical, with a large curve
at the bottom, running into the line of the keel.
Above the waterline some stems curve forward of the normal rake line to
form a clipper bow.


SHIP CONSTRUCTION
54.Q: Sketch and describe the construction of a bulbous bow and briefly
comment on the advantages and disadvantage of fitting this bow to certain
vessels. Sketch (4M)
A: MMMC.19 MMEA.31 ww.4 BOE.

Figure: Bulbous Bow
Construction of Bulbous bow
- The stem plating is formed by steel plates supported by a centreline welded
stiffener and breast hook 1 m apart.
- The outer bulb plating is thicker than the normal shell plating because of
high water pressures and the possible damage by anchors and cables.
- The reduced width at the waterline is caused by the bulb. The horizontal
stringers consist of perforated plates which are fitted full width and length
of the bulb.

SHIP CONSTRUCTION
Advantage to fit bulbous bow:

- A bulbous bow also increases the buoyancy forward and reduces the
pitching of the ship.
- A wave is created just behind the sphere and interferes with the normal
bow wave that results in a smaller bow wave. Thus the wave making
resistance is reduced and the ship speed is increased.
Disadvantage to fit bulbous bow:
- The wetted surface area of the ship is increased, causing a slight increase in
the frictional resistance.

MMEA31.Discuss, with the aid of detailed drawings, about bulbous bow
thoroughly.(16 ms)

WW.4. (a) What is bulbous bow ? (4)
(b) Explain, with aid of a sketch, how it is constructed and why such an
arrangement is used.(12)

(a) Bulbous Bow
- The bulbous bow is fitted to reduce the ship’s resistance. Arrangements
vary from a casting plated into the forward end to a fully radiused plated
structure, or in some cases a cylindrical shape plated into the forward end.
This arrangement also increases the buoyancy forward and reduces the
pitching of the ship.


SHIP CONSTRUCTION
55.Q: (a) S & D Chain Locker, anchor and cable arrangements.(8Ms)

(b) S &D Anchor end cable clench arrangement. (6Ms)
(c) How to release the anchor during emergency? (2Ms)
A.MMMC.10 BOE ( )
(a)

Figure: Chain Locker, anchor cable arrangement
1. The chain locker is normally fitted forward of the collision bulkhead.

2. Chain locker’s size and empty space are adequate to house all the anchor
cable.
3. The chain locker should be as low as practicable to reduce the height of the
centre of gravity of the considerable mass of the cables.
4. A perforated floor or grating is fitted at the bottom to provide a drainage well
and keep the cable out of mud and water.
6. The forecastle deck forms the top of the locker with the spurling pipe at the
centre.
7.The spurling pipe is made of heavy plate with a solid round bar as a chafing

SHIP CONSTRUCTION
7. The hawse pipe is fitted to enable a smooth run of the anchor cable to the
windlass and to maintain the watertight integrity of the forecastle.
8. It travels over the bow stopper and on to the windlass cable lifter drum.
Windlass may be either steam or electric driven.
9. From the cable lifter it drops vertically down into the chain locker below,
through the spurling pipe.
10. Cable stopper is made by casting with a hinge lever.
11. The end of the Chain cable must be connected to the deck or bulkhead in the
chain locker.

(b)
Figure: Cable Clench arrangement

The end of the cable must be connected to the deck or bulkhead in the
chain locker. The existing stiffeners fitted to the fore side of the collision
bulkhead.


SHIP CONSTRUCTION

56. (a) Describe, with the aid of sketches, about an anchor cable arrangement.
(b) Explain the method of locking in stowed position, with the aid of a
sketch. each(8)
ww.13 BOE
(a) Anchor Cable Arrangement
The forecastle deck houses the windlass which raise and lower the anchor
and cable.
The anchors are housed against the forward side shell, sometimes in
special recessed pockets.
The anchor cable passes through the hawse pipe on to the forecastle
deck.
The hawse pipe is fitted to enable a smooth run of the anchor cable to
windlass and to maintain the watertightness of the forecastle.
It travels over the bow stopper and on to the windlass cable lifter drum.
Windlass may be either steam or electric driven.
From the cable lifter it drops vertically down into the chain locker below,
through the spurling pipe.
Cable stopper is made by casting with a hinge lever. The end of the Chain
cable must be connected to the deck or bulkhead in the chain locker.
.


