VOLUME-6 NAVALARCHITECTURE WWW.DIESELSHIP.COM Contents JUNE 2022. APRIL 2022 MARCH 2022. FEBRUARY 2022. JANURAY 2022 DECEMBER 2021. NOVEMBER 2021 OCTOBER 2021 ... SEPTEMBER 2021 AUGUST 2021. JULY 2021 (MUMBAI ONLY) JULY 2021 APRIL 2021 (MUMBAI ONLY) APRIL 2021.. MARCH 2021 FEBRUARY 2021. JANUARY 2021 DECEMBER 2020. NOVEMBER 2020. ‘OCTOBER 2020 MARCH 202 FEBRUARY 2020.. JANUARY 2020 DECEMBER 2019.. NOVEMBER 2019 OCTOBER 2019 SEPTEMBER 2019. AUGUST 2019 JULY 2019. JUNE 2019.. APRIL 2019. MARCH 2019 FEBRUARY 2019. JANUARY 2019... DECEMBER 2018 NOVEMBER 2018... i OCTOBER 2018 186 [evere copyright punishments under section 63 of the copyright act, 1957. Purchaser of this book is responsible for en i is GR code contains infomation ofthe purchaser of is book. Circulating, copying, reprodaaing Wa book wil aaa uch voltvons eriginates fom this copWWW.DIESE! VOLUME+6 NAVAL ARCHITECTURE, 3 SEPTEMBER 2018 AUGUST 2018. JULY 2018... JUNE 2018 APRIL 2018, MARCH 2018. FEBRUARY 2018 JANUARY 2018.. DECEMBER 2017 NOVEMBER 201 OCTOBER 2017... SEPTEMBER 2017... AUGUST 2017. JULY 2017. JUNE 2017... APRIL 2017. MARCH 201 FEBRUARY 2017 JANUARY 2017... sac Toa wal I his OR cade contains information Ol the purchaser of this book. Circulating, copying, reproducing a Pee mang hine unr ston #3 ote Copyght ac 1957 Phaser ha book esponstlfray acc ncnvons grater acoWWW.DIESELSHIP.COM VOLUME - 6 NAVAL ARCHITECTURE JUNE 2022 SECTION -1 Q1. With reference to International Load Line Statutory Certification, Hu A. State the reasons for the freeboard requirements; B. (i) Explain the term “conditions of assignments"; pe (i) List the items that may be examined during a Load line survey after a vessel's major repairs in W: the dry-dock. 2o0g/SRB 2006/55 2oI/SHt? ——«201018It9 ——«2OL0/SR4—ZONOMSRS, 201 SRI ZOrISR3 —-B0LzISRA”_ZOIg/SRI. —_2O14/SRO1_ —-7014/SROZ —-2OLAISRO?_ _ZOAS/SROR ZOIS/SROS —_-2O1S ISRO” —O1G/SROZ ——«AOIT/SRIZ__2O18/SRO4_—_ZONBISRO?__2018/sAO9 ZO2OVIAN——2ORiMANIQN 2021/MARIQA 2024/AUGIQS _ 2022IFEBIQ2 2022/APR/QS | 2022/1UNEIQ} A. State the reasons for the freeboard requirements ; It is the distance measured from the waterline to the upper edge of the deck plating at the side of the freeboard deck amidships. - an ‘A minimum freeboard provides the ship with a reserve buoyancy which enables it to rise as it passes through the waves and thus remains largely dry in its decks. q This reserve buoyancy also improves the vessel stability and in the event of damage will, enable it to remain afloat indefinitely or at least for a time to affect the escape ofthe crew. = - B. (i) Explain the term conditions of assignments; ; - 7 ~ These are the conditions which must be met before free board is assigned to a ship and load line certificate is issued following a load line survey. ; Free boards are computed assuming ship to be a completely enclosed and water tight / ; weather tight envelop. The convention then goes onto recognize the practical need for opening , in the ship and prescribes means of protection and closure of such openings. These are called condition of assignment since the assignment of computed free board is conditional upon the prescribed means of protection and closure of openings such as hatchways, doorways, ventilation, , air pipes, scuppers, etc. Following are the conditions which must be met before assigning the load line. 1. Sufficient structural strength, stability and ability to withstand flooding of compartments. 2. Sufficient reserve buoyancy. 3. Safety and protection of crew. 4, Prevent entry of water through hull. >> Height of sills and coming and closing arrangements of items such as super structure decks, Ventilators, air pipes, cargo ports, freeing ports, side scuttles, supports inlet & discharges and also means provided for the protection of crew. >> Safe height of working platform >> Deck wetness in relation to bow height. >> Comings of hatches, ventilations, air pipes etc. are to be maintained against corrosion especially at weather deck level. Freeing ports or scuppers to be kept clear and valves in working order. Gangways, rails, bulwarks in good, secured condition. (i) List the items that may be examined during a Load line survey after a vessel's major repairs in the drydock, >> Ships to be surveyed annually to ensure that they fulfil the condition of assignment. [Bz OR sode contains information ofthe purchaser of tis Book. Circulating, copying reproducing Wns boat waa i i i . irculating, copying, reproducing this book wil (ye ich dated eamatments under section 63 of the copyright act, 1957. Purchaser ofthis book fs responsible foWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE ost of the condition of assignment are concerned with the watertight integrity of the ship. ion should meet the highest standard laid down by the classification society. Hull construct The superstructure and bulkheads must This ensures protection against flooding of the ship. be strengthened suificently. Some of the condition of assignment which contribute towards watertight integrity a 1, Hatchways 2. Machinery space openings 3, Details of opening in free board 4, Details of opening in superstructure deck 5, Ventilators 6. Cargo ports 7. Air pipes 8. Scuppers 9, Side scuttles 4O.Inlet and discharges ~* Post drydock, the reports of job done are examined and items from al monitored and inspected for its integrity and compliance. bove lists are closely 2. Vessel has gone through very heavy weather. On arrival at safe anchorage, you are conducting your inspection to determine damages to hull. ‘A. List the areas you will inspect. B. List your findings of any significance. . Write a report to company suggesting repairs if any. 2oissRi1 — 2019/0PR | «2019/KN 201905 | ZO1B/DEC _2022/NNIGR AA List the areas you will inspect. ‘The forward end and the aft end of the ship is the most affected portion of the ship. Hence the following locations are inspected after passing through significant heavy weather passage. Fore End Panting and pounding are the highly affecting phenomena in heavy weather hence the following spots are inspected to ascertain the damages. - Stffening / Strengthening is provided in the form of frames, breast hooks, wash plates, deep radius floors, pillars, panting stringers, panting beams, variety of stringers and girders. Shell plating and all such stiffening member is closely inspected for any cracks or buckling. ~ Fore Peak Tank should be safely entered and inspected for any buckling, dents and possible cracks on the hull. ~ Chain Lockers to be closely inspected, often chain lockers are filled with water post heavy weather, the water should be pumped to bilge tanks and then then space to be entered safely for thorough inspection. > Other areas of inspection are; 4. Fracture and deformation of bow transverse web in way of cut-outs for side longitudinal 2. Fracture at toe of web frame bracket connection to stringer platform bracket 3. Fracture in side shell plating in way of chain locker 4. Deformation of forecastle deck 5. Deformation of side shell plating in way of forecastle space buch slain originates rom ts con 5WWW.DIESELSHIP.COM VOLUME - 6 NAVAL ARCHITECTURE 6. Fracture in forecastle deck plating at bulwark Aft End Aft end doesn't emerge and slam as forward end however, and the rudder. The following are checked in Aft end region: 4. Fractures in longitudinal bulkhead in way of rudder trunk 2, Fractures at the connection of floors and girder/side brackets 3. Fractures in flat where rudder carrier is installed in steering gear room 4, Fractures in steering gear foundation brackets and deformed deck plate 5. Stern frame, rudder arrangement and propeller shaft support 6. Fracture in rudder stock 7. Fracture in side shell plating at the connection to propeller boss 8. Fracture in stern tube at the connection to stern frame B. List your findings of any significance. Damages found on Fore end 4. Fracture and deformation was observed of bow transverse web the stress occurs due to propelle way of cut-outs for side longitudinal. 2. Fracture at toe of web frame bracket connection 3, Fracture in side shell plating in way of chain locker 4. Buckling deformation of side shell plating in way of forecastle space. Damages found on Aft end Fractures in longitudinal bulkhead in way of rudder trunk > Fractures at the connection of floors and girder/side brackets Fractures in flat where rudder carrier is installed in steering gear room Fractures in steering gear foundation brackets and deformed deck plate C. Write a report to company suggesting repairs if any. Dear superintend engineer, As per our telecon today, please find attached report on the damages that was caused due to heavy weather on vessel's route from port XXXXXXX to port XXXXX which requires immediate attention. > The vessel was thoroughly inspected and found out that there were about 2 severe damage which requires immediate attention, Damage 1. Fracture at toe of web frame bracket connection to stringer platform bracket Damage 2. Fractures in longitudinal bulkhead in way of rudder trunk to stringer platform bracket. Damage 2 Intended repair 1, The fractured plating should be cropped and renewed. 2. Natural frequency of the plate between stiffeners should be changed, e.g. reinforcement by additional stiffeners. In view of the above repairs we have created list of spares and materials required and also worked out a work flow including costing. Please refer to our purchase order number PO#XX-NN-XX and kindly review and approve the same. Damage 1 Intended repair Adequate soft nose bracket endings with a face plate taper of at least 1 : 3 to be provided. is OR code contoins information ofthe purchaser of his book 5. oopng Teprad ier ofthis Book. Grculatng, copying, repreducing ths book wi fevere copyright punishments under section 83 of the copyright act. 1957, Purchoee 3 for ar a Py right ac, chase ths boots espoonb foo uch vcltionsexginatos from this copWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE aot h \ J Rudder Rudder \) | tank trunk 7h | Fracture , Proposed / Lr stiffener — \ Proposed stiffener Proposed taper of face plate ending toa minimum of 1:3 Insert plate of Fame Proposed thitness (increased) Thank you Yours sincerely 2” Engineer MV Ship Name Q3. Give a reasoned opinion as to the validity of the following assertions concerning ship structure: ‘A. Crack propagation in propeller shaft ‘A’ brackets or spectacles frames is indicative of inadequate scantlings and strength; B, The adequate provision of freeing ports is as critical to seaworthiness as watertight integrity. ral is GR code contains nlormation ole purchaser of tha book. Gvesang, copying, reprodueng the boo severe copyr'gnt punishments under section 3 ofthe copyright ac, 1987. Purchaser ef this book s responsible for any | * | h welatgns onginates rom ths co 7WWW DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE 2014 /SRO6- 2018/SRO9 2019/MAR 201 9/IULY 2019/NOV dora/oec,_. 