Compiled by Dinos Levantis

Issued by BMT Marine & Offshore Surveys 2011

All Data in this booklet should be used as guidance only

No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any form
or means, electronic, mechanical, photocopying, recording or otherwise without prior written
permission of BMT Marine & Offshore Surveys.
Details correct at time of going to press.

Introduction

Marine survey reports frequently contain engineering terminology which can often be
unfamiliar to the non engineers in the wider spectrum of the shipping industry.

In an attempt to bridge this gap we have produced this small guide book which covers some
of the common terminology used for ships, their engines and ships related operation, often
encountered in survey reports. By no means should this booklet be considered a complete
dictionary encompassing the entire terminology. Such a dictionary would in any case be
rather large and cumbersome to use.

The intention was to keep it simple and easy to use, providing a quick reference through
easily understood illustrations. A blank page has been left next to each illustration for the
user to write additional notes and queries they may have which our technical staff are more
than happy to advise on.

We would like to especially thank the Piraeus Office Administration staff for their enormous
help and patience in preparing this booklet.

This is the first version, (Ver. 01) of this booklet and we would gladly welcome any
suggestions from the users which will help us enhance any future versions.

Dinos Levantis MSc

BMT Marine & Offshore Surveys (Incorporating The Salvage Association)

CONTENTS
Page
GENERAL
BMT MARINE & OFFSHORE SURVEYS................................................................
GENERAL CONTACT DETAILS (HEAD OFFICE LONDON)............
GLOBAL SURVEYOR LOCATIONS.................................
REGIONAL HUB OFFICES.....................................
UNITS.......................................
NAVIGATION....................................
COMMON NAVAL ARCHITECTURE DATA ...........................
COMMON MARINE ENGINEERING DATA............................
WEATHER DATA-BEAUFORT SCALE..................................
CLASSIFICATION OF SHIPS..................................
SHIP CONSTRUCTION DATA (BOW CONSTRUCTION).......................
SHIP CONSTRUCTION DATA (DOUBLE BOTTOM DECK
CONSTRUCTION)..................................
SHIP CONSTRUCTION DATA (STERN & RUDDER CONSTRUCTION).....................
STEERNG GEARS...............................................................................................
ANCHOR & CHAINS......................................

3
4
5
6
8-9
10
11-13
14
15
16-17
18
19
20
21
22

HULL
GENERAL CARGO CARRIER.................................
BULK CARRIER....................................
HATCH COVERS.....................................
CONTAINER CARRIER..................................
GAS CARRIER...................................
PASSENGER FERRY...................................
OCEAN GOING TUG BOAT................................
DOUBLE SKIN OIL CARRIER.................................

24
26-28
30
32
34
36
38
40

MACHINERY
TYPICAL ENGINES FOR PROPULSION.............................
CROSSHEAD TYPE ENGINE PARTS...............................
TRUNK PISTON TYPE V- ENGINES.............................
TYPICAL PISTON & CRANKSHAFT ARRANGEMENT...........................
CAMSHAFT ARRANGEMENT..................................
TURBOCHARGER...................................
ENGINE SCAVENGE AIR & EXHAUST ARRANGEMENT.........................
PROPELLERS & TAILSHAFT.................................
WATER JET THRUSTERS................................
STEAM TURBINE...................................
VERTICAL OIL FIRED & COMBINED BOILER..............................

42
44-46
48-50
52
54
56
58
60
62
64
66

REFERENCES....................................

68-69

GENERAL

BMT Marine & Offshore Surveys Ltd

(Incorporating The Salvage Association)

BMT Marine & Offshore Surveys Ltd is a leading international marine surveying and technical
consultancy, operating from a worldwide network of offices. The company incorporates the
world-renowned casualty expertise of The Salvage Association and BMT Murray Fenton.

The Salvage Association was founded in 1856 in London and has been closely operating with
the London insurance market.

Our services include casualty surveys, report and investigations work on behalf of Hull &
Machinery, P&I, Liability and cargo insurers. Our spectrum of work includes surveys of
incidents affecting every type of vessel from a yacht to the largest ULCC and the most
complex LNG or chemical carrier.

BMT Marine & Offshore Surveys Ltd is a leading marine consultant providing warranty
services for the Cargo, Offshore Energy, Construction, Liability and Hull & Machinery
insurance markets. Additional services include; risk management, risk assessments including
environmental and emissions risks, feasibility studies; risk audits of vessel and engine room
operations, shipbuilding and repair facilities and their procedures; assessments of port
operations, wreck removal and navigation.

