STABILITY

QUESTIONS ASKED: 1. WITH THE HELP OF SUITABLE SKETCH THE PRINCIPLE OF INCLINING EXPERIMENT, WHAT PRECAUTIONS MUST BE TAKEN WHILE CONDUCTING THE EXPERIMENT. (JAN 08) 2. DESCRIBE THE INCLINING EXPERIMENT ON A NEWLY BUILT VESSEL UNDER THE FOLLOWING HEADINGS: PRINCIPLE, PROCEDURE, PRECAUTIONS? (MAY 08, AUG 08, MAY 09, NOV 09, JAN 10) 3. DERIVE AN EXPRESSION FOR ANGLE OF HEEL OF A VESSEL DURING TURNING. A PASSENGER VESSEL OF LENGTH 200M, DISPLACEMENT 21000MT, DRAFT 10M, KG 8.0M, KM 8.8M, HAS A SERVICE SPEED OF 20 KTS. DOES SHE SATISFY THE INTACT STABILITY CRITERIA REGARDING THE HEEL DUE TO TURNING? (NOV 09) 4. WITH THE AID OF SUITABLE SKETCHES, DESCRIBE THE WIND AND ROLLING CRITERION (WEATHER CRITERION) TO BE SATISFIED BY MERCHANT SHIPS. (NOV 08) 5. WITH THE HELP OF A SUITABLE CURVE EXPLAIN WIND AND WEATHER CRITERIA EXPLAINING; HOW WILL YOU OBTAIN IW1 AND IW2. AND THE MAIN CRITERIA THAT MUST BE SATISFIED? (FEB 10) 6. EXPLAIN THE EFFECTS OF FOLLOWING FACTORS ON THE ROLLING CHARACTERICTICS OF A VESSEL WHILE IN SEAWAY: GM, DRAFT, PERIOD OF WAVES. WHAT IS SYNCHRONOUS ROLLING? HOW IT CAN BE AVOIDED? (MAY 09, JAN 10) 7. WHY DO CONTAINER SHIPS WITH WIDE STERN EXPERIENCE VIOLENT ROLLING WHILST EXPERIENCING PITCHING? WHAT METHODS AND GUIDANCE ARE PROVIDED TO MASTERS TO AVOID SUCH OCCURENCES? EXPLAIN FORCED ROLLING? (MAY 10) 8. EXPLAIN HOW A ROLLING PERIOD TEST IS TAKEN. WHAT IS THE RELATIONSHIP BETWEEN GMT AND ROLLING PERIOD? WHAT PRECAUTIONS MUST BE OBSERVED WHEN USING THE FORMULA? (NOV 08) 9. FIND THE STILL WATER PERIOD OF ROLL FOR A SHIP WHEN THE RADIUS OF GYRATION IS 8M AND THE METACENTRIC HEIGHT IS 0.8M. (NOV 08) 10. WHAT DAMAGED STABILITY CRITERIA ARE TO BE SATISFIED BY TANKER IN THE FINAL CONDITION AFTER DAMAGE AS PER MARPOL? WHAT ARE THE ASSUMPTIONS IN RESPECT OF DIMENSIONS OF DAMAGE? (JAN 09) 11. DISCUSS THE FOLLOWING: BONJEAN CURVES, DIFFERENCE BETWEEN DYNAMIC AND STATICAL STABILITY. (MAY 08) 12. DISCUSS THE FOLLOWING: REDUCTION IN SHIP STABILITY WHEN ON THE CREST OF WAVE, ROLLING MOTION OF A SHIP WHEN FLOATING IN STILL WATER? (FEB 10)

INCLINING EXPERIMENT
THIS IS AN EXPERIMENT CARRIED OUT ON A NEWLY BUILT VESSEL OR ON A VESSEL WHICH HAS UNDERGONE MAJOR STRUCTURAL CHANGES TO ASCERTAIN THE LIGHT KG OF THE VESSEL, ONCE THE LIGHT KG IS KNOWN, THE KG OF THE VESSEL CAN BE FOUND OUT IN ANY CONDITION. SOLAS REQUIREMENTS: 1. EVERY PASSENGER SHIP OR EVERY CARGO SHIP OF LENGTH > 24M SHALL HAVE ITS LIGHT KG ASCERTAINED BY AN INCLINING EXPERIMENT. SUCH AN EXPERIMENT SHALL

BE CONDUCTED WHEN THE SHIP IS FULLY CONSTRUCTED OR AS FAR AS FULLY CONSTRUCTED. 2. EVERY 5 YEARSA LIGHT SHIP SURVEY SHALL BE CARRIED OUT ON A PASSENGER SHIP. IF THE DIFFERENCE IS MORE THAN 2 % OR IF THE LCG OF THE VESSEL HAS BEEN DEVIATED BY MORE THAN 1 %, THEN THE INCLINING EXPERIMENT TEST SHALL BE CONDUCTED AGAIN. PRINCIPLE OF INCLINING EXPERIMENT TEST WHEN A KNOWN WEIGHT IS SHIFTED FROM ONE PLACE TO ANOTHER, PERPENDICULAR TO THE SHIPS CENTRELINE, THE VESSEL HEELS AND THE RIGHTING MOMENT ADJUSTS ITSELF TO EQUAL THE HEELING MOMENT. THE ANGLE OF HEEL IS MEASURED, THIS PROCESS IS REPEATED AT SEVERAL ANGLES IN BOTH DIRECTIONS. AND THE VESSELS KG IS CALCULATED.

DERIVATION OF FORMULA WE KNOW THAT: FROM THE DIAGRAM

GGI = (w x d) / W GGI = GM TAN TAN = (w x d) / (W x GM) TAN = CD / AC GM = (w x d x AC) / (W x CD) GM = (w x d) x LENGTH OF LUMB LINE WHEN UPRIGHT W DEFLECTION OF

PENDULUM BOB PROCEDURE 1. A PLUMP BOB IS ATTACHED INSIDE THE CARGO HOLDS IN A WAY AS SHOWN IN THE DIAGRAM. 2. TO HAVE A BETTER ACCURACY THREE SUCH BOBS ARE ARRANGED, 1 IN THE FWD, 1 IN MIDSHIP AND 1 IN THE AFT OF THE SHIP. 3. FOUR EQUAL WEIGHTS ARE PLACED ON DECK AS SHOWN IN THE FIGURE. 4. W1 IS SHIFTED ALONG WITH W3 AND DEVIATION IS OBTAINED. 5. W2 IS SHIFTED ALONG WITH W4 AND DEVIATION IS OBTAINED. 6. W1 IS SHIFTED BACK TO ITS ORIGINAL POSITION AND A DEVIATION IS OBTAINED. 7. W2 IS SHIFTED BACK TO ITS ORIGINAL POSITION AND A DEVIATION IS OBTAINED. 8. W3 IS SHIFTED ALONG WITH W1 AND DEVIATION IS OBTAINED. 9. W4 IS SHIFTED ALONG WITH W2 AND DEVIATION IS OBTAINED. 10. W3 IS SHIFTED BACK TO ITS ORIGINAL POSITION AND A DEVIATION IS OBTAINED. 11. W4 IS SHIFTED BACK TO ITS ORIGINAL POSITION AND A DEVIATION IS OBTAINED. 12. A MEAN OF ALL THESE DEVIATIONS IS OBTAINED AND APPLIED IN THE FORMULA. 13. A VALUE OF GM IS OBTAINED FROM THE FORMULA, 14. A VALUE OF KM IS OBTAINED FROM THE HYDROSTATIC PARTICULARS, 15. A VALUE OF KG IS OBTAINED, THIS KG ALSO CONTAINS THE WEIGHT OF THE WEIGHTS USED i.e. THIS KG IS FOR W + 4w. 16. USING THE MOMENTS METHOD A LIGHT SHIP KG IS CALCULATED. PRECAUTIONS TO BE TAKEN

1. THIS EXPERIMENT MUST BE CONDUCTED ONLY AFTER THE VESSEL IS IN COMPLETION STATE OF CONSTRUCTION OR AS NEARLY AS POSSIBLE TO HER FINAL STATE OF CONSTRUCTION. 2. VESSEL SHOULD BE IN A SHELTERED ENVIRONMENT FLOATING FREELY AND AWAY FROM THE INFLUENCE OF WIND, CURRENT, TIDE, PROPELLER WASHES OF OTHER VESSELS ETC. 3. VESSEL MUST BE IN A UPRIGHT CONDITION, HOWEVER IF SHE IS LISTED, THE LIST SHOULD NOT BE GREATER THAN HALF DEGREE. 4. THE VESSEL SHOULD HAVE AN UNDULY LARGE TRIM BECAUSE IF THE TRIM IS VERY LARGE, THE HYDROSTATIC PARTICULARS OBTAINED FROM THE PARTICULARS WOULD HAVE SOME ERRORS THEREFORE A DETAILED CALCULATION OF THESE SHOULD BE DONE BY THE NAVAL ARCHITECTS BEFORE CONDUCTING THE EXPERIMENT. 5. ACCURATE SIX SIDED DRAFTS OF THE VESSEL MUST BE OBTAINED AND THE DENSITY OF WATER DETERMINED CAREFULLY, 6. THE VESSEL SHOULD BE SO FAR AS POSSIBLE IN HER LIGHT CONDITION WITH MINIMUM EXTERNAL WEIGHTS ONBOARD, WEIGHTS OF MORE THAN 4% OF THE LIGHTSHIP SHOULD NOT BE USED. 7. SHORE GANGWAY MUST BE REMOVED AND THE VESSEL BREATED OFF THE JETTY FOR FREE INCLINATION, 8. THERE SHOULD BE ENOUGH UKC TO PREVENT THE VESSEL FROM TOUCHING THE BOTTOM DURING THE EXPERIMENT, 9. THE TOTAL SUM OF WEIGHTS USED FOR THE EXPERIMENT SHOULD BE ATLEAST 1/500TH OF THE LIGHTSHIP WEIGHT, 10. EACH DEFLECTION OF THE PENDULUM SHOULD BE ATLEAST 15 CMS, 11. THE LIST PRODUCED DURING THE EXPERIMENT SHOULD NOT BE LESS THAN 1O AND SHOULD NOT BE MORE THAN 4O. IF THE LIST IS EXCESSIVE IT WILL NOT BE PROPOTIONAL TO THE HEELING MOMENT PROVIDED. 12. THE LENGTH OF THE PLUMBLINE SHOULD BE BETWEEN 4-6 CMS, 13. FOR V/Ls WITH VERY LARGE GM MORE LENGTH OF PLUMBLINE OR MORE INCLINATION WEIGHTS CAN BE USED WHICH ARE COMPARITIVELY HEAVIER, IN ORDER TO PRODUCE EFFECTIVE LIST. 14. IN THE ABSENCE OF INCLINATION WEIGHTS, THE EXPERIMENT CAB BE CONDUCTED USING CONTROLLED WATER BALLAST BUT ONLY AFTER THE APPROVAL FROM THE ADMINISTRATION, 15. THE PERSONS NOT REQUIRED FOR THE EXPERIMENT SHOULD LEAVE THE VESSEL AND THE PESONS ONBOARD SHOULD POSITION THEMSELVES ALONG THE CENTRELINE, 16. VESSEL SHOULD BE IN HER SEAGOING CONDITION AND ITEMS LIABLE TO SHIFT MUST BE SECURED IN THEIR POSITION. SOME SHIPYARDS USE AN INSTRUMENT KNOWN AS THE STABILOGRAPH WHICH RECORDS THE LIST PRODUCED WITH REFERANCE TO THE TIME.