2ozeinevins 2020/D8CIa) z022/NNIaS Indicative of P A. Crack propagation in propeller shaft ‘A’ brackets or spectacles frames ° inadequate scantlings and strength; The above statement in incorrect. Scantlings are based on “rules” (e.g. Lloyd's rule) developed from # tests and past design proven in service. They are unlikely to be inadequate unless the design ig completely new. With past designs, evidence of crack ion and propagation problems woul have caused modification of design. More likely causes would be Shaft overload _ shah overloading due to bad weather, improper alignment, Worn-out Bearings), etc will cause higher stress which may lead to cracking, - Vibration ‘A’ brackets especially under overloaded on unbalanced condition produce severe vibration which can lead to propagation of cracks. \ Vibsation of stern area is usual for many ships ‘A’ Brackets are slender and vibration of the ship in stern is common due propeller induced and hull induced vibration also can lead to crack ' propagation at the ‘A’ brackets and spectacle frames. Improper Fabrication Its dificult to achieve the required welding length at the roots of the A’ brackets. Due to this fabricators go for excessive welding which leads to distortions and the awkward edges meeting the hull girders demand large heat input result in large (HAZ) heat atfected Area poor sequence of welding or poor technique may lead to failure of the weld. ‘At the design stage sufficient safety factor is maintained giving due consideration to the heoretical calculations, * above said conditions. Therefore failure cannot be attributed to the design ‘A’ - BRACKET Stringer Ship's ¢ Jweb b A Strut CT Horizontal wel is OR code contains information oft ormaton ofthe purchaser of tis book. Greulatng, copying, repreducing this Book wil a720] 5 severe copyright punishments under section 63 of th lz seem purines under sco 63 fhe copyright a, 1957, Purhate’ of book respon f=WWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE 9 ‘A bulwark is an extension of side shell plating about upper deck and is a safety barrier for personnel But, bulwark may present a problem, the retention of large volume of green seas taken ‘on board open deck areas, Retention of water by bulwark for sometimes may greatly decrease stability, endangering the ship (may result in capsizing) Therefore, freeing ports in bulwark are provided to allow the water to be rapidly drained. If adequate scuppers are not provided: lt would prevent complete drainage of water Promote corrosion, which would ultimately result in failure of hull material due to decrease in strength, Hence freeing ports and scuppers are as critical to seaworthiness as water tight integrity. Q4. With the help of sketches explain the different types of strakes used in ship construction. What material is generally used for Hull plating and What are the tests carried out on Hull stee! plating for certification as per class rules, ZO19/FEB 2021/FEB/Q3 2022/1WNIQS Figure strake Bottom Plating Other stakes on Side Shell Plating Garboard Other strake Strake Sheer Strake > A strake is a sequence of the plating of the hull of a vessel running longitudinally along the vessel's bottom and sides. In naval architecture and ship construction each of this plate has an identification, These are numbered in certain pattern, >> The plates are identified by a letter and a number, each plate is given a letter in the vertical direction starting with A from the bottom. Each plate is given a number in the horizontal direction starting from aft. Shear Strake » Shear strake is the topmost strake of the Side shell plating. So if side shell plating has strakes from A to K, then K-strake is the shear strake. This is the strake that connects with the deck plating. (BERG [is OR code contains formation ofthe purchaser otha book. Crevloting,copyng, reproducing ins book wilatvact vere copyright punishments urder secon 63 of the copyright set, 1957. Purchaser ofthis book ls esporsble for any BEBE buch wolatons originate ram ths copWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE This is be Shear strakeis usualy of higher thickness and strength tan other sraes TS is because this strake can have lot of physical damages during the life of ship Keel Strake rakes of plates the, Keel plate is also made up of smaller sections of the s form the keel of the ship is called Keel Strake. The plates in the keel strake are number from af has the number "1", Unlike other strakes, kee! strakes do nol eel plates. These st om the aft one which y ing f nel jated with its - ft to forwal i t have letter assoc! naming. : Garboard Strake discussed in th J strake. As We 2d in the ~ Garboard strake is the first strake on each side of the keel om Aestrake is Clleg bottom strakes, the frst stake from the keel is named A-strake. Hence, Garboard strake. Shell expansion plan For a box shaped ship, actual ship with curved sides The naming and construc expansion plan”, So below picture st other. in Figure ‘strake’ but the naming of strakes is simpler as shown '" Figure ‘strake’ but for it is complex. ‘i and flared bottom, co plating is provided in the “She jon of side and bottom shell PI e al ows how shell plating and Strakes are connected with each ! ft on Hull steel ! ied oul What material is generally used for Hull plating and what are the tests carried 0 ing for certification as per class rules. ; - a widely used inate in ship building remains steel especially pla steel. The following grades and t! societies; Grade A - White Grade B - Green Grade D - Red Grade E - Yellow Grade A - White S> Mild steel used in the majority of the ship structures of less than 20 mm thickness such as | bulkheads, tank top, non-strength decks and superstructures Grade B - Green ‘A mild steel used for strength members of 20 to 25 mm thickness Grade D - Red ©> A'Notch-tough’ steel which resists the spread of cracks and has higher strength. Itis used for structure greater than 25 mm thick Grade E - Yellow ‘An ‘Extra Notch tough’ steel because this is a heat treated Gre ade D steel i plating in excess of 50mm thick. used for very it > Itis used for sheer strakes, bilge strak i i ian) ge strakes, keels Le. all high stress regions of the ship => A special grade of steels used where part of the struct i re Sj pian f the structure is subject to extremely 10 in carbon or mild ' heir suitability to various applications are followed by classification i 5 te copytght punishments under section 63 ofthe op ea eee ee esWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE un The Ulimate tensile strength is 435 to 510 NM/m2, yield stress Is 310 NM/m2 - 80% of UTS and absorbs 40 Joules of energy at - 55°C in a Charpy Impact test. Normally used for icebreakers. ‘What are the tests carried out on Hull steel plating for certification as per class rules Tensile test: itis carried out in a tensile test machine which applies load hydraulically to draw apart the tends of the test piece. The purpose of the test is to determine the elongation, limit of proportionality, yield point and ultimate, breaking stress of steel has normal tensile stress of breaking stress of steel. Bend test itis carried out to determine the ductility of metal. A test bar-or plate is bent cold over a former through 180°, till the ends are parallel. The results have to be as per the test specifications, Hardness Test is carried out to determine the ability of the metal to withstand wear and tear, the hardness test is carried out in a machine which applies a load to dent the surface of the metal, the area of indentation is measured under microscope and using a formula brinell number is obtained. Impact test: it test the ability of the metal to withstand fracture under shock loads. it gives, to some extent, the brittleness and crack propagation properties of the metal. Q5. A plane of the rudder of a vessel requires extensive welding repairs and as a Chief Engineer you are requested to supervise — ‘A. Suggest a suitable type of welding process; B. State with reasons FOUR common welding defects that can occur there; C. State what tests may be carried out before returning the rudder to service. 20111889 2011/86 —«2012/SRI_——-OTAISA | oraISAIO —_-2013/SR6_—_—2013/SRI0 2o1s/sRé — 2614/SR4—_<2016/SR4 —_2016/SROB” 2017/80 —201A\SROI —_2018)SRO 2019/0EC | 2020/AN _2021/FEB/QS ZOZZ/NUNIOS A. Suggest a suitable type of welding process. © The welding process most suitable for rudder repair is Manual Metal Arc welding (MMA). The reasons for using this basic prospect are It wil probably be an in-site repair in Dry dock requiring multi positional wel overhead, and horizontal, vertical). MMA is versatile in this respect. There will be no special steel involved, thus basic electrodes, techniques are to be tested. {Although castings may be in rudder structure taken care by preheating). Welding in an exposed environment means that semi-automatic process such as MIG would be difficult (shielding gas blown away) unless protected by an enclosure. B. Four common welding defects . ig (down hand, 4. Incomplete fusion / lack of fusion >> Lack of fusion / incomplete fusion, also called cold lapping or cold shuts, occurs when there no fusion between the weld metal and the surfaces of the base plate. > The most common cause of lack of fusion is a poor welding technique. Either the weld puddle is too large (travel speed too slow) and/or the weld metal has been permitted to roll in front of the arc. is OR code contans wfarmationafhe purchaser ofthis Book Creulaing, copying, reproducing Whe Book wil stack st copytght punishments unde secon 63 fhe copytght ct, 1957, Farchae ofthis Book response for any ich volstionsergnates from tis oy.f WWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE The use of a very wide weld joint. If the arc is directed down the centre of the joint, the moj, } . weld metal will only flow and cast against the side walls of the base plate without melting the,” Incomplete Fusion 2. Slag Inclusion Slag Slag Inclusion within weld, usually with multi-run welds. » Mainly due to inadequate cleaning between runs, also bad technique - slag flows ahead of rod, poor electrode metal >> Too high a viscosity - weld metal doesn't flow well - rapid solidification - prevents slag floating to surface. 