SHIP CONSTRUCTION

The chain locker should be as low as practicable to reduce the height of
the centre of gravity of the considerable mass of the cables.
the centre.
The spurling pipe is made of heavy plate with a solid round bar as a chafing


SHIP CONSTRUCTION
(b) Method of locking in stowed position

The final link of the anchor cable is secured to the ship's structure by a
clench pin.
An insert heavy plate pocket is fitted into the chain locker side with a
vertical pin holding the final link of the anchor cable.
A hand-wheel assembly on deck is used to raise the pin and release the
link.
A situation may arise where the safety of the ship does not allow time to
raise the anchor.
By releasing the clench pin all the cable can quickly pass out of the chain
locker, leaving the ship free to proceed out of danger.

SHIP CONSTRUCTION
57. Sketch and describe the followings.

(a) Anchor cable termination detail. (8 marks)
(b) Anchor cable releasing mechanism for emergency use. (8-marks)
MMEA.32 BOE.
(a) Anchor Cable termination details.
the centre. The hawse pipe is fitted to enable a smooth run of the anchor cable
to windlass and to maintain the watertightness of the forecastle.
clench pin.
Port and starboard cables are stowed separately in the locker. The end of
the Chain cable must be connected to the deck or bulkhead in the chain locker.
It is desirable to have an arrangement for slipping the cable from outside
the chain locker.


SHIP CONSTRUCTION
(b) Anchor cable releasing mechanism for emergency use.

clench pin.
A hand-wheel assembly on deck is used to raise the pin and release the
link.
A situation may arise where the safety of the ship does not allow time to
raise the anchor.
By releasing the clench pin all the cable can quickly pass out of the chain
locker, leaving the ship free to proceed out of danger.

Anchor cable releasing mechanism for emergency use.


SHIP CONSTRUCTION
58.Q: (a)Explain a steel hatch cover with sketch. Explain how the hatch is made
watertight. (12Ms)
(b)How to carry out the water leakage test for hatch cover? (2Ms)
(c) What is hatch coaming? (2Ms)
A: MMMC.7

Figure: Steel hatch cover opening / closing

1. Steel hatch covers are supported by self supporting type.
2. The covers are arranged in four to six sections.
3. They have rollers which rest on a runway.
4. The lower rollers are mounted on the eccentric bushes for raising or lowering.
5. These upper rollers are joined by lengths of chain so that they can be pulled
along the track.
6. The covers are opened by rolling them to the end of the hatch.
7. They tip automatically into the vertical position as stowed position.
8. The separate sections of the covers are joined by means of wire rope or chain.
9. Hatch covers’ opening or closing is a continuous action.
10. A winch is used for opening and closing.
11. The covers interlock at their ends. It has fitted with packing and pressed
down by wedges to ensure the water tightness.
12. Cross joint wedges should be 1.5 meter apart.
13. At the hatch sides the covers are held down by cleats which may be manual
or hydraulically operated.
14. Cleats are 2 meters apart with a minimum of 2 cleats per panel.


SHIP CONSTRUCTION
(b) Water Hose leak test for hatch cover:

1. The hatch cover is closed and secured.
2 Apply water with hose of 20 to 30 mm diameter and distance from 1 to 1.5 m
along the seal joint at a speed of 1 m per 2 sec.

(c) Coaming:

It is the vertical plate structure around a hatchway which supports the hatch
cover. The coamings are supported by vertical webs forming deep stiffeners.
On the weather deck the coamings must be at a minimum height of
600mm according to the load line regulations. This is to reduce the risk of water
entry to the holds.


