CO2: Describe The Different Types of Ships in Reference To Their Design and Purpose

CO2: Describe the different types of
ships in reference to their design

and purpose.
Topics
 Structure and construction of Ships
 Ship measurement
 Stresses
 Watertight and Weather tight integrity
Topics
Structure and construction of
Ships
Ship measurement
Terms of Ship Structural
Dimensions and
Capacities
 Length Overall (LOA) – The
ship’s total length from the
foremost to the aftermost of her
hull.
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LOA
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Length Between
Perpendiculars (LBP)
 The distance from the forward
perpendicular and the after
perpendicular (at rudder post).
calculations
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LBP
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Moulded Breadth – The maximum
breadth of the ship measured from
side to side
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Moulded Depth – The depth of a
ship measured from her midship
section
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Moulded Draft – Measured from
the base line to the summer load
line
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Freeboard – The vertical distance
measured at the ship’s side between the
summer load line and the freeboard
deck.
The freeboard deck is the uppermost
complete deck exposed to weather and
sea which has permanent means of
closing all the openings and below
where all openings in the ship’s side
have watertight closing.
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Sheer – Curvature of decks in the longitudinal
direction. Measured as the height of the deck
at side any point above the height of the deck
at side amidships
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Camber (Round of Beam) – Curvature of decks
in the transverse direction measured at the
center of deck above the height of deck at
side
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Rise of Floor (Deadrise) – The rise of the bottom
shell plating line above the baseline. The rise
measured above the moulded beam.
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Half Siding or Keel – The horizontal flat portion
of the bottom shell measured to port or
starboard of the ship’s longitudinal center line.
This is a useful dimension to know when dry-
docking
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Tumblehome – The inward curvature of
the side shell above the summer load line
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Flare – the outward curvature of the
side shell above the summer load
line
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Steam Rake – Inclination of the
steam line from vertical
Keel Rake – Inclination of the keel
line from horizontal. Trawlers and
tugs often have keel raked aft to
give greater depth aft where the
propeller diameter is
proportionately larger in this type
of vessel. Small craft occasionally
have forward rake off keel to bring
propellers above line keel.
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Tween Deck Height – Vertical distance
between adjacent decks measured from
top of deck beams at ship side.
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Parallel Middle Body – The length over
which the midship section remains
constant in area and shape
Entrance – The immersed body of the

vessel forward of the parallel middle
body
Run – The immersed body of the
vessel aft of the parallel middle
body
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Topics
Stresses
Ship movement along an axis
Heaving
Yawing
Surging
Rolling
Pitching
Swaying
Ship Stresses
Bending: When a beam is loaded it will bend dependent on

its stiffness and its end connections. A single load from
above causes compression stress on the upper side and
tension stress on the lower side of the beam.
Shear area: is the force in the beam acting perpendicular to
its longitudinal (x) axis. For design purposes, the beam's
ability to resist shear force is more important than its ability
to resist an axial force. Axial force is the force in the beam
acting parallel to the longitudinal axis.
Stress
• Types:
•Tension: axial stress exerted by
pulling
•Compression: axial stress
exerted by pressure on ends
• Shear: equal but opposite
forces at right angle
•Torsion: stress caused by
twisting motion
Hogging and sagging
Hogging and sagging can be tolerated, but only within
limits. When they exceed acceptable limits, hogging or
sagging will cause the hull to crack in the area of greatest
stress.
In a improper loading of a vessel, a hogged or sagged
condition can be caused by a trochoidal wave action, a action
of a wave whose distance between crests is equal to the length
of the ship and whose height is 1/20 of its length.
When a vessel encounters a wave of that size, it will be
hogged when the midsection of the vessel passes over a crest
and sagged when the bow and stern sections are supported by
crests. In determining whether a vessel is hogged or sagged it
is helpful to clear mental uncertainties if look at draft as a
"theoretical" draft and load (midships) draft as an "actual"
draft.
Hogging due to waves
Hogging due to discontinuity in
loading
Hogging due to waves
Sagging due to discontinuity in
loading
Basic Forces Acting on Ships
 Stress
 Load per unit area (psi)
 Tension, compression, shear, torsion
 Strain
 Deformation per unit length
 Longitudinal Bending
 Sagging
 Hogging
Stress
• Types:
•Tension: axial stress exerted by
pulling
•Compression: axial stress
exerted by pressure on ends
• Shear: equal but opposite
forces at right angle
•Torsion: stress caused by
twisting motion
Racking
When a ship rolls in a seaway, it results in forces in the
structure tending to distort it transversely and may cause
deformation at the corners. The deck tends to move laterally
relative to the bottom structure, and the shell on one side to
move vertically relative to the other side. This type of
deformation is refered to as “racking”.
Uneven water pressure caused by wave action leads to
distortion of the structure as shown and is resisted by the
Shear Stresses in the structure including most significantly
the Transverse bulkheads and framing. Racking stresses are
highest at the corners of the box section and thus the corner
brackets are specially inspected.
Racking
Torsion
A ship traversing a wave train at an