3. Porosity Porosity >> Porosity is gas pores found in the solidified weld bead. These pores may vary in size and are generally distributed in a random manner. However, is possible that porosity can only be found at the weld centre. -> Pores can occur either under or on the weld surface. "> The most common causes of porosity are atmosphere contamination, excessively oxidized work piece surfaces, inadequate deoxidizing alloys in the wire and the presence of foreign matte (ee is GR code contains information of the purchaser of ‘book. Cireulating, copying, reproducing this book wil ae04) Eevere copyright punishments under section 6: Pe 3 ofthe copyright act, 1957. Purchaser of this book is responsible for 37 [such violations originates from this copWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE 3 4. Incomplete penetration Incomplete Penetration This type of defect is found in any of three ways: 1) When the weld bead does not penetrate the entire thickness of the base plate. 2) When two opposing weld beads do not interpenetrate. 3) When the weld bead does not penetrate the toe of a fillet weld but only bridges across it >> Welding current has the greatest effect on penetration. Incomplete penetration is usually caused by the use of too low a welding current and can be eliminated by simply increasing the amperage. >> Other causes can be the use of too slow a travel speed and an incorrect torch angle. Both will allow the molten weld metal to rollin front of the arc, acting as a cushion to prevent penetration. The arc must be kept on the leading edge of the weld puddle. C. State what tests may be carried out before retu Visual examination The class surveyor will require visual examination of the weld and the adjacent material. NDT tests After welding, clean and visually inspect surface. To fully inspect weld and adjacent parent metal, ultrasonic NDT will be carried out. Additionally a radiographic film is also produced to have a witness of test for record purposes. Vacuum box test Earlier, pressure test with water jet of pressure up to 4-5 bar is done, but with the recent technical advancement a vacuum box is placed around the weld and vacuum applied The vacuum should hold for 6 hours without any drop. 1g the rudder to service. SECTION -II Q6. A. What is Prismatic Co-efficient (C.). Derive the formula Ce = fineness and C,, = midship section area co-efficient. B. The length of a ship is 18 times the draught. while the breadth is 2.1 times the draught. At the load water plane, the water plane area co-effi 0.83 and the difference between the ‘TPC in sea water and the TPC in fresh water is 0.7. Determine the length of the ship and the TPC in fresh water. 2019/FEB 2019/AUG — 2019/0CT 2020/MAR 2020/0CTIQS 2021/FEB/Q7 2022//ANIQE £, where Cy, = Co-efficient of ‘A. What is Prismatic Co-efficient (C). Prismatic Coefficient Cy isthe ratio of the volume of displacement to the product of the length and the area of the immersed portion of the mid-ship section. TR GR code cartons nformalion ofthe purchase’ ofthis baok Creulatng, copyng, repreducng ths book witawac? fevere copyright punishments under section 63 ofthe copyright ac, 1957. Purchaser of this book's responsible fr ony livch violation eignats trom this copyWWW. DIESELSHIP.coM VOLUME-6 NAVAL ARCHITECTURE Detive the fos = midship section are, co-efficient, Block Bre ecient or coeticient of fineness Ces the length, breadth and draught rmula Cee, whore C), = Covefficient of fineness and Cm tio of the volume of displacement to the Product ¢ Volume of displacement % = Tength xBr eadthxDraugne =e % © Lxbxd volume of displacement Gy * Tengah xArea of onmersed mid-ship section v So an put Y= GxLxBxd And Aq = Gn XB _GaxLxBxd [xq xBxd B. Numerical solution: Let length ofship =L L Then, draught = And breadth = 2.1 x Draught TPC seawater = 0.01025 Ay ‘TPC fresh water = 0.0100 Ay, ‘TPC sea water — TPC fresh water. = 0.7 0.01025 Ay — 0.0100 Ay, =07 0.000254, =0.7 ee 0.00025 = 2800 m? But, Ay = Gy XL*B 2800 =o83xLx Zt, 18 = 2800 x18, B = 083 x2. is OR code Gort wlomnaon oe vere copyight punishments under buch viole 3 ” areata oa baak Crea ape sang coping, eprint on 63 ofthe copyigh at, 1957 Preheat ie ante raatWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE 15 From which, L = 170m TPC fresh water = 0.0100 x 2800 TPC fresh water = 28 Q7.A. Describe stability requirement for dry-docking. B.A ship of 8000 tonne displacement floats upright in seawater. KG = 7.6m and GM = 0.5m. A tank, KG is 0.6m above the keel and 3.5m from the centre line, contains 100 tonne of water ballast. Neglecting the free surface effect, calculate the angle which the ship will heel, when the ballast water is pumped out. 2OIBINNIQS —ZO19MIOVIQT_20R1/IANIQG —_2021/IULIQS 2021/SEP/Q8 2o2;y0ECIG? 2022/FEBIAT 2022/)UN/Q7 A. Describe stability requirement for dry-docking. > The requirements for safe stability during docking and undocking is given by six golden rules as follows (1)The mean draft selected should be such that the critical GM on docking is positive ( The Master should verify with the help of the loadictor that the mean draft recommended by the yard is safe and results in a positive critical GM.) (2) The ship should always be upright during docking and undocking. This requires monitoring of the clinometers during the docking operation and take suitable corrective action by transferring water or bunkers from port to starboard or starboard to port.as required. No water should be pumped in or out of the ship as that would affect the selected displacement of the ship. (3) Do not exceed the recommended mean draft of the ship (4) Do not exceed the recommended stern trim, (6) Ensure all bilges and bilge tanks are dry and there is no unaccounted water on board . (6) Soundings ofall tanks containing F.W , Ballast, F.0., D.O., and L.O. must be recorded and must be the same for each tank at the time of undocking. B, Numerical Solution ‘As the 100 tonnes mass (ballast water) is removed from the ship, the total displacement is reduced and KG incrases. Angle of list can be found by using, Heelong moment Tan = am, ~~~) Heeling moment = Mass X Distance = 100 X 3.5 = 350 t-m Final displacement (Af) = 8000 - 100 = 7900 t GM, = KM —KG, = KG + GM - KG, AXKG-m x kg are f g, = 2000 7.6 = 100x6 7 7900 698 m Thus, GM, = 7.6 +05 - 7.698 = 0411 m Thus, from (1) severe copyright punishments under sation 63 ofthe copyright at, 1957. Purchaser of this book responsible for any (ee iis GR code contains information ol the purchoier af ts Book Cieuaing, copying, repraducing this book wilatwact uch vltions originates fom this copyWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE Tan = = 6152 degrees. 7900 x 0.4TT inal centre of buoyancy (LCB), 8. A. Define longitudinal centre of gravity (LCG) and longitu ong, commencing from aft a, e The immersed cross-sectional area of a ship 120m 40,79,100,103,104,104,103,97, 58 and O m* calculate (i) Displacement; (ii) Longitudinal position of the centre of buoyancy. 2OI8"SROS 2018/8R06 2018/SRO8 2018/51 2019/APR 2019/seP SUNDEL Teper aeaneanae: 7 ROEITLNGS | BOARS, SOP UREH ECIQS —_20ZZIMARIQ? —_2022//UNIQB A. Define longitudinal centre of gravity (LCG) and longitudinal centre of buoyancy (LCB). c/s Area Length Longitudinal Centre of Gravity LCG isthe longitudinal centre of gravity. This is the which all of the weight of the vessel can be said to act vertically downwards. LCG of a ship is given as a distance forward or aft of midships. Longitudinal Centre of Buoyancy: LCB is the longitudinal centre of buoyancy. This is th longitudinal centre of the underwater volume, and is the point through which all the buoyane act vertically upwards. LCB is a point at which the up thrust of water is suppose point throug, can be said to to be concentrated. LCB is given as the distance forward and aft of midships is represented by the longitudine centroid of the curve of immersed cross sectional area. CB Forward of LCG - Vessel tims by the stern ine - no trimming moment is OR cade contains information ofthe purchaser of Wis book Circulating, Copying, reproducing this Book wil a= vere copyright punishments under section 83 af the op a ar apg punihents under secon 63 ofthe copyright ct 195. Purchase thi book responseWIWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE " LGB aft of LCG = vessel trims by the head hee te ® B, Numerical Solution Cross Sectional SM_—Product for Volume Lever Product for 1* Area Moment 2 1 2 +5 +10 40 4 160 +4 +640 79 2 158 +8 +474 100 4 400 +2 +800 103 2 206 + +206 » +2130 = Ema 104 4 MEZNZ 1c 104 2 208 a -208 103 4 412 2 824 7 2 194 3 “524 58 4 232 4 -928 oO 1 0 5 0 (2542 = IMF ‘Common interval (h) = “== 12m (Displacement =p x * x EV = 1.025x 2x 2388 = 97908 tonne hx (Em+ 2Mp) zo _ 12(2130-2542) = 2388 (i) Centre of buoyancy from midships = = 2.070 m forward, 9. With respect to Ship Propulsion: «a. Explain the various efficiencies associated with propeller and shafting arrangement. ». When a propeller of 4.8 m pitch turns at 110 rpm, the apparent slip is found to be —S % and the real slip is 1.5 $ %. If the wake speed is 25 % of the ship speed, calculate the ship speed, apparent slip and the real slip. 2O19/FEB 2019/AUG 2019/0CT 2020)MAR Z020/0CTIQ? _2020/NOVIQE 2021/NOVIQIO 2022/KPRIQTOZZINIOS OR code contain formation ae purchaser of is Book, Creuating copying, reprodusng tha book wilstwat vere copyright punishments under section 63 ofthe copyright at 1957. Furchoser ofthis book s exponiblefor any | ut violations arginates am ths coy IWWW.DIESELSHIP.COM VOLUME=6 NAVAL ARCHITECTURE (0). Explain the various efficiencies associated with propeller and shafting arrangement. Delivered Power Effective Power Thrust Power shaft Power (oR)Brake Power The mechanical efficiency of the only this percentage of the ip, 1 i ip. The power produced by the engine is the indicated Power engine is usually between about 80 % and 90 % and therefore on tranumitted to the shaft, giving the shaft power sp oF brake power PP. ea oc aaa Shaft power OR Brake power Mechanical efficieny = Indicated Power Transmission Efficiency ; ; = ae eas vary between about 3 % and 5 % and therefore the power delivered to the Ter, the delivered power dp, is almost 95 % of the sp. rere . Delivered Power Trasnmission Efficiency = Sf power OR Brake power Propeller Efficiency The delivered power may be calculated from the torque on the shaft ¢ Delivered power = torque x 2nn a % to 70 % and hence the propeller efficiency is given The propeller has an efficiency of 60 by: Jer Efcieney = _Thnust Power Propeller Efficiency = Diivered power Hull efficiency The action of the propeller in accelerating the water creates a suction on the after end ofthe ship. The thrust exerted by the propeller must exceed the total resistance by this amount. Th, ( relation between thrust and resistance may be expressed in the form; ‘ R=TQ-t) “ Where it is the thrust deduction factor. : ‘The thrust power will therefore differ from the effective power. The ratio of effective power ta ¢ thrust power is known as the hull efficiency which is a little more than unity for single screw ships and about unity for twin screw ships. ; 1 Effective Power = Thrust power x hull efficiency Hull Emeiency = EMestive Power Thrust power B. Numerical solution: 48 X 110 x 60 1852 7.11 knots Theoretical speed, Vp = ‘producing this Book wil 3 this book is responsible fo") book Creu severe Copynght punishments under section lating, copyin [Be eh lana ounintes re taoeg ne COPHRM 2k 1957, Purchasewww.pl SUIP.COM VOLUME -6 NAVAL ARCHITECTURE. 