SHIP CONSTRUCTION

ww19. (a) Sketch and describe a watertight hatch cover used on sea-going ships.
(8)
(b) State how hatch cover tightness are tested. (8)
(b) Tests carried out to ensure watertightnes
Water Hose leak test
• Close and secure the hatch cover.
• Apply water with hose of 20 to 30 mm from 1 to 1.5 m along the seal joint
at a speed of 1 m per 2 sec.
Chalk test
• May not be acceptable by external surveyor.
• Cover the compression bars of coaming and cross joint with chalk.
• Close /secure the hatch cover and reopen again.
• Check the chalk mark has left on all parts of the sealing materials.
Ultrasonic Leak Detection
• This test verified the weather tightness of hatch cover , doors and hold
access cover seal.
• Class approved equipment may be used .
• This test requires a signal generator to be placed inside the hold with the
hatch covers closed and sensor being passed round all compression joints
to the outside.


SHIP CONSTRUCTION
59. (a) Sketch the construction of a hatch way through a ship’s deck.
(8 marks)
(b) Describe the above sketch stating how the coamings are attached to the
structure and the steps taken to avoid excessive stress concentration at the
hatch corners. (8 marks)
ww.29
Hatchway
HALF BEAM

Hatchways are cut out of the deck, which results in reduction in strength
of the structure. The structure discontinuity caused by large opening on the deck
must be compensated.
At the hatch openings, the changes of plating material should be gradual
and well radius. Any sharp corner can be crack by stresses. Well-radius corners
must be used at the hatch corners.

SHIP CONSTRUCTION
The corners of openings are fitting the doubling plates or thicker insert
plates such as gusset. If the elliptical corners are used no need to fit the
doubling plates.
The end of half beams being connected to the hatch coamings and
supported by deck girders. Deck girder fitted in line with the side coaming for
support.
To support the coaming, deep hatch end beams being fitted. The hatch
end beams are stronger and are connected by flanged beam knees.
Coamings, which are vertical stiffeners, welded to the sides of the
hatchways.
Hatch Coaming is the vertical plate structure around a hatchway which
supports the hatch cover. The coamings are supported by vertical webs forming
deep stiffeners.
Hatch coaming heights depend upon position, Position 1 (on exposed
freeboard decks and on any superstructure decks within 0.25 ship’s length from
the forward perpendicular, 600mm, and Position 2 (on any other exposed decks),
450mm. This is to reduce the risk of water entry to the holds.


SHIP CONSTRUCTION
60. (a) Sketch an arrangement of funnel uptake , for a motor vessel. (10)
(b) Describe the above sketch, giving details of the method of attachment
of the funnel and how support is provided. (6)
ww.20. BOE.8 Sketch and label ေသခ်ာၾကည့္ စာကိုပုံၾကည့္ျပန္ေရး။
Funnel

The funnel consists of an outer casing protecting the uptakes. The outer
casing is constructed of steel plates 6 mm to 8 mm in thickness. It is stiffened
internally by ordinary angles or flat bars fitted vertically. Their scantlings depend
upon the size and shape of the funnel.
The uptakes from the boilers, generators and main engine are carried up
inside the funnel and stopped almost level with the top of the funnel. A steel
platform or rain flat is fitted at a height of about one metre inside the funnel.
This platform extends right across the funnel, holes being cut in for the uptakes
and access.

SHIP CONSTRUCTION
The uptakes are not connected directly to this platform because of

possible expansion, but a ring is fitted above and below the plating with a gap
which allows the uptake pipe to slide. Additional bellows expansion joints are
arranged where necessary.
In motor ships a silencer must be fitted in the funnel to the main engine
exhaust. This unit is supported on a separated seat.
Ladders and gratings are fitted inside the funnel to allow access for
inspection and maintenance.
Ventilation louvers are fitted on the after end of the funnel below the
upper platform. These louvers disperse the exhausts from the various
ventilators led up the funnel.
A hinged watertight door is fitted in the funnel, having clips which may be
operated from both sides, leading out on to the deck upon which the funnel
stands.