Our global network of surveyors are ready to immediately assist in the event of marine
casualties, collisions, stranding, sinkings, salvage, wreck removal, machinery investigations,
warranty, P&I and risk assessment.

CONTACT DETAILS FOR PIRAEUS & VARNA

LONDON Office HEAD OFFICE

Marlow House
1A Lloyds Avenue
London, EC3N 3AL
United Kingdom
Tel: +44 207 648 9650
Fax: +44 207 929 5564
Email: london@bmtmarinerisk.com

Global Support Services

London
Tel: +44 (0)020 7648 9655
Mobile: +44 (0)7831 879675
Email: gss_staff@bmtmarinerisk.com
Email: smartin@bmtmarinerisk.com
Global Support Services
New York
Tel: +1 212 587 9307
Mobile: +1 646 283-0626
Email: grocco@bmtmarinerisk.com

For direct contact with our regional

offices please refer to page 6 of this
guide or visit our website to download
our International contact directory
www.bmtmarinerisk.com

GENERAL

GENERAL

GLOBAL SUVEYOR NETWORK

Marine Expertise:
Anytime, Anywhere

Global Surveyor Network

REGIONAL HUB OFFICES

GENERAL

GREECE
Hellas Branch
5-7 Fillelinon Street
185 36 Piraeus
Greece

SOUTH AFRICA
13 Foregate Square
Table Bay Boulevard
Cape Town 8000
South Africa

Tel: +30 210 42 92 690

Fax:+30 210 42 92 691
Email: piraeus@bmtmarinerisk.com
or hellas@bmtmarinerisk.com

Tel: +27 21 421 3172/3

Fax: +27 21 421 3166
Email: cape_town@bmtmarinerisk.com

NEW YORK
20 Broad Street
7th Floor, Suite A
New York, NY 10005-2615
USA

SINGAPORE
3 HarbourFront Place
No 03-01/04 HarbourFront
Tower Two
Singapore 099254

Tel: +1 212 587 9300

Fax: +1 212 587 9301
Email: new_york@bmtmarinerisk.com

Tel: +65 6517 6860

Fax: +65 6274 4881
Email: singapore@bmtmarinerisk.com

DUBAI
Dubai World Trade Centre Building
13th Level, PO Box 9222
Dubai
United Arab Emirates
Tel: +971 4 331 3100
Fax: +971 4 331 4121
Email: dubai@bmtmarinerisk.com

For further information please visit our website www.bmtmarinerisk.com

GENERAL

NOTES

UNITS

GENERAL

Length
1 nm = 1852 m = 1.852 km
1 yd = 3 ft = 36 in = 0.9144 m
1 m = 100 cm = 10 dm = 1000 mm = 3,2808 ft
1 m =0.001 mm
1 cable = 185.20 m = 0.1 nm
1 fn = 1.8288 m
1 shackle of anchor cable = 15 fm = 27.5 m

Nm
km
m
cm
dm
mm
m
ft
in
yd
cable
fn

Nautical mile
kilometer
meter
centimeter
decimeter
millimeter
micron
foot
inch
yard
cable length (international)
fathom

lit
gal
pt
barrels

litre
gallon (UK)
pint (UK)
barrels (US)

Kgf
Lbf
Kpond
N
KN

Kilogram force
Pound force
Kilopond
Newton
Kilo-Newton

atm
bar
KPa
psi
in Hg
mm Hg

Atmosphere
Bar
Kilo-Pascal
Pound per square inch
Inches of Mercury
Millimeters of Mercury

Volume
3

1 m = 1000 dm
= 1000 lit
= 219.9692 gal (UK)
= 1759.7547 pt (UK)
3
= 35.31467 ft
= 6.2898 barrels (US)
Force
1 Kgf = 9.80665 N = 2.2046 lbf = 1 Kpond
1 tonf = 1000 Kgf = 9806.65 N = 9.80665 KN
1 tonef (UK long tons) = 1.01605 tonf (metric)

Pressure / Stress
1 atm = 1.01325 bar
2
= 101325 N/m
2
= 0.101325 N/mm
2
= 1.03322 Kgf/cm
2
= 10332.27 Kgf/m
= 101.325 KPa
2
= 2116.21658 lbf/ft
2
= 14.6959 psi (lbf/in )
= 29.9213 in Hg
= 760.0021 mm Hg