9 Apparent slip —s Real stip 4155 Real slip +155 Multiply (1) by 1.5 Apparentslip -15s = 4.5.x x 100. (3) vr ‘Adding (2) and (3) = x 100+ 1.5 x 2=¥ x 109 =0 Hence, V; — 0.75V + 4.5 Vp -15V =O 2.25V =25Vp v = x7 22s = 19.01 knots Substitute for V in (1) ns = PHEBE S400 Apparent slip =-11.10% Real slip 4.5 x(-11.10) =+ 16.66% Q10. A ship of length 140m, Breadth of 18.5m, draught of 8.1m and a displacement of 17,025 tonnes in sea water, has a face pitch ratio of 0.673, Diameter of the Propeller is 4.8m. The results of the speed trial show that true slip may be regarded as constant over a range of 9 to 13 knots and is 30%, w = 0.5Cs-0.05. If fuel used is 20t/day at 13 knots and fuel consumption/day varies as cube of speed of ship, Determine the fuel consumption, when propeller runs at 110 rpm. 2o1esA1t —2019/APR———2019)/SEP | 2018/0EC_—2021/FEBIKE z20z2UNIO, Numerical Solution . - - a Block coefficient (4) = 5 [where A= V x 1.025 and hence V= <4] aw =0.5c,-0.05 [ BRB [is OF code contains information af he purchaser of tis book Ciralaing, copying, reproducing this book wil atvaet BEYER bevere copyright punishments under section 63 ofthe copyright act, 1957. Purchaser of tis bok responsible for any buch violations originates trom this copNAVAL ARCHITECTURE, WWW.DIE! COM VOLUME, = 0.5 x 0.7917 ~ 0.05 = 0.346 Pitch ratio P= 0,673 x 4.8 = 3.23. wo _ 2 n110x Theoretical speed (vy) = PANE = LERNER = 11,51 knots. Speed of Advance (V,) = V (1 = w) =11.54 (1-30%) = 11,51 X 0.7 = 8.057 knots. V-VWewV 8.057 1-0.346 12.31 knots « Speed of ship (V) = 12.31 knots. av We know that FOCIday = orient a ma) 3 tf consumption & speed®, then = (By «+ foe / day « = @y 2 c2 = 20x (28) = 16.98 tonne per day. APRIL 2022 ‘SECTION =| Q1. Draw and describe the construction of a forepeak tank. Explain how are the effects of pantin, and pounding taken care with help of neat sketches? 2O19/FEB —2O19/AUG ——ZOZOIMAR —202O/OCTIQS _2021/APRIQI 2021/0CTIQI 2O21/DECIQS 2022/1ANg: 2022/0PRIQI Note: Consider spending at least 20 minutes on drawing a neat diagram. For descriptive part have them split into small headings as below and write, Tanks located at the extreme end of the ship are termed as peak tanks. Tanks at the fore en of the ship is termed as Fore Peak tank, tank at the aft end of the ship is termed as Aft Pea Tank. Fore peak tank is the volume enclosed between the Collision bulkhead, ship's hull plats and the fore peak tank top. This tank is located in the high stress regions of the ship; hence it is fitted with specd strengthening arrangements termed as panting arrangements. Access to this tank is provide! through manhole located on the tank top. It is a watertight tank normally used for ballast purposes for proper trim especially on tt ballast voyage. A watertight collision bulkhead is fitted in the fore peak tank to minimize damage to the cargo located aft of the collision bulkhead in the event of a collision. ]Tf5 OR code contains formation ofthe purchaser ain Book Creal a ] chaser ofthis Book. Creating, copying, reproducing Wis Book wl vere copyright punishments under section 63 of the copytight sa ur onsbie LL ee Pe eerste oti bel 8 ereWWW.DIESELSHIP,COM VOLUME-6 NAVAL ARCHITECTURE 2 The chain locker for storing the anchor chain is normally located inside the fore peak tank. Forecastle Deck gy = Steam Plate/ 4 Stem Bar a a 7 Breast © |] deck airder Hooks i i Pillar Crown of fore i! |_——Transverse peak tank E © DIESELSHIP No.4 stringer | 0.4 stringer | Web No.3 Stringer | aX \— Stringer Fore Peak -~ Bulkhead = =) No.2 Stringer: 3 i S jFransversq ToS Noct Stringer. com oS = Fore Peak Tank Construction ‘Stem plate or stem bar or a combination of both in the forward most structure, which forms the profile of the bow. The stem plate is normally made of steel plate and is stiffened by a centerline girder or stiffener. The stem runs from the highest point at the forecastle to the keel of the ship. Breast hooks are fitted at intervals to stiffen the stem plate and to connect the stem plate to the panting stringers or side stringers. Panting stringers or side stringers are fitted at regular intervals on the ship side to reduce panting, the inward and outward deformation of side plating (the "hungry horse” effect) caused by the changes in water pressure. Panting beams are normally spaced at every other frame space to absorb’ the transverse fluctuating forces induced during slamming and pounding of the ship. Channel bars are normally used as panting beams. Panting beams are also sometimes supported by pillars. Perforated bulkhead (also known as swash bulkhead or wash bulkhead) refers to the centreline bulkhead which is not watertight. Its main function is to reduce free surface effect or heeling moments of water in tanks, which are not fully filled. vere copyright punishments under section 63 of the copyright act, 1957. Purchaser of this books responsible for any uch olaionsarginats am this cop (ee This OR code contains information of the purchaser of this Book. Circulating, copying, reproducing this book wil on]WWW.DIESELSHIP,COM VOLUM E-6 NAVAL ARCHITECTURE Perforated fot (also called perforated deck) is a horizontal deck which is non watertight, a as a kind of a full panting stringer to absorb the transverse forces, The deck is supporteg Fr Panting beams and longitudinal girders like a usual deck. The perforations on the deck are dl facilitate the flow of liquid in the fore peak tank and also for man entry. Sole floors are fitted at every frame Spacing to reinforce the ship's bottom. A centreline girder is normally fitted to provide for rigidity of the structure with the transverse floors. Col/sion bulkhead is mandatory and to be fitted at aft of the fore peak tank at a distance of § to 7.5% length of the ship from forward perpendicular. Dessineads the uppermost deck ofthe fore peak tank which is watertight. Entry to the fore Peak ‘ark is through manholes which are kept watertight by covers when ship is under way. Explain How are the effects of panting and pounding taken care with help of neat sketches? Arrangements to cesist panting ‘The structure of the ship is strengthened to resist the effects of panting from 15% of the Ship's length from forward to the stem and aft of the after peak bulkhead. 'n the fore peak, side stringers are fitted to the shell at intervals of 2 m below the lowest Geck, No edge stiffening is required as long as the stringer is connected to the shell, a welded connection being used in modem ships. ‘The side stringers meet at the fore end, while in many ships a horizontal stringer is fitted to the collision bulkhead in line with each shell stringer. This forms a ring round the tank and Supports the bulkhead stiffeners, Arrangements to resist pounding ‘The structure is strengthened to resist the effects of pounding from the collision bulkhead to 25% of the ship's length from forward ‘The flat bottom shell plating adjacent to the keel on each side of the ship is increased in thickness by between 15% and 30% depending upon the length of the ship, larger ships having ‘smaller increases, © DieseisHiP 1 Full Height —s 2.1m Max — I eee ™ |__- Girders }OLID FLOOR IN POUNDING ARi ~~ In addition to increasing the plating, In transversely framed ships the frame spacing in this region is 700 mm, compared with 750 mm to 900 mm amidships. Longitudinal girders are fitted 2.2 m apart, extending vertically rom the shell to the tank top, while intermediate half-height girders are the unsupported panels of plating are reduced in size fitted to the shell, reducing the unsupported width to 1.4m. Solid floors are fitted at every frame space and are attached to the bottom shell by continuous welding,WWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE Q2, A. Describe the double bottom and framing arrangement used in the machinery space to cope up with the concentrated loads and vibration, together with shaft and thrust block support. B. Give reasons for the choice of thrust block position. 20091587 06-07/EMG —-2006/SRE—2006/SR4 ——«OTO/SR¢ ——2013/SROB_ —_2015/SRI0 2O17/SR1_—_20Z0/OCTIQ2 _2oz1/NLIQI —20Z1/AUGIQY -2022/APRIQZ ‘A. Describe the double bottom and framing arrangement used in the machinery space to cope UP with the concentrated loads and vibration, together with shaft and thrust block support. Compartments at the bottom of a ship between the inner bottom and the shell plating. Generally itis to be fitted from the collision bulkhead to the aft-peak bulkhead and shall be sides. Under certain circumstances an unusual arrangement could be acceptable. >> An inner bottom (or tank top) may be provided at a minimum height above the bottom shell, and maintained watertight to the bilges. 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 utilized to carry oil fuel and fresh water required for the ship, as well as providing ballast capacity. The minimum depth> the minimum depth of the double bottom in a ship will depend on the classification society's requirement for the depth of center girder. It may be deeper to give the required capacities of oil fuel, fresh water, and water ballast to be carried in the bottom. In way of the machinery spaces the double bottom depth is also increased to provide appreciable capacities of lubricating oil and fuel oil. The increase in height of the inner bottom is always by a gradual taper in the longitudinal direction, no sudden discontinuities in the structure being tolerated. ‘Types of framing in double bottom > Double bottoms may be framed 1. Longitudinally 2. Transversely However, where the ship's length exceeds 120 m it is considered desirable to adopt longitudinal framing as longer ships has a tendency for the inner bottom and bottom shell to buckle if welded transverse framing is adopted. Double bottoms in the way of machinery spaces which are adjacent to the after peak are required to be transversely framed. Bilge construction > the inner bottom plating is usually sloped at the side to form a bilge for drainage purposes. It is not uncommon however for it to be extended to the ship's side, and individual bilge wells are then provided for drainage purposes. In passenger vessels it is a statutory requirement for the tank top to extend to the ship's side. This provides a greater degree of safety since there is a substantial area of bilge which may be damaged without flooding spaces above the inner bottom. > In the machinery spaces, forces of pulsating nature are transmitted through the structure due to the general ‘out of balance’ forces of machinery parts, so additional transverse flows and longitudinal intercostal side girder are provided to support the machinery effectively and to ensure rigidity of the structure. Fig GH code contains wiomaton afte pura ofthe Book Creing copra repodueng hs book wil swat] ete copy pumas de secon Eo he copyrah a 187 Parnes bok respons fran | sucholstens eiginatestomthscopy. 