SHIP CONSTRUCTION
61. (a) Sketch and describe how bulwarks are constructed and attached to the
deck plates. (8)
(b) Since these are in the highly stressed region explain how transmission
of stress to the sheer strake are prevented. (8)
ww.3 mmea .35 BOE. ( )
(a) Bulwarks

Bulwarks fitted on weather decks are provided as protection for
personnel and are not intended as a major structural feature. They are therefore
light scantlings.
Bulwarks should be at least 1 metre high on the exposed freeboard and
superstructure decks.
The upper edge of a vertical plate stiffened at its top by a welded bulb
angle or plate and is supported by stays from the deck. On the forcastle of the
ships the stays are more closely spaced.

SHIP CONSTRUCTION
Freeing ports are cut in bulwarks forming well on decks in order that
water may quickly drain away. The required area of freeing ports is in
accordance with the Load Line Convention requirement.

(b)Prevention the transmission of stress to the sheer strake in highly stress
regions

The bulwarks are light scantlings and these bulwarks are much thinner
than the normal shell plating and are not regarded as longitudinal strength
members.
The connections of the bulwarks to the adjacent structures are of some
importance if high stresses in the bulwarks are to be avoided.
In welded ships, there must be no direct connection between the bulwark
and the sheer strake especially amidships.
Since the high stresses would be transmitted to the bulwark causing
cracks to appear, these cracks could pass through the sheer strake.
Bulwarks stays are welded to the stringers plate and the stays are more
closely spaced on the forecastle.
Where the bulwark is cut for any reason, the corners are well rounded
and compensation is also provided.
No openings are permitted in bulwarks near the end of superstructure.


SHIP CONSTRUCTION
62. What are the requirements for the following deck machineries
(a) Anchor handling equipment (6 marks)
(b) Mooring equipment (2 marks)
(c) Cargo handling equipment (8 marks)
ww.26 BOE.
(a) Anchor handling equipment
The efficient working of anchor windlasses is essential to safety of the ship.
Cable-lifter brakes must be able to control running of anchor and cable

when at 'letting go' at average speed 5 to 7 m/s.
Windlass must be able to heave anchor and cable, usually 20 to 40 tonne

weight, at a specified speed, 9 to 15 m/min.
Windlasses incorporate warp-ends for mooring purposes and light line
speeds of up to 0.75 to 1.0 m/s arerequired.
Slipping clutches may be fitted between drive motors and gearing to
safeguard the ship's hull and the anchor and cable.

(b) Mooring equipment
Full load duties of warping capstans and mooring winches vary between 3
and 30 tonne at 0.3 to 0.6 m/s, and twice full load speed for recovering slack
lines.


SHIP CONSTRUCTION
(c) Cargo handling equipment

Cargo winches used to lift and lower loads, to top and swing derricks, and to
warp ship.
Requirements
- Lift the load at suitable speeds
- Hold the load from running back
- Lower the load under control
- Take up the slack in the slings without undue stress
- Drop the load smartly on skids by answering the operator's application
- Allow the winch to be stalled when overload
- Have good acceleration and retardation.
In addition when the winch is electrically driven, the requirements are:-
- prevent the load being lowered at a speed which will damage the motor
armature
- stop the load running back should the power supply failed
- prevent the winch starting up again when power is restored until the
controller reset


SHIP CONSTRUCTION
63. Sketch and describe side doors, stating on what type of ships they are used.
(16) ww.2 mmea.40 BOE.8.10
Side Doors

1. Side door are available for ro-ro operations and are similar to stern
door/ramp installations.
2. Most side door installations are intended for quayside fork lift
operations.
3. Loaded onto a platform at the door by the quayside forklift and stowed
in the ship by another forklift truck. Instead of a loading platform on ships
trading to ports with high tidal ranges a ramp onto which the quayside forklift
truck drives may be fitted.
4. Elevator platforms may be fitted immediately inboard of the side door
to service various tween decks and the hold.