LIST CAUSED DURING A TURN

WHEN A VESSEL SETTLES IN A TURN, CENTRIFUGAL FORCE (Mv2 / R) CAN BE CONSIDERED TO ACT OUTWARDS THROUGH THE VESSELS COG AND AN EQUAL AND OPPOSITE CENTRIPITAL FORCE (Mv2 / R) ACTS INWARD THROUGH THE VESSELS COB. WHEN THE VESSEL IS IN A STATE OF CONSTANT TURNING, HER RESULTANT RIGHTING MOMENT WOULD BE EQUAL AND OPPOSITE TO THE UPSETTING COUPLE. FROM THE DIAGRAM: W x GZ = C.F. x GX Mg x GM SIN = Mv2 / R x GX g x GM SIN = v2 / R x BG COS

 = v2 x BG = (KG KB) x v2 g x GM g x GM R WHERE, v = SPEED OF THE VESSEL IN m/s, g = 9.81 m/s R = RADIUS OF TURN IN m, GM = GMF FOR PASSENGER SHIPS: W x GZ = UPSETING MOMEMT UPSETTING MOMENT = 0.02 x v2 x DISP x (KG d/2) L WHERE, L = LENGTH OF THE VESSEL AT WATERLINE, d = DRAFT OF THE VESSEL

FACTORS AFFECTING ROLLING OF A SHIP

THERE ARE 3 ANGULAR MOTIONS AND 3 LINEAR MOTIONS. ANGULAR MOTIONS: PITCHING, ROLLING AND YAWING. LINEAR MOTIONS: SURGING, SWAYING AND HEAVING. ANGULAR ACCELERATION = PERIOD OF ROLL + AMPLITUDE OF ROLL

ROLLING IN RESPONSIBLE FOR: 1. DISCOMFORT FOR PERSONNEL ONBOARD, 2. RACKING STRESSES, 3. SHIFTING / DAMAGE / LOSS OF CARGO, 4. DAMAGE TO SHIP STRUCTURE, 5. CAPSIZING OF THE VESSEL. ROLLING DEPENDS ON: 1. GMT OF THE VESSEL, 2. DRAFT / DISPLACEMENT OF THE VESSEL, 3. DISTRIBUTION OF LOADS ONBOARD, 4. BEAM OF VESSEL. 1. GMT OF THE VESSEL: 1. STIFF VESSEL (LARGE GM): WILL HAVE SMALLER ROLLING AND SHORTER PERIOD OF ROLL. ROLLING WILL BE JERKY AND UNEVEN. A STIFF VESSEL WILL HAVE A PERIOD OF ROLL OF ABOUT 8-10 SEC AND MOST SEA WAVES IN HEAVY WEATHER HAVE PERIOD 8-12 SEC. SYNCHRONOUS ROLLING CAN TAKE PLACE, HENCE IF POSSIBLE THE NATURAL ROLLING PERIOD OF THE VESSEL SHOULD BE INCREASED BY REDUCING THE GM AND MAKING THE VESSEL TENDER. 2. TENDER VESSEL (SMALL GM): WILL HAVE LARGER ROLLING AND LONGER PERIOD OF ROLL. ROLLING WILL BE EVEN AND SMOOTH. A TENDER VESSEL WILL HAVE A SMALLER GM, IT WILL TEND TO LAG BEHIND THE WAVES AND THE WAVES WILL BREAK ON DECK, CAUSING DAMAGE TO DECK CARGO. IT CAN BE SAID THAT A RATHER TENDER VESSEL IS A BETTER OPTION THAN A STIFF VESSEL. A TENDER VESSEL USUALLY HAS A PERIOD OF ROLL OF 30-35

SEC AND A STIFF VESSEL HAS A PERIOD OF ROLL OF ABOUT 8-12 SEC. BOTH EXTREME CONDITIONS ARE HARMFUL, THEREFOR THE GM OF THE VESSEL SHOULD BE SUCH SO AS TO GIVE A NATURAL ROLLING PERIOD OF ABOUT 20SEC. 2. DRAFT AND DISPLACEMENT OF THE VESSEL: WAVES ARE STEEPER AT THE SURFACES AND GRADUALLY BECOME FLATTER AS THE DEPTH INCREASES. A DEEPLY LOADED VESSEL WILL HAVE HER UNDERWATER HULL MORE EXPOSED TO FLATTER SECTION OF THE WAVES, CAUSING HER TO HAVE A GENTLER ROLLING MOTION. ON THE OTHER HAND THE HULL OF A VESSEL IN LIGHT CONDITION WILL BE MORE EXPOSED TO THE STEEPER WAVE FORMS CAUSING IT TO BE EASILY AFFECTED IN HER ROLLING MOTION. THE DRAFT OF THE VESSEL IS DIRECTLY RELATED TO DISPLACEMENT, BUT THE DISPLACEMENT OF THE VESSEL AFFECTS THE ROLLING MOTION DIFFERENTLY. MOMENT = W x GZ LARGER THE DISPLACEMENT, LARGER UPSETTING MOMENT IS REQUIRED TO ROLL THE VESSEL, HENCE A VESSEL WITH LARGER GM CAN AFFORD TO SAIL WITH A SMALLER GM. 3. DISTRIBUTION OF LOADS: THE ROLLING AXIS OF A VESSEL PASSES FWD AND AFT ROUGHLY THROUGH THE VESSELS COG. A VESSEL CAN BE LOADED IN DIFFERENT WAYS, KEEPING HER DRAFT AND GM SAME. WEIGHTS CAN BE DISTRIBUTED AWAY FROM THE ROLLING AXIS OR CAN BE LOADED NEAR THE ROLLING AXIS. BOTH THE VESSELS HAVE THE SAME DRAFT AND GM BUT WILL BEHAVE DIFFERENTLY AT SEA. THE VESSEL WITH WEIGHTS AWAY FROM THE ROLLING AXIS WILL HAVE LONGER PERIOD OF ROLLS AND GENTLER ROLLING MOTIONS AS COMPARED TO THE VESSEL WITH WEIGHTS NEAR THE ROLLING AXIS. THE DISTRIBUTION OF MASSES ONBOARD RELATING TO THE ROLLING AXIS IS KNOWN AS THE MASS MOMENT OF INERTIA. 4. BEAM OF THE VESSEL: VESSEL WITH LARGER BEAM WILL HAVE LARGER ROLLING PERIOD AND VICE VERSA. ROLLING PERIOD: 0.79697 x B GM SYNCHRONOUS ROLLING WHEN THE APPARENT ROLLING PERIOD OF THE SHIP IN A SEAWAY IS THE SAME AS THE PERIOD OF THE WAVES ENCOUNTERED, VESSELS ROLLING CAN INCREASE DUE TO SYNCHRONISITY, WHICH IF ALLOWED FOR LONGER PERIODS OF TIME CAN CAUSE THE VESSEL TO ROLL MORE AND MORE. IF AVOIDING ACTION IS NOT TAKEN, ROLLING MAY INCREASE TO SUCH AN EXTENT, THAT VESSELS HEALS BEYOND HER ANGLE OF VANISHING STABILITY AND CAN CAPSIZE. SYNCHRONOUS ROLLING CAN BE AVOIDED BY: 1. ALTERATION OF COURSE, 2. IN SOME CASES ALTERATION OF SPEED, 3. COMBINATION OF BOTH, 4. BY CHANGING THE WEIGHT DISTRIBUTION ONBOARD, THE VESSELS GM WILL CHANGE, AS GM IS DIRECTLY RELATED TO THE VESSELS ROLLING PERIOD, THIS ACTION WILL CAUSE THE SHIPS NATURAL ROLLING PERIOD TO CHANGE THUS AFFECTING IT FROM THE WAVE ENCOUNTERED PERIOD. FORCED ROLLING IF THE VESSELS ROLLING PERIOD REMAINS DIFFERENT FROM THE WAVE ENCOUNTERED PERIOD FOR SOME TIME, THE VESSEL MAY SUFFER SUDDEN HARD THUMPING ROLL. THIS IS REFFERED TO AS FORCED ROLLING AND DOES NOT LAST FOR LONGER DURATIONS. PARAMETRIC ROLLING

1. IT IS CAUSED DUE TO THE PITCHING OF THE SHIP IN VESSELS WITH A VERY FINE BOW AND BLUFF STERNS. Eg. LARGE CONTAINER SHIPS WITH A VERY FINE BOW AND A VERY WIDE STERN TO ACCOMMODATE MORE CONTAINERS AND A NEARLY WALL-SIDED MID BODY LENGTH. 2. IT IS CALLED PARAMETRIC ROLLING DUE TO THE PARAMETERS LIKE DISPLACEMENT, RIGHTING LEVER, RIGHTING MOMENTS AND HULL GEOMETRY OF THE VESSEL BEING RESPONSIBLE FOR ITS CAUSES. 3. FOR A PARAMETRIC ROLLING TO OCCUR, THE PITCHING PERIOD OF THE VESSEL SHOULD BE EQUAL TO HER NATURAL ROLLING PERIOD OR HALF OF THE ROLLING PERIOD. 4. FOR A PARAMETRIC ROLLING TO OCCUR, THE FLARE OF THE BOW SINKS DEEPLY INTO THE WAVE AND THE WAVELENGTH IS APPROXIMATELY EQUAL TO ONE OR TWO SHIPS LENGTH. 5. PARAMETRIC ROLLING USUALLY OCCURSWHEN THE SEAS ARE FROM AHEAD OR ASTERN. 6. PARAMETRIC ROLLING IS PRIMARILY CAUSED DUE TO CYCLIC VARIATION OF VESSELS STABILITY. 7. IT IS BEST AVOIDED BY ALTERING COURSE OR / AND HER SPEED. IT CAN ALSO BE AVOIDED OR REDUCED BY CHANGING HER NATURAL ROLLING PERIOD BY ALTERING THE DISTRIBUTION OF WEIGHTS. BONJEAN CURVE IT IS THE CURVE FORMED BY PLOTTING THE TRANSVERSE SECTIONAL AREAS OF THE SHIP MEASURED UPTO EACH WATERLINE AGAINST A VERTICAL AXIS REPRESENTING THE WATERLINE. THUS THE HORIZONTAL DISTANCE MEASURED FROM THE VERTICAL AXIS TO THE CURVE GIVES THE AREA OF THE SECTION FROM THE BASELINE TO THAT PARTICULAR WATERLINE. USUALLY SETS ARE OBTAINED FOR EACH SECTION. THESE CURVES FACILITATE IMMERSED VOLUME TO BE OBTAINED FOR THE WATERLINES THAT ARE NOT PARALLEL TO THE BASELINE.