2BWWW. DIESELSHIP.COM. VOLUME <6 NAVAL ARCHITECTURE The main engine seating js in general integral with this double bottom structure, and the inng, bottom in way of the engine foundation has a substantially increased thickness of about 40m, and is continuous to the thrust block seating, Often the machinery is bull up on seating forming longitudinal bearers which a supeneg ea Iwansverse by tripping brackets in line with the double bottom floors, the longitudinal bearer, being in line with the double bottom side girders. ad Boiler bearers are similarly fabricated with support from transverse bracket and longituding members NOLDING DOWN ‘ours FLANGED BRACKET HEAVY PLATE SEAT me CONTINIOUS HORIZONTAL PLATE INTERCOSTAL SIDE GIRDER conTiNious CENTREGIROER FLAT BAR STIFFENER in motor ships, where a drain tank is required under the machinery, a cofferdam is fitted giving access to the holding down bolts and isolating the drain tank from the remainder of the double bottom tanks. ~ . ‘Additional longitudinal girders ar fitted in way of heavy auxiliary machinery such as generator. 8. Give reasons for the choice of thrust block position. ‘Main thrust block is placed close to the propulsion machinery in order to reduce any problem i. due to: - > Deformation produced by the thrust load, which can cause misalignment problem, unless suitable sufficiently is not employed. Differential expansion of the shaft and hull caused due to Low hull temperature of midships ‘engine refrigerated cargo ships, which can cause a contraction of up to 20mm relative to the shat whereas water temperature change or heating of fuel tanks can cause expansion of hull. Whirling of tail shaft relative movement of hull and misalignment due to drop from propeller weights. Trust block support: - * The substantial double bottom structure under the main machinery provides an ided foundation for the thrust block and is the reason for seating the thrust block close to the engine. Q3, With respect to propellers: (6) With simple sketches explain how to measure the pitch of propeller. (b) How does cavitations take place? How can this effect be reduced? (©) Compare the advantages and disadvantages between a built and a solid propeller. 2022/APRIQ3 (@) With simple sketches explain how to measur the pitch of propeller. (iz [ti Gk coe cnn faraon oh parhasr ol a baak. Creag, ping, epvedueng ToS] 5 Ee¥e"® copyright punishments under tection 63 ofthe copyright scr . 8) buch valuing engines amine sore ra et 157. Paras of hs book repose 2WWW. DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE 2s It the propeller is assumed to have no forward motion, then a point on the blade, distance R from the centre of boss will move a distance of 2a? in one revolution It the propeller is now assumed to work in an unylelding fluid, then in one revolution it will advance a distance of P, the pitch, The pitch angle () may be defined as p tand = tak Pitch = tan@ x 2nk The pitch of a propeller may be measured without removing the propeller from the ship, by means of a simple instrument known as a pitcho-meter, ©Dieselship -> An alternative method is to turn the propeller until one blade is horizontal. A weighted cord is draped over the blade at any given radius as shown in Figure 1. ©Dieselship Figure t-Weighted cord method Ievere copyright punishments under section 63 ofthe copyright at, 1957, Purchaser ofthis book is responsible fo ony (ee ‘GR cde canara formation al he purchaser ofa book Creuing,copyina reproducing Wa book wil atract uch volaons gnats rom th copI Je of the blade with the aid of a spirit fey WWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE A Batten is placed horizontally at the lower edg The distances AB and BC are then measured. (is the pitch angle, and, 0= Be tan = 3 : But, Pitch = tan x 2nR BC Pitch = 75 % 2nk (b) How does cavitations take place? How can this effect be reduced? Driving Face BLADE SECTION ©Dieselship ©Dieselship PRESSURE Figure 2-Cavitation Vary the pitch over the length of the blade in order to diminish the loading in critical regions. » Design stern to achieve as uniform a wake field as possible. Reduce the thickness of blades by using materials which are stronger and more resistant to the effects of cavitation. Operational aspects >> Provide the maximum propeller immersion possible. "BRE [is OF coce corte formation of he prchanr ols book Cre | 1 purchaer afta book. Crean, copying, reproducing tis Bock wl ae lz vere copynght punishments under sechon 63 ofthe copjght at. 1957 Purchaser ofthis books responsible fo [sch visisionsenginates om tia cop ygWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE a Reduce the revolutions per minute. Since the thrust of a propeller varies as the square of the revolutions, then reducing the revolutions will reduce cavitation but will also result in a loss of speed. (o) Compare the advantages and disadvantages between a built and a solid propeller. Built propellers T Solid Propellers built up from a boss to which are bolted | ~ Cast ina solid unit the separate blades Blades are cast, not removable Blades are removable; hence replacement or ‘epair is very easy Pitch cant be changed » Bolts are used to fasten the blades which offers alterable pitch arrangement. Smaller boss, better efficiency Higher boss size which causes loss in | efficiency. [>> Blades are well attached, loss of blades is | ~~ Loss of blades due to failure of bolts are | [not a regular occurrence usual occurrence. | Pitch between blade is perfectly aligned | >> Even a small variation due to bolts and tested in manufacturing stage hence less | tightness or positioning causes pitch variation +h variations between blades. between blades which causes severe vibration and failure of propeller. The pitch is checked accurately on all | >> Even after a well-set pitch at factory, alters blades and the propeller balanced at the | while in service. | factory to reduce the possibility of torsional | vibration. High initial cost but low maintenance cost | => High i ial cost, High maintenance cost | Ge Wih reference to International Load Line Statutory Certfiation, A State the reasons forthe freeboard requirements; B.() Explain the term “conditions of assignments’; {i List the items that may be examined during a Load line survey after a vessel's major repairs in the drydock. ALREADY DONE IN2022/MNEOL Q5. Write short notes on resistance encountered by a sailing ship in water. What structural changes are in place to minimize them -2022/APRIQS When a ship moves through the water at any speed, a force or resistance is exerted by the water on the ship. The ship must therefore exert an equal thrust to overcome the resistance and travel at that speed. > The total resistance or tow-rope resistance R, of a ship may be divide (@) Frictional resistance Ry (b) Residuary resistances R, to two main sections: Hence Total Resistance Re = Ry + Ry Frictional resistance is OR code contains information of he purchaser ofthis book, Crealating, copying, reproducing ths book wil alvacl vere copytight punishments under section 63 ofthe copyright ac, 1957, Purchaser ol this book is esponsible for any ch vilaions originates fem ths copy.v WWW.DIESELSHIP.COM VOLUME-6 | NAVALARCHITECTURE "AS the ship moves through the water, friction between the hull and the water causes a bet, eddying water adjacent tothe hull to be drawn along with the ship, although at a reduced Sp ‘The belt moves aft and new particles of water are continually set in motion, the force requireg Produce this motion being provided by the ship. ‘ ‘The frictional resistance of a ship depends upon: F (i) the speed of the ship ; (il) the wetted surface area i (ii) the length of the ship < (iv) the roughness of the hull (v) the density of the water, v Froude formula: Ry = fSV"N F where 7 f is a coefficient which depends upon the length of the ship, the roughness of the hull and the density of the water. t Sis the wetted surface area in m? Vis the ship speed in knots. i nis an index of about 1.825 z é fl Z SHIP in RESISTANCE i | Z R ae: | a Po > Hull form optimisation reduces resistance and improve energy efficiency. The following are the 3 ways by which we can minimise hull resistance - | 1. Fore body optimisation | 2. Aft body optimisation | 3 Appendage Resistance | rove Bo option | >> Includes consideration of the bulb design, forward shoulder, and waterline entrance. Potential ‘low calculation are routinely applied in this optimisation process. | ‘A V-shape may be introduced at the base of the bulb to mitigate slamming impact loads. | Aft Body Optimisation | >> The biggest concerns while designing the aft part of the ship is to mitigate the stern waves, | avoid eddies and improve the flow into the propeller. By improving the flow around the stern of the hull resistance can be reduced. Flow improving devices such as stern flaps can be attached to do the same. Appendage Resistance ‘Appendage resistance contributes to about 2 ~ 3 %of the total resistance for a cargo ship in ‘calm water condition, Roughly about half the appendage resistance is attributed by the bilge keels and the other half to the rudder. Resistance due to rudder is experienced usually on directionally unstable ships and can be controlled using skeg. The bow thruster tunnel can also contribute significantly to the overall resistance of the ship, Grid bars are frequently placed over the opening perpendicular to the flow direction. They serve to break up laminar flow and reduce vortices. Duck tail Duck tail water line extension is often used on cruise ships to provide a propulsion efficiency of about 4 - 10%. ig cE ‘GH code cartine information ol the purchaser of th Back Greubtng, copying, reproducing Wis book wil aac severe copyight punshments under section 63 ofthe copyeight at, 1957, Purchaser ofthis book is responsible for any | |LESRREG bon wclatone onginates fem ths cop- ————eEEEVEVO7E WWW.DIESELSHIP.COM VoLUME-6 — NAVALARCHITECTURE SECTION = ight of 9m in seawater. Ces Og, 6: i An oil tanker 160m long and 22m eam flonts at dra Te idships section sin the form ofa rectangle With 4.2m radius at the bilges. A midships y, Sm long has twin longitudinal bulkheads and contains oll of 4.4 mi/t to a depth of 14,5, The tank is holed to the va for the wholo of ts transverse secon. Find the 10% draught. 