SHIP CONSTRUCTION
5. A particular type of elevator system is that developed for the

transportation of paper products especially newsprint.
6. The quayside forklift places the newsprint rolls on the height-adjustable
loading platform which together with the elevator platform
7.Elevator platform is fitted with roller conveyors. Movement of the roller
conveyors is automatic.
8. Upward folding doors are usually fitted to the side opening with
hydraulic cylinders actuating the hinge.
9. The load platform being fitted inside the door and automatically being
lowered when the door is opened.
10. Combined side door/hatch covers are fitted in designs where the ship
is low in the water relative to the height of quay in order to provide sufficient
head room for forklift truck operation.


SHIP CONSTRUCTION
64. (a) Sketch any one type of ramp fitted on the ships. (8 marks)
(b) Describe the above sketch, stating on which type of ships they are used
and how many types usually found. (8 marks)
ww.10
Ramps


SHIP CONSTRUCTION
Ro-Ro ships fitted with ramps usually have a stern ramp but some vessels
fitted with bow doors may also have a bow ramp.
Ramps may also be fitted internally to give access from deck to deck.
These can be hydraulically or mechanically tilted to serve more than one deck
and can be fixed in the horizontal position to serve as decks themselves.
In some ships they can even be raised into the hatch space and serve as
weathertight covers.
Stern ramps can be fixed axial ramps, fixed quarter ramps, slewing
ramps or semi-slewing quarter ramps.
The axial stern ramp may also serve as the stern door and can be lowered
or raised hydraulically or by wire rope arrangements.
The quarter ramp was designed for ro-ro ships using ports which are not
provided with right angled quays or link span connections.
The large articulated quarter ramp is raised and lowered by wire rope
purchase arrangements to hydraulic winches.
Slewing ramps serve a similar purpose to the quarter ramp, but are more
flexible. The slewing ramp moves around the stern on a curved guide rail, the
movement being affected by the lifting and lowering wire purchases which are
led to hydraulic winches.


SHIP CONSTRUCTION
65. Discuss the functions and types of pillars using in the ship construction with
related sketches. (16 marks) mmea.30
Pillars
The prime function of the pillars is to carry the load of the decks and
weights upon the decks vertically down to the ship’s bottom structure where
these loads are supported by the upward buoyant forces.
A secondary function of pillars is to tie together the structure in a vertical
direction.
Two different forms of pillar may be found within the main hull of a cargo
ship according to fulfilling their requirement functions.
Hold pillars primarily in compression are often without bracket
connections at their ends.
Machinery space pillars are heavily bracketed at their ends to permit
tensile loadings.
This latter type of pillar may also be found in tank spaces where the
crown of tank under pressure can put the pillar in tension.
Machinery space pillars are fabricated from angles, channels, or rolled
steel joists, and are heavily bracketed to suitably stiffened members.

Small pillars
Within the accommodation and in relatively small vessels solid round
steel pillars having diameters seldom exceeding 150mm may be fitted.
These may have forged palms at their head and heel, the head being
welded to a continuous angle fore and aft runner which supports the deck.

SHIP CONSTRUCTION

Machinery space pillars


SHIP CONSTRUCTION
66.Q: (a) What is “Grounding” in term of Docking? (1M)

(b) With the aid of sketches, what must be taken to ensure the strength
of normal keel, duct keel and tanker keel of ship to withstand the
load while docking? (6Ms)
(c) How to fit Keel block, Bilge blocks, Bilge shores and Breast shores
for ship while docking? What is purpose to fit them? (9Ms)
A:MMMC.17 BOE.
(a) In docking, the whole length of ship touches to the blocks is call grounding.

(b)

In normal keel and centre girder, together with the transverse floors is
quite sufficient for the purpose.
In duct keel, the width of the duct does not exceed the width of the keel
blocks.
The keel of an oil tanker is strengthened by fitting docking brackets, tying
the centre girder to the adjacent longitudinal frames at intervals of about 1.5 m.