SHIP YARD PRACTICE

QUESTIONS ASKED: 1. DESCRIBE THE VARIOUS DEPARTMENTS OF A MODERN SHIPYARD, HOW ARE THESE DEPARTMENT INTERRELATED? (MAY 08) 2. EXPLAIN THE ERECTION SEQUENCE IN SHIPYARD PRACTICE IN SHIP CONSTRUCTION. DESCRIBE THE USE OF COMPUTERS IN SHIP BUILDING? (AUG 08) 3. BRIEFLY DESCRIBE THE SEQUENCE OF EVENTS THAT TAKE PLACE IN A MODERN SHIPYARD? EXPLAIN HOW FRAMES ARE BENT? (NOV 08, MAY 09, NOV 09, JAN 10, MAY 10) 4. WRITE SHORT NOTES ON BODY PLAN? (MAY 10) IN THE INITIAL STAGES, THE OWNER WILL HAVE A VERY BROAD IDEA OF WHAT KIND OF A SHIP HE DESIRES TO BUILD AND THIS IS KNOWN AS A CONCEPT DESIGN. HE NOW APPROACHES A NAVAL ARCHITECT WHO GIVES FURTHER SHAPE TO HIS IDEAS AND A PRELIMINARY DESIGN IS DRAWN UP. THE POINTS TO BE CONSIDERED WHILE DRAWING A PRILIMINARY DESIGN ARE: 1. THE DIMENSIONS AND DISPLACEMENT OF THE VESSEL DEPENDING UPON THE AREA IN WHICH THE OWNER WANT TO MAINLY TRADE HIS VESSEL, 2. STRENGTH AND STABILITY OF THE VESSEL,

3. PROPULSION, 4. GENERAL ARRANGEMENT, 5. CLASSIFICATION SOCIETY REGULATIONS, 6. SPECIAL FEATURES. ONCE THESE FACTORS ARE DECIDED A FULLER DESIGN CAN BE PREPARED WHICH IS KNOWN AS A CONTRACT DESIGN. THIS DESIGN CAN BE CIRCULATED TO VARIOUS SHIPYARDS THROUGH TENDERS AND QUOTATIONS OBTAINED FOR CONSTRUCTION OF THE SHIP. THE SEQUENCE OF EVENTS: 1. SHIP DESIGN, 2. DRAWING OF PLANS SHEER PLAN, BODY PLAN, HALF BREADTH PLAN. 3. APPROVAL OF PLANS, 4. FILLING OF PLANS, 5. TRANSFER OF PLAN TO PLATE, 6. PLATE PREPARATION, 7. PLATES AND SECTIONS, 8. PRODUCTION OF SUB-ASSEMBLIES AND ASSEMBLIES, 9. FABRICATION OF UNITS, 10. ERECTION AND WELDING, 11. LAUNCHING, 12. TRIALS, TESTS AND CERTIFICATION. SEQUENCE OF ERECTION 1. THE BACKBONE OF ALL SHIPS IS THE KEEL WHICH IS A LONGITUDINAL GIRDER OR BEAM AT THE BOTTOM OF THE SHIP, EXTENDING FROM BOW TO STERN. THIS IS THE FIRST STAGE OF CONSTRUCTION OF THE SHIP AND SEVERAL REGULATIONS REFER TO THE KEEL LAID DATE, 2. AT THE FORWARD END OF THE SHIP IS ATTACHED AN UPRIGHT OR NEARLY UPRIGHT STEM WHICH FORMS THE FRONT OF THE VESSEL, 3. A SIMILAR STERNPOST IS USUALLY SET AT THE AFT END OF THE KEEL, 4. THE SHIP IS THEN GIVEN A SERIES OF SYMMETRICALLY CURVED RIBS OR FRAMES THAT RUN TRANSVERSELY AND THAT ARE FASTENED TO THE KEEL AT THEIR CENTRES, 5. AT AND NEAR THEIR CENTRES ON THE BOTTOM OF THE SHIP THE FRAMES ARE MADE CONSIDERABLY LARGER THAN AT THE SIDES AND ARE KNOWN AS FLOORS, 6. THE FRAMES ARE HELD IN POSITION BY LONGITUDINAL STRINGERS, OR CLAMPS THAT RUN THE FULL LENGTH OF THE SHIP AND THAT ARE CURVED TO CONFORM WITH THE SHAPE OF THE HULL, 7. ADDITIONAL BRACING IS PROVIDED BY BEAMS EXTENDING ACROSS THE WIDTH OF THE SHIP AND FASTENED AT EITHER END TO THE OPPOSITE SIDES OF THE RIBS, 8. IN SINGLE DECK VESSELS ONLY ONE SET OF BEAMS IS USED WHILE IN MULTIDECK VESSELS THE NUMBER OF SETS OF BEAMS CORRESPOND TO THE NUMBER OF DECKS, 9. THE SKIN OF THE VESSEL IS MOUNTED OUTSIDE THE FRAME, 10. THE SKIN IS IN THE FORM OF A NUMBER OF PLATES WELDED TO THE FRAMES, THESE ARE KNOWN AS STRAKES, 11. THE TRANVSERSE BULKHEADS OF METAL PLATE RUN FROM SIDE TO SIDE AT SEVERAL PLACES IN THE LENGTH OF THE VESSEL, THESE BULKHEADS STIFFEN THE FRAME AND DIVIDE THE SHIP INTO WATERTIGHT BULKHEADS. 12. IN EARLIER DAYS, THE WHOLE SHIP WAS BUILT IN THE DOCKS BUT NOW THE USE OF PREFABRICATION TECHNIQUE IS USED WHEREBY THE STRUCTURES ARE PREFABRICATED AT DIFFERENT PLACES AND THEN ASSEMBLED IN THE DOCKS.

ERECTION SEQUENCE IN GENERAL STARTS FROM BOTTOM TO TOP AND FROM AFT TO FORWARD IN THE FOLLOWING SEQUENCE: 1. DOUBLE BOTTOM T TANKS, 2. TRANSVERSE BULKHEADS, 3. SIDE SHELL WITH FRAMES, 4. WING TANKS, 5. DECK UNITS WITH GIRDER, 6. MASTHOUSES. 7. ACCOMODATION MODULES, 8. DECK FITTINGS, 9. WIRING, 10. FINAL PAINTING. LINES PLAN THE FORM OF THE SHIP CAN BE DETERMINED BY PASSING A SET OF PARALLEL PLANES THROUGH THE HULL AT REGULAR INTERVALS AND MEASURING THE OUTLINES OF THESE PLANES. THE PLAN THAT DEFINES THE FORM OF THE SHIP BY USE OF SUCH PLANES IS KNOWN AS THE LINES PLAN 1. WHEN THE PLANES ARE VERTICAL AND PARALLEL TO THE CENTRELINE, A SHEER PLAN IS OBTAINED WHICH IS A SIDE VIEW OF THE SHIP, 2. WHEN THE PLANES ARE VERTICAL AND PERPENDICULAR TO THE CENTRELINE, A BODY PLAN IS OBTAINED WHICH IS AN END VIEW OF THE SHIP, 3. WHEN THE PLANES ARE HORIZONTAL AND PARALLEL TO THE WATERLINE, A HALF BREADTH PLAN IS OBTAINED WHICH IS A BIRDS EYE VIEW OF THE SHIP. USE OF COMPUTERS IN SHIPBUILDING 1. WITH THE INTRODUCTION OF COMPUTERS, THE HANDLING OF COMPLEX MATHEMATICAL CALCULATIONS BECAME EASIER. THIS WAS OF GREAT ASSISTANCE IN CALCULATIONS AND MATHEMATICAL FAIRING BECAME POSSIBLE, 2. THE SHIPS HULL FORM IS DEFINED BY A SERIES OF EQUATIONS AND USING THE TABLE OF OFFSETS AS INPUTS, A THREE DIMENSIONAL MATHEMATICAL REPRESENTATION OF THE SHIPS STRUCTURE COULD BE DEFINED, OVER A PERIOD OF TIME, THE EUATIONS DEFINED USED HAVE BEEN REFINED SO THAT A SMOOTH HULL FORM CAN BE PRODUCED, 3. OTHER PARTICULARS SUCH AS DISPLACEMENT, STABILITY, SUBDIVISION, STRENGTH ETC CAN ALSO BE CALCULATED MATHEMATICALLY, 4. COMPUTERS ARE ALSO USED FOR RESEARCH IN HYDRODYNAMICS, SHIP MOTIONS, STRUCTURAL ANALYSIS ETC, 5. TODAY CAD/CAM PROGRAMS ARE AVAILABLE WHICH CAN BE USED TO DESIGN A SHIP ACCORDING TO ONES OWN REQUIREMENTS. 6. BESIDES HULL DESIGN PLAN IT IS ALSO POSSIBLE TO CALCULATE HYDROSTATICS AND STABILITY, INTERNAL STRUCTURAL STRENGTH DESIGNS, WIND AND SEA RESISTENCE AND POWER REUIREMENTS, 7. COMPUTERS CAN BE USED TO PRECISELY CUT AND BEND LARGE NUMBER OF STEEL PLATES, DESPATCH THEM AND TRACK THE MOVEMENT OF VARIOUS PARTS OF THE SHIP. 8. A MORE ADVANCED VERSION OF NUMERAL CONTROLLED MACHINES ARE ROBOTS, WHICH CAN BE USED TO PERFORM RISY JOBS REPEATEDLY WITH HIGHER OUTPUT AND LOW COSTS, 9. ROBOTIC WELDINGS SYSTEMS ARE QUITE COMMON IN SHIPYARDS 10. COMPUTERS CAN BE USED FOR GRIT BLASTING, PAINTING, CUTTING, WELDING, BENDING OR SHAPING. BENDING OF FRAMES