2016/5R08 2018(3Ry; Zo1visre zoressnoa 20v6/shos ZO17/5K12 _ 2010/6R0! 2048/5704 ZOzOIAN roZOMOVIGs 2021/0CT/AG 2021/0EC/A9 2022/APUA6 Numerical Solution; = 160 x 22 x 0.865 = 3045.8 im, 814.8 m*. ‘Complete water plane area he ship and that all the Intact water plane area = 3045.8 - 10.5x 22 = It may be assumed that the whole of the mass of the oll is taken from buoyancy of the compartment is lost. Cross sectional area of oil Sax} .2+(22-24) x 4.2422 (11.5- 12, = 2.46 + 23.32 + 226 .60 = 252.36 m° = 252.38 - 22 x 2.5 = 197.38 m*. 252.38 x10. Mass of oil in compartment asasexies = 197.38 x 10.5 x 1.02! = 2124.30 - 1892.85 Immersed cross sectional area 1892.85 tonne. = 2124.30 tonne. Mass of buoyancy lost Net loss in buoyancy ’31.55 tonne. Equivalent volume Increase in draught “area of intact water plane | _ 228. 20148 = 9.08 m. 0.0802 m. New draught GT Wah expect Ship Propulsion: a capain te varios efciencesasocated with propeller and shafing avrangemen, Sea wie of 48 m pic tr at 110 rm the apparent sips found to be ST a the rea sip is 1.5 S % tty fe speed i 25 eof the ship speed, calculate the ship speed. apparent slip an there Ip ‘ALREADY DONE IN 2022/JUNER§ from the hydrostatic curves of a vessel. QB: The following data are available Draught (m) KB(mn) KM(m) Km’) 49 2.49 10.73 65.25 10.79 68.86 5.2 2.61 Calculate the TPC at a draught of 5.05m. sor sae 2014/SA08 2016/SR4 2017/SR4 2017/SRI2_2018/SRO1 _2018/SRO4 :020/0CTICH/ 2024/9UUQ9. 2022/APRIQS ‘Numerical solution: To find TPC at a draught of 5.05 m tpe = A2xPs AW = diff.in volume of displacement diff.in draught Fi GR code conan information of he purchase ofthis Book Creating, copying, reproducing tvs book wil 0 ere 4VOLUME-6 NAVAL ARCHITECTURE 31 1918.6 v2 =8418.09 a Ay = MMO TOI = 1664.97 m? 52-49 ppg = LOSAITHLO2 — 49 O66 7, 100 Q9. (a) Explain the concept of dynamical stability, (0) A ship of 5000 tonne displacement has three rectangular double bottom tanks A: 12m long and 16m wide; Tank B: 14m long and 15m wide; C 14m long and 16m wide. calculate the free surface effect for any one tank and state in which order the tanks should be filled when making use of them for stability correction. ZOIS/SRIO 2017/SR1_2020/OCTIQD 2021/1ULIQ7 2021/AUGIQ? _2021/DECIQE 2022/APRIGI {(@) Explain the concept of dynamical stability. Itis defined as the energy required heeling the ship from upright equilibrium till the angle of | heel in question. It gives the stability information of a vessel considering dynamic behaviour of the sea. It is expressed in terms of the area under righting moment curve. (or GZ curve multiplied by displacement of the ship in tons) Its unit is ton-meter-radian The dynamic stability at two different angle of heel cannot be the same | } | } } |B. Numerical Solution } Tank A, free surface effect. = 7 =F (since p=p1) = 2X1H1025 «gg =Taxso00 4 14x15*x1.025 Tank B, free surface effect, => = 0.807 m 14x163%1.025, Tank C, free surface effect. = = 0.98 m The tank with the lowest free surface effect is filled first and thus they should be filled in the order BAC ‘Q10. (@) Explain what is meant by left and right handed propellers, and also explain the rotation of propellers in a twin-screw ship. (&)A propeller 6m diameter has a pitch ratio of 0.9, BAR 0.48 and, when tuning at 110 rev/min, has a real slip of 25% and wake faction 0.30. If the propeller delivers a thrust of 300 KN and the propeller efficiency is 0.65. Calculate: i. Blade area; hip speed Thrust power, iv Shaft power iz GR code contans information of the purchaser of Wis Book Creating, copying, reproduang Ina Book wilatwack ver copyright punishments nde econ 63 of the copyight a, 1987, Purchaser f hs book response for ary uch elstone onginates rom this copyWWW.diEsELstup.com VOLUME-6 NAVAL ARCHITECTURE 2O1/SRG ——«ZONR/SRE | 2OTZISRB —-2ONS/SROB —_—2015/sROg 2O2z/APQIO 2016/SRI5 Explain what is meant by left and right handed propellers, and also explain the rotation Propellers in a twin-screw ship. ~ Looking from astern a right-handed propeller turns in a clockwise direction for ahead Pov, and anti-clockwise for astern. ~ Looking from astem a left-hand Propeller turn in an anti-clockwise direction for ahead pong 8nd clock wise for astern. {na twin-engine vessel, the propellers are normalh ly counter rotating, i.e. when going aheag both propellers are rotating outwards. That is, the starboard hand propeller is normally right handed and the port propeller left handed, There are numerous benefits of having twin propellers, those that effect vessel handling i listed below: + Extremely manoeuvrable + Steering without a rudder + Negating transverse thrust (©). Numerical Solution () Blade area = 0.48 x7 x 6? = 13.57 m’. t “ (0.9 X110 : (i) Theoretical speed, = S920 9.9 mys , _ 99-Va 7 Real slip of .25 = 22—Ye , Speed of advance, V, = 9.9 — (9.9 x 0.25) = 7.425 mis = 7425 Wake fraction 0.30 = Y=7#28 ; 785m Ship speed, V ES, = 10612 - 3600 ) = 1061 [952 20.62 knots, / (i) Thrust power t, = 300 x 7.425 = 2227.5 kW 2275 (iv) Shaft power s, = 22225 = s427 kW () 5, =27nQ . = 382760 “or Torque Q = 82 = 207 WN my, (wy Tis GR code contains nlormation of he pa chaser ofthis Book Circulating, copying, reproducing this book we vere copyright punishments under section 63 et ARs uch violations eginates from thioWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE 3 | f } MARCH 2022 SECTION -1 Q1. (a) What is significance of the area under the curve of statical stability or the GZ curve? Explain using a neat diagram, how this curve is used to assess the stability of the ship against a heeling arm. (b) In a grain carrier, how the shifting of grain affects the curve of statical stability. With a neat diagram explain the existing minimum criteria for stability of grain carrying ships. (8). NO2vOCTIQA 2021/NOVIQS 2022!ARIQK (@) What is significance of the area under the curve of statical stability or the GZ curve? The area under the curve up to any given angle, multiplied by the displacement, represents the energy needed to heel the ship to that angle. It is referred to as the ship's dynamical stability and is a measure of the ability of the ship to absorb the energy imparted by waves and gusting winds. >> This should not be confused with a ship's dynamic stability which is a measure of its ability to maintain a constant heeling. | Explain using a neat diagram, how this curve is used to assess the stability of the ship against a heeling arm (8) > GZ curve is simply the graphical representation of ship's transverse statical stability. Ability of the ship to return to upright when the ship is inclined by external forces like wind or waves, nothing but the heeling of the vessel. >> GZ curve is drawn by plotting GZ. in meters for various angles of heel, set of curves prepared for assumed values of KG, any angle of heel at any displacement. In case the value of actual KG differs from assumed KG then a correction is applied. >> GZ curves gives 6 main values of the vessel. Range of stability. > The angle to the perpendicular through which a vessel may be heeled without losing the ability to right itself. | >> Inthe GZ curves shows the range of stability as 0 - 85 degrees. 2. The angle of vanishing stability. >> The angle of vanishing stability (AVS) is the angle from the vertical at which a vessel will no longer stay upright but will capsize. In the GZ curve shows the vanishing stability is 85 degrees. AK. Point of contaflexure OR ‘Angle of deck edge immersion Positive oz 3 Maximum G2=2.8 meters @47 Degrees Giinmeters Angle of Vanishing Lo ‘Stability Angle of hee! G2 Curve vere copytigh punishment under section 63 of the copright a, 1957. Purchaser of this Books responsible for any (ee his GR code contains information of the purchaser ofthis Book. Circulating, copying, reproducing this book will attract |LBBGE2E buch votstions eviginstes rom ths con —RCHITECTURE ‘SELSHIP.coM voLUME-6 — NAVALAl Ver of the vessel ( GZpu.in meters) m; The target cooetlion petween the forces of Buoyancy and gray, rts the most energy to right itself. Axion pi he an “mn Right ; Ble of ja Wahting Arm: Angle of magn ilination where the maximum Righting Arm occurs. In the GZ cUNV® Shown x, aximum i S- Angte of qung ahting arm is 47 degrees Angle Angle eee how the shifting of grain affects the curve of statical stability. re, oe ‘of repose, or critical angle of repose, of a granular material isthe steepest angle o slumegtnt OF dip relative to the horizontal plane to which a material can be piled without ‘umping. At this angle, the material on the slope face is on the verge of sliding. The angle a ‘repose can range from 0° to 90°. When a ship carries dry bulk cargo such as grain, ore & coal: Bulk cargoes settle down durin Sea voyage due to which the holds which were full initially, have void space at the top. All materials of this type have an angle of repose. 1 'f the ship rolls to a greater angle than this they may move to one side and not move back later. Consequently, there can be a permanent transfer of weight to one side resulting in a permanent list, with a reduction of stability on that side. ~> This shifting of cargo on one side causes shifting of the centre of gravity or G moves. To preventing shifting of cargo:- i) Use of shifting boards. i) Centreline Bulkhead. iii) Loading (By trimming the ship to fil all the spaces between beams and at the ends and side of hold). With a foe diagram explain the existing minimum criteria for stability of grain carrying ships. Where, ea Assumed volumetric heeling moment due to transverse shift Aye. ‘Stowage factor X Displacemnet Jag = 0.8 X Ay Stowage factor = Volume per unit weight of grain cargo Displacement of the ship = weight of ship, fuel, fresh water, stores etc.and cargo BETES Ciich violations originates from this coy eeWWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE 35 (2) The righting arm curve shall be derived from cross-curves which are sufficient in number to accurately define the curve for the purpose of these requirements and shall include cross-curves at 120 and 400 Righting arm curve \. © DIESELSHIP . tes Oya é ‘stabi 2] ane ot het ue j 5] “eeansnit ° Heangarm curved to tanvere gains hich may ‘Al be approximately represented F | by the straight line AB 4o opieseisHie = 40 0 “Angle of heel (degree) 40 comply with the stability criteria required by this section. 4, After loading, the master shall ensure that the ship is upright before proceeding to sea. 2. State how and why the following machinery items are effected when the maximum service speed of a vessel is consistently maintained in heavy weather. } A. Intermediate shafting B. Propeller shafting . Shafting coupling bolts D. Main thrust pads. 2008/SR11 2008/53 —»«2006/SR6 «2007/84 ——«-200GISRS —«2006/SR3_ 2010 /5RI ZOv1/SR2 —-2014/SR10—«-2ON1/SRIZ—-2012/SR2_—«2012/SRI_——2013ISROB _. 