SHIP CONSTRUCTION
(c)

Fig. Support in Dock
A ship usually enters dry dock with a slight trim aft. Thus as the water is
pumped out, the after end touches the blocks.
As more water is pumped out an up-thrust is exerted by the Keel blocks on
the after end, causing the ship to change trim until the whole keel from forward
to aft rests on the centre blocks.
In some cases Bilge blocks or Bilge shores are fitted after the water is out of
the dock.
In some docks, the blocks may be fitted into place while the water is still in
the dock.
At the ends of the ship, the curvature of the shell does not permit blocks to
be fitted and so Bilge shores are used.
As soon as the after end touches the blocks, shores are inserted between
the stern and the dock side, to centralize the ship in the dock and to prevent the
ship slipping off the blocks.
When the ship grounds its whole length, additional shores are fitted on
both side, holding the ship in position and preventing tipping. These shores are
known as breast shores and have some slight effect in preventing the side shell
bulging. They should preferably be placed in way of transverse bulkheads or side
frames.

SHIP CONSTRUCTION
67. What are the certificates and documents required to be kept on board the
ships for the international voyages.(16) ww.21
Certificates and Documents required to be kept on board for International
Voyages

All ships
1. International Tonnage Certificate (1969)
2. International Load Line Certificate
3. Intact stability booklet
4. Damage control booklets
5. Minimum safe manning document
6. Certificates for masters, officers or ratings
7. International Oil Pollution Prevention Certificate (IOPP)
8. Oil Record Book
9. Shipboard Oil Pollution Emergency Plan
10. Garbage Management Plan
11. Garbage Record Book
12. Cargo Securing Manual
13. Document of Compliance
14. Safety Management Certificate
15. International Sewage Pollution Prevention Certificate (ISPP)
16. International Ship Security Certificate (ISSC)
17. International Air Pollution Certificate ((IAPP)


SHIP CONSTRUCTION
Additional Certificates and Documents for a Passenger Ship

1. Passenger Ship Safety Certificate and a Record of Equipment, and
2. Exemption Certificate (if exemption has been granted to the ship),
3. Search and Rescue co-operation Plan for ships trading on fixed routes,
Additional Certificates and Documents for a Cargo Ship
1. Cargo Ship Safety Construction Certificate,
2. Cargo Ship Safety Equipment Certificate,
3. Cargo Ship Safety Radio Certificate.
4. Exemption Certificate (if exemption has been given),
5. Document of Compliance for ships carrying Dangerous Goods,
6. Dangerous goods manifest or stowage plan,
7. Document of authorization for the carriage of grain
Classification Certificates
1. Classification of Hull
2. Classification of Machinery
3. Classification of Automated Installations
4. Classification of Boilers
5. Classification of Refrigeration Installations
Commercial and other Documents
1. Ship Sanitation Certificate (WHO)
2. Maritime declaration of health
3. International Certificates of Vaccination
4. Seaman’s books
5. Deck log book
6. Engine Room log book

SHIP CONSTRUCTION
68. (a) Define “Corrosion” and Erosion”. (4 marks)

(b) Explain the following types of corrosion, stating how they occurred and
how they are controlled. (3 marks each)
(i) Uniform corrosion
(ii) Galvanic corrosion
(iii) Pitting corrosion
(iv) Fretting corrosion
ww.23 BOE.
(a) Corrosion
The natural tendency of a material to go back to its original state is called
corrosion. This occurs when a metal reacts with the environment. It is the
wasting of metals by chemical or electro-chemical reactions with the
environment.
Erosion
Erosion is the destruction of a metal gradually. Essentially it is the loss of
metal due to mechanical action, however, it may become associated with
electro-chemical corrosion under certain circumstances.

(b) (i)) Uniform corrosion
Occurs over the majority of the surface of a metal at a steady and often
predictable rate.
This kind of corrosion can be slowed down or stopped by
(1) Coat the surface with non-conducting medium (painting)
(2) Reduce conductivity of solution in contact with metal
(3) Apply current to material (cathodic protection).

