20.

A bow thruster is a device used on large ships to aid docking and exiting a dock without the assistance of a tug boat. The most common style of bow thrusteris is a propeller system that is mounted in the lower area of the ship's bow. Directed from port to starboard, or left to right, the bow thruster is used to push the bow area of the ship away from the dock when exiting port and towards the dock when tying up the ship to the dock
21. Vessel yaw curve described by the center of gravity of the ship change the road, until the coming of the new ship's path.

Ship Yaw phases are: - The initial phase; The initial phase of Ship Yaw initial commencing when the steering angle changes depending on the value of the new road; aboard ship moves laterally opposed placing the rudder, it lasted more than a few tens of seconds.

- Stage of evolution

Development phase starts from the point from which the ship is turning curve (center of gravity of the vessel describe this curve which has a spiral). Longitudinal axis of the vessel formed by the tangent to the curve bends yaw angle which increases with the yaw displacement curve, up to a maximum and then decreases to zero, with the arrival of the new road

- Phase of gyration. Phase gyration, is uniform - called beginning at the end of phase evolution and trajectory moving ship and the approximate shape of a circle, the angle of derivation remains constant, the speed is kept constant at amounting to 30.40% of the initial rate of yaw.

22. wind waves or, more precisely, wind-generated waves are surface waves that occur on the free
surface of oceans, seas, lakes, rivers, and canals or even on small puddles and ponds. They usually result from the wind blowing over a vast enough stretch of fluid surface. Waves in the oceans can travel thousands of miles before reaching land. Wind waves range in size from small ripples to huge waves over 30 m high

23. significant hight formula

Characteristics period formula

24. Six degrees of freedom

The motion of a ship at sea has the six degrees of freedom of a rigid body, and is described as: Translation: 1. Moving up and down (heaving); 2. Moving left and right (swaying); 3. Moving forward and backward (surging); Rotation 1. Tilts forward and backward (pitching); 2. Swivels left and right (yawing); 3. Pivots side to side (rolling).
[2]

Ship movements on the wave. 1 - Heave 2 - Sway 3 - Surge 4 - Yaw 5 - Pitch 6 - Roll

25.

26.There are three special axes in any ship, called vertical, lateral and longitudinal axes. The movements
around them are known as roll, pitch and yaw. Roll is the rotation of a vessel about its longitudinal (side-to-side) axis Pitch is the rotation of a vessel about its transverse (front/back) axis Yaw is the rotation of a vessel about its vertical axis

27.

28 Free surface tanks

A single partially filled tank that extends across the full breadth of the vessel. Its shape, size and internal baffles allow the liquid inside to slosh from side to side in response to the roll motion of the ship. The phasing of the roll moments acting on the ship and the resultant liquid motion will be such that it reduces the roll motion. This type of tank was first investigated by William Froude, but did not receive much attention until the 1950s when it was revived and used in many naval vessels. They have the added advantage that it is possible to vary tank natural frequency by changes in water level and thus accommodate changes in ships metacentric height. Free Surface Tanks are commonly referred to as "Flume" tanks.

29. U Tube Tanks These partially filled tanks consists of two wing tanks connected at the bottom by a substantial crossover duct. The air column above the liquid in the two tanks are also connected by a duct. As in the Free Surface Tanks as the ship begins to roll the fluid flows from wing tank to wing tank causing a time varying roll moment to the ship and with careful design this roll moment is of correct phasing to reduce the roll motion of the ship. They do not restrict fore and aft passage as space above and below water crossover duct is available for other purposes.

30.

31 Slamming phenomenom
Slamming is the impact of the bottom structure of a ship onto the sea surface. It is mainly observed while sailing in waves, when the bow raises from the water and subsequently impacts on it. Slamming induces extremely high loads to ship structures and is taken into consideration when designing ships

Whipping response
Slamming induced whipping can significantly increase the structural loading of ships. Although this is well-known, the whipping contribution to the structural loading is rarely taken into account when computing the structural loading. An exception are the "dynamic loading" factors found in Classification Societies rules. Currently there are no commercial tools available to compute the seakeeping response including slamming induced whipping. This is the main reason for not accounting for the effects of whipping. Extensive research has been done on the subject of slamming impact and whipping response but an integral and computationally efficient method is not yet available for ship structure designers.

32.mooring sketch A typical mooring scheme

Number 1 2 3 4 5 6 Bow line

Name

Purpose Prevent backwards movement Keep close to pier Prevent from advancing

Forward Breast line After Bow Spring line

Forward Quarter Spring line Prevent from moving back Quarter Breast line Stern line Keep close to pier Prevent forwards movement

The transport ships, bow anchor installation is made, usually of two anchor lines such mechanisms, while the stern anchor line has a single anchor.

33. A ships anchor is used to prevent the ship from drifting from its location due to wind and tidal currents, larger ships having two bow and one stern anchor. There are numerous types of ships anchors and the heavy ones are normally produced through casting or drop-forged from carbon steel.
This appendix discusses anchoring systems by type, performance, holding capacity, and design, as commonly used in salvage operations. An anchoring system consists of the anchor itself, the mooring line that transmits forces from moored vessels or pulling systems to the anchor, and an attachment point or tensioning system on the moored vessel or work platform. The anchor line normally consists of chain, wire rope, or some combination of the two, but may include fiber line or rigid elements. The anchor provides the majority of the resistance to motion, or holding capacity, but the contribution of portions of the anchor line buried in or lying on the seafloor may be significant, especially with chain. The portion of anchoring system outboard of the attachment point or tensioning system, including the anchor, anchor line, and other ancillary devices, is sometimes called the ground leg

34. To provide a hydraulic system used for opening and closing hatch cover, in which a sequence valve having a large hysteresis is provided in a hydraulic circuit for opening and closing a folding hatch cover whose opening and closing is controlled by means of hydraulic cylinders, whereby it is enabled to open and close the hatch cover by a single changeover valve and to prevent hunting of the sequence valve. CONSTITUTION: Hydraulic cylinders 3, 4 used for opening and closing a folding hatch cover are operatively associated with a sequence valve 15 having a large hysteresis and having therein a smalldiametered pilot chamber 20 and a large-diametered pilot chamber 21 and operation of these cylinders 3, 4 is controlled by changeover valve 18. When the valve 18 is operated, cylinder 3 is actuated at first. When operation of cylinder 3 is finished, pressure in conduit 16 is raised and sequence valve 15 is switched, which in turn causes actuation of cylinder 4. Here, sequence valve 15 is required to have a large hysteresis so as to prevent hunting of the same which is possibly caused after operation of cylinder 4 is finished

35. Operation

of multifold crocodile hatch covers is effected by hydraulic cylinders articulated between the deck and hinge arms on the leading cover panel of the first pair. As this pair is opened to its vertical, stowed position the second (trailing) pair is drawn along the longitudinal hatch coaming to a position above a hinged crocodile arm on each side of it.A hydraulic cylinder between the deck and the crocodile arm is actuated, rotating the arm about its hinge, which lifts this trailing pair of covers into its stowed position.The operation is repeated for the third trailing pair, if fitted, for which additional crocodile arms are provided. All pairs are secured in place on reaching their stowed positions. Safe closing of the covers is ensured by a hydraulic interlocking system in which the panels are moved sequentially, with the outermost trailing pair being operated first. Partial opening of the cover is easily achieved by disconnecting the hinge between the leading and trailing pairs. In this way only the leading pair of panels is opened allowing partial loading/unloading and backstowing of containers to be carried out. In addition to their use for closing weatherdeck hatches,multifold crocodile hatch covers may also be installed for tweendeck hatches as well as for reefer vessels with small hatches.Another major benefit of the system is seen in tweendeck installations where the full height between the tweendeck and weatherdeck girders is used for stowing the covers in their open position.
System advantages: up to three folding pairs per hatch cover stowage space no risk of hydraulic oil contamination of the cargo holds easy on-deck access to the operating system facility for partial opening between folding pairs no requirement for a hydraulic wheel lifter allows for box girder design of cover panels

36. Roll-on/roll-off (RORO or ro-ro) ships are vessels designed to carry wheeled cargo, such as automobiles, trucks, semi-trailer trucks, trailers, and railroad cars, that are driven on and off the ship on their own wheels. This is in contrast to lift-on/lift-off (LOLO) vessels, which use a crane to load and unload cargo.

RORO vessels have built-in ramps that allow the cargo to be efficiently rolled on and off the vessel when in port. While smaller ferries that operate across rivers and other short distances often have built-in ramps, the term RORO is generally reserved for larger oceangoing vessels. The ramps and doors may be stern-only, or bow and stern for quick loading.
Roll-on/roll-off ferries (RORO) are large, conventional ferries named for the ease by which vehicles can board and leave.

37. Container ships are cargo ships that carry all of their load in truck-sizeintermodal containers, in a
technique called containerization. They are a common means of commercial intermodal freight transport and now carry most seagoing non-bulk cargo.

38.

pipelaying ship is a maritime vessel used in the construction of subsea infrastructure. It serves to connect oil production platforms with refineries on shore. To accomplish this goal a typical pipelaying vessel carries a heavy lift crane, used to install pumps and valves, and equipment to lay pipe between subsea structures.
39.

Lay methods consist of S-lay and J-lay and can be reel-lay or welded length by length. Pipelaying ships make use of dynamic positioning systems or anchor spreads to maintain the correct position and speed while laying pipe. Recent advances have been made, with pipe being laid in water depths of more than 2,500 metres. The term "pipelaying vessel" or "pipelayer" refers to all vessels capable of laying pipe on the ocean floor. It can also refer to "dual activity" ships. These vessels are capable of laying pipe on the ocean floor in addition to their primary job. Examples of dual activity pipelayers include barges, modified bulk carriers, modified drillships semi-immersible laying vessels among others.[1]

40.A cable

layer or cable ship is a deep-sea vessel designed and used to lay underwater cables for telecommunications, electric power transmission, or other purposes. Cable ships are distinguished by large cable sheaves[1] for guiding cable over bow or stern or both. Bow sheaves,[2] some very large, were characteristic of all cable ships. Newer ships are tending toward pure stern layers with stern sheaves only as seen in the photo of CS Cable Innovator at the Port of Astoria on this page. The names of cable ships are often preceded by "C.S." as in CS Long Lines.[3] The first transatlantic telegraph cable was laid by cable layers from 185758. It briefly enabled telecommunication between Europe and North America before misuse resulted in failure of the line. In 1866 the SS Great Eastern successfully laid two transatlantic cables, securing future communication between the continents.