1. INITIALLY FRAMES WERE BENT BY HEATING AND APPLYING PRESSURE BY PORTABLE RAMS, DOGS AND PINS WERE USED TO KEEP THE FRAME IN POSITION, 2. TODAY, FRAME BENDING MACHINES ARE AVAILABLE, WHICH BEND PLATES COLD, 3. THE MACHINE HAS THREE CLAMPS, WHICH HOLD THE PLATE IN POSITION AND THEN 2 RAMS MOVE THE OUTER TWO CLAMPS TO LEFT OR RIGHT TO BEND ACCORDING TO THE REQUIRED SHAPE OF THE FRAME, 4. AFTER BENDING, THE CLAMPS ARE RELEASED AND THE FRAME IS ADVANCED, 5. THE CURVATURE OF THE FRAME IS CHECKED BY USING AN INVERSE CURVE, THIS IS THE CURVE OF THE FRAME AS GENERATED BY THE COMPUTER FROM THE LINES PLAN AND DRAWN ON THE FRAME AS A MIRROR IMAGE, i.e. OPPOSITE TO THE CURVE DESIRED 6. THE FRAME IS BENT IN SUCH A WAY THAT THIS CURVE BECOMES STRAIGHT AFTER BENDING. DEPARTMENTS IN A MODERN SHIPYARD 1. STOCKYARD: STEEL PLATES ARE STORED IN A STOCKYARD, 2. MARSHELLING AREA AND PLATE PREPARATION DEPARTMENT: PLATES REQUIRED FOR A PROJECT ARE CALCULATED AND ASSEMBLED IN THIS SECTION, THEY ARE PREPARED OVER HERE BY STRAIGHTNING, GRIT BLASTING AND PRIMERING. 3. PLATE AND SECTION MARKING AND MACHINING DEPARTMENT: PLATES ARE FURTHER PROCESSED OVER HERE LIKE EDGE PREPARATION, BENDING, SHAPING, MACHINING ETC. 4. PRE-FABRICATION UNIT: DIFFERENT SECTIONS OF THE SHIP ARE FABRICATED OVER HERE, LIKE STERN AND BOW AREA, ACCOMODATION ETC. 5. ENGINE SHOP: DIFFERENT COMPONENTS OF THE SHIPS ENGINE ARE ASSEMBLED OVER HERE. STEEL PLATES ARE STORED IN A STOCKYARD. WHEN A SHIPYARD GETS A PROJECT TO BUILD A SHIP. VARIOUS LINES DIAGRAMS ARE PREPARED FOR THE VESSEL AND THE ADMINISTRATIVE OFFICE TELLS THE SHIPYARD ABOUT THE REQUIREMENT OF STEEL. THE REQUIRED NUMBER OF STEEL PLATES ARE COLLECTED IN THE MARSHALLING AREA WHERE THEY ARE PREPARED FOR USE BY STRAIGHTNING THE BEND PLATES, GRIT BLASTING TO REMOVE RUST AND PRIMERING THE PLATES WITH A SPECIAL SHOP PRIMER. THESE PLATES ARE THEN SENT TO THE MARKING AND MACHINING DEPARTMENT WHICH PREPARE THE PLATES ACCORDING TO THE DIAGRAMS. THESE PREPARATIONS INCLUDE EDGE PREPARATION, BENDING OF FRAMES AND PLATES. SHAPING TO FORM SMOOTH STRUCTURES AND MACHINING. THESE PREPARED PLATES ARE THEN SENT TO VARIOUS PREFABRICATION UNITS. DIFFERENT PARTS OF THE VESSEL ARE THEN PREFABRICATED AND FINALLY SENT TO THE BERTH WHERE THE VESSEL IS BEING BUILT. IN THE BERTH FIRST THE KEEL IS LAID, EARLIER KEEL GIRDERS WERE USED, BUT NOW ONLY KEEL PLATES ARE USED INSTEAD. FLOORS, FRAMES, STIFFERNERS ETC ARE RECEIVED FROM VARIOUS PREFABRICATED UNIT AND WELDED TO THE STRUCTURE. PREFABRICATION TECHNIQUE HAS REDUCED A LOT OF ON THE SPOT WELDING THUS REDUCING THE TIME REQUIRED FOR BUILDING A SHIP. DIFFERENT ENGINE COMPONENTS ARE RECEIVED FROM THE ENGINE SHOP AND INSTALLED ONBOARD. ONCE THE VESSEL IS FINNALY READY SHE IS LAUNCHED AND VARIOUS SEA TRIALS ARE CARRIED OUT.

LOADLINE
QUESTIONS ASKED: 5. DISCUSS THE CONDITIONS OF ASSIGNMENT AS PER ILLC AS AMMENDED. (JAN 08) 6. DIFFERENTIATE BETWEEN TYPE A AND TYPE B-100 SHIPS AS PER ILLC. (MAY 08)

7. DESCRIBE THE CHECKS CARRIED OUT DURING LOADLINE SURVEY. (AUG 08) 8. DESCRIBE STEP-BY-STEP PROCEDURE FOR COMPUTING SUMMER FREEBOARD OF TYPE A SHIP. (NOV 08) 9. DIFFERENTIATE BETWEEN TYPE A AND TYPE B-60 SHIPS AS PER ILLC. (NOV 09) THE ILLC APPLIES TO SHIPS ENGAGED ON INTERNATIONAL VOYAGES WHETHER REGISTERED IN THE COUNTRY OF A CONTRACTING GOVERNMENT OR TERRITORY TO WHICH THE PRESENT CONVENTION IS EXTENDED OR UNREGISTERED BUT FLYING THE FLAG OF A CONTRACTING GOVERNMENT. THE REGULATIONS DO NOT APPLY TO: 1. SHIPS OF WAR, 2. NEW SHIPS < 24m LENGTH, 3. EXISTING SHIPS < 150GRT, 4. PLEASURE VESSELS NOT ENGAGED IN TRADE, 5. FISHING VESSELS, CONDITIONS OF ASSIGNMENT OF FREEBOARD 1. INFORMATION TO MASTER: THE MASTER IS TO BE SUPPLIED WITH SUFFICIENT INFORMATION TO LOAD AND BALLAST HIS SHIP WITHOUT UNACCEPTABLE STRESSES. 2. SUPERSTRUCTURE END BULKHEAD: THESE MUST BE OF SUITABLE STREGTH TO THE SATISFACTION OF THE ADMINISTRATION. 3. DOORS: ACCESS OPENING IN ENCLOSED SUPERSTRUCTURES ARE TO BE 1. CONSTUCTED OF STEEL OR EQUIVALENT MATERIAL, 2. PERMANENTLY OR STRONGLY ATTACHED TO THE BULKHEAD, 3. FRAME STIFFENED AND FITTED TO SAME STRENGTH AS UNPIERCED BULKHEAD, 4. WEATHERTIGHT, WITH PERMANENTLY ATTACHED GASKETS AND CLAMPING DEVICES, 5. OPERABLE FROM BOTH SIDES, 6. HAVE THE DOOR SILL 380mm ABOVE DECK. 4. POSITION OF HATCHWAYS, DOORS AND VENTILATORS: POSITION 1 IS ON THE MAIN DECK OR ON ANY PLACE SITUATED FORWARD OF THE POINT OF THE LENGTH. POSITION 2 IS ON THE EXPOSED SUPERSTRUCTURE DECK AFT OF THE POINT MENTIONED ABOVE. 5. CARGO AND OTHER HATCHWAYS: CONTRUCTION AND MEANS OF SECURING WATERTIGHTNESS ARE TO BE AS PER THE REGULATIONS. 6. MACHINERY SPACE OPENINGS: MACHINERY SPACE OPENINGS ARE TO BE ENCLOSED BY STEEL CASINGS INTO WHICH ACCESS IS BY WEATHERTIGHT DOORS. 7. MISCELLANEOUS OPENINGS IN FREEBOARD AND SUPERSTRUCTURE DECK: MANHOLES AND FLUSH SCUTTLES ARE TO HAVE SUBSTANTIAL WATERTIGHT COVERS PERMANENTLY ATTACHED OR FITTED WITH CLOSELY SPACED BOLTS. 8. VENTILATORS: VENTILATOR COAMING MUST BE OF STEEL, OF AN APPROVED HEIGHT AND SHOULD HAVE PERMANENTLY ATTACHED CLOSING APPLIANCES. 9. AIR PIPES: AIR PIPES SHOULD BE OF A SUBSTANTIAL CONSTRUCTION, SHOULD HAVE PERMANENTLY ATTACHED MEANS OF CLOSING. THE HEIGHT ON FREEBOARD DECK TO BE >= 760 mm AND ON SUPERSTRUCTURE DECK TO BE >=450mm. 10. PROTECTION OF CREW: 1. DECKHOUSES FOR CREW ACCOMODATION SHOULD HAVE SUFFICIENT STRENGTH,

2. EFFICIENT GUARD RAILS OR BULWARKS TO BE PROVIDED ON ALL EXPOSED PARTS OF SUPERSTRUCTURE OR FREEBOARD DECKS UPTO A HEIGHT OF ATLEAST 1M, THE LOWER RAIL TO BE 230mm FROM DECK AND SUBSEQUENT RAILS TO BE 380mm APART. 3. SATISFACTORY MEANS TO BE PROVIDED TO ENABLE THE CREW TO GO TO AND FROM THEIR QUARTERS, MACHINERY SPACES AND OTHER AREAS OF THE SHIP. TYPES OF SHIPS: 1. TYPE A SHIP: 1. IT IS DESIGNED TO CARRY LIQUID, 2. IT HAS HIGH INTEGRITY OF EXPOSED DECK DUE TO SMALL OPENINGS WHICH CAN BE CLOSED WATER-TIGHT, 3. HAS LOW PERMEABILITY OF CARGO SPACES, 4. IF OVER 150m OF LENGTH, WHEN FULLY LOADED, SHOULD BE ABLE TO WITHSTAND THE FLOODING OF ATLEAST ONE COMPARTMENT WITH AN ASSUMED PERMEABILITY OF 95%, THE MACHINERY SPACE IS TREATED AS A FLOODBLE COMPARMENT WITH 85% PERMEABILITY, 5. A TYPE A SHIP SHALL NOT BE ASSIGNED A FREEBOARD LESS THAN THE TABULAR FREEBOARD AS GIVEN FROM TABLE A. 6. THE MACHINERY CASING TO BE SURROUNDED BY AN ENCLOSED SUPERSTRUCTURE. NO DOOR FROM THE ENGINE ROOM SHOULD LEAD DIRECTLY ONTO THE FREEBOARD DECK, IT SHOULD FIRST LEAD INTO SOME OTHER SPACE AND THEN TO THE FREEBOARD DECK, THE IDEA BEING IF ONE DOOR OR BULKHEAD FAILS, THE ENGINE ROOM SHOULD NOT GET FLOODED. 7. SINCE THE FREEBOARD OF THESE SHIPS IS REDUCED, THERE SHOULD BE A WALKWAY (CATWALK) FOR THE CREW TO MOVE FROM CREW ACCOMODATION TO ALL OTHER WORKING PARTS OF THE SHIP. THIS SHOULD EITHER BE IN THE FORM OF A RAISED CATWALK ON THE MAIN DECK OR AN UNDERDECK PASSAGE. 8. ATLEAST HALF THE LENGTH OF THE EXPOSED PART OF WEATHER DECK SHOULD HAVE RAILS AND NOT BULWARK TO QUICKLY DRAIN THE WATER WHICH WASHES ONTO THE DECK. 2. TYPE B60 SHIP: 1. ALL OTHER SHIPS WHICH ARE NOT TYPE A SHIPS ARE TYPE B SHIPS. 2. THE FREEBOARD FOR TYPE B SHIP IS GIVEN FROM TABLE B, THIS FREEBOARD CAN BE INCREASED AND DECREASED. 3. THE TABULAR FREEBOARD SHALL BE INCREASED WHEN: 1. THE HATCH COVERS AT POSITION 1 AND 2 ARE NOT OF STEEL, 2. WHEN A SHIP BETWEEN 24M AND 100M IN LENGTH HAS AN EFFECTIVE LENGTH OF SUPERSTRUCTURE LESS THAN 0.35L. 4. THE TABULAR FREEBOARD MAY BE DECREASED WHEN: 1. THERE ARE ADEQUATE MEANS FOR PROTECTION OF THE CREW, 2. THERE ARE ADEQUATE FREEING PORTS, 3. THERE ARE FIXED STEEL HATCH COVERS WITH ADEQUATE SECURING ARRANGEMENTS, 4. THE SHIP WHEN FULLY LOADED SHALL BE ABLE TO WITHSTAND THE FLOODING OF ANY COMPARTMENT LONGITUDINALLY OR ANY COMPARTMENTS TRANSVERSELY AS PER THE DAMAGE ASSUMPTIONS SPECIFIED AND REMAIN AFLOAT IN A SATISFACTORY CONDITION. IF LENGTH

