Figure 1.

Flare - the outward flowing of the bow (sometimes called Flare) forces water outwards and away,
promoting deck dryness and assisting the bow to lift over waves. (See Fig. 1.8).

Figure 1.8

Bow Rake is similar to flare in that it promotes deck dryness by forcing water forward when the bow
strikes waves. See Fig. 1.9.

Principal Parts of a Vessel

The main body of a vessel is called the hull.

Regardless of the material used in construction, the layout of the hull is similar in each case. Every
vessel has a shell of material which keeps the vessel watertight. The shell is supported and obtains its
strength from a series of internal stiffeners. In small vessels it is common for the main stiffeners to be
in the form of frames, sometimes described as ribs.
If the main stiffeners of the hull run from side to side, the arrangement is called a transversely framed
structure. If the main stiffeners of the hull run fore and aft, the arrangement is called a longitudinally
framed structure.

Let us now look at some typical stiffening arrangements of metal and timber hulls.

Metal Hulls

Figures 1.10 and 1.11 show typical sections through steel hulls.

Figure 1.10 Flat Chine Hull

Figure 1.11 Bottom Construction

Study figures 1.10 and 1.11. Note the shape of the hull. Figure 1.10 shows a “hard chine” (or Vee
shaped) hull. It is called “hard” because the topside meets the bottom at an angle as opposed to a
“soft chine” hull where the topside meets the bottom in a curve. Figure 1.11 shows the bottom
construction of a “round bilge” type hull.
Note how the bottom shell plating is stiffened. Strength is provided by fitting vertical plates to the
bottom shell. Those fitted transversely are called floors and those fitted longitudinally are called side
girders.

Note the location of a centre girder on the keel plate. This helps in resisting bending of the hull in a
longitudinal direction. Remember that the keel forms the backbone of a vessel’s hull.

Beams support the deck. Brackets connecting frames and beams help resist the distortion of hull
when a vessel rolls.

Figure 1.12 Fore End Construction

Timber Vessels

Study figure 1.13 which shows typical chine hulls, and figure 1.14 which shows typical round bilge
type hulls.

Note how various parts are arranged to resist the stresses that we had identified earlier when
considering design requirements. In this respect, the arrangement of structures is similar to a metal
hull.
Figure 1.13 Typical Chine Hulls
Figure 1.14 Typical Round Bilge Type Hulls
 Figure 1.15
Typical Deadwood Aft
Figure 1.16 Typical Stem Assembly

Watertight Bulkheads

All vessels, except the very smallest of craft, are subdivided internally into watertight compartments
by means of vertical partitions called watertight bulkheads. In vessels which have a measured length
of 16 metres or over, a special watertight bulkhead called a Collision Bulkhead is fitted near the bow.
The number and placement of other watertight bulkheads is dependent upon the measured length of
the vessel. Vessels 12.5 metres and over in measured length must have a watertight bulkhead at each
end of the machinery space except where the machinery space is located at one end of the vessel.

Look at the profile plan of KFV Albatross in fig 1.17. The dotted lines rising vertically from the keel
represent the watertight bulkheads. The first collision bulkhead is located at frame no. 4. It rises from
the keel to the underside of the foredeck.

The second watertight bulkhead is located at frame no. 6. It rises from the keel to the underside of the
main or freeboard deck. The space between the two bulkheads is called a cofferdam. A cofferdam is
a void space that separates two tanks. Normally a cofferdam is only required to separate oil and water
tanks.

The space enclosed between the second and third water tight bulkheads is the refrigerated hold. The
engine room space is located between frames 25 and 35. You will notice that there is a watertight
bulkhead at each end of the engine room, making a total of four watertight bulkheads in all. The
bulkhead at the after end of the engine compartment is known as the after peak bulkhead.
Figure 1. 17