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Ql. Give a reasoned opinion as to the validity of the following assertions concerning the
ship concerning ship structure:
A. Crack propagation In propeller shaft 'A' brackets or spectafles frames Is Indicative of
inadequate scautliugs and strength; .
B.The adequate provision of deck scuppers and freeing ports Is as critical to sea worthiness
as water tight integrity.
I 2014/SR06 I 2018/SR09 j 2019/MAR
A. Crack propagation in propeller shaft 'A' brackets or spectacles frames is indicative of

inadequate scantlings and stre~gt _hj,:;::-. :::::=--==-..-.:::::~ ·
Scantlings are based on "rules':._(e~g;· Lloyd's rule)develop ~ oni'.th.~oretical calculations, tests and
past design proven in seiy i;{. They ~;e b nlikei y·to 1be1i~adeqyate ~ ess the design is completely
✓~ r .··,.....,..
\\ \ ,-_::> , t r~ ' ' "•i· /'' '-"--
new. With past desi7_9s: ~~i~en~e··~!J::5~cldnitiation and .prep~gati~q P! obl~ms would have caused
modification of d~5.ign.:· c. ·- , \ ../,,, _______ ,.1 (_" ; ,: -' _) ·,\ ·
More likely caus~s 1-JO~fd Qe~/

I I , ; ,
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-.....---. ~'-
,,. , , ,,,.,.
- , _
_ "
~~ --- ~ ( , ,,, - · ,
- Poor wor~ ~mship , (~~~icati9~ s·havi~g high residui11stresses:~ · ~ ( :::, \
- Poor weld~1havi1Jg_~fc}Cks_1 thin, frof which a majf crack would-~ rop a~~tei '
- lncorrect 1~eatl ~~a~~en ~/causing briftle hard spo~f ___ -,~?._;__ i
- Faulty m,ateri ~~Jm.puri n es, laminatio~s, cracks, J~~ .t_gughness··"'"- \\ \.- ✓..:
- Workin1r en1viron1?ent;i ve1?7 _!:>w te"JP.,~{atur E;_, \co?' osion, vibration ~. \\ <--✓' \\
Thereforei it can be 'sai4 th1t crack prop ~~ati~p ~nPt~~-~ller ~haft 'A' brr clff t/spectacle ~ ame is not
1
indicativf ,of inadequat 1scantling and stre_9gth. . ./ '~-, . ) jl
•I \ l\ l . '<\. . ,,--., . "-. "-, ,
\ Il \ / ~ "'-. ,, " '\:0-,) - __ _,... l· / I
B. The ad~qua~~ ~ro~s \ion ~ deck scup__p,~r ~_, D:dfreeing ports is as 5f itic_~ ~~-,sea r· orthiness
as water tight mt~gnty .;, '-,____ ,..,,,,,-,/..,-/ \ 1;1 i:::::::_7/
\ l ')- , \ \ b \ d 1 r• ., ,
- A bulwar~ is a~ ,_ :~~ ensi ~n of side shell ~lating a out ~pper eclf ant~~ ::_ 3:isati/· barrier for
personnel. \\ \ \
,·:/ V /•
\..~ I ) j /:"~'::i
/✓/•, , • , I j
- But, bulwark:,~ ay pr ~,~ ~ a pro~~ ~• the r-e~~~~~~-~J arg~:,9lume o(:~r~tn se,f taken on board
open deck areas :·-., v' ~··, , ----~ ---- _,..::,.::--·~
- Retention of water by bt.tlw'arkfor sometimeshiaf greatly de~ref s~ st~bility,_,J:!
_ <> , r-) /f
,... (/ ; ; , : . <;:' ,,)<-_; # ndangering the ship
(may result in capsizin~l_ 'U/// )_l,i:7, ;1 ,r e-; (';) d,1\\ \\\ ~' // . ,
- Therefore, freeing ports --iP.- ,.....
bulwark
, d~r:~·~_ryy~ q~d lf.:...
~1!9JVJhe wa~ ; SJo be rapidly unsh1pped .
,___ .,,,,-:;,
;...-
If adequate scuppers are nof pray~ -~--:. _,.,,,.,,-;;;.
.,,..
- It would prev ent complete draina ge of w.at~ ~
- Promote corrosion, which would ultimately result in failure of hull mater ial due to decrease in
strength . ·
Hence freeing ports and scuppers are as critical to seaworthine ss as water tight integrity
Q2.With reference to Roll-on Roll-off ferries -

A. Describe the problem of free surface effect;
B. Explain how it is intended that water should be cleared from car or cargo decks;
C. Descri"be poss1"bl e m ethods for improving the stability and survivability of these vessels.
2008/ SR9 2007 / SR8 20 06/SRS 2011/ SR2 2010/SRl 2012/SR2 ·2019/MAR
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U cc surface effect; f m stern to stern. Entrance to the hull
A Describethe problem o r d . en through the ship ro
R~-ROferries allows vehicles to be ndv tern or at the stern, d
ither at bow an s · '
Is provid ed by door s, e because : • s,
ferries are vulnerable
Hence Ro•Ro
• Low freeboard to vehicle deck. I n the vehicle decks.
d
• No transvers e wat er tight sub-dlvis ondo ) below free board deck.
& stern oors
• Large external openings (b ow .
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centre of gravity I
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B. Explain
11
iiTslntend~d
11
that~t
f -, ' /_
be
e r-~ "';.t1d "cleared from car or d ~go decks;
l I• I · -·
i\
the .huge free surface effect could have
- If any slack water were to get onto the vebicle-.... deck ......
,~ 1i , ,, ~ . 1t ,r
catastrophic consequences ( capsize can be very fast) any sudiwater .must be ,'drained as quality as
possible, ther ~tore large cap acity
1
scuppers an~ fitted ?·, '· \-
,;
/ ;i
. /
1-~--~.:.::
.•
I: \ / r- -... II
I\ 1..--- - " '-
C. Describepo~fible ~ethods \for Improvingtli~ stability an,d survivability o(these vessels.
9yancy by fitting sponsors.
• Increase buoy,~cy (~! ~_e,rve bu-..: / ,!~>:·\ / /?
• Fit only stern dq_o_r witry'grive ar'o_und load/unload. / // : //
,,,,;.~·)__
• Fit transverse reti-actable '~ub-divi~ on doors/bulkheads // /5, ..._'•,,-:) /) //
- '.\ .·· , ----.:.-~ ' , ·
_,_.. .h I-~-- ,.... I
• Fit inflatable buoya~cy ba·gs. ,C' , "-"-.::::.-- --- -- _/ _,;:,,- <, '-~) ' 1/
• Fit additional .water ddo~s behihi:l}he f.~rwar-~ficiinp-;-__ ,::-_::--- _,, , ,f: \'~' ~/
~iih;~~~n~~t'J~~
1
Q3.(a) Drawand the mid ~ ips_~;·~~~~ .

-~~u~le H/ 1'1/& h art
(b) What Is Bow FIare7 Why is it s,Hmportant
- -- ... u name eac p
·
in Bulk Carri ?-,::,::-.-,
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(b) Whatls Bow Flare?Why ls it so important In 8 lk C •

B fl , h u amers? .
- ow are is t e spreading out of the fore bod f f
rapi~ity ~sit rises from the waterline to the r:il.orm rom the central vertical plane with increasing
• Ships with an excessive bow flare are exposed to .
• Sea margin becomes inadequate b . . much higher sea loads.
ecause 1t 1s not po 'bl
weather due to too high wave Impact 1 d ssi e to use the installed power in heaV}'
A d oa s.
- ~oo rule of thumb is to avoid bow flare an le a . .
service. unsheltered waters) and below 450 ~. ~a1~st waterhne below soo(450 in unlimited
(40 m hm1ted service - in sheltered waters).
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- Flare
. . at which
. is the. angle . •·1sl1ip's I1uII p Iate or planking departs from the vertical In an outward
direction with mcreasmg height. A flared hull typically has a deck area larger than its cross-
sectional area at the waterlin e. Most vessels have some degree of flare above the waterline.
-Advantages of hull flare can Include improvements in stability, splash and wash suppression and
dockside utility. '
(a) Draw and the mid ships section of an oil tanker with Double Hull & name each part.
Centre careotank
decktransverse DeckPlatlne Longitudlnals
Radiusface plate
Longitudinals
Of longitudinal bulkhead
\
Centre cargo tank
Centre line
girder
// BilgeKeel
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, .. //
·.
/
",:•,·--."- \
'-.. _., /
/ .,./ '
./ ,r/
..,
I •~ \ (· ~
.
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.. , ~ \...... • w•- // ' . ..
'/ /
Q4. (a) What is free surface .effect? Ho~ C;!D be a~Qided or reduced .(_/
~ - - -- J "'
(b) Givethe comp«)llents of ~bip~ resistaru:ewhil e vesseu~ :em~~>Ute'.