IS OVER 150m THE PERMEABILITY OF MACHINERY SPACE SHALL BE CONSIDERED 85% AND ALL OTHER SPACES AS 95%. A SHIP COMPLYING WITH ABOVE REQUIREMENT IS KNOWN AS B60 SHIP. 3. TYPE B100 SHIP: TABULAR FREEBOARD DECREASED UPTO 100% OF THE DIFFERENCE BETWEEN TYPE A AND TYPE B SHIPS. 1. A SHIP COMPLYING WITH THE REQUIREMENT ABOVE FOR B60 EXCEPT FOR 4.4 A TRANSVERSE BULKHEAD WILL BE ASSUMED TO BE DAMAGED SO THAT TWO ADJACENT F & A COMPARTMENTS ARE FLOODED SIMULTANEOUSLY. (PERMEABILITY 95%). IF LENGTH IS OVER 150m THE PERMEABILITY OF MACHINERY SPACE SHALL BE CONSIDERED 85%. THUS A VESSEL MAY HAVE TO WITHSTAND FLOODING OF 4 COMPARTMENTS IF THE LONGITUDINAL BULKHEAD FALLS WITHIN THE TRANSVERSE EXTENT OF DAMAGE. 2. THE SHIP COMPLIES WITH POINT 6, 7 AND 8 FOR TYPE A SHIPS EXCEPT THAT THE HATCOVERS NEED NOT BE WATERTIGHT BUT WEATHERTIGHT. CORRECTION TO TABULAR FREEBOARD: TABULAR FREEBOARD 1. CORRECTION FOR EFFECTIVE LENGTH OF SUPERSTRUCTURE. (ONLY +): IF ELSS IS LESS THAN 0.35L FREEBOARD SHALL BE INCREASED BY 7.5(100 L) (0.35 E/L) mm (ONLY FOR TYPE B SHIPS) 2. CORRECTION FOR BLOCK CO-EFFICIENT: IF THE Cb IS EXCEEDS 0.68, THEN THE TABULAR FREEBOARD SHALL BE MULTIPLIED BY (Cb + 0.68) / 1.36. BASIC FREEBOARD 3. CORRECTION FOR DEPTH (+ OR -): WHEN D>L/15 THEN F/B IS INCREASED BY (DL/15)R, WHERE R=L/0.48 FOR SHIPS<120M LENGTH AND R=250M FOR SHIPS>120M LENGTH. IF D<L/15 THE F/B SHALL BE REDUCED ONLY IF THE SHIP HAS AN ENCLOSED SUPERSTRUCTURE OF STANDARD HEIGHT COVERING 0.6L AMIDSHIPS. 4. CORRECTION FOR POSITION OF DECKLINE (+ OR -): THE FREEBOARD IS MEASURED FROM THE UPPER EDGE OF THE DEK LINE, IF DUE TO SOME REASONS THE DECKLINE CANNOT BE PLACED IN LINE WITH DECK, BUT IS SOMEWHERE ABOVE OR BELOW IT, THEN THE DIFFERENCE IS ADDED OR SUBTRACTED AS REQUIRED. 5. CORRECTION FOR EFFECTIVE LENGTH OF SUPERSTRUCTURE AND TRUNKS (ONLY -): SUPERSTRUCTURES AND TRUNKS PROVIDE BUOYANCY BUT THEY MUST BE ENCLOSED AND SECONDLY MUST BE OF A PARTICULAR VOLUME (LENGTH, BREADTH AND HEIGHT), THEN ONLY A REDUCTION IN FREEBOARD MUST BE ALLOWED. 6. CORRECTION FOR SHEER OF THE VESSEL. 7. CORRECTION FOR MINIMUM BOW HEIGHT: BOW HEIGHT IS THE VERTICAL DISTANCE AT THE FORWARD PERPENDICULAR FROM THE SUMMER LOAD LINE TO THE TOP OF THE EXPOSED DECK. THE MINIMUM BOW HEIGHT REQUIRED IS GIVEN BY A FORMULA. THE MIMIMUM BOW HEIGHT CAN BE ACHIEVED BY A SUPERSTRUCTURE WHICH MUST EXTEND ATLEAST 0.07L AFT OF THE FORWARD PERPENDICULAR OR BY A SHEER WHICH MUST EXTEND ATLEAST 0.15L AFT OF THE FORWARD PERPENDICULAR. PREPARATION FOR A LOADLINE SURVEY 1. A VISUAL EXAMINATION OF LOADLINE CERTIFICATE AND ALL OTHER CERTIFICATES TO ENSURE THEY ARE VALID AND PROPERLY ENDORSED.

2. A GENERAL INSPECTION TO ENSURE NO MODIFICATIONS ARE CARRIED OUT TO THE CONIDTIONS OF ASSIGNMENT OF LOADLINES. 3. LOADLINE MARKS PROPERLY PLACED AND PAINTED ON THE PORT AND STBD SIDE. 4. PORTHOLES ARE WEATHERTIGHT, AND THOSE BELOW THE MAIN DECK ARE FITTED WITH DEADLIGHTS AND CAPABLE OF BEING CLOSED WATERTIGHT, 5. MASTER MUST BE PROVIDED WITH LOADING AND BALLASTING INFORMATION TO BE CAPABLE OF CARRYING OUT SUCH OPERATIONS WITHOUT CAUSING EXCESSIVE STRESSES. 6. STABILITY BOOKLET TO BE AVAILABLE. 7. HATCH COVERS TO BE IN GOOD CONDITION, CAPABLE OF BEING CLOSED WEATHERTIGHT. ALL FITTING OF HATCH COVERS SUCH AS RUBBER PACKING AND CLOSING APPLIANCES TO BE IN GOOD CONDITION. TESTS MAY BE CARRIED OUT ON HATCH COVER AS THE SURVEYOR DECIDES. 8. VENTILATORS TO BE IN GOOD CONDITION, CAPABLE OF BEING CLOSED. FLAPS TO BE MARKED OPEN AND SHUT. RUBBER PACKINGS IN GOOD CONDITION. 9. WATERTIGHT DOOR RUBBER PACKING, RETAINING CHANNELS TO BE IN GOOD CONDITION. TO BE MARKED OPEN AND SHUT. 10. AIR PIPE FLAPS TO BE IN GOOD CONDITION, CAPABLE OF BEING SHUT, PACKING IN GOOD CONDITION AND VALVES OPERABLE. 11. SOUNDING PIPE COVERS AND THREADS TO BE IN GOOD CONDITION. 12. MACHINERY SPACE OPENING ON THE FIDDLET TO BE CAPABLE OF BEING TIGHTLY SHUT. 13. FREEING PORTS PROVIDED ON THE BULWARK SHOULD NOT BE BLOCKED. 14. SPURLING PIPE COVERS MUST BE CAPABLE OF BEING CLOSED. 15. FOREPEAK AND CHAIN LLOCKER EDUCTOR SYSTEM MUST BE OPERABLE. 16. GUARD RAILS AND BULWARK TO BE IN GOOD CONDITION. 17. CATWALKS PROVIDED ON TANKERS. 18. A LIFELINE TO BE PROVIDED ON DECK FOR USE IN ROUGH WEATHER. 19. ALL INLET AND OUTLET VALVES TO BE CHECKED THAT THEY ARE WATERTIGHT. 20. FOREPEAK TANK SCREW DOWN VALVE IS TO BE CAPABLE OF BEING CLOSED WATERTIGHT. 21. THICKNESS MEASUREMENT MAY BE CARRIED OUT ON THE TRANSVERSE FRAMES, GIRDERS, ETC. SUPERSTRUCTURE BULKHEADS AND MACHINERY CASING WALLS MAY BE CHECKED.