GENERAL

UNITS

Temperature
1 C = 33.8 F = 274.15 K

C
F
K

Degree Celsius
Degree Fahrenheit
Degree Kelvin

W
HP
PS

Watt
Horse Power
Metric Horse power

Flow rate
3

1 lit/min = 0.000589 ft /sec

3
= 0.0000167 m /sec
3
= 0.06012 m /hr
= 13.1981 gal/hr (UK)
Velocity
1 Knot = 0.51444 m/s
= 1.852 km/hr
= 1.6878 ft/sec
Power
1 KW = 1000 W
= 1.3410 HP
= 1.3596 PS (Metric Horse power)
Moment / Torque
1 Kgf m = 9.80665 Nm
= 0.009807 KNm
= 7.233 lbf ft
= 0.001 tonf m

10

NAVIGATION

GENERAL

Parallels of Latitude
Meridians of Longitude
o

LONDON 51 30 North

NEW YORK 74 00 West

W E

LONGITUDE

LATITUDE

30o 15o 0o

15o

30o

0
o

CAPE TOWN 33 55 South

GREENWICH MERIDIAN

CAPE TOWN 18 22 East

Most charts are drawn to MERCATORs PROJECTION, to represent

the spherical world on a flat sheet of paper with all the meridians
of longitude made parallel. To keep the same land shapes the
parallels of latitude are increased in proportion.
This gives rise to say 600 sea miles being measured on a chart
being a bigger measurement at the top of the chart than at the
bottom.
This is because 1 sea mile = 1 minute of latitude and the latitude
scale gradually increases towards the top of the chart. This is why
distances are ALWAYS measured on the latitude scale opposite
your position.

[Ref. 1]

10

Rise of Floor

Frame Numbers

Aft Peak Bulkhead

WL

Main Deck

Summer Load line

Main Deck

Beam

100

Bilge Keel

Camber

Lbp (Length between perpendiculars)

Loa (Length Overall)

Draft

Freeboard

Base Line

Depth

Collision Bulkhead

Sheer forward

200

WL

GENERAL
COMMON NAVAL ARCHITECTURE DATA
11

12

COMMON NAVAL ARCHITECTURE DATA

GENERAL

Wave length
Wave crest
Wave trough

Wave height

Main Deck structure in tension

Bending HOGGING CONDITION

Bottom structure in compression

Main Deck structure in compression

Bending SAGGING CONDITION

Bottom structure in tension

Buoyancy
Buoyancy

Buoyancy

Buoyancy
Buoyancy

Shear Force

Shear Force

Weight
Weight

Weight

Weight

Weight

The ocean wave geometry resembles a trochoidal shape. The ship structure is designed to withstand
the extreme stresses due to the applied forces when balanced on such a wave having the ships length
in both hogging and sagging conditions.
In a sea way, the structure will be continuously subjected to deformation in all directions. The
generated stresses will alternate and the material forming the structure will therefore be subjected to
fatigue. A well designed structure having a well conceived geometry and being of suitable material is
expected to withstand the fatigue stresses for a substantial period of time.

GENERAL

COMMON NAVAL ARCHITECTURE DATA

13

= DWT + Lightship
Where is the displacement, DWT is the deadweight, (cargo capacity including fuel and stores, crew
and effects), and the Lightship is the weight of the structure as built including, water in the boilers and
lubes in machinery to working level.
In all normal calculations the lightship figure is taken to be the same as stated in the vessels approved
trim and stability booklet. The lightship is also the figure used for scrap estimations.
= Lbp x B x Tm x x Cb
Where Lbp is the length between perpendiculars, B is the beam, Tm is the mean draft, is the density of
sea water (about 1025 Kg/m3) and Cb is the block coefficient, (for most cargo type ships between 0.65 to
0.9 passenger cruisers, 0.55 to 0.63).
The larger the block coefficient the more box shaped the vessel is. Thus for a perfect box type structure
Cb is 1, and off course the resistance is larger.
Tm = (Tf + Ta)/2
Where Tm is the midship draft, Tf and Ta are the drafts forward and aft, respectively.
Heel angle, (radians) = wl / GMT x
Where wl is the moment of the weight causing the heel, (the weight times the transverse distance from
midship), GMT is the transverse metacentric height and is the total displacement. The formula works
in radians, (1 rad = 57.3 degrees) and can be accurate for small angles.
Ships motions at sea
The ships centre of gravity has six degrees of freedom, three linear and three angular as illustrated in
the fig below. In a seaway it can experience all six motions simultaneously.
An object resting anywhere in the structure is subjected to forces resulting from these motions. The
magnitude of these forces are calculated using Newtons well known formula F = m x , where m is
the mass of the object and is the acceleration of its centre of gravity.