• • --- -
• •
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- When a tank on board a ship -fs·n~ _f_~p l; telyfull ;r liqui~!-~ ;Hhe vessel heels , the liquid moves
The ceritr e'of gravity of the ship moves away from
across the tank in the same directiona s·-th·e heel --:
the centreline, reducing the righting lever and increasing the angle of heel.
- Since the initial stability of a ship is usually measured in terms of metacentric height , it is useful
to assume that the effect of a free surface of liquid is to raise the centre of gravity from G1 to G2,
thu s reducing the metacentric height of the vessel.
- GG2 is termed the virtual reduction in metacentric height due to free surface or the free surface
effect.
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11· .· -· . \ ' ..
s~rface •Jffei
~?-~~=- p 'iJ·/r..',/) ') ~
,.. ------::::::----~
r• • I ,.,,,..---..,.--
1 ,, -~ . _, "'
_:--.., '~
Where, p = Density J .(H~~i~nt~e the J~!JK_,,..,,,.,..
---- '\ ''-, ':-~
, cv-.-::~ \\
p1 = Density ofw,~ _ei- ( /<:, ;Y /
r..- \~-'>
;:_.. \~. ) ~-\.
V = Volume of diWla,c~.~e.!1
V 1/ ( · } .
i = Second momM1tohreiof fr~e surface about the cen~erhne of the tank \\
( <..:")
\ \' ~
\~ .!.--, \~,
!I ✓-~·-., II \\ //J /----- ~\ C / '.~
// / \ I' I/ ; / " .'\
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How can be avoi~ed'o~ re1~ced ,\. , ';.{' // -- ; .\ .
_ The effect
I
of~
free surface_·ofliqti@lsm~st aangerou_s; n a vessel with a s!Ila._ll metacentnc lj]le1ght
fl r ..__')..
and may eve~ cause the ves ~el to become un·sI~~l.e. '• . . ·n I ., 1)
1
· .· ; )'•::::_~-: ·-. . ) ,
-All tanks whibh are required to carry liquid should be pressed ·up _~1ght •· {
.
- Fill up all sla~~ tank aJ ,d p;~~s:up before addi~~ ~~t i r to b~l!ast ta~k corj.kct ~~-~ li5.tin{ t;
Hence ·
by adding the f:terf~~e sa·~,e tank ~-~~_pr_essin~ up the centrf ~f gravity t lo~~J~_q. .
-The free surface effectdepends upon the displacement of the ship and the shape and d1mens1
,1/ .
0ns
of the free surfat t It ih~depend~nt of the total riiass ofliquid the tanK~·nd ofiliHiosi~on
\\ v- , • • " , • , ' '- , ,
hi . iI
of the
tank in the ship. \' :~,:-,-:,:-.·,'-~ ~ \ _/ , ,f' · r· ' ..,2_) //
- Tanks shall be co~strucfuci /~th more.:di~isions -longitudinal ;aricl tra _nsv~ri a l di~isions
'\\" .-✓ !
which
reduces the free surface ~ffect:: // )); ., ' ~ --~.:::. . --;:.;---
--
·· '· ' .,. ,/
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//
- Lashing of heavy items ahd sectlrtpg ·ji'r9p~rly_~ll red1:1c
- Pools are dramed . . ....
m bad weather._, , ...,, .., : ; --- 1
-~ v /.jIt J1: :-i rr·· ,
.~ mass.e~:mqt it1gacr9 ~s.
•--<\ \ \ \ \ , , • --
1_ ) \ 1 \ \ , \ 1 ~ •. f
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•
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.._, J , ,...-' , ·
1~. /.,.
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- Scuppers are ensured open and nta~!~ined free 'from blockages :,..~,,,..
- Vent line of the tanks shall be always lcepl in .cl~ ~C~!,!~_tion ;:;'.:',.....,..
- Tankers with highest possibilities of free surface effect, tankers were built with centrelin
e
bulkhead and expansion trunks . Twin longitudinal bulkheads were then introduced
without
expansion trunks and were found to be successful.
- The effect of a suspended mass on the stability of a ship may be treated in the same way
as a free
surface. Hence, all suspended massed are to be stowed and secured.
(b) Give the components of ships resistance while vessel Is 'enroute'.

- ~en a ship in enroute at any speed, a force or resistance is exerted by the water on the
ship. The
ship must therefore exert an equal thrust to overcome the resistance and travel at that speed
.
- The total resistance or tow-rope resistance Rt of a ship may be divided into two main sections:
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(1) Frictional resistance, Rf
(2) Residuary resistances, Rr
Hence,
Rt = Rf+ Rr
1. FRICTIONAL RESISTANCE Rf
- As the ship moves through the water, friction between the hull and the water causes a belt of
eddying water adjacent to the hull to be drawn along with the ship, although at a reduced speed.
The belt moves aft and new particles of water are continually set in motion, the force required to
produce this motion being provided by the ship.
n:=::::::::::::::_"':::::::::---
The frictional resistance of a ship d~p!,nds i.ij:io
(i) The speed of the ship // /;::;- .--- ' ,..-----:i ,..__ - -
-....::....----
c:- I I •---. ---.:~
(ii) The wetted surface a_rea · ..---·) \ \ \, . ·-\ /I U II ,-C'
.,.,- . ,,--\ \_-,.,., "'. 1
•
• '-
'--~,
'-.. n
(iii) The length of~ ~ shir /) \ \_;;;.\\_.... / t__//j/,,(/\ \
,C:-_·--..:
(iv) The roughne~~Ofthe hu.11·•1\.._/· -~ '-- ''-·"----"
~
i'.t /
'J.ie ~ -,
~,(~~~\
(v) The density'.J f 0
Wm Froude}i~_el~~;~ :.;:e fpi ulac / · ) '

// "-( --~ // I Rf= f Syn N \ C 1
··-J I// \\
/i /._.-,
,: I, --
------ \ -~1 '
Where, -.
--:--1 1 ·/
~:
1.1/J -, \\ '{ ~ 1\
f = coeffk ,1~nfwhich de~ends ~pon th~ !_;~gth'ofl h~ sh1p ", \\\ i_:,...-J i\
L = the rqugliness ofthf ,h1l and the d~_nsity .~fthe ·~ a/ter. ')
5 = the wetted SU. rface area in m
2 -, , \i:_~-- : . .
•, i/
i"-;::-,
""''
~I
f l 1Y , _. ~ -
V = Ship speed in knots ~ ' \ · 1
., • . ,./~ . "-.'--,_ __ /
' . , l' ~ ------
n = an ind_~_x of ~toJt 1.~25 \
'.\ ~- ,--- \\ ,,__ / V
(_, > 1.\ Rr,----
/f ·/ '•.
I
,
\
) f, r::.::_"J
-
,t:::::::-.
I\
2. RESIDU,WYR~JJS}'A N~,s · / /~:y
-~J
The residuar;'. resistan'c .es of a .ship may be divided into 3 categories / ,"' -<~.-
l / -1/ ' ...t'. I
v' . • ,/ • ' '
I) Resistance caused b:y:"theformation of stref1mlines _round

, \
the ship , _ ·,_; /
. \) //
'\ // , "'-
ii) Eddy resistanc~ caused 9ysudden ~c_!ianges1n form. ---~
' _,, /,/
<,\:"J..-:::) ,
iii) Resistance ca~s~ d, by th~ f99Y~!!_on 7>~avesaslhe s hip ~f~fs -Rtismgh ~ water.
Residuary Resistances follow Froude'sL aw of Compariso n: \ · \ ') ·/ / .#
1/
• . ('y ,• f / / i / / J ~l l ; ·. ~ ' \ ' ..
) I I I • ' \
- The residuary resistances ,?-[similar -.stiiP,.Sjlf:_~~ t~_:.f~! -•P.,_ 9f the c~~f their linear dimensions if
lheir speeds are in the ratio oft}Je.square root of their linear ,di!llensions.
-----~----
- Here, V1 and V2 are termed corresponaing.sp~g~ _:;:::::::::::--
----;:;,--
- Thus at corresponding speed:

V1 V2
Fi= Fi
-5...is known as the speed - length ratio.
Fi
QS. (a) C~nsidering the vessel as a compound beam ~eflne Bending moment shearing force.
Which is the point of Maximum Bending Moment?
(b) Sketch and Describe Hatch coaming of a large bulk carrier.
I 2018/SR09 I 2019/MAR I I I
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rted at both endsW ,
-- ~,is un de r so me load to calcul
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ip fl oa tin g to a be am th sueppstorerigt..lr,-llf· -_ tli..e b earn hi
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ch
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Compa · ri, nga shanalyzedasabeam '.--/ '·, "-::,_
Whentheshipis 1 !' / ''::~. '"",
. the be~a~ ~--;
\ I.,.,<" :-'-. j ' . :_ ' :,'_
f -
' .•
7
,, ." \ ,
--->--' '·
es m t , / , I,f,
th e fo llo w in g fo rc .__ .,.-
r ,,,,,_ ,,.. \\ :, \" .
.... f -a
gration
1 ShearForce tr
1
·
u. -ti
i·b :·f is ~a·m~them'~ti· ca , ] inte
/). - -\ ._
· h f. :-
;.
tth ) '-Sh ··_ea_r,.ti-or·ce . di 's 00
di ng M om en t distri,,bution is th
e
en t , en
2·· BendingMom
.
1
kn _~ :vngtryc1 ;-be
,,ft!;he -- am,_whl'Jet~ ' !f th' bf th. ..e'peam. '\ '·.' '
be
- Fromtheoryof'b ./ , ~pg.
al llJ ;" s,
it ltire' !O
,, /
th 'O
. / . !mi the leng
g \', >.,-..
of the m load distin ~o n !, v
n n, ion ·of$hear force d1 .
s tn bu tio n a ' (\ \i/- - ) \ · .\\\
~)1•0n/ 1.s, ;,1/✓/

at ic al te gr at I / I
mathe , :~::--·; - ·\
j ' ---<'-JI, 'BM= SF,<!;..5/I'/ / .- -..·,. _ ·..,,,\

f. "'lJJla \\
-The theoreticalfo SF= f P.dxan d . ,' ' '
\·~,.__) \t\\
I -·
~-
'..J,, .
f ··,\ '\ \ \.-- l I
~ \
P L d II / . ,,y·· ~ / I,,..
'-,.,~ JI ,
\_\' ~·., ',! 'I
.
SF
BM
= oa For
=Shear
= B en
It/ 1/__ ·-I/
ce
di•ngIM I oment
- /
{ f/
I• :<
...---- ..___r--- -_
'"- ' ,,.. ·,
.,
'-
/
·For/'e/Belld1~
. •~-·
'
,· , ,,, '·,-._
g~ !: lo m en
/ I,
t of th~ ' ship the fo1
[":_-..,.:.: _tI/f
•
lowing
a! d out the Shear //' !/'

• Similar to be am , to nJ
•; \ , ../ I/• ,/ ' •
found \
'\
'? · /.'
.
,-:
toI ,'~e P,erf~\1lled(i its le ng th to be

calculationsdis\'i bulio'i,.qf th• ~hip alon g e distribution
1. The load ip 's le ng th to ge t the Shear FOrc t
e th e fo ad di st rl buti ~i, along the sh le ng th lo ge t th { JlendiiigMom . .i~
2. lntegrat nalong th~ ship's .. ,,.
Sl ie ar ff>~c'Jdistrill'sul'sio I ,./
, •. ;: 1/ cc, ,~-
3. lnte gr at e th e
. \-,,;,,;, ,.,,- -.. ,
en tlfe leng th ~S 1 hi i, /,,.
/j '
Loadsona sh111 '\; bl lt ed O ve r.
w~t~~ ~~r~
st ri
!!ward~ n<!dl·,, ..;,.:.__, ___ --:- ---·
. \
ii}, actSijOW
,
upwards and
1. Weight of the sh ' , ,•_,) ij, 's un de ~ at fi;' b0dy :t i:ts
·, ;
on the <h \.\ •:,,:; · · , ·1/
ya nc y fo rc e w h1 ch, '.he ~t il9 '1 1, on of sh ip r r, <;\
2. Buo a,t
e length ~ -underw O \ ,, ~/ /
distributed over th ~ /1 .;1 1' / 1 1•\ ·,• ,\ \,I 1\1 ,. , •~
-- -~
•-' ;
!.. r .,
--.......: __, ,_.
/
', ' , ,., ,, ' l I ,1
'-•· ' --
,-
.~
:--
·~
~ ~-=-~
B~cy
,, / /'• '. , • .-. ' -' -- · ~· l ) ' j I /', '• '-
·..,__
Theloaddistribution' / ,/•. . .., \ \ ~--,,;,..· ·-- --- t_ i·, ·" ,_,; \I ,
I . .• -- -----
- For the st~en~Sl}~a!c.~!ati?-!1:~heL~~~....Distri ~~t~~n~alo-ng.t~.:} eng~h o~'the shi~ ...,. eeds to be found.
- The load distr!but1on 1sn~thmg
j/ ~ut the ~et
,. load plotted
' at each p~mt
\ ·. alo~g
. } \.\' of the vessel.
µte
\\'.-,, ;..., length
I ,' • .
1/ ,, '··· /
; ' ·- . ' ' '
I
,Load = Weight- Buoyancy:.
I
o '' I \ \\ ,.I
Piottin~the Wei~htDistributioncurve ,. -.\ i ::::, ·1 •\
- The inteqtion is to: plot the load due to weight at ~£ch point alo.Qgth~-\hi~'s l~ngth.
I__ ~,,.
: .·.---. ' ll \ // ;' /. -"- \\
Plottini:the BuoyancyDistributionCurve , ...:/ / / " \ ';• _J
- To plot the load due to buoyancy at each' point'alo~g the length of th\ sh\p . .-
11 1/ (
,,,,' j' 11 ' <.:---._-.i
)
Plottin~\be Load curve,\ '.
I\
= Load curve ,-....
Weight c1;1rve- Buoyanry c1:1rve
\\
~,:-·<,\.":----
/· ..,,,::i ·--
__
\
.
___,.
'::-,,-..,·
,/ ,,,,, "
y ~::::-,
\: ,-· --·:~ \\ ·, ., /, ' / l ' \ /
.. : '-·,-:~-\ \\~ ·, -- ___,../[/ / '\ '·' i-.::::;..,
f
'\\ ...v;.
\1•·',) \\ , Ii ;:~
\ \, \. ,. •' - ' '
'
,/
II
// ,-. ---
!...'- 1
--:-<":.J)-·
,
\ ·:_-;.'-;'-.' ~ ~
·,//If,
'\\, . ,;,..- l '\ . /1
'-..-• ;,,,-: ,~.._ . \ ✓ / ;• ..-.. I
\' (._,/ .~
-....:: '~-- · _,-· /.,:'/ I~)
~ ._ I(;"',;<• ,.::.:.-- -- ---=: ~ • :'\ ~....
·'Z,, ,.:/~/·~Wei htdist ~ib~i:r; curve .\· '\:~
---~ 'v _ll .:('(i' ,. ··-.. . ,•·1,· r 1~\\ \ \\ ' ) /.
✓
:-,.... ,,J ( ,' , : . i l / r '/ ! • \ . \ ' •. ' \ ',J //
'°"':----.. -· <,J __, ,• 1 r · · 1 •. • \'~ •.. ./
'"<·-. Ship length 'L' ,,,-:,
Buoyancy distribution curve
Plottingthe finalLoadDistribution
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NAVAL
14
wWW,DIESELSHIP,COM- are plotted, both curves are superimpos d
'buttons curves . d d d e
W I ht and Buoyancydlstn corresponding buoyancy value is e ucte to obtainthe
- OncetI1e e g • the
and at each point of the weight curve, Sk
point on the load curve,
© WWw,DIESELSHIP.COM
WWW.DIESELSHIP,COM NAVALARCH 15
Sketch and Describe Hatch coamlng ofa large bull< carrier.
Folding hatch covers
Hatch Coaming
I
\
\ i
Hatch coa~ing ;: :\
-·
- The vertic~I plat !"?_ bou'11?,

\ \
\\ "-, , _,---✓ ~ 1/''

' '
\ /I f::..t:i
ing a batch for t~e purpose of stiffening .S9e ed~e ~ th.Tf pening and
, ,_ _ - .
-1
I
/ /
resisting ent~ ohyat~ _r to shi~ hull. ( ) ,f - ~i;· /;