SUB-DIVISION LOADLINE
QUESTIONS ASKED: 1. WHAT DO YOU UNDERSTAND BY THE TERM SUBDIVISION LOADLINES. WHY IS IT NECESSARY-EXPLAIN. EXPLAIN THE PROCEDURE OF CALCULATING PERMISSIBLE LENGTH. WHERE AND HOW DO WE USE IT. (JAN 08), (JAN 09) 2. EXPLAIN FACTOR OF SUB-DIVISION AND CRITERIA SERVICE NUMERAL. HOW ARE BOTH RELATED TO FLOODABLE LENGTH AND PERMISSIBLE LENGTH OF PASSENGER SHIPS W.R.T. SUB-DIVISION REQUIREMENTS AS PER SOLAS. (MAY 08), (MAY 09), (NOV 09) 3. EXPLAIN FLOODABLE LENGTH, MARGIN LINE, FACTOR OF SUBDIVISION. (NOV 08) 4. EXPLAIN WHAT IS UNIFORM AVERAGE PERMEABILITY. WHERE AND HOW DO YOU USE THIS. (JAN 09) THE TERM SUB-DIVISION LOADLINES MEANS THE CONSTRUCTIONAL REQUIREMENTS FOR SUB-DIVISION AND STABILITY OF PASSENGER SHIPS AS GIVEN IN SOLAS CHAPTER

II-1. IT IS NECESSARY TO LIMIT THE FLOODING OF THE VESSEL AND KEEP THE VESSEL STABLE AFTER DAMAGE SO THAT PROGRESSIVE FLOODING DOES NOT OCCUR. A BULKHEAD DECK IS THE UPPERMOST CONTINUOUS DECK TO WHICH THE WATERTIGHT BULKHEADS ARE CARRIED. A MARGIN LINE IS AN IMAGINARY LINE DRAWN ABOUT 76mm BELOW THE BULKHEAD DECK. TO KEEP THE VESSEL STABLE AND IN ORDER TO MAINTAIN HER WATERTIGHT INTEGRITY, THE BULKHEAD DECK AND INFACT THE MARGIN LINE SHOULD NOT GET SUBMERGED IN CASE OF FLOODING OF ANY COMPARTMENT. IF THE BULKHEAD DECK GETS SUBMERGED, THE OPENINGS TO OTHER COMPARTMENTS MAY GO BELOW WATERLINE THUS RESULTING IN PROGRESSIVE FLOODING. AT ANY GIVEN POINT, THE FLOODABLE LENGTH IS THE MAXIMUM PORTION OF THE LENGTH OF THE VESSEL WHICH HAS ITS CENTRE AT THE POINT IN QUESTION, WHICH CAN BE FLOODED WITHOUT THE MARGIN LINE GETTING SUBMERGED. THE FLOODABLE LENGTH AT THE ENDS OF THE VESSEL WILL BE SMALL BECAUSE A FLOODING AT THE END WOULD CAUSE MORE TRIM AND THUS THE MARGIN LINE WOULD GET SUBMERGED EARLIER AS COMPARED TO THE MIDSHIP SECTION WHERE THE FLOODABLE LENGTH IS LARGER. THE FLOODABLE LENGTH AT ANY POINT IS DETERMINED BY TAKING INTO ACCOUNT THE FORM, DRAUGHT, PERMEABILITY OF THE SPACE AND OTHER CHARACTERICTICS OF THE SHIP. UNIFORM AVERAGE PERMEABILITY OF A VESSEL IS DIFFERENT FOR MACHINERY SPACES AND OTHER SPACES. A MACHINERY SPACE IS TAKEN FROM THE KEEL TO THE MARGIN LINE AND BETWEEN THE WATERTIGHT BULKHEADS THAT CONTAIN MAIN AND AUX PROPULSION MACHINERY, BOILERS AND PERMANENT BUNKER SPACES. UAP (FOR MACHINERY SPACE) = 85 + 10 (a c) V WHERE, WITHIIN THE a = VOLUME OF PASSENGER SPACES BELOW THE MARGIN LINE LIMITS OF MACHINERY SPACE. c = VOLUME OF CARGO SPACES,BUNKERS OR STORES SITUATED BELOW THE MARGIN LINE WITHIN THE LIMITS OF MACHINERY SPACE. V = THE WHOLE VOLUME OF THE MACHINERY SPACE BELOW THE MARGIN LINE UAP (FOR SPACES FWD AND AFT OF MACHINERY SPACE) = 63 + 35 a V a = VOLUME OF PASSENGER SPACES BELOW THE MARGIN LINE FWD OR AFT OF THE MACHINERY SPACE. V = THE WHOLE VOLUME OF THE SHIP BELOW THE MARGIN LINE FWD OR AFT OF THE MARGIN LINE.

THE FACTOR OF SUBDIVISION IS ALWAYS <= 1, SO THAT THE SHIPS CAN HAVE SUBDIVISIONS AS EFFICIENTLY AS POSSIBLE. THE FACTOR OF SUB-DIVISION VARIES ACCORDING TO: 1. THE LENGTH OF THE SHIP, 2. THE MATURE OF SERVICE. THE F.O.S. DECREASES IN A REGULAR MANNER AS THE LENGTH OF THE SHIP INCREASES. THE F.O.S. IS DIFFERENT FOR CARGO SHIPS AND PASSENGER SHIPS AND IS FOUND OUT BY THE BELOW FORMULAS; A = 58.2 + 0.18 (FOR CARGO SHIPS OF LENGTH >=131) L-60 B = 30.3 + 0.18 (FOR PASSENGER SHIPS OF LENGTH >=79) L-42 FOR CARGO SHIPS OF LENGTH LESS THAN 131 AND PASSENGER SHIPS OF LENGTH LESS THAN 79, THE FACTOR OF SUBDIVISION IS TAKEN AS 1. THE ACTUAL LENGTH BETWEEN TWO BULKHEADS IS NOT EQUAL TO FLOODABLE LENGTH BUT IS EQUAL TO THE PERMISSIBLE LENGTH. PERMISSIBLE LENGTH = FLOODABLE LENGTH x FACTOR OF SUBDIVISION TO DETERMINE IF A SHIP IS A CARGO SHIP OR A PASSENGER SHIP, A CRITERIA OF SERVICE NUMERAL (Cs) IS ASSIGNED TO IT. Cs = 72 (M + 2P1) / (V + P1 P), Cs = 72 (M + 2P) / V, (WHERE P1 < P) (IN ALL OTHER CASES)

M = VOLUME OF MACHINERY SPACES INCLUDING BUNKER SPACES, P = VOLUME OF PASSENGER SPACES BELOW THE MARGIN LINE, V = WHOLE VOLUME OF THE SHIP BELOW THE MARGIN LINE, P1 = KN, WHERE K = 0.056L (L = LENGTH OF THE VESSEL) N = NUMBER OF PASSENGER FOR WHICH THE SHIP IS CERTIFIED. IF Cs <=23 IT IS A CARGO SHIP. IF Cs >=123 IT IS A PASSENGER SHIP. IF Cs <=23 AND LENGTH >=131, THE SUBDIVISIONS WILL BE GOVERNED BY FACTOR A. IF Cs >=123, THE SUBDIVISIONS WILL BE GOVERNED BY FACTOR B. IF Cs IS BETWEEN 23 AND 123 THE SUB-DIVISION IS GOVERNED BY FACTOR F; F = A [(A-B) x (Cs-23)] / 100

TONNAGE
QUESTIONS ASKED: 10. WRITE SHORT NOTES ON GROSS TONNAGE, NET TONNAGE, EXCLUDED SPACES. (JAN 08, FEB 10) 11. WRT INTNTL TONNAGE CONVENTION GIVE 2 EXAMPLES OF EXCLUDED SPACES (MAY 08) 12. DIFFERENTIATE BETWEEN EXCLUDED SPACES AND ENCLOSED SPACES. (NOV 09)

ENCLOSED SPACE: ENCLOSED SPACES SHALL BE THOSE SPACES, WHICH ARE BOUNDED BY; 1. THE SHIPS HULL AND/OR 2. FIXED OR PORTABLE PARTITIONS OR BULKHEADS AND/OR 3. DECKS OR COVERINGS BUT NOT PERMANENT OR MOVABLE AWNINGS. ROGUE SHIPOWNERS IN ORDER TO REDUCE THE TONNAGE IN THE BALLAST PASSAGE WOULD BUILD CERTAIN COMPARTMENTS WITH A BREAK IN THE DECK OR AN OPENING IN THE BULKHEAD SO THAT THESE COULD BE SHOWED AS OPEN COMPARTMENTS. THE OPENINGS WERE FITTED WITH CLOSING APPLIANCES, SO THAT THE COMPARTMENT COULD BE CLOSED WHEN DESIRED IN THE LOADED CONDITION. THUS THE NEW REGULATIONS STATE THAT: 1. ANY BREAK IN THE DECK, OR 2. AN OPENING IN THE SHIPS HULL, DECK OR COVERING OF THE SPACE OR IN THE PARTITION OR BULKHEAD OF THE SPACE, OR 3. THE ABSENCE OF A PARTITION OR BULKHEAD OF A SPACE, SHALL NOT EXCLUDE A SPACE FROM BEING AN ENCLOSED SPACE. EXCLUDED SPACES THE SPACES MENTIONED BELOW SHALL BE TREATED AS EXCLUDED SPACES AND SHALL BE EXCLUDED FROM THE VOLUME OF ENCLOSED SPACES IF THE SPACE FULFILLS THE FOLLOWING CRITERIA: 1. THE SPACE SHOULD NOT BE FITTED WITH SHELVES OR OTHER MEANS FOR SECURING CARGO OR STORES, 2. THE OPENING SHOULD NOT BE FITTED WITH ANY MEANS OF CLOSURE, 3. THE CONSTRUCTION DOES NOT ALLOW A POSSIBILITY OF SUCH OPENINGS BEING CLOSED. 1. A SPACE WHICH HAS AN OPENING WHICH IS MORE THAN 90% OF THE BREADTH OF THE SPACE, MEASURED ON THE DECK WHERE THERE IS OPENING. THE HEIGHT OF THE OPENING IS FROM DECK TO DECK. THE SPACE TO BE EXCLUDED SHALL BE FROM THE OPENING TO THE LINE DRAWN PARALLEL TO THE OPENING AT A DISTANCE OF B/2 FROM THE OPENING. 2. IF THE BREADTH OF THE SHIP BECOMES LESS THAN 90% OF THE BREADTH OF THE OPENING DUE TO ANY ARRANGEMENT OTHER THAN THE CONVERGENCE OF THE OUTSIDE PLATING, THEN THE EXCLUDED SPACE SHALL BE FROM THE OPENING TO A LINE DRAWN PARALLEL TO THE OPENING THROUGH A POINT WHERE THE BREADTH BECOMES LESS THAN 90% OF THE BREADTH OF THE SPACE (PROVIDED THAT SUCH POINT IS LESS THAN B/S FROM THE OPENING), 3. A SPACE UNDER AN OVERHEAD DECK COVERING WHICH IS OPEN TO THE SEA AND WEATHER AND DOES NOT HAVE ANY CONNECTION ON ITS EXPOSED SIDES WITH THE BODY OF THE SHIP EXCEPT FOR STANCHIONS NECESSARY FOR SUPPORT. SUCH A SUPPORT MAY BE IN THE FORM OF RAILS OR BULWARK TOGETHER WITH A CURTAIN PLATE OR STANCHIONS FITTED AT THE SHIPSIDE, PROVIDED THAT THE DISTANCE BETWEEN THE TOP OF THE RAIL OR BULWARK UPTO THE CURTAIN PLATE IS NOT LESS THAN 0.75MM OR 1/3RD OF THE ERECTION, WHICHEVER IS GREATER. (CORRIDOR BELOW THE LIFEBOAT DECK) 4. A SPACE BELOW AN UNCOVERED OPENING IN THE DECK WHICH IS OPEN TO WEATHER AND SEA. THE SPACE TO BE EXCLUDED IS THE VOLUME BELOW THE OPENING. 5. A RECESS IN THE BOUNDRY BULKHEAD OF AN ERECTION WHICH IS EXPOSED TO SEA AND WEATHER PROVIDE THAT THE OPENING IF THE RECESS EXTENDS FROM DECK TO DECK WITHOUT MEANS OF CLOSING. ITS INTERIOR WIDTH DOES NOT INCREASE THE

WIDTH AT THE ENTRANCE AND ITS DEPTH OR EXTENSION INTO THE RECESS IS NOT GREATER THAN TWICE THE WIDTH AT THE ENTRANCE.