Yawing motion

Rolling motion

Pitching motion

Heaving motion

Vertical axis

14

COMMON MARINE ENGINEERING DATA

GENERAL

Indicated Power (KW) = Pm x A x L x N x K x n / 0.6

Where Pm is the mean indicated pressure per cylinder in Bar
A is the sectional area of the cylinder in m2
L is the length of stroke in m
N is the engine speed in rpm
K is the type of stroke per revolution (i.e. 1 for two stroke engines and 0.5 for four stroke engines)
n is the number of cylinders
Brake Power = Mechanical efficiency x Indicated power
The mechanical efficiency of a well designed turbocharged engine can be 90%
Bunkers
Bunker fuel is technically any type of fuel oil used aboard ships. In the maritime field the type of
classification used for fuel oils is:
IFO (Intermediate fuel oil) A blend of gasoil and heavy fuel oil, with less gasoil than marine diesel oil
o IFO 380 - Intermediate fuel oil with a maximum viscosity of 380 Centistokes at 50C
o IFO 180 - Intermediate fuel oil with a maximum viscosity of 180 Centistokes at 50C
o LS 380 - Low-sulphur (<1.5%) intermediate fuel oil
o LS 180 - Low-sulphur (<1.5%) intermediate fuel oil
HFO 380 (Heavy fuel oil) - Pure or nearly pure residual oil with a maximum viscosity of 380 Centistokes
MGO (Marine gas oil) - made from distillate only
MDO (Marine diesel oil) - A blend of heavy gasoil that may contain very small amounts of black
refinery feed stocks, but has a low viscosity up to 12 cSt so it does not need to be heated for use in
internal combustion engines.
Parameter

Unit
3

Max Density at 15C

kg/m

Max Viscosity at 50C

mm/
s
C

Max Pour point, Winter

MGO

MDO

IFO 180

RMH 380

RMK 380

890.0

900.0

991.0

991.0

1010.0

6.0

11.0

180.0

380.0

380.0

Ambient

Ambient

30

30

30

General recommended
cSt
Ambient Ambient
10~15/
10-15/
10-15/
injection viscosity and
/C
110~ 118 130 ~ 142 130~142
temperature
1 mm/s = 1 cSt Viscosity (Kinematic) is a measure of the resistance of the fuel. In everyday terms
viscosity is "thickness".
TYPICAL ENGINE OPERATING PARAMETERS
Parameter
Unit
Values
Max Exhaust Temperatures
C
500
General recommended Lub. Oil pressure for 2-stroke engines
Kg/cm2
3.5~4.2
General recommended Lub. Oil pressure for 4-stroke engines
Kg/cm2
2.0~3.0
Jacket water outlet temperature
C
65~68
Type of system oil used for 2-stroke engines
SAE Viscosity
30
Type of cylinder oil used for 2-stroke engines*
SAE Viscosity
70 or 50
Type of system oil used for 4-stroke engines
SAE Viscosity
40
*Changeover from TBN 70 to TBN 50 only when operating for more than one week on <1% sulfur

GENERAL

Beaufort
Number

WEATHER DATA BEAUFORT SCALE

Descriptive
Term

Mean wind
speed equivalent
Knots

Deep Sea Criterion

m/sec

Calm

<1

0-0.2

Light air

1-3

0.3-1.5

Light breeze

4-6

1.6-3.3

Gentle
breeze

7-10

3.4-5.4

Moderate
breeze

11-16

5.5-7.9

Fresh breeze

17-21

8.0-10.7

Strong breeze

22-27

10.813.8

Near gale

28-33

13.917.1

Gale

34-40

17.220.7

Strong gale

41-47

20.824.4

10

Storm

48-55

24.528.4

11

Violent storm

56-63

28.532.6

12

Hurricane

64
and
over

32.7
and over

Sea like a mirror

Ripples with the appearance of scales are
formed without foam crests
Small wavelets, still short but more
pronounced crests have a glassy appearance
and do not break
Large wavelets cress begin to break foam of
glassy appearance, perhaps scattered white
horses
Small waves becoming longer fairly frequent
white horses
Moderate waves taking a more pronounced
long form many white horses are formed
(chance of some spray)
Large waves begin to form the white foam
crests are more extensive everywhere (some
spray)
Sea heaps up and white foam from breaking
waves begin to be blown in streaks along the
direction of the wind
Moderately high waves of greater length
edges of crest begin to break into spindrift
foam is blown in well marked streaks along
the direction of the wind
High waves dense streaks of foam along the
direction of the wind crests of waves begin to
topple, tumble and roll over, spray may affect
visibility
Very high waves with long overhanging crests
the resulting foam in great patches is blown in
dense white streaks along the direction of the
wind on the whole, the surface of the sea
takes a white appearance the tumbling of the
sea becomes heavy and shock like visibility
affected
Exceptionally high waves (small and medium
sized ships might be for a time lost to view
behind the waves) the sea is completely
covered with long white patches of foam lying
along the direction of the wind everywhere
the edges of the wave crests are blown into
froth visibility affected
The air is filled with foam and spray sea
completely white with driving spray visibility
very seriously affected

15
Probable
mean wave
height*
in metres
0.1 (0.1)
0.2 (0.3)

0.6 (1)
1 (1.5)
2 (2.5)

3 (4)

4 (5.5)

5.5 (7.5)

7 (10)

9 (12.5)

11.5 (16)

14 (-)

[Ref. 2]

Cushion

Approximate speed range potential

Knots
80-100

Sea

Air

Surface effect

Aerostatic c

Aircraft

Submerged
toils

60-40

Surface
piercing

Hydro toil

40-25

Planing hull

Hydrodynamic support

BERNOULLI

ARCHIMEDES

Conventional
Displacement

30-15

Submersibles

Small water plane

CLASSIFICATION OF SHIPS

Submarine

15

Deep displacement

Special Displacement

Catamaran (Multi hull)

Hydrostatic support
(Displacement)

SEAGOING VESSELS
(Surface, Surface Effect, Sub-surface)

16
GENERAL
[Ref. 3]

GENERAL

CLASSIFICATION OF SHIPS

17

The terms below refer to design restrictions imposed on a vessel, in order to be able to trade within
standard geographic areas
TYPE

DESIGN RESTRICTIONS

HANDYSIZE

DRY CARGO
DWT about 15,000 to 40,000 mt

HANDYMAX

DWT about 41,000 to 55,000 mt

SUEZMAX

DWT up to 150,000 mt

PANAMAX

DWT 60,000 80,000 mt

POST PANAMAX
And
CAPESIZE

DWT 81,000 250,000

AFRAMAX (Crude
and Product Oil
tankers)

TANKERS
DWT between 75,000 120,000 mt

COMMENTS

It is numerically the most common type of Bulk

carrier and in most cases is fitted with cranes
Most commonly they have 5 Cargo holds and 4
cranes of 30tonnes lifting capacity
Maximum permissible size which can cross the
Suez Canal
Maximum permissible size which can cross the
Panama Canal
Capers do not cross any of the worlds canals

Are largely used in the basins of the Black Sea,

Caribbean, China Sea and the Mediterranean
Non-OPEC exporting countries mainly require
the use of AFRAMAX tankers , because their
harbours and canals are too small to
accommodate VLCCs and ULCCs
Maximum permissible size which can cross the
Suez Canal
Do not cross any of the worlds canals

SUEZMAX

Similar size as the respective bulk carrier.

VLCC

Very large crude oil carrier (super Tanker

DWT between 150,000 320,000 mt)
Ultra large crude oil carrier (super Tanker
Do not cross any of the worlds canals
DWT between 320,000 550,000 mt)
CONTAINER VESSELS
Up to 13,500mt
Used when economic and size restrictions
(up to 1000 TEU)
imposed for larger sizes
Approx. between
Used when economic and size restrictions
13,500-31,000mt
imposed for larger sizes
(1,000-2,500 TEU)
Approx. between
Can cross Panama Canal
31,000-59,000mt
(2,500-5,000 TEU)
Approx. between
Cannot cross Panama Canal
59,000-113,000mt
(5,000-10,000 TEU)
Approx. between
Can cross Suez Canal
113,000-137,000mt
(10,000-12,000 TEU)
Above 137,000mt
Cannot cross Suez Canal
(Above 12,000TEU)

ULCC

SMALL FEEDER
FEEDER

PANAMAX

POST-PANAMAX

SUEZMAX

POST-SUEZMAX

18

SHIP CONSTRUCTION DATA

(BOW CONSTRUCTION)

Anchor chain
Hawse pipe

Anchor Windlass

GENERAL

Bulwark

Chain Stopper

Forecastle
deck

Main
deck

FOREPEAK

Soft nose
plating
FOREPEAK
Chain locker

TANK
TANK
Flame area

[Ref. 4]

SHIP CONSTRUCTION DATA

(DOUBLE BOTTOM DECK CONSTRUCTION)

GENERAL

19

Hold Frames
(Transverse)
Inner bottom
Longitudinal
Hold Frames
(Transverse)

Side Shell
Margin Plate
Inner bottom
plating

Center
Strake

Frame Bracket
Side
Girder

Bottom
Longitudinal

Solid Floor
Center
Girder
Transversely

Longitudinally

Solid Floor

Nontight
Side Girder

Framed

Framed

Built up Section
Flat Bar
Inverted Angle

Bulb Plate
Tee or Part I
H-Beam with Flanges Removed
Additional Face Plate if needed

Flange
Plate

[Ref. 5]

20

SHIP CONSTRUCTION DATA

(STERN - RUDDER CONSTRUCTION)

GENERAL

BALANCE RUDDER WITH HEEL PINTLE

Steering Gear Flat

Rudder Stock

Stock Palm

Upper Pintle

After Peak Tank

Rudder BLADE

Stern Tube

Stern Frame

Heel Pintle
Frame 0
Skeg

SEMI SPADE RUDDER

Rudder Stock
Steering Gear Flat

Neck Hearing
After Peak Tank

Rudder Blade

Stern Frame
Stern Tube

Horn Pintle

Rudder Horn
Frame 0

GENERAL

STEERING GEARS

21

RAM STEERING GEAR SYSTEM

Hydraulic Cylinder
Ram

Rudder stock
Yoke

[Ref. 6]

ROTARY VANE STEERING GEAR SYSTEM

Rotor
Stator

Vanes

Rudder stock

[Ref. 7]

22

ANCHOR & CHAINS

GENERAL

Ring (Shackle)

Shank
Fluke / Palm
Bill/Pea

Arms

Throat

Crown

Blade

[Ref. 8]

Connection to Anchor

Common Link

Common Link

End Link

Common Link
Enlarged Link
Kenter Joining Shackle

Anchor Crown Shackle

Jaw and Jaw Swivel

Anchor Shank

Connection to Chain Locker

End Link

Common Link

Enlarged Link

Clinch Shackle

[Ref. 9]

GENERAL

NOTES

23

Bilge
plating

Vertical
welding
seams

Deck plating

[Ref. 4]

Keel plating

Tank top
plating

Tween deck
hatch

[Ref. 10]

GENERAL CARGO CARRIER

Shell frame

Longitudinal
welding
seams

Sheer
strake
plating

24
HULL

HULL

NOTES

25

BULK CARRIER

HULL

[Ref. 11]

26

HULL

NOTES

27

28

BULK CARRIER HOLD ARRANGEMENT

Side transverse

HULL

Deck longitudinal

Deck transverse
(Topside) bottom transverse

Hatchside coaming
Hatchend coaming
Hatchend beam

Side longitudinal
(Topside)
bottom longitudinal

Cross deck beam

Topside tank bottom

Hold frame
Bilge hopper

Bottom transverse
Bilge hopper transverse
Side transverse

Lower stool

Bilge hopper
Longitudinal

Center girder
Inner bottom
Side girder
( tanktop of double bottom)

Solid floor

Side longitudinal

Bottom longitudinal

Tanktop (inner bottom) longitudinal

Transverse ring in bilge hopper

[Ref. 12]
Topside tank
transverse
web frame

Deck plating
Deck longitudinal

Hatch side
coaming
Topside tank plating
Vertical strake

Corrugated
type bulkhead

Topside tank
Topside tank
slopping plating

Side shell
longitudinal

Topside tank slopping

plating longitudinal
Bracket

Cargo Hold
Side shell
plating
Hopper
Transverse
web frame

Side shell frame

(Hold frame)

Where the cargo hold is used for

heavy ballast condition, the shell
frames have larger scantlings.
The same applies for tank top
plating if discharging is by means of
heavy crabs.

Bracket
Hopper tank Sloping
Hopper tank sloping
plating longitudinal

Double bottom tank

Bottom side girder

Side shell
longitudinal

Inner bottom
longitudinal

Bottom center girder

Inner bottom plating
(Tank top)

Bilge
plating
Bilge Keel

Bottom longitudinal
Hopper tank

Bottom shell
plating
Floor

Keel plate

[Ref. 13]

HULL

NOTES

29

30

HATCH COVERS

HULL

Transverse opening hatch cover

OPEN

PANELS

Longitudinal
direction
[Ref. 5]

Longitudinally opening hatch covers

PANELS

Hatch coaming
brackets

Hatch
coaming

Longitudinal
direction

[Ref. 4]

HULL

NOTES

31

[Ref. 10]

CONTAINER CARRIER

[Ref. 14]

Double bottom

32
HULL

HULL

NOTES

33

Water
ballast

The membrane type tank is based on having a thin

membrane supported by a layer of insulation within
the confines of the ships hull.

Saddles

Aluminium alloy
tank plating

[Ref. 10]

CARRIER

Insulation

Cargo temp
below -100
o
C

Protective
steel Dome

GAS

Types A, B and C tanks are known as independent tank

types, categorised in accordance to their design
pressure. They are completely self supporting and do
not form part of the ships hull.

34
HULL

HULL

NOTES

35

Retractable Stabilizer Fin

P&S

Inner ramp to lower car deck

[Ref. 10]

Bow Thrusters

PASSENGER FERRY

Stern Ramp

Inner ramp to upper car deck

Main Deck (Garage Deck)

Bow Door & Ramp

36
HULL

HULL

NOTES

37

38

OCEAN GOING TUG BOAT

Propeller fitted
in Kort nozzle

Towing winch

HULL

Bow Thruster
[Ref. 5]

Towing Hook

Towing wire

HULL

NOTES

39

Floor plating

End
bracket

Vertical web
cargo tank

Bracket toe

End
bracket

S
Longitudinal
bulkhead

Face
S
plating

Web
plating

Centerline
girder

Outboard
girder

Bilge keel

Bilge plating

Wing ballast
space

Side longitudinal

Side shell

Sheer strake

Deck Stringer plate

Double bottom
ballast space

Hopper plating

Inner hull
longitudinal
bulkhead
longitudinal

Wing cargo
tank

Inner Hull
longitudinal bulkhead

Deck longitudinal

Deck plating

Bottom
Keel
longitudinal
plating Bottom
shell plating

Inner bottom
End
longitudinal
bracket
Inner
Bracket
bottom
toe

Centre cargo
tank

Longitudinal bulkhead
longitudinal
Cross tie

Radius face plate

Web
Stiffening

[Ref. 15]

[Ref. 10]

DOUBLE SKIN OIL CARRIER

Outboard
girder

Hopper web
plating

Horizontal girder in
wing ballast tank

Vertical Web in
wing ballast tank

Wing cargo tank

Deck transverse

Centre cargo tank

deck transverse

Section x-x

40
HULL

HULL

NOTES

41

Four stroke Trunk Piston

Medium speed engine
Range 200 850 rpm
Reduction Gear Box required

Type

[Ref. 16]

Crankcase
inspection
doors

TYPICAL ENGINES FOR PROPULSION

Two stroke Crosshead Type

Slow speed engine
Range 80 180 rpm

Crankshaft

Connecting Rod

Crosshead

Piston Rod

Piston

Turbocharger

42
MACHINERY

MACHINERY

NOTES

43

44

CROSSHEAD TYPE ENGINE PARTS

MACHINERY

Cylinder block

Engine
frame
Crankcase
inspection
doors

Main
Bearing
Keep

Bed plate

Crankshaft
line

[Ref. 17]

MACHINERY

NOTES

45

46

CROSSHEAD

TYPE ENGINE PARTS

MACHINERY

Piston rings
Piston

Cylinder liner
Piston
grooves
Stuffing box
[Ref. 18]

Piston rod

Crosshead pin

Crosshead bearings

Sliding shoes
Connecting rod

Crosshead assembly

Stuffing box unit

[Ref. 16]
Crankshaft

MACHINERY

NOTES

47

Lube Oil suction

Camshaft
Lubrication

[Ref. 16]

ENGINE

Lube oil first enters the main bearing journals, then

to crankpins, then through connecting rod to
Gudgeon pin and piston / liner

Lube Oil Filter

Camshaft

TRUNK PISTON TYPE V-

Lube oil Cooler

Oil Pump

Pressure Reduction Valve

Lube Oil to rocker arms

Cylinder Cover (Head)

48
MACHINERY

MACHINERY

NOTES

49

50

TRUNK PISTON TYPE V- ENGINE PARTS

MACHINERY

Slave piston

Master piston

Master and slave piston

articulated Type joint

Two connecting rods on one crank pin

[Ref. 16]

MACHINERY

NOTES

51

TYPICAL PISTON & CRANKSHAFT

ARRANGEMENT

52

MACHINERY

[Ref. 20]
Piston rings

Piston

Gudgeon
pin

Connecting rod top end

Gudgeon pin bearing

Connecting rod
Thrust pads
Bearing shells

Crankpin
Connecting rod big end
Big end bearing keep

Main
Journal

Timing gear
MAIN BEARING SHELLS

[Ref. 19]

MACHINERY

NOTES

53

CAMSHAFT

CAMS

CAMS

CAMSHAFT
driving gear

[Ref. 16]

54
CAMSHAFT ARRANGEMENT
MACHINERY

MACHINERY

NOTES

55

56

TURBOCHARGER

MACHINERY

Compressed air outlet into the

Engine
Engine Exhaust
gas inlet
Engine Exhaust
gas outlet

Turbine wheel

Compressor wheel
Air Inlet Filter
Air Inlet

Turbocharger rotational
speed up to 20,000 rpm
[Ref. 20]

MACHINERY

NOTES

57

ENGINE SCAVENGE AIR &

EXHAUST ARRANGEMENT

58

MACHINERY

Rocker arm

Exhaust to
chimney
Exhaust valve

Protection
grids

Push rod

Air

Cooling water
space
Turbine wheel
Cylinder liner
Exhaust
gas

Compression wheel

Compressed
air
Piston
Scavenge air inlet
ports
Intercooler
Scavenge manifold

[Ref. 16]

MACHINERY

NOTES

59

60

PROPELLERS & TAILSHAFT

MACHINERY

FIXED PITCH PROPELLER

Propeller
Adjusting Ring
For Alignment
Aft Seal

Aft Bulkhead

Stern Frame

Fwd Seal

Coupling
Rope Guard

Propeller Shaft

Stern Tube Aft Bearing

Stern tube Fwd Bearing

Stern Tube

[Ref. 19]

CONTROLLABLE PITCH PROPELLER

Propeller rotating blade

Moving piston

Hub body

Blade carrier

Tail shaft

Piston rod

Crankpin of blade carrier

[Ref. 21]

MACHINERY

NOTES

61

Outlet

Reversing Bucket

Pump impeller
Shaft &
Bearing

Steering hydraulic rams

Duct

Suction

WATER JET THRUSTERS

[Ref. 22]

Rotation is one direction

Reversing is by change of flow via vertical movement of bucket
Steering is by side way movement of outlet nozzle

Flange connection
to hull

Inlet duct
optimized for
each type of
vessel

62
MACHINERY

MACHINERY

NOTES

63

64

STEAM TURBINE

MACHINERY

Steam outlet
Steam Valves

Steam Inlet

Turbine Upper casing

Rotor shaft
with Blades
Glands

Fixed blades
(Nozzles)

Turbine Lower
Casing

[Ref. 23]

MACHINERY

NOTES

65

VERTICAL OIL FIRED & COMBINED

BOILER

66

Engine
exhaust inlet

MACHINERY

Engine Exhaust
Outlet

Hot Gas

Burner

Burner

Vertical
water tubes

[Ref. 24]

MACHINERY

NOTES

67

68

REFERENCES

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Architects and Marine Engineers.
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[Accessed: 2nd November 2010]
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Butterworth Heinemman
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American Bureau of Shipping
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69

REFERENCES

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Great Britain: Elsevier Butterworth Heinemman
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Stavridakis Technical publications
20. Knak, C. (1990). Diesel Motor Ships Engines and Machinery. Volume II (Diagrams). London: The
Institute of Marine Engineers
21. Ulstein Propulsion AS Ulstein propulsion marketing leaflet. Ulstein propellers. Norway: Ulstein
propulsion AS
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2010]
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[Accessed 11th November 2010]
24. Daniel, J. & Mimikopoulos, K. (1994). Marine Steam Boilers. Athens: Evgenides Institution

NOTES

70

NOTES

71