1
r.
a
- Hatch coami ~~ is ~t~el_~~ructu-!-~.welded or the weath ;: r·dec~:JJ 6ng ~~~ ~~dme ~~r of the opening
on the deck. On top of the coaming plate a bulb end flafbar is welded termec:l as
COammg,• \
, ''' ,
\ V -•
,/, _,,V / /'lI ~ ·'1

'· ,• -.._
"-::.._.._
~--
-----./✓
---::::--.,,-
- -
r,
,:--\. "'- ,
f the
' · '
/'.
table top of the
., ...\ ) _\ ,, / /
J9
- The purpose ofhatd ~_foamfn gj~ ff fY.e~t any w~~~r_g? ~ ~~~~enteri~ ~Jh'e cargo compartment
or through the pontoon )>verlap 'enp 1:h~t,c~·-coa~ing 'als9 \_fdro s a bar~ ~_r-toprevent accidental fall
:----., .1 .,_, l'.) l' !_J L!J '~ -· \') .-,,
of personnel while working Ol'\:._ d~ck. ~ ~ .,,...,..,
,;::;,- ·
~ - _..,-::;:1/
~~
Description
- The table top is mounted with a compression bar on Port and starboard side coaming, and bulb
angle bar at the forward and aft end for providing surface of compression enable achieve weather
tightness of the hatch covers
- A track way is mounted for providing a surface for movement of the pontoon eccentric wheels,
and flat bar for housing of quick acting cleats.
- The hatch coaming plates are adequately strengthened by stays welded at Intervals of not . .
exceeding two meters, on all the four sides of the coamlng, in addition longitudinal stiffeners may
be welded.
- The weather deck is fitted with doubler-insert plates at each corner of the hatch opening.
Cl WWW.DIESELSHIP.COM
NAVAL
ARCH
LSHIPCOM ------
WWW,DIESE ·
--
'd int of stress .
concentrat10n; the radius ofth 16
ded off to avo1 po b e
The deck opening corners are roun ti1 from fore and aft end , must e not less than 305
• . • n of 0.3 Ieng
corner rounding within the regio
mm, elsewhere not less than 150 mm, onto on end and table top of the coaming, each
. I . . t between tle 1 p .
• To achieve weather t1gtt 1om . ter the rubber packing 1s compressed against th
king along its penme ' e
pontoon houses ni bb er pac h ressure of its own weight, additional pressure .
• b th table top under t e P . . 1s
compression ar on e d wedges· minimum Two qmck actmg deats must b
b h ·k f cleats an cross , e
exerted Y t e qmc ac mg . k t' g cleat must not be more than 30 cm, away from each
provided on each pontoon, the qmc ac m
corner.
~~SECTtON ;- II-=::.-:::::.:::::::-,
Q6.A. Listthe precautions n,f JS~ ~~ fote ~rtJ_~clir!~g iexp ~ e~ f carried out ~~
B.A box shaped vessel, 50.'!letr~s I~ng,~ 10 11}.~!!e~ ~~~, flio_a~ 1~ s~lt~ ~.., ~er on an even keel
at a draft of 4 metres. A/centre line~
·longitu<linal watertight bulkhead
~,,'' ,,.ti /', ,' ....1..
,.,,( 'i
.,
ext .e...µds
,
from end to · . :'/
end and for the full ~ej>th~oftni ff essel.3\ ~~-mpartmen!J~idships _~!l ·the s~ ~board side is
15 metres long at c1,contaiii~--c- arg9'~with permeability '·3Q_o/o. Cak ~ la_te tlie , list if this
I I , : , ,' _, ,· /_/ ./ \ , . ,._,:-, ' ·-·. , ~
compartment is '1ilged~:K~-~'3 IJ?-~tl'es.,/ ' ) "' l, 1··''•-~~ \\
I 2016/SROl I ~~17/SI~f! --) 2018/SR03 j2018/SR09 j 2018/0 _CT J 2019/JAN '",>,, l 20 19/F~B 12019/MAR I
// '·....
': ...._ : ; ~/ I . . I ,\ · ~.-....
·J \\
• II
...-~, ' ·•.: /I \ · / '--\ \, ___; - '> ,
A. List the pr~ca~tions ,necessary before\an inclinil}g experiment-is carr~ed -ou t \~

-The experim,~htlS';;arr; ed 9~t when_the s1!~
P{ s built_66~pf~tely or whe rt,ma)br sb-~ctural bhanges
have been done. -----._ J / I / ~ ---,,._ \ "'·,,:,,._ .17::
-...
,.,' \ \\ · ,1
~~ ·i;l~fiq
1
-The e~erin lf nt is carried (1ui with emp; ,~~ iI?:~;- empty ship a~ po\ssible. \\
- The ship m~ 1 be in upright pbsition. ,' ·,,.,._ :. -/-- '"''·-.. / I/ !/
1
-The ship sho ~ d be s~~lter ~d a'nd in calm water /. ~~j( "•- ~ --~ ,_, ,_ ___,,..-·· f1 11,
M · \.· ,--- -. ',\ , 1 / f • ' / 1 • --- - '
- oonng rope~. sho~ld ,h,e sla~~ened .~nd gangway/ lifted ',\ / i ;.-~~:;~::; i I
D h d dI
- raug tan
'. - -.. , \' ··-- ··
~rsio/ :.of:watet -~re to be correctly 'noted.
. / •
\
/ /
~1/
I --. )
.,:<::_--'//
II
- All tanks in the\~~ip m~sf b_e erit)>ty or ressed 6 . . } / / ~::, f-'

- Only those people resp orisible fof t on:uct' th p tight ~o re ~uce fre ~ ~, rfac ,e~ ff~st. / /
\~ ( // -,~ mg ~ experiment mus _tg o on-b_oaro ~ //
\,"'' V ,(,~ ,.._
~
._._____ ••'_,/
;....,,. .// ., -· , ...l.... ''-., /I j'
B• Numerical Solution:. r ,·~/:,.,, ~::----_....:::---;::".,...,,- (', :i:-) " , /
--=-~ - - .-, .' "..
1 p· . d h
,
..._\, ,__,.' 1/ }
• ID t e new mean draft· (.1 , , /),.
Volume of .bilged tank = 90 :---.
, •
m3 .
',./ I / J / 1"', r- -
& '·/.II fjI/ ,,l ;'(r
-"\
! J I ,.l
rr·- .,...
..\
,.....,()\\
_,.,, \: 1 )_ ~)
1·,·,,·,\ \ \ '. \ ·, , -✓/4
l .> ,, I ' \ ' \ 1, \ ___,,
'\ //
V/',-
1'
Area of intact waterplane _:::- . , / \ I J\\ '_) 0.\t '

•- :....J -~-:,· ~
- 4 7 7. •.5 m2 ----- i.~ '-- ,- ~ -
Bodily increase in draft= Volume or.i'~~t bu . . __ -;:::,?

3o oyan~Y. -l-ai:-~~of:intacf -
- X 15 X 5 X 4 W.p.
= 100 90 .
(50 x 10)-(:ooo x 15 x 5) ==~ = 0.19 m.
New draft
=4.00+0.19=4t9ms d
• ay raft Dz
t-------------~-- .
. 81
o- .. ....z
-------------- -------------
'• 1=15m •'