GROSS TONNAGE: INDICATES THE OVERALL SIZE OF THE SHIP AND IS A FUNCTION OF THE MOULDED VOLUME OF ALL ENCLOSED SPACES OF THE SHIP. GROSS TONNAGE = K1 x V, WHERE V = TOTAL VOLUME OF ALL ENCLOSED SPACES OF THE SHIP CU.M KI = 0.2 + 0.02 LOG 10 V NET TONNAGE: PROVIDES A MEASURE OF THE USEFUL SPACES OF THE SHIP AND IS PRODUCED BY A FORMULA WHICH IS A FUNCTION OF MOULDED VOLUME OF ALL CARGO SPACES OF THE SHIP. THE NET TONNAGE SHALL NOT BE TAKEN AS LESS THAN 30% OF THE GROSS TONNAGE. NET TONNAGE = K2 x VC (4 d)2, WHERE (3 D)2 VC = TOTAL VOLUME OF CARGO SPACES IN CU.M K2 = 0.2 + 0.02 LOG 10 VC d = MOULDED DRAFT AMIDSHIPS IN METRES, D = MOULDED DEPTH AMIDSHIPS IN METRES.

STEEL STEEL
QUESTIONS ASKED: 1. DESCRIBE FOLLOWING WITH SKETCHES: STRESS-STRAIN GRAPH OF MILD STEEL, GRADES OF STEEL? (JAN 08) 2. DESCRIBE THE TESTS CARRIED OUT ON STEEL USED FOR SHIP BUILDING? (AUG 08) 3. DISCUSS ADVANTAGES AND DISADVANTAGES OF USING HIGH TENSILE STEEL IN SHIPBUILDING. DRAW STRESS / STRAIN CURVES FOR MILD STEEL AND HIGH TENSILE STEEL. (JAN 09, NOV 09) 4. WITH THE AID OF SKETCH, DESCRIBE THE PROCEDURE OF AN IMPACT TEST CONDUCTED ON A METAL. (MAY 09, JAN 10) 5. DEFINE ELONGATION, CREEP, YIELD POINT. WITH THE HELP OF A NEAT DIAGRAM DESCRIBE ONE DESTRUCTIVE TEST FOR STEEL. (FEB 10) 1. STRESS: STRESS IS THE FORCE EXERTED ON A BODY. 2. STRAIN: IT IS THE EFFECT OF STRESS ON A BODY. IT RESULTS IN DEFORMATION. 3. DEFORMATION: DEFORMATION MEANS THE CHANGE OF SHAPE OR DIMENSION

OF THE BODY WITHOUT ALTERATION OF ITS MASS.

4. ELASTICITY: IT IS THE ABILITY OF THE METAL TO RECOVER ITS ORIGINAL CONFIGURATION WHEN STRESS IS REMOVED. 5. ELASTIC DEFORMATION: IT IS THE DEFORMATION OF A BODY WHICH OCCURS WHEN A STRESS IS APPLIED AND WHICH DISAPPEARS ON REMOVAL OF THAT STRESS. 6. PLASTICITY: IT IS THE EASE WITH WHICH A METAL MAY BE MOULDED OR BENT INTO A GIVEN SHAPE.

7. PLASTIC DEFORMATION: IT IS THAT PART OF THE DEFORMATION WHICH REMAINS AFTER THE STRESS HAS BEEN REMOVED. 8. MALLEABILITY: IT IS THE PROPERTY OF A METAL OF BECOMING PERMANENTLY FLATTENED OR STRETCHED BY HAMMERING OR ROLLING WITHOUT CRACKING OR BREAKING. 9. DUCTILITY: IT IS THE PROPERTY OF A METAL WHICH PERMITS IT TO BE DRAWN INTO WIRES. 10. STRENGTH: IT IS THE PROPERTY OF THE METAL TO BEAR LOADS OR STRESS WITHOUT STRAIN OR DEFORMATION. 11. HARDNESS: IT IS THE PROPERTY OF A MATERIAL TO RESIST INDENTATION, ABRASION OR WEAR BY SOME OTHER BODY. 12. TOUGHNESS: IT IS THE ABILITY OF THE MATERIAL TO BEAR VARIABLE LOADS WITHOUT FAILURE. 13. CREEP: IT IS THE PROPERTY OF A METAL WHICH PERMITS SMALL AMOUNTS OF PLASTIC DEFORMATION TO OCCUR OVER LONG PERIODS OF TIME AT ELAVATED TEMPERATURES. CREEP OCCURS AS A RESULT OF METAL BEING STRESSED WITHIN THE ELASTIC LIMIT FOR A PARTICULAR TEMPERATURE. 14. FATIGUE: IT IS THE DEVELOPMENT AND PROPAGATION OF CRACKS IN A METAL AS A RESULT OF GREAT NUMBER OF REPEATED ALTERNATING STRESSES. 15. BRITTLE FRACTURE: IT IS A FRACTURE OF A METAL CAUSED BY LACK OF DUCTILITY IN THE CRYSTAL STRUCTURE OF THE METAL DUE TO LOW TEMPERATURES. 16. HOOKES LAW: FOR AN ELASTIC BODY, STRAIN IS PROPOTIONAL TO STRESS. WHEN A BODY CHANGES ITS SHAPE WITHIN ITS ELASTIC LIMITS, THE RATIO STREE / STRAIN IS A CONSTANT (YOUNGS MODULUS OF ELASTICITY) AND THE CURVE PLOTTED WOULD BE A STRAIGHT LINE. 17. LIMIT OF PROPORTIONALITY: IT IS THE HIGHEST STRESS PRIOR TO WHICH DEFORMATION INCREASES PROPORTIONALLY TO THE LOAD APPLIED. 18. YIELD POINT: THE POINT AT WHICH A BODY CEASES TO BE ELASTIC AND BECOMES PERMANENTLY DISTORTED IS TERMED AS YIELD POINT. THE LOAD WHICH IS APPLIED TO CAUSE THIS IS CALLED THE YIELD POINT LOAD. THE BODY IS THEN SAID TO HAVE UNDERGONE PLASTIC DEFORMATION OR FLOW. 19. ULTIMATE TENSILE STRENGTH: IT IS THE HIGHEST STRESS PRECEEDING THE FRACTURE OF A SAMPLE. 20. ELONGATION: THE RATIO OF INCREASE IN LENGTH OF A SAMPLE, PRODUCED BY TENSILE STRESSES, TO ITS ORIGINAL LENGTH IS TERMED AS ELONGATION. STEEL AS CARBON IS ADDED TO IRON, IT FORMS IRON CARBIDE. THIS LIES SIDE BY SIDE WITH IRON MOLECULES IN LAMINATIONS HAVING A PEARL-LIKE APPEARANCE AND IS KNOWN AS PEARLITE. MILD STEEL CARBON CONTENT <= 0.3 %, MEDIUM STEEL CARBON CONTENT 0.3 ~ 0.5 %, HIGH CARBON STEEL CARBON CONTENT 0.5 ~ 0.7 % MILD STEEL: USED AS STRUCTURAL MATERIALS (PLATES, BEAMS, BARS, BILLETS ETC) MEDIUM CARBON STEEL: USED IN GEARING AND SHAFTING. HIGH CARBON STEEL: USED IN METAL CHIESELS, KNIVES, DRILLS, FILES, SAW BLADES ETC. PEARLITE: USED IN INSULATION FOR FIRE RESISTANT A- CLASS DIVISIONS AND FOR REFRIGERATED TANKS OF GAS CARRIERS. ADVANTAGES OF HIGH TENSILE STEEL 1. THIS HAVE A GREATER TENSILE STRENGTH FOR EQUIVALENT THICKNESS,

2. THIS STRENGTH IS RETAINED EVEN AT LOW TEMPERATURES, 3. DUE TO THE ABOVE PROPERTIES THE SCANTLINGS OF THE PLATES USED IN SHIP BUILDING HAVE BEEN REDUCED AND THUS THE LIGHT SHIP DISPLACEMENT OF THE VESSEL HAS ALSO BEEN REDUCED. 4. DUE TO REDUCED LIGHT SHIP WEIGHT THE VESSEL CAN CARRY MORE CARGO. 5. DESCRIBE THE EFFECT OF HEAT OF STRUCTURE OF STEEL. (NOV 07) 6. DESCRIBE THE VARIOUS GRADES OF STEEL USED ON MERCHANT VESSELS AND WHERE ARE THEY USED (AUG 06) DISADVANTAGES OF HIGH TENSILE STEEL 1. THE USE OF HIGH TENSILE STEEL HAS COME INTO SCRUTINY, BECAUSE CORROSION TAKES PLACE WITH THE SAME RATE AS IT WOULD TAKE PLACE IN NORMAL STEEL. AFTER A PERIOD OF TIME, THE CORROSION BEING EQUAL, THE REDUCTION IN THICKNESS FOR A HIGH TENSILE STEEL PLATE AS A PERCENTAGE OF ORIGINAL THICKNESS IS GREATER, LEAVING THE HIGH TENSILE STEEL WEAKER THAN ORDINARY PLATE. TYPES OF TESTS 1. TENSILE TEST: IT IS CARRIED OUT IN A TENSILE TEST MACHINE WHICH APPLIES LOAD HYDRAULICALLY TO DRAW APART THE ENDS OF THE TEST PIECE. THE PURPOSE OF THE TEST IS TO DETERMINE THE ELONGATION, LIMIT OF PROPOTIONALITY, YIELD POINT AND ULTIMATE BREAKING STRESS OF STEEL. SHIPBUILDING STEEL HAS A NORMAL TENSILE STRESS OF BETWEEN 400 490 N/mm2. ALL GRADES FROM A TO E MUST HAVE A MINIMUM ELONGATION OF 22%. 2. BEND TEST: IT IS CARRIED OUT TO DETERMINE THE DUCTILITY OF THE METAL. A TEST BAR OR PLATE IS BENT COLD OVER A FORMER, THROUGH 180O, TILL THE ENDS ARE PARALLEL. THE RESULTS HAVE TO BE AS PER THE TEST SPECIFICATIONS. THE BENT AREA IS THEN CLOSELY INSPECTED FOR CRACKS OR FRACTURES. IF NONE APPEARS, THE TEST IS PASSED. 3. HARDNESS TEST: IT 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. IN BRINELL TEST A 10mm DIAMETER HARDENED STEEL BALL IS PRESSED UNDER LOAD INTO THE SURFACE OF THE METAL. THE LOADS USED ARE 30,000 N FOR STEEL. THE LOAD IS APPLIED FOR 15 SEC. THE AREA OF INDENTATION IS MEASURED UNDER A MICROSCOPE AND USING A FORMULA BRINELL NUMBER IS OBTAINED. 4. IMPACT TEST: IT TESTS 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. A CHARPY V-NOTCH MACHINE IS USED TO CARRY OUT THIS TEST. IN THIS MACHINE A HEAVY STRIKER AT THE END OF A PENDULUM PROVIDES A BLOW WHICH BREAKS THE SPECIMEN PLACED AT THE BOTTOM OF THE PENDULUMS SWING. THE TEST IS CARRIED OUT AT 0O FOR METALS USED AT AMBIENT TEMPERATURES WHICH HAVE TO BE ABLE TO ABSORB AT LEAST 20 JOULES. FOR CRYOGENIC METALS THE TEST IS CARRIED OUT AT TEMPERATURES RANGING FROM -20O TO -196o C DEPENDING ON THE TEMPERATURE FOR WHICH THE METAL HAS TO BE USED. THE ENERGY ABSORBED BY THE SPECIMEN IS DETERMINED BY THE DIFFERENCE IN POTENTIAL ENERGY OF THE PENDULUM IN ITS INITIAL POSITION BEFORE RELEASE AND THE POSITION OBTAINED AFTER BREAKING THE SPECIMEN. 5. CREEP TEST: 6. FATIGUE TEST: IT DETERMINES THE ABILITY OF THE MATERIAL TO WITHSTAND REPEATEDLY APPLIED STRESS. THE MATERIAL IS SUBJECT TO ALTENATING STRESSES AND THE NUMBER THAT WILL PRODUCE FRACTURE AT A GIVEN VALUE OF APPLIED