2013/SRO9 ZorajsRii 2014/SR02 —«2015/SROZ —2015/SRO4 —2016/SROZ —2014/SR1___-2014/SRO7 2018/SRO3—-2018/SR12__2022/MARIQZ A. Intermediate Shaftin: = Due to propeller racing in heavy condition. Increased torsional shear stresses are imposed on to the shaft because power/ torque transmission in such conditions is higher. Tis GR code contains information ofthe purchaser af ts Book. CreuTatng, copying, repraducing Wis Baok wil aract] severe copyright punishments under section 63 of the copyright set 1987, Purchaser ofthis book i esponsible for any such vgltgns eginats from this c09yHITECTURE NAVAL ARG Www. " ag NW-SE SHIN.COM VOLUME pare tess 9 He Sa gf mn ‘sees « End thrust from propelier induces & ¢ ‘i ; er *, ich may damage sh Eos Jue to hogging and yaws of vessel wh! “ “SSeS = Could arise due to hogging An B. Propetter Shatting Peller s| hate is hrust and bending Torsional ‘ubjected to torque, thrust a eller. Wress is due to transmission of shaft torque into Prop hrown att. SOTESIve stress isd trend thrust which the Feaclon of water Ai % ‘ding stress is due to the propeller weight at the end of cantilever areaiher i eppredabyt SM due to fll weight of propeller when it comes out of water in heavy Sif adics Ri ceeembining with ic fuctating torsional stress & end thrust can considerably Strength in a corrosive weather, ee ee Damage to stem tube bearing, oil seal leakage can be increase if ship is Speed in heavy weather for a prolonged period. © Shafting coupting bolts P Their function isto transmit the torque from intermediate shaft to propeller shaft along with the flange surface. They are tightened to a specific stress to bring flange Fausto ether. They are tightened to a specific stress to bring flange for maximum transfer of load and esigned to carry shaft torque in shear. Bending stresses are induced due to flexing of hull because of hog & sag. ; Shear stresses are due to whirl ling of shaft, racing of engine when propeller is raising & slamming down leads to ranging torque variation. 'f ship runs at service speed in rough weather it will cause crack, fatigue, and failure due to shear, Failure of bolt aggregates the stress on others and further failure will result. D. Main thrust pad Related movement of hull. Because of hogging and sagging Misalignment due to droop from propeller weight. Slacking of propeller blade, load fluctuation whirling of tail shaft, can create axial vibration Problems which causes thrust block to: - Rock, Parting of tank top, Structural damage. 3: With reference to dry docking, define the responsibly of the second engineer A. Prior to docking; B. Whilst the vessel is in dry dock; C. Prior to flooding and leaving the dock. Zoro1sa! ons? 20118 Os OHNE zoroa4 2010/8R10 Bots. 7) ZoiosRS | eoteiSR ST 26nisha 7 aotaiRe St oo 2013/SR11 zoveisnon 2ovwrsh 20146807 01802 ZoISAROS ape 2015/SR0S 2o16/sAO1 2016/SHO2 _Z0N6/SAO3__2016/SRO7 261/8AOR Zor7/shi2 2018/SR03 2018/5065 2018/5807 2otwahoe 2022/JAN/Q4 2022/MARIQ3 2017/89 2017/8R11 2018/SR12 — 2020/NOVIQ DRY DOCKING: - Preliminary preparation- prior to dry-dock . kuch violations eriinates rom ths co Prigh a. 1987. Purchaser of hee responsible for 2"F|WWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE 1, Drawings of shell expansion plan, stern gear, rudder gear, propeller, ship-side valves & gratings, framings are to be studied and kept ready for dry dock. 2, Reports of last two dry-docks to be checked- tail shaft, stern tube bearings, shaft tube bearings, shaft seal poker gauge reading, rudder drop, pintle clearance etc, noted. 3. Inventory of spares (for machinery to be overhauled, Tools (spanners for propeller pilgrim nut, rudder palm bolts, drop gauge, poker gauge, trammel gauge, intermediate shaft coupling bolts, rudder pintle nut bolts etc. are to be taken. Inventory of stores e.g. pipes, bends, flanges, valves etc. are also to be taken for probable use. 4. Continuous survey of Machinery items identified ~ for dry dock (tail shaft, propeller, rudder, underwater valves, sea chests, Bow thruster, stabilizer etc.) 5. Identification of defects and preparation of defect list, to be carried out during dry dock, in consultation with all engineers. 6. Preparation of spares and stores indent both imported and indigenous and to be sent to office for procurement before dry dock. 7. Requirement of any specialized service of equipment manufacturer such 8. Job allotment to ship staff, ship yard, and specialist's identification. 9. Job timing schedule to prepare to ensure satisfactory completion of all jobs within the dry- docking period. 10, Maintaining safety- readiness of safety equipment during the various stages of dry docking. Prevention of flooding f double bottom tanks and engine room. 414, Tank plugs- engine room DB tank plugs to be identified by frame numbers and to ascertain which tank to drain via plugs in dry dock and which plugs not to be touched, such as oil tanks. Before entering dry dock- Shore electrical supply to check whether dry dock supply is'compatible with the ship's voltage, frequency and phase sequence and to arrange connection after checking interlock. Utility service- in the event of ship's generator, domestic fridge, auxiliary condenser or sanitary system required to be used, in the dry dock, then arrangements must be made to pipe shore water into those system and discharge to shore facility tank. Fire protection- fire connection to be made to the international fire connection main and to sprinkler system connected to it. Impressed current system, fresh water generator, oily bilge separator to be put off. Information required: > Gas free certificates must be obtained for any empty fuel tanks etc. that are to be worked in dry dock. Before entering the dry dock, all tanks and bilges are sounded and recorded. Any transferring considered necessary should be carried out in advance. Since tank soundings just prior to dry docking are logged, any fuel and water consumed in dock and its effect on trim and hee! may be determined, from the tables of hydrostatic data and loading table. Just entering dry dock: Ship should be upright and trimmed slightly by stern, empty of cargo, with minimum fre ‘surface in the tanks, The ship is lined up over the keel blocks by permanent marks on the dock gates and head or by plumb lines. wore copyright punshmente under section 63 of he copyright at, 1957. Purhazet of hi book responsible for any Se eS 37ECTURE naval anctT on the ste the reaction mn | after an de shores the a tne blocks $s uel f-6 WWW.diesestip.com vous Ast - ba dock water is pumped out, the ship should tant ed alg pn ENSES until the ship is just about 1° toud A ore With bulkheads frames. is no damas 'e tank soundings q ethene itt a sn again to ensu Siting on Keel Bee sas ae tke 89a Sh Ore electrical connection and other service connett oft itt is dUC to thy geto ay tank jon are made- In dry dock: Post dockir Pe Peking round! > As soon as the water is pumped U8 9 '™ of shipboard leaders, superintend engineer, class Survey" undenwater surface, Main purpose of this rounds is to have all parties i components and equipment and to agree upon jobs that needs to of each, 4 dock is ready to Be entered a re jock team will inspect the ship ting the underwater involved to be inspe the priory fy ibe undertaken and ae i of al under Hull conditioning > The hull is inspected for fouling, deterioration of paint ins? anodes am ‘components such as anchor, stabilizers, thrusters, thruster tunnel, MGPS rudder, propeller, sacrificial anodes, bilge keels etc. nimi: To clean hull of marine growth to Race ship resistance, crease speed and minimize fuel consumption, Anodes and reference electrodes are to be covered _ 4 Docking survey of hull and machinery as per the requirement of classification society to maintain ‘class’. " is ~ all underwater parts of the hull are inspected for damage and corrosion. Distortion, dent is observed and inspection of the inside of the ship is carried out to determine internal damage if any, Serious are to be repaired and thinned plate sections are to be strengthened by doublers plate or stiffeners. Distorted bilge keels to be logged. Cathodic protection > Corrosion all cathodic protection system should be of attachment and worn sacrificial anodes should be renewed ifnecessary. Particular attention to be paid at the forefoot, at the aft end in way of stern frame and on twin screw ships around propeller ‘A’ brackets, for corrosion and cracks. Edges of weld to check for corrosion attack, Rudder- to check rudder drop between the rudder stock and carrier bearing. To check pintle clearance, security of palm coupling and condition of stock. To remove rudder, drain plug to check if water has gone inside. After repair, itis tested by water head of 2.5 mtr above the rudder top surface. Internal oil coat is given before closing drain plug. Propeller. propeller to be examined for erosion due to cavitations, cracks and bent blades. CP blade bolts and cone connection to be checked. Blades to be polished, edges to be rounded. ‘Stern gear. stern tube bearing wear out and oil seal condition to inspect. Underwater valves & Sea chests- all under water valves. Valves grids, and ship's boxes should be examined from the dock bottom to ensure the grids are clear and secure. The valve body, valve lid, valve seal and spindle to examine and to overhaul and preface damaged parts. “Anchors and cables: lowered on the dock floor for special survey. Corrosion and wastage if greater than 11%, then defective length to replace as also in the case of cracks in any link, Joining shackles are parted and checked. When reassembling, the pins require to be re-sealed with alead pellet. Leaving dry dock: - thereby in e checked for security [evere copyright punishments under section 63 ofthe copyright ack. 1967 aye pene eproduCIng This Book wil aac TERRE [inc GA code contains formation ol the purchaser aftna book Grea Pa lesen violations onginatos frm ths copy 7. Purchaser ol this book is responsible for 279aod ° WWIW.DIESELSHIP,COM. VOLUME-6 NAVAL ARCHITECTURE 9 Just before flooding the dock, all underwater fittings are checked to see they are satisfactorily, boxed up. All double bottom tank drain plugs checked to ensure they are replaced and properly tightened. Before flooding, tank soundings are taken, so that any adjustments to heel and trim required can be made, to bring the ship in stable condition On flooding, constant checks have to be made to the following for any leakage or abnormality of all underwater valves, shipside valves, sea chest greetings fittings. Stem tube to watch for leaks, stern gland, rudder stock gland to be equipped, if leak shows. Impressed current system anodes, position of hull repairs, fuel tanks, D.B Tank soundings etc. to be checked to ensure everything is all right. Q4. (a) The stresses acting on a ship during its lifetime can be divided into two categories, with respect to still water stresses and dynamic stresses. State the different stresses in EACH category, explaining how EACH stress is caused. (b). Explain how the structure is designed to combat longitudinal stresses. 