angle will be subject to a twisting moment
(torque) and the structure in ‘torsion’. The
greatest effect occurs with decks having
large openings. In some ships, a heavy
torsion box girder including the upper deck is
provided at the topsides to accommodate
the torsional stresses.
Torsion
Sloshing
Pounding and slamming
Heavy pitching assisted by heaving as the
whole ship is lifted in a seaway may subject
the forepart to severe impact from the sea.
The greatest effect is experienced in the
lightship condition. To compensate for this,
the bottom over 30% forward is additionally
strengthened in ships exceeding 65m in
length and in which the minimum draught
forward is less than 0.045L in any operating
condition.
Pounding and slamming
Panting
This is a stress, which occurs at the ends of a vessel
due to variations in water pressure on the shell
plating as the vessel pitches in a seaway. The effect is
accentuated at the bow when making headway.
Panting beams – athwartships members in the

forepart introduced to reduce the in & out tendency
of the shell plating, caused by varying water
pressure on the bow.
Panting stringers – internal horizontal plates

secured to the shell plating and braced athwartships
by the panting beams.
Panting
Stresses caused by localized loading
Localized heavy loads may give rise to

localized distortion of the transverse
section. Such local loads may be machinery
(Main engine) in the engine room or the
loading of concentrated ore in the holds.
Localized Loading
Corrosion
Corrosion is a natural process, which converts a refined metal to
a more stable form, such as its oxide or hydroxide. It is the gradual
destruction of materials (usually metals) by chemical reaction
with their environment.
In the most common use of the word, this means
electrochemical oxidation of metal in reaction with an oxidant
such as oxygen. Rusting, the formation of iron oxides, is a well-
known example of electrochemical corrosion. This type of
damage typically produces oxide(s) or salt(s) of the original
metal, and results in a distinctive orange colouration. Corrosion
can also occur in materials other than metals, such
as ceramics or polymers, although in this context, the term
degradation is more common. Corrosion degrades the useful
properties of materials and structures including strength,
appearance and permeability to liquids and gases.
Causes of Corrosion
Reactivity of metal
Presence of impurities
Presence of air, moisture, gases like SO2 and

CO2
Presence of electrolytes
Types of Corrosion Intergranular
 Uniform Corrosion Corrosion
 Galvanic Corrosion  Crevice Corrosion
 Pitting Corrosion  Filiform corrosion
 Stress Corrosion  Erosion Corrosion
Cracking (SCC)
 Fretting Corrosion
 Corrosion fatigue
Types of Corrosion
Cathodic protection - The principle of this method is to
alter the electrode potential of the metallic structure so that
they can lie in the immunity region. This is the region where
the metal is in the stable state of the element and corrosion
reactions are not possible. It is mostly used in steel structures
in marine and under ground regions.
Corrosion Inhibitors
According to surface chemistry, the presence
of foreign molecules affect the surface
reactions.
Corrosion processes are also a type of surface
reactions. These can be controlled by foreign
compounds which are known as inhibitors.
The inhibitors get adsorbed on the reacting
metal surface. It attaches directly to the surface
or adsorbs up to one molecular layer of the
metal surface. This is a well known method for
controlling the corrosion.
Corrosion Inhibitors
The inhibitors can work in different ways; it
may block the active sites of corrosion and
restrict the rate of anodic or cathodic process,
or it may increase the eletrode potential etc.
Hexylamine or sodium benzoate are used as
inhibitors for anodic reactions.
Similarly, oxidising agents like nitrite,
chromate, red lead, amines, thio-urea etc are
also used as corrosion inhibitors.
Topics
Watertight and Weather tight
integrity
Watertight Integrity- One of the most
important factor of design is to ensure that
the water in which your vessel floats, does
not enter the hull and cause progressive
flooding.
Naval Architects ensure that under normal
use water will not enter the hull in sufficient
quantities to sink it.
Shipyards ensures that is of sound
construction to meet these requirements.
This is verified at the initial survey carried
out by an Authority
Watertight Integrity
Shipowners, operators and crew are responsible
for ensuring that the vessel’s watertight and
weathertight integrity is maintained
throughout its period of service. This is
ensured by periodic surveys carried out by the
survey authorities. In general terms, the survey
requirements require the vessel to be
watertight below the freeboard deck and
weathertight above the freeboard deck.
This means that the shell plating must be
intact and the closures to all openings
leading to the hull should be in efficient
working order. No alterations should be done
to any structure that would adversely affect
the watertight integrity of the hull without
the approval of the appropriate survey
authority
It is essential that you crewmembers are
thoroughly familiar with the locations and
closing mechanisms of all openings on their
vessel through which water may enter the hull.
This way it will not be neglected to maintain,
test and check the efficiency of any of the
closing arrangements.
Watertight Door Categories
Class 1 – Hinged doors
Class 2 – Hand-opened sliding doors
Class 3 – Power/hand operated sliding doors
All categories should be capable of being

closed when ships are listed 15 degrees
either way.
Watertight doors
Watertight Doors
Hinged water tight doors are only permitted

above a deck at least 2.0m above deepest
subdivision load line.
Watertight doors
Ships are divided into types ‘A’ and ‘B’.
Type ‘A’ ships are those which are designed
to carry only liquid cargoes in bulk, and in
which the cargo tanks have only small
access openings closed by watertight
gasketed covers of steel or equivalent
material.
These vessels benefit from the minimum
assignable freeboard. All ships which do not
come within the provisions regarding Type
‘A’ ships are considered as Type ‘B’ ships.
For the purpose of assigning freeboards a type
‘A’ ship is one which:
Is designed to carry only liquid cargoes in

bulk;
Has a high integrity of the exposed deck with
only small access openings to cargo
compartments, closed by watertight gasketed
covers of steel or equivalent material, and;
Has a low permeability of loaded cargo
compartments.
 A type ‘A’ ship if over 150 m in length to
which a freeboard less than type ‘B’ has
been assigned, when loaded in accordance
with the assumed initial condition of
loading, shall be able to withstand the
flooding of any compartment or
compartments, with an assumed
permeability of 0.95, consequent upon the
damage assumptions specified, and shall
remain afloat in a satisfactory condition of
equilibrium. Also described as “1
compartment ship.”

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CO2: Describe the different types of

ships in reference to their design

Entrance – The immersed body of the

Bending: When a beam is loaded it will bend dependent on

A ship traversing a wave train at an

Panting beams – athwartships members in the

Panting stringers – internal horizontal plates

Localized heavy loads may give rise to

Presence of air, moisture, gases like SO2 and

All categories should be capable of being

Hinged water tight doors are only permitted

Is designed to carry only liquid cargoes in

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