SHIP CONSTRUCTION
(ii) Galvanic corrosion

Occurs when two different metals are placed in contact with each other and
is caused by the easier of one to give up electrons than the other. Special
features of this mechanism are
(1) Metals need to be in contact
(2) One metal needs to be significantly better at given up electrons than the
other
(3) An additional path for ion and electron movement is necessary.
(iii) Pitting corrosion
Occurs in materials that have a protective film such as a corrosion product or
when a coating breaks down.
Exposed metal gives up electrons easily and the reaction initiates tiny pits
with localized rapid attack.
Control can be ensured by
(1) Selecting a resistant material
(2) Frequent washing the surface
(3) Use of protective coating.
(iv) Fretting corrosion
Relative motion between two surfaces in contact by a stick-slip action causes
breakdown of protective films or welding of the contact areas allowing other
corrosion mechanisms to operate. It is prevented by
(1) Designing out vibration
(2) Lubrication of metal surface
(3) Increasing load between the surfaces to stop motion
(4) Surface treatments to reduce wear and increase friction coefficient.

SHIP CONSTRUCTION

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SHIP

COLLECTED BY MYO THURA TUN 1

No. Contents Pages

1. Ship construction terms AP, LBP, camber, sheer 6

2. Bilge keel, chain locker, duct keel, hawse pipe 8

3. Keel, center girder, collision bulkhead, sheer strakes 12

4. Displacement, DW, Freeboard, GT, NT, PPA 15

Freeboard and Load Line

5. Freeboard, freeboard deck, load line marking 18

6. Freeboard, Load line survey 20

7. Freeboard Requirement, Conditions of assignment, Type A , B 22

8. Local and structural stresses 25

9. High Tensile Steel , Aluminium alloys 27

10. Aluminum, advantages and disadvantages 29

Shell and deck Plating

11. Shell expansion plan, deck plating plan 31

13. Deck of vessel, Deck Transverse, deck plating plan 35

14. Discontinuities, Forecastle and Poop deck plating break 37

15. Construction of Container 40

16. Ore/oil bulk carrier 42

17. General Cargo Ship 44

18. Oil Tanker 46

COLLECTED BY MYO THURA TUN 2

Hogging, Sagging , Panting and Pounding

19. Static and dynamic forces hogging, sagging 48

20. Hogging, Sagging, Racking, Surging 45

21. Hogging Sagging, Minimized these effects 53

No. Contents Pages

22. Panting, Panting Stringer, Hogging, Sagging 55

23. Painting, Pounding, Precautions against pounding 58

24. Watertight Bulkhead , Pipe piercing watertight bulkheads 61

25. Transverse Bulkhead, Class A, B, C Types Bulkheads 64

26. Collision Bulkhead : Purposes, construction 67

27. Collision Bulkhead, Wash Bulkhead 70

28. Watertight door construction, compensation, power failures 72

29. Watertight door, where used, how watertightness 75

30. Structural fire protection, Temperature range of Class 73

31. Structural fire protection, classes and requirements 80

32. Framing System, Transverse Framing 83

33. Deep Frame, Frame Spacing, Frame Numbering 85

34. Combined framed vessels 88

DB, Deep and Stabilizer Tanks

36. DB tank construction and why constructed 93

COLLECTED BY MYO THURA TUN 3

37. DB tank construction and Types of floors 96

38. Machinery space double bottom 98

39. SBT, CBT, LOT, IGS 100

40. Deep Tank Construction, Testing 102

41. Balanced rudder 105

42. Un-balanced rudder 107

44. Rudder stock carrier ,gland, suspension of a pintleless rudder 112

No. Contents Pages

46. Stern Construction, Types 116

47. Stern frame 118

48. Fin Stabilizer Construction and operation 120

49. Bilge Keel Construction and Purposes 123

50. Sea inlet 125

51. Passive and Active Controlled Tanks 127

52. Tank Stabilizer and Passive Tanks 129

53. Stem Construction 131

54. Bulbous Bow 133

COLLECTED BY MYO THURA TUN 4

56. Anchor cable arrangement, locking in stowed position 137

57. Anchor cable termination, Anchor cable releasing 140