2O21/AUGIQZ 2022/MARIQS Still water stresses The ship in still water mainly experience 2 types of stress which is due to the weight & buoyancy. These two factors contribute to the following 2 majopr stress to a ship structure; 4, Vertical shear in still water 2. Longitudinal bending in still water Unequal forces of weight & buoyancy If a homogeneous body of uniform cross-section and weight is floating in still water, at any section the weight and buoyancy forces are equal and opposite. Therefore there is no resultant force at a section and the body will not be stressed or deformed. 2 10 i ww at eg Ly 8 snotomes | seotames TEU rrp & ‘worerst — zeoTemes A ship floating in still water has an unevenly distributed weight owing to both cargo distribution and structural distribution. The buoyancy distribution is also non-uniform since the underwater sectional area is not constant along the length. Total weight and total buoyancy are obviously balanced, but at each section there will be a resultant force or load, either an excess of buoyancy or excess of load. Since the vessel remains arc as crt Tama nT DO, CTT OP, eo HH BO ATTA [a feces echnna ne cin al cong WF Racoon pote ery i kuch volationsonginato rom ths copTECTURE ancHt : NAVAL . WWW.riesetsiup.com vouMe-6 tort the vessel ea ie Sere to il in the hull, tending to Cry mater are vertical upwa nward forces he verti as Vertical sheng tones pa they tend to sea Dynamic streasee " Due to the force, os, caused by dYMAMIE force, . ™otion of the ship and the sea the seta a ° {LR the ship structure i subjected may be categorize . eee Stresses (hogging and sagging) Fi 3. Local shan Ste85eS (racking, torsion and the effects ma dynamic stresses (panting and pounding) Srgitudinal stresses (hogging and sagging) rst s ough Hogging HOGGING cal loading at the a a jected to lo Longitudinal bending stress would occur ifthe ship were subjecte th balasted fore fore end and after ends, (eg. ship with machinery aft and in light condition wi Peak tank) the hull would tend to ‘hog. ot This effect would be made worse if the wave crest were amidships wit to ship length as shown. th wave length similar pate ould b IF the load and the buoyancy distribution tended to distort the hull as shown (e.g. could be @ ship with machinery amidships in light condition), is termed as sagging. This is made worse when the wave crests are at the ends of the ship, with a wavelength similar to ship length. SAGGING 2, Transverse stresses (racking, torsion and the effects of water pressure) Racking ___ When a ship is rolling in a seaway ori struck by beam waves, the ship's structure is liable to distort in a transverse direction as shown. >> The stress mainly affects the corners of the ship, i knees, which must be made strong enough to resist it frames provide very great strength to resist racking, =) ul ~ Ld on the tank side brackets and the beam fe Transverse bulkheads, frames and web (| hs Torsion Crean; 9, copy °C 1957, Purch oo roducing this book will etre rend eed Ws boo wl this book is responsible for a”WWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE 4 When any-body is subject to a twisting moment which is commonly referred to as torque, that body is said to be in ‘torsion’. A ship heading obliquely (45°) to a wave will be subjected to righting moments of opposite direction at its ends twisting the hull and putting it in ‘torsion’ tn most ships these torsional moments and stresses are negligible but in ships with extremely | wide and long deck openings they are significant, A particular example is the larger container ship where at the topsides a heavy torsion box girder structure including the upper deck is provided to accommodate the torsional stresses Water Pressure >> Water pressure acts perpendicular to the shell of the ship, increasing with depth. The effect is to push the ship's sides in and the bottom up. Its resisted by frames, bulkheads, floor and girders 2, Local dynamic stresses (panting and pounding) Panting Panting is an in and out motion of the plating which occurs at the end of the vessel due to the variation in water pressure as the vessel pitches in a seaway. The effect is accentuated at the | bow when making headway. Pounding | => When a ship is pitching, the bows often lift clear of the water and then slam down heavily onto the sea, subjecting the forepart to severe pounding. TO compensate for this, the bottom is strengthened to 0.25 aft of FP. (0), Explain how the structure is designed to combat longitudinal stresses. > Longitudinal Stresses created by Hogging and Sagging can be very severe and can cause a ship to break up. "BURGE Tis GF code conte formation ol the purchaser al he book Creuloting, copying, reproducing ths book wil atvack kevere copyright punishments under section 63 of the copyright at, 1957. Purchaser ofthis book s responsible for any such valations originates Hom ts 00cHITECTURE VAL AR WWW.DIESELSHIP.com voLUME- 6 cecially tose parts furth | fe The stresses are resisted by all longitudinal material €5P' m the neutral axis, ——— 4 outer bottom longituding " | ouble bo: tom af keel toms, i., centre girder, side girders, inner Do and b inaat The sto shel, tanto plating pte nate dts og Siters and dec natn oP he Sher sak) and eek SHE, jngtie| DUNS te In A longi give great ares also help resist the stresses: Special steel; > Longitudinal ship to break uy Parts further in large shiPs- be very severe inal material and can cause s for high-stress areas are now used, especial " | especially those Stresses created by Hogging and Sagging a" P. The stresses are resisted by all continuous [on from the neutral axis. sayy tT : LL fers, inner bottom and outer bottom longitudinal, ° trake) and deck > Double bottoms, i.e, centre girder, side git keel and bottom shell, tank top plating. The side shell at the top (the Sheer s stringer plates. As the decks, longitudinal gitders and deck longitudinals also help resist the stresses, In tankers, longitudinal bulkheads also give great strength. Special steels for high-stress areas are now used, especially in large ships. For Racking Transverse bulkheads primarily resist such transverse deformation, the side frames | n being insignificant provided the transverse bulkheads are at their usual regular cont spacings. For Torsion ~ In most ships these torsional moments and stresses are negligible but in ships with extremely wide and long deck openings they are significant. girder structure including the upper deck is provided to accommodate the torsional stresses. |f For Water Pressure ; Water pressure acts perpendicular to the shell of the ship, increasing with depth. The effect is to push the ship's sides in and the bottom up. It is resisted by frames, bulkheads, floor and girders. For Panting Aft of the forepeak in the lower hold or deep tank spaces panting stringers are fitted in lin¢ with each stringer or perforated flat inthe fore peak extending back over 15 per eent of the shiP. length from forward. For pounding levere copy 2c. 1957 Fake ch violations originates from this os eT ofthis book is responsible for 27 (el wright punshments under secton 63 ofthe copyright ge i Sopa. ebroducng Wis Doak wit we]WWW.DIESELSHIP.COM VOLUME-6 NAVAL ARCHITECTURE a The bottom structure for 30 percent of the ship's length forward in sea-going ships exceeding 65 min length is to be additionally strengthened for pounding, Where the double bottom is transversely framed, solid plate floors are fitted at every frame space in the pounding region, Intercostal side girders are fitted at a maximum spacing of 3 times the transverse floor spacing, ‘and half height intercostal side girders are provided midway between the full height side girders. @5. Show by means of a sketch how transverse force Is generated by tuning a rudder. How is this force converted to turning moment? Can similar transverse force be generated by a transverse thruster? Where should this be located for maximum turning effect? 2022/MARIQS E Show by means of a sketch how transverse force is generated by turning a rudder. RUDDER TRANSVERSE Figure 4- Lift force => Let's assume a starboard turn of the rudder, Which means, the rudder is moved to the starboard side. When the rudder angle changed from zero to some angle towards the starboard, a lift force acts on the rudder. The direction of the lift force is towards the port side, as illustrated in Figure 4 This rudder force is directed along a transverse direction to the ship, this force will cause the ship to attain a sway velocity towards the port side, the ship will sway slightly to the port when the rudder is turned over to hard starboard. How is this force converted to turning moment? The rudder force creates a moment about the centre of gravity of the ship, in the direction as shown in Figure 2-Rudder moment. ee copyright punshments under ecvon 63 ofthe copyght act, 1987, Purchase of hs books eepanable for a wuch viclations originates from this copy ee ji E; Be ina GA code contains information ol the purchaser of he book. Ciulating, Copying, reproducing ths book wil tractWWW.DIESELSHIP.com voLUME-6 udder Figure 5-Rudder Moment See re rudder moment acts about the ship's centre of F279 ion by giving it a dri E peceme 9 it adrift angle (illustrated in Figute 2). ection, The ship, with that drift angle, is now moving along the inti udder a 6 Rudder To stad shigs ‘velocity Figure 6 - Drift angle - With a sway velocity towards the port side, the hull sways towar a force on the water particles in port side. The water particles in turn, exert a the ship's hull, due to the inherent inertia of the water particles. = = The direction of this inertia force is always opposite to the sway velocity, since inertia force} always opposes motion. So, the ship's hull experiences an inertia force on its hull in the starboard | direction | > Inertia force can be categorised into two; | acts on the stern of the ship (inertia force at stern) and 2. the other half acting at they forces at stern creates an anticlockwise (towards port fy rds port. Due to this, it exerts in opposite force on 1. The part bow (inertia force at bow). The inertia moment about the centre of gravity, whereas the bow inertia forces creates a clockwise (towards starboard) moment about the centre of gravity. MN =" Hull design is such that the sway inertia forces at the bow is more than that at the’ stem, therefore the resultant moment is towards the starboard direction as shown in Figure 4