STRESS IS NOTED. THE VALUE OF APPLIED STRESS CAN BE INCREASED OR DECREASED WHICH WILL CAUSE THE MATERIAL TO FRACTURE AT A LOWER OR HIGHER NUMBER OF CYCLES. EFFECFT OF HEAT ON THE STRUCTURE OF STEEL WHEN STEEL IS HEATED IT EXPANDS, AS IS NORMAL. HOWEVER IF HEATING IS CONTINUED, IT IS FOUND THAT, AT CERTAIN TEMPERATURES, THE EXPANSION GETS ARRESTED AND INSTEAD OF EXPANDING, THE STEEL ACTUALLY STARTS CONTRACTING. THESE TEMPERATURES ARE KNOWN AS CRITICAL POINTS OF THE METAL AND ARE ARROUND 600O TO 700O AND 720O TO 900O C DEPENDING ON THE COMPOSITION OF STEEL. THE PHENOMENA TAKES PLACE FOR A SHORT WHILE DURING WHICH STRUCTURAL CHANGES TAKES PLACE IN THE METAL AFTER WHICH NORMAL EXPANSION RESUMES WITH RISE IN TEMPERATURE. STRESS STRAIN GRAPH 1. INITIALLY A GREAT STRESS IS REQUIRED TO BEND THE BAR, THIS CAN BE SEEN FROM THE GRAPH UPTO POINT P. 2. A LARGE STRESS PRODUCES A VERY SMALL STRAIN. THE LINE IS A STRAIGHT LINE SHWING THAT HOOKES LAW IS BEING FOLLOWED AND STRESS IS PROPOTIONAL TO STRAIN. 3. AFTER P, THE STRAIN STILL INCREASES WITH STRESS UPTO POINT Y, BUT A HIGHER RATE AND NOT IN PROPORTION, 4. ONCE THE BAR IS SLIGHTLY BENT, THE RATE OF INCREASE OF STRESS TO BEND IT FURTHER REDUCES, TILL IT BECOMES NEGATIVE BEYOND THE ELASTIC LIMIT. THIS IS BECAUSE MUCH LESS STRESS IS REQUIRED TO BEND A BAR WHICH IS ALREADY BENT. 5. HOWEVER TO BREAK THE BAR MAY REQUIRE A LITTLE MORE STRESS THAN WAS REQUIRED TO BEND IT. THIS MAY OR MAY NOT BE THE ULTIMATE TENSILE STRESS WHICH WILL DEPEND ON THE TYPE AND SHAPE OF THE METAL.

FIRE INTEGRITY
QUESTIONS ASKED: DEFINE FOLLOWING: A STANDARD FIRE TEST, A CLASS SUBDIVISION, SERVICE SPACE. (JAN 09, MAY 09, NOV 09, JAN 10) IN ORDER TO ACHIEVE THE FIRE SAFETY OBJECTIVES, THE REGULATIONS INCLUDE CERTAIN FUNCTIONAL REQUIREMENTS: DIVISION OF SHIP INTO MAIN VERTICAL ZONES BY THERMAL AND STRUCTURAL BOUNDRIES, SEPARATION OF ACCOMODATION FROM THE REMAINDER OF THE SHIP BY THERMAL AND STRUTURAL BOUNDRIES, RESTRICTED USE OF COMBUSTIBLE MATERIAL, DETECTION OF ANY FIRE IN THE ZONE OF ORIGIN, CONTAINMENT AND EXTINCTION OF FIRE IN THE SPACE OF ORIGIN, PROTECTION OF MEANS OF ESCAPE AND ACCESS FOR FIRE FIGHTING, READY AVAILABILITY OF FIRE-EXTINGUISHING APPLIANCES, MINIMIZATION OF THE POSSIBILITY OF IGNITION OF FLAMMABLE CARGO VAPOUR.

A STANDARD FIRE TEST IS ONE IN WHICH A APECIMEN OF A BULKHEAD OR DECK IS EXPOSED IN A TEST FURNACE TO A TEMPERATURE CORRESPONDING APPROXIMATELY TO THE STANDARD TIME TEMPERATURE CURVE GIVEN BELOW. THE SPECIMEN MUST HAVE AN EXPOSED AREA OF 4.65 M2 AND A HEIGHT OR DECK LENGTH OF 2.44M, IT MUST RESEMBLE THE INTENDED CONSTRUCTION AS CLOSELY AS POSSIBLE, IT MUST HAVE ATLEAST ONE WELD JOINT NON-COMBUSTIBLE MATERIAL: IT IS ONE WHICH NEITHER BURNS NOR GIVES OFF FLMMABLE VAPOURS IN SUFFICIENT QUANTITY FOR SELF IGNITION WHEN HEATED TO APPROXIMATELY 750OC. SERVICE SPACE: ARE THOSE SPACES USED FOR GALLEY, PANTRIES CONTAINING COOKING APPLIANCES, LOCKERS, MAIL AND SPECIE ROOMS, STORE ROOMS, WORKSHOPS OUTSIDE THE MACHINERY SPACE AND SIMILAR SPACES INCLUDING TRUNKING TO THESE SPACES. SPECIAL CATEGORY SPACES: ARE THOSE ENCLOSED VEHICLE SPACES ABOVE AND BELOW THE BULKHEAD DECK, INTO AND FROM WHICH VEHICLES CAN BE DRIVEN AND TO WHICH PASSENGERS HAVE ACCESS. SPECIAL CATEGORY SPACES MAY BE ACCOMODATED ON MORE THAN ONE DECK PROVIDED THAT THE TOTAL OVERALL CLEAR HEIGHT FOR VEHICLES DO NOT EXCEED 10M. CENTRAL CONTROL STATION: IS A STATION IN WHICH THE FOLLOWING STATIONS ARE LOCATED: FIRE DETECTION AND FIRE ALARM SYSTEM, AUTOMATIC SPRINKLER, FIRE DETECTION AND FIRE ALARM SYSTEM, FIRE DOOR INDICATOR PANELS, FIRE DOOR CLOSURE, WATERTIGHT DOOR INDICATOR PANELS, WATERTIGHT DOOR CLOSURES. VENTILATION FANS, GENERAL / FIRE ALARMS, COMMUNICATION SYSTEMS INCLUDING TELEPHONES, MICROPHONES TO PUBLIC ADDRESS SYSTEMS. A-CLASS DIVISIONS (ARE BULKHEADS OR DECKS WHICH ARE) MADE OF STEEL OR EQUIVALENT MATERIAL, SUITABLY STIFFENED, CONSTRUCTED SO AS TO PREVENT THE PASSAGE OF SMOKE AND FLAME TO THE END OF THE 1 HOUR STANDARD FIRE TEST, TESTED IN ACCORDANCE TO THE FTP CODE TO ENSURE IT MEETS THE ABOVE REQUIREMENTS FOR INTEGRITY AND TEMPERATURE RISE. INSULATED WITH A SUITABLE NON-COMBUSTIBLE MATERIAL SO THAT THE AVERAGE TEMPERATURE OF THE UNEXPOSED SIDE DO NOT EXCEED MORE THAN 140OC ABOVE THE ORIGINAL TEMPERATURE NOR WILL THE TEMPERATURE OF ANY POINT INCLUDING A JOINT RISE BY MORE THAN 180OC ABOVE THE ORIGINAL TEMPERATURE WITHIN THE TIME LISTED BELOW: A 60 CLASS 60 MINUTES

A 30 CLASS A 15 CLASS A 0 CLASS

30 MINUTES 15 MINUTES 0 MNUTES

B-CLASS DIVISIONS (ARE THOSE BULKHEADS, CEILINGS, DECKS OR LINING WHICH ARE) CONSTRUCTED OF APPROVED NON-COMBUSTIBLE MATERIALS INCLUDING ALL MATERIALS USED FOR THEIR ERECTION EXCEPT THAT COMBUSTIBLE VEENERS MAY BE PERMITTED, CAPABLE OF PREVENTING THE PASSAGE OF FLAME ONLY FOR THE FIRST HALF HOUR OF THE STANDARD FIRE TEST, TESTED IN ACCORDANCE WITH THE FTP CODE TO ENSURE IT MEETS THE ABOVE REQUIREMENTS FOR INTEGRITY AND TEMPERATURE RISE, INSULATED SO THAT THE AVERAGE TEMPERATURE OF THE UNEXPOSED SIDE DO NOT EXCEED MORE THAN 140OC ABOVE THE ORIGINAL TEMPERATURE NOR WILL THE TEMPERATURE OF ANY POINT INCLUDING A JOINT RISE BY MORE THAN 225OC ABOVE THE ORIGINAL TEMPERATURE WITHIN THE TIME LISTED BELOW: B 15 CLASS 15 MINUTES B 0 CLASS 0 MINUTES C-CLASS DIVISIONS THESE ARE CONSTRUCTED OF APPROVED NON COMBUSTIBLE MATERIAL, THEY NEED NOT MEET REQUIREMENT FOR THE PASSAGE OF SMOKE OR FLAME OR HEAT, COMBUSTIBLE VEENERS ARE PERMITTED PROVIDED THEY MEET WITH THE REQUIREMENTS AS SPECIFIED.