-~~- -
2. Find the shift of the cen":~J>Jbuoyan~Y,;~~ --:-:- -- ~
I l
B _/ / 30 r ··· -. , 10 / { ,~- 1 .. ~
- µa x 4,,_;:,✓ iiio x_15 x s..?<4 °' I . J 56.i S;i ' -,.,
BB1 - L ., = ' ,_.., . ( ·30 , ' )r= -.- /=10,12 m'·,
J ;--·µa/ ) (50- .~}>)f 100 x 1S"x's l--.. t!7 ·~·/ ✓--.:-., ~
I / / C. - ·-·, \ , ,., ·--...
.JI., ' •vi ' ' ~
-0,.
3 • To find IOZ,• ,/ ,.~
/I / . ) \.._.,,
. . ;, __..-·, / · .J~...-~ .~--·-·-.--..-
------- ---- ::--..
---....::..
...
~
·,/ --.._ ~--.•· ~
I '\
3
,.1
/ =--LB~ ,-·, ,-µLB
-
3
.,..,.
(sox10,) ----( ·3o._X --1sxs~J '- 1466......
--. ,
1CL .-; = / - - '7 187 S- "3979 4
~' r ~2 ,:, / 3 _,.,:.,, ~2 · 100\ 3 -~ , \/ ·v · \\ · m·
lo:?~1 ; ~;)ci;;:~AxBB it = 3979 /· (4 77.Sx0.122) = 3979 - 7 = 3972
~
~~~\l \
4 . T o fl nd ,GM:
.
/'
..,
r ---.._
/
, //
·-,, .••F/ /
'
I1
I
I
1/3972 \.
\ /- .-- --"'-
- - ~ \,../
"- ✓-
'-- ·- )
B,M~ ~ Jdz / V.j= ---
I: . \_ m.·.-/~
50X10X4 = 1,.99 , ,' ' t'// ·
f1
·" 1..( .::.....
'-,., J
'KB2--- =2.09 m ,.-- ---~
.\ ----~ /'.°"',I . , \..-~
II ( '~ '- ' ' , .,,, , \
KM2 =4.08 m ·--~, ,/' _ "'){,
rI \' •~ " •· 'S.::
,>, )
As before bilging, \1 \ / """: j ',~ ~' ,
KG1\\ = 3__.00 Ill \ \ ✓-',fl. \.:'.) -----✓ /2 [·-- -
GMz ,_ -::;:-1✓):oaIll~
/1 ? '
1 I
'
S.Tofindthelist: :>·,
rJ~
' ,· · ·
\\
,,./{ >' /,
\
/
\.
.·:-= B81'/ GM2= 0.121 ('1.08 = 0.1090231/ ~ //

, , _
)
_ _
//
,.,.--
r:::::::-.J
c::--
'":::-
7
--::::
/; /
_(~~~
J;
\list <\.-;.~ ;,\ 0 '\ ' , / / ,'t.)~~J...
.l /
List\\\ 1_ >= 6 17"-to,starboard ,
/ _,/ --...:-,
_ , / / ,/,. ', r,
r-:::.. j
Note. When, µ =-1 00%, then :,. ~ >-- ------ · __..,,.._,.-_✓ "-c) '" .
'~
--
(B)x({h. ✓{9)3 (~--_
\-:--
),.:m4:::------:-
___ _.._-::
:..,/.,......_'
,,
3 /°\I: :~
\ - /I
lcL - --
-
- --41- ., -
2- ,~
', ,
3 ' \...:..,"2 /:_ 73, ·-4 ~
i • /.
~~~ Uil \J8\~

'(,)
,<(" \~ , ~- \\\ ) '- • " //
SUMMARY: ~- iJ/J::.\.} V /
1. Make a sketch from the g1ve~[~~ at10n. · ~ /

2. Calculate the mean bodily increase -in::d@ftr -_::::--- ~
3. Calculate the shift in the centre of buoyancy. .
4. Estimate the second moment of area in the bilged condition with the use of th e parallel axis
theorem.
5. Evaluate the new kb, bm, km, and gm.
6. Finally calculate the requested angle oflist.
Q7. A. Describe how the force on the ship's bottom and the GMvary when grounding takes
place.
B. A ship of 8,000 tonnes displacement takes the ground on a sand bank on a falling tide at
an even keel draft of 5.2 metres. KG4.0 metres. The predicted depth of water over the sand
y
WWW ,DIESELSHIP,COM
NAVAAR
L CH 18
______ __ G
_M_!a!!t~th~l:s:t:lm:e:assumlng
that
I5 3 2 metres. Calculate the
bank at t h e fio IIowing low water td •
2010/SR4
--
. 20lO/S~Z . -
I 15 tonne
the KM wlll then be S.O 111~_lT~~ ~! - that 111ean TPC S --
-------- j 2014/SH4
~e
e·-2016/ SROl j 2017/SR11
- · '·
ol8/SR03
.
I
201B/ SR09=3
,. ·-;-" ~-----~ - - _,..,:.,,.~_....,._,.,,- · ·
2019/MAR _ .__.....~-....... - -·
- ·
I ' b
M ry when grounding ta kesp Iace
A• Desc rl bc how the I
force on the s P s
1 O ttom and the G va .
or beco me neg a t" which will vary accor d"mg to t h
When a ship is grounded, GMwill d_e ive, e
c~ease d the bottom (which is alm
nature of grounding and how the ship ost unpredictable)
id place on
-P
Wl . I!/ ,•,~
z
I .::::- /:.:.
.,.. , ,,--,,
_
"--.,_'-,,_
"...:::
-·-' 81 I ) I I / ,,'-.. '-..',.
// ---=--- ; j/"'-✓··,.. ' "' .) L_ ·- , ,' (
/· ✓~
, . \
1/
,,,'---?
, / ,::::✓ _... -------. ----- . .::::¾ -(''✓-\---
,I
f //"✓ /-' ....

I I.·
<✓, , /1/' ,,,,w ',\ ~-~ .,.,( ,..--~:-,, \\
·
I
( ·,1 1F~ / ··/
1/ 11;:_-__,,../Or!gf~al GM ~hlfted to GM~ . .
' ' ' '- . "''•\_ ·,) /---..
· \\
t~t_ >, mml= Virtual 1 . ( c.'.J°) \\
Two Cases, 1/ -
11 / ,-.,. \
,.---._ ',
,
J a•,,
loss of metacentric
/ ·
\
//
I
I /)
, /,.,
.~
--
height
, --. ,
\\
\\\
· -.~.
~-
,_,.. ,'
\\
\\'
f, •• ~'I · \\\ (.~ •"')
1\
J !
1. Vessel grou ~ds_~~_il~v
1 ' el ! 1ott: ~ll_l__-....,\'-..,,.·,. ' , I/
2. Vessel grounds on a pinnacle ,
.
.-f<-.,/ \..- --
\_\ \
--...~:;... '/ ,. . ""''~' · \ I\
- In the seconH case the vess ~l
1
heel on kn
trin'l;:i tabilityrtiaY,.be affected con~ae
rably.
\
-This is beca Jke the upward fo~_ce on I
the ship's b9ttqqi ~tn to rti;' caused by'g
\.\ \' '- r 9ii.nding is eq _ivalent
to the remova \'?f thl~: ~e n~~ be ~ of tons _fr~J
ll · /,' ' , ', 1/ 1---
- If the grounding pressure be,comes /-~ ll~~area . . \ , // . ,:: ::.:1 / .
'
1
,\ . ·--· suff icie ntly ,gre at, the ship s cent re of gravi,ty .appears to nse
•
above the meta ~e_ntr ( c{ti~ing .it, \ I \
- The list may wdrsen, causing th~ _ship
\.
to list. /
to capsize, either immediately or, late
f' / "
;
I, ---
r ••: ~\> .:._.- / /

fI
j/ t ::::;/
:.__~
- If a ship grounds 'ti~ a p1nv;icle, the rey '
\
,r ,·
\ '- . _,/
!'.
'ill be two upw ard _forc es ~~d ' 6nly one
-. i ;
•
✓
this case, e.g., if ship ·,rem ~iins ,, '- '-. - _.. / _,,, aow nef a'rd force. In
,<;onstant 'and .~~ grounaing _.p_ressu ·, . I/
between the groundi ~g'presstlre 'c¥d re increa s es, a r,es ultant force
~e shi;-s f ~irr -~u"oyancy sH&i fr
is created.
0-- -...r 1; r·, ,~· \,, J, ,, _J o that
/4 /
,6ri upse tting arm
--~
- The vessel may reach a stat ~ feqm
'-._ ((
/f.!~7 Il r-; :
rrn
hbmlm j ~here the _pghtmg ·momen
('.~\\\, ~ \\':~y ,,:::/ .
stability is opposed by an inclinirig~ t-provided by the ship's
oment crea t;i:t by grounding_fo (~ (P)
the force operating down through G. and.its distance from
Iftlti~nc lin lngm oti'ieiit"S~h ip's max
ship will capsize. imum righting level, the
B. Numerical Solution
P = TPCx Fall in water level (cm)
= 15 x (520-320) = 15 x 200 = 300
Method-1: 0tonne
• ·
Virtual Loss of GM (mm1)= -PxKM _ 3000 X 5
Now, Actual KM= Sm
t:,. aooo = 1.88 m
Virtual KM= 5-1.88 = 3.12m
\
WWW.DIESELSHIP.COM NAVAL ARCH 19
Actual KG= 4m
New GM= Virtual KM - KG= 3.12 - 4 = • 0.88m
Method• 2:
X4 Z O
Virtual loss of GM (GG1) = ~
PX KG
= -80-3000
- -_- - - = ,4 m
00 30 00
Actual KG= 4m
Virtual KG=4.0 + 2.4 =6.4m
Actual KM = S.0m
New GM= Actual KM - Virtual KG= S - 6.4 = -1.4m
Since the vessel has developed -ve ~M,it ts_yns~~•~~nd may capsize.
_,;• ,;~"':,~ __ .... ,-· . - ·1 I ··- ·---:~'- -.
QB.The speed of a ship •is increased to \ 18% 'above riornial for' 7~S·hours,
~ :"-...
and then reduced to
.1 -' ,,,, • \ '- · f I ., . I
9% below normal f~rto ~o~rs. -'.f~~ sp~~dj~ .the~rre1uced _for,_t!ie'r~~ainder of the day so
that the consump~on for'.the day fsthe normal amount. · Find the percentage difference
{ ,' •• \ \ ,H.. - - - -•- •- --- ' ,,. _ ) , ,, '
between the distance travelled in_J:hj)t' day-aiid.the noqn~I distance travelled per day.
12010/SRl0 2012/SR07 ,' 2013/SR04 · 2013/SR06 2013/SR07 '- . 0.15/SRQ4, _ 2016/S~Q7 2018/SR07
.2019/MAR , .' · ·· ,·· , . y
Numerical Solution._.) I/ l / ,, \-::._J

' // \ ,- ----. ··=:--)
Let, , .V =_normal speed \ ;, / 1 ,,-- · ·-. •- <
f _I ; ---) i I/ .,_ ,
'; · y ·
I ,,. I/ '\ \\ l.,_ ~1
( , c,=_J!orqial consumption _per-haur
,..___ _.,
• - -. J I.
,, , • .. •,
·,. ' •-...
...j;:.'',,,,(
. .,/ •, ~
I- ~
Then, 24c = normal consumption per day. / · .. ·-,-,~ --.... .. ·

/"">z~ "'~"' __/_/
j(- ....._
(i) For fl~
I• '
7.5 hours, \\ \
cons/ ~ ='i: X
\,
_ .....,
,-> __,._
·. ,
(v
-✓---
.1 \ 3\,
/
,,./ (1/,/
1
.)
V \
\
I
, \
•: ,
,, _______ ____
/,'
'7 / ,,
.
/I ··
3
,
'
II C::_ 1
f::.::'l
,- ...._-
"- ")
r~
c--::..
-
' .
\_0-. -- (1.18V)
;_,.,,,.,__
,, , '\.
\\\\ . :'-_.,,./ - 1 64/3 CX - • C
r~ ->- .
t.., ,-, .._ .
, r.:/: )
-:~ --~ \ v / / . ~/ ·:: ;/;}
(~')._
1:s x 1.643._c .:=12.32 c-___...,.--,,
..
cons . for 7.5 hours=
(u) For next 10 hours,
' •'
.·--,-~·/.,,...
I
,', ;', -.
___~ /
-~-:::::::::-------<";',,\\',·-,'\.'\,·
. ')-
----- ..,
,- 1~'"\<.\\\~,9
, "r: )
'\
//
'v
/,.,
///
/
·,, 0.9l ~
..d,: / ,'-'Fii :n
--J<: -- 1
; I [ •, ·--::1·0
. ,...,
! • ~\ \ \ / ' /
cons/h = ex ( -- V ., , '✓ {J~,0.7536, c \ \ : \ ..- 1 -'. .,,, /' /
- \..:.../~!,J L._,, .
,~, -J '--
~
~~
cons. for 10 hours= 7.536 ...!=
i.e., cons. For 17.5 hours= 12.32c + 7. 536c = 19.856c
cons. for remaining 6.5 hours= 24c - 19.856c = 4.144 c
4.144c
cons/h = -- = 0.637 c
6.5
Reduced speed VJ =V ~0 .6~7 =0.86 V C
Normal distance travelled /day = 24 V

New distance travelled /day = (1.18 v x 7.5) + (0.91 V x 10) + (0.86 V x 6.5) = 23.54 V
NAVALAKI..M
WWW,DIESELSHIP,C0~y_ X 100
4 23,54V
::~
% reduction In distance/ day
d
% reduction In distance I ay
:: t.9~
,.,z~o/c~-------------:-----
o
itudJnal centre of buoyancy (LCB)
d (LCG) and Iong
forward and 5.80 forwar an d 5.80rn art;.
tudlnal centre of gravity
Q9.A. Define longl fl ts has draughts of s.sorn
o.A ship 120111long oa f ldshlps. calculate the new draughts
CF z.5m rorwardo rn
MCTIcm 80 tonne 111'TPC,!~!ed 24rnaft ofrnl~P:dl4/S
RU 2016/SR0l 2016/SRo7
whicha mass of 110 tonne 13/SRl0 zo14/SR4
2010/SR4 2011/SRll 20 09 019/MAR . _::__.- .--~ -- '---•
-·
2017/SRU 2Q!.8/SR07 .... --~~L~~
--. ·_.;-~--
..·------=-=a
:...
ngitm
i :Unal.centre of buoyancy {LCB. )
A Definelongitudinalcentre of gr~ ty. (tCG)
~~- -, o r .. ; ,-- ., ·<~-:.-:_:
'· _
' - ~.,,-,:.- ,...--. f ~:
o--' / ~> \\ \I ' '•. , "" t
:J i C ··, ·,.:,.,,
I •I
,,,f .,, ~,,,.-
·'\ , '--,r -- .~~- .' 1!
1 .--
,1
-
'·,
1 /
1,-. -..__ """ __
,
.//'
/. / / 'i.:!.--.\' \ ,.,.-r_,; 't
v') ~---·
_, . -- I ----· I
·,, ..-/
I ,
, ,..
i" " '
....,, '
'-
'
', .
./ -- _::.:::;___- -- ' ./', ... / ~
I/ C/SArea 1 ~--- .,..,..- · --::
;.. · · - '.::::.-.
, :- ,-, __ '\\
i"'- ·- // 1
J
I ,,I ~I), ......_

I (, , h
./'. '
1/ /
,,,.--- -·-,,
\
----.:::::: \.i(
"~,'-..
.> \\
! <✓ ( / / / .\
I , ':\ \_ \
\
\.. /• t'/ /
vo lu me or --...,
' ' ') r , '
'•,,',,'-' woter d,spla ce ~
I/.I_,
• . / •• , \
(. •L CB \
\\
J,,'. ··, , ·.(_.1

• ' , \\
--~ I I,'11 . ~ ,,~.,.. -:........ \
I ,.-- ...._, (• ' I
( / ,. l
\ ,/ ' / / i ,,/
' \ \ - I
/ !Q ) /! ' Length , • \1 ' ' 1
./ !,' ·\ \ '.;'' \
Longitudina~1Fehtre.~f Gr~~it! ohm 01:>
1,
~i :is.the :poi__
may be regarded as acting. Ifthe object is susp~nded
~_ a! w~ich the
at this
_wiijl ~lr ei~ht of iobject the
I I . pomt , then 1t will r emam balan ~~dand
willnottilt I \
I .._ / '. / I1
\ / .-·--,.~ -./~~·<·---., _ ,.· •/ 1 1
LCGof a ship is\ given as a distan 1
ce forward or aft bf midships :-~ :/
,, , 1
·--- - /i ,- _ /
LongitudinalCentre-ofBuoyancy: is the up thrust exerte '
·/
"I
'
' 1
.
/'
1 d by the water on th e-ship. If the ship

•
floats feely the bu_oy.hit:Vis eq\Jal to t he weight ~f-the

).\ .?' ., '·'
ship. \ // -~--.:·., .i'
LCBis a point at ·which ,th~~up thrust . 1 II ,- - .;
of water is suppo 1I
\\ V ✓"" sed to be .conc entrat ed. ,:--:.__ · ··-' Ii
I \'
LCBis given as the,:distan~ /oi:ward ~!_idaft of midsh ips
'/ , •• •• -,., I(
. \ d t" "· l is repr esent ed by the longi tu dinal centroid
ofth e curve of 1mm . '1"11-
~-~
------:
\
- ::;, ::.,--//--
e~~,e c ,gss} !,~t10 . / ..
a...._
ar_~~- , __ __,,.,,----~~ ,,. (:':.") [--: // /,'
~
,,-·,
B. NumericalSolutio
· , .,,,-.. ,,_ ,' ....
.
· ·/ ·//'Jr-·
',. f I 11 <\\ 1.;· ,\\; ;/
B d'l s· k ma ss added .,! •l10 ,,...:r. I , \ G \ \ :-~'~·" ✓
1 ,-;--i er r 1';°), , . , \,,
o I y m age = TPC' = ····-13.._-;~.46
110 X( 2~~)~
p cm'\_
\\\\ \\.:.
\~,- .,,,.,;.
//
/ , ,_,
,, . \_..'._J - · '-,•· ,. .....--.:
,;;:;:::/
Change in trim - ---'"---~ -, z--, ~ --
- 80 = ->o)t-4.cm:bythe :s tertf
36 .44 ( 120
Change foiward - 120 -2- - 2.5)
- - 80 = - 17 .46 cm
36.44 120
Change aft = 120 ( z'-+ 2.5)
= + 18.98 cm 80
New draught forward 5 50
= . + 0.085 - 0.175 = 5,410 m.
N~e~w~d:r~au~g·=:~=~5
:h:t~a~.8~0 .
ft~ ~+~0.~0~BS~+~ 6 ,075 m.
-O~l~
~Qto. Withreferenceto fixed ~~~--
~~-~
-----------
pitch
propellers: ---
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...
-
I
i
I
(',
.COM
WWW .DIESELSHIP NAVALARCH 21 :\
a. Explain Propeller Slip and Propeller Thrust.
b. The shaft power ofa ship is 3000 KW, the ship's speed V Is 13.2 knot Propeller rps Is 1.27.
Propeller pitch is S.Sm and the speed of advance ls 11 Knots. Find:
I. Real Slip
ii. Wake fraction
iii. Propeller thrust, when Its efficiency, 11= 70%
j 2018/SR09 I 2019/MAR I I
(a) Propeller Slip
- A propeller rotating at a speed N, having a pitch P shall advance axially at a speed Vt of NP knots.
- However, as the propeller turning !,~<!te c there:wJ!! ::~~ difference between the Theoretical
speed Vt and actual speed of ,tc!J an ~ -v~ wryic~~ c~lled ~~Sli ¾
- Slip or slip percentage ,::=_J
- Slip is the difference,betw een the theore
1
Np-Y,.a)J~~ \ ', • .._·· ·\ /
.tical speed and
J/;;) ,.. ' --~ ,0
.the 'speed ..or acl ance expressed as the
ratio or percentag_:✓ ~f t~e ilieo ~1::!ical'~i;'~ ! -~ t._j
-- -~ -~:....-..) ~~ <f-9J
/.',,/'. '--7 _;
Ii' I /,f/ . <.r ~
Real .slip s
·· peed = '
v,t-::::v,a Knots •
Q ,/~•-,
I
,/ ,
,/ •v, - V,\
/
"•-0-. -- - ,:::--..,
;f' \., \,~

/ J I
//,' · , -~· /,, , .')

/ 1/ Si', Lp/ = t V, a 'x , 100°/c 0
// .~-. ' ... ./ i t i '0 . . \
ii ,' \
;·1.·1
/ \ -.,.."\
//1 ----- 'i: J \
Propeller }rbnist: 1 l \
-
, , ~// // / '
..{/.-
\ (_ L:.)
1\ ~--
\
I . . , ,1
·The Wa~ r on propeu

7 7~d:~c is receiytd ? :t~~ sP.ee.~-o_~advance and p\ ojefed aft at thi f heoretical
)! JI
speed. 11 !I i ·. /~..
''-:f i
mass x Acc) eration
- Thrust is. nothing but the force exerted by the _pr9peHer-0eoce , Thrust=
I\\ \ ~
,-/ .....
/ ·-..., ....____..,) I
~ I,
..
\ ' ,1' //' · .. C:::--- "<\\ //
Consider 1~\i me ·interval \ >f o~ e .$eCond.
, ___ _,.
_,,,/ V,/
r:__-)
1/ ~I .J
r -\ \\ I
Let A= effeF ve ~~~ preai,?-. m which is= di~c area-boss area

2 ~ ,
---
/I _(.~
p = density o!,_wat e,~!~-.-~g/m \ "- ( ) ,✓ f1 ;:;::~;-
)
P = pitch of prppelle tJ n :m , '~
n=rev/s
Va= speed of
-~
advance
,,
' \
(:;/, ·-,
m
. m/'J
'~
s/')-½.
~- I J Jr•,
',
' >-
(.\
✓ ///
'~-
./~ : ,"-' .
\
~---
_____ __.-::::
// 7 n r., ,~ -
.
.!rf??f· \ i )~~ \;\/

~~~
·
/
~
r ;-1 ,., \\
\'
~ \ ~}
//
1/
--'
(:,'{'-·
.....
-::,
~)'.jl
,.
___·-,~·
1
( , '\ , , I '-..·
, '--·'
. _,
/4-d
//
/
//
Mass of water passing thro ~t h disc:A,IJ:

~'--... m = p x k x P x n kg ~
-.....::..--- ~~
-==--------
Acceleration
Change in velocity = Pn - Va m/s
Since this change occurs in one second,
Acceleration , a = Pn - Va m/s 2
But, there is always slip of propeller in water
Pn-V,
Real Slip S = p n a
Pn-Va =S Pn
Therefore,
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<C>
NAVAL ARCH 22
WWW,DIESELSHIP.COM
=SPn
Acceleration
_ Mass (m) x Acceleration (a)
Thrust T
- '
. =p x AxPxn x SPn .
s) which is the actual Delivered Power.
= Thrust (N) X Speed of a d vance (m /
Thrust powe r (W) Oo/c
As ro eller e.fficiency is usually around 60-7 o •
p p - D l'ver ed power x Prop eller efficiency
Thrust power - e i
(b) Numerical solution:

5.5 X 80 X 60
= 1852
I. Real Slip
I \'
'\(
\:'._/ ..,--
',// /
-,'
01
"-"
"::---,
~---
'' <::---
\
" "-- --·--/ '
,/
,~ //
.--:'.'...--
/ ./
('
·-
{,,.~
,, .,
_,•, ' {-0
,.-,/
!I
/)
.
/ ./
' ·
Q1. Describe the effect of~~
. S>f;) i,F~BRUARY
fo)Io
W?~-~~
_:_
20'19~
, ~re)sJi.ip•sl~b. 1l,iW, \\'0 '/
A. Ice formation on supersttil ~~res ✓.& 1.•-1 C:1 l / \2_ l1
\\~..\\_\'-:r
<"~0~0 #
.#
,y
B. Effects of wind and waves ~ . -~-- ~_;::: /
C. Changes that takes place during ~ ps:voyage _:=;;....--~ =----
D. BIiging of a compartment
E. While water is being pumped out from the dry dock.
I2018/0CT I.2019/IAN I2019/FEB • I . I I I' I J
Note;Drawd1qgrams
foreachsectionto gamgoodscores.theimageswouldrepresentyourclear
understanding
of theconcept
A. Ice formation on superstructure
- Icing at sea usually exist in the form of sleet and freezing fog, ice can als . . h f f
o can exist m t e orm o
a layer accumulated along the ship sides from the spray of the vessel in th , .
e ,ore region.
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- The accumulation of ice on th e deck, th e deck housing tops and other places of the ship raise the '
CG of the vessel depending on the increasin g wei ght and location of the ice formation on the ship.
- The amount of ice spray will increase with increasing vessel draft and wind speed .
- The vessel stability is affected by the icing form ed as a result of ice spray which reduces the
free board.
- The rise in CG raises th e KG of the vessel and affects th e dynamic stability of the vessel. Hence,
certain allowances in design is considered to counteract the same.
- Two other factors to be considered are,
1. The symmetry of loading of ice
2. The rate at which ice formation occurs.
- Ice accretion invariably reduce~ ~.; ..!!1-etac enfrfi~he ighta n~ GZvalues . Certain guidelines exist
to aid in calculation of the fi9aj ..centre_of m~ssp f this i~e~~ yste.Q:!.
ef
- The KGvalues are alSO)!,CCordingly~c~l~µlat_
1
' '1 1' ~-1 --~,
I,..(:;)
7 I l / "-,.
/.:'/
//
/)
(
\
\,/) \ -,
~~ --·---. ---"·
.-
--
_./ ' I
- ..J '--1/ "-"'
/ / .1
B. Effects of wind aii°d wa~es ,\ __..,,,/
• //1' •' ... }
----
...-~:::.- --- ~.......
-- ',.J <./-:-:_) '\.'\.
' • \ •
A vessel m wa~ ~s c~ms~~e~.eg as a) ;lynam1cJY stem , ~as1c com~ onenl$ ,af~: mert ~ , (mass or weight
of the vessel ahd i~s di~!~ buti9-9~relativ,e·to the axis ~f rotation 1'~~ mpi,?-~'a!1d sta ~~ity. This block
diagram above explains the JI allacy of.seaworthiness criteria based ·on hyd rostatic'\characteris tics
'· ···.._'·· I I ' 1,-' ) · \\
of the vesse J'alon e...T¥en together, tne basic components determine ·the dy_namic cn~ acter of the
' · , -..., ,~ /i1 \ I ~---- • '\ -;-::.,> \
vessel. 1• / •• ; • - ✓--·7 , ,..- ~, - , t.r·✓.• ,.., \\ \
•: ; . ---... • l 1 1 , ! ~/ '-. 1\
These integr:" 'compon~!lts o~_th ~ ves ~E: l),? wa~~_s; ~onsidered as a s;:ste~ , ar_ e..shoWI\ fn the form
of a block diagram ' in figm;-e ·abo ve;·The,i interact with
.' each other in, such a way tha t; the whole
1
becomes !more than ju~t ~· simple coll; ct io{ o_f th ~-,P~!1J· Thus, whe~ t~ king realist fta lly about
I\ ' , -~ ' ·~ •, ... I I' I
dynamic stability in a ~~away and seaworth1~e ~~! we ~ ,~~t COP._~ ~ ~r th ~ ,effect of all ~r mponents
(Wind forc,e an~ _!'Y a,ve fo_rce)~perating a~g !n~~,racti ng si~ultaneously. J1/ ~_ :::-:.-::;//
The performance of a sailing vessel, b~ ita yac}lt or a vessel- \
as well as//
any oiher
,,_.
dynamic
I (
system
, • -·: \ -- • .,- _,
- depends .:upor\:!f at_of ail tts components, ,but transcend ~ that of a~ onf~~ry poryjnt. Referring
specifically t~ ~eaw~f.!~~ness·ir~ annot, by i~plication of tl_3esyste5: ,defln tt!9_~,J>e~ termined from
the performan f~ of anr,}Jlj ividu~t~°,mponen !_(~art) ~J~ne. ✓,,.~ ( ,~ :~;: h
II
Hence, effect of~ p d and ",'.'!\,'esdoe s-pJ~Y.!_ maJorroI ~3 -vessel Sff abl)1ty.
\ '\.
\.;'\.
.,\..---,
'-///'' .
_...._
________ '),'-·'\' ..:.- '\
/"\ I , \ '\.
'\ //
/,
'\ .... ( . / / ."......... . ,./' \ ...
') ' /':
C.Changes that takes ,~ ace du,ry,~ ~r oy~g~i '·~\\\\'..:J
~ r.'~~~P.. /../ /
evoya ~j!t ternally i~ the movemen_t of
- Mostly the changes that t~~~--place du r!il~Jh! ,cput~j ·~fJ 1!_
mass across the ship, like corisurpJ.lt!?n of fuel, Product10n o_!Ji:e_sh -water, Ballastm g/De-ballastmg,
Internal tank transfers, Swimmin gpcio ls filling.lk.drain irfg-etf
1, Movementof Wei1:htAthwartship:
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NAVAARCH
L
Bu:!
The
-
--
1.St
prof
gird
· n is given by
• At this condition the mass equauo
Displacement= R + residual buoyancy /!l = R + (/!l- R)
Where (6- R) is the residual ~uoyancy. ft ide and taking moments about k
(keel) and usingthe
. Referring to the transverse view on the le s
transverse centreline as the moment arm we have, -
. !!l X GK= (/!l-R) X KM
. . d th •t·cal condition equation when R occurs and the position ofM
- The above equation 1sca11 e e en 1
• h fl t· ndi'ti'on can go below on the transverse centrelm.e, or chmb .
upon
(metacentre ) m t e oa mg co ,
the centre line , depending on location of residual buoyancy .
• The condition for safe docking i.e. the ship does not slip off the blocks,
is that the critical
metacentric height at this instant is still positive (GM is still positive) .
. The term 6 x GK is called the upsetting moment and the term
(fi - R) x KM
is called the restoring moment.
- If the upsetting moment is greater than the restoring moment the
ship will slip off
the stern block. If the upsetting moment is less than the restoring momen
t the ship will
become upright. In the critical condition both these terms are equal.
\\, \ ,._:,,: ,,
'--. \\\\ -- •- - ( \\ J'/ , ,r.:::
.,.·-- , ; .._.:· -
··.
/I
/ '
Q2. D~scribe ~-~ co~~ .~tion>?f a forepe~k tank .. How/ are the
poundmgtaken care? ( .</ .. .
~~ffec~ ~-fpaµting and
,,~ •. , ,,;,.- . ...: ,, , .... /I
I 2019/FEB .I '\ 1/>- - ,<> ·,K
·,,"_ -.,.
Note:Consider
\_
spending
.' . ,/ -
at least-'2minute
0
I .,,,.·
/, I'
I' ...
~
. ,,
I I
;/ I
~ I ...
,~ h ·.., ·1 ,1. ;,. s

o d · .. ·:· .,, , ' ,_ .. . ·-/
n rgw~nga neat diagram.·Fordescriptivepart,haJI
· t ~·emsphtmtosmallheadings
as bel d'wnte.
· : - •' ', /..,
,'-., ·
,, . 1 • , ••
<',.'/ I
, .
1· ' 1r • ·
- - - owan_
·- · · r· · .
' · .
/1/'
'," ~ ',It ;) ; I
l ' ., il f 1' ~ ,-
shi1 a'\-
' '
~• • '
I • . ' •
-Tanks located at the extreme ehfl,.pf the°1 i \ ' , \ ·,\ .i ,'. ,,,, /
<_,,. 2. !
the ship is termed as Fore Peak tanl/ i"- k Ph termed as peak t~~l_<s·Tanks . pa
F at the fore endof
' an _-att e aft end ofth h " .-r./
- ore peak tank is the volume enclose db~ -:--::- -- _ e ~ 1p-1s termed as Aft Peak Tank. 3.
fore peak tank top. e een th e·Collision bulkhead, ship's hull plating, andthe pe
- This tank is located in the high t . 4.
st gth .
ren enmg arrangements termed s ress regions .
of th
e ship, hence it is fitted with specic1 ,.1 pa
-A h. as pantmg arr 1
ccess to t 1stank Is provided throu h angements . th
• It is a watertight tank normally used; mbanholelocated on the tank top. 5.
voyage or allast purp 0 i
-A t · . h . . st fh
ses or proper trim especially on the balla
w;3 ert1g t colhs1onbulkhead Is fitte . ill
located aft of the collision bul . din the fore peak tan . . 6.
-The chain locker for st . khead m the event of a con· . k to mm1mize the o
damage to the carg CE
ormg the anchor ch . . 1s1on.
am is normally loca . . ht
© ted ms1de the fore peak tank.
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ForePeakTankConstruction
The following structures are found in the fore peak tank:
1. Stem plate or stem bar or a combination of both in the forward most structure, which forms the
profile of the bow. The stem plate is normally made of steel plate and is stiffened by a centerline '·
girder or stiffener. The stem runs from the highest point at the forecastle to the keel of the ship.
Fo'c sle dock
0
Pillar
Deck girder
Pillar
ARCH
NAVAL
28
M
DIESELSHIP,CO Is a horizontaI deck s w h,'ch is non watertight Itacts
like a usual deck Th,
www_. d ,crforated deck: transverse fo~ce . irders
7; P rfurated nat (alsolngdst~yn
a~Ind of a fullpant
call\~erto absorb th
pant ing bear nf]so
and longitudm
w
of liqui d in
al :
the o
re peak tank and also for ma,
te the 1·
a pporte r 1negirder
. ' e the s p hi 's botto m. A cente
. The deck. ls su the deek are to facllita nsverse floor s.
perforationson ·ng to rem1orc
ith the tra d'
f me spac1 fore peak tank at a !Stance015
ent,y . floors are fitted at every
tprov'de fthe struct
ra ityo b fitted at aft oft
for rigid ure w h e
8. Solid fitt d to t d to e ,
ls normally , elkh ad is mandatoryanperpendicular.
9. Collision bu e . fromforward
5% lengthof the ship -- - ? --
to 7. . taKencare.._~C:::-...
d poundmg ·---..,-.;,
of the ship's
-';?" <'""\ , ' th effects o, p anting' from
-· ,--;:~ • f"7 :-, ,.._ ' . 15%
~
Arra re the effects of pant ing an
tine //
How a to resi~t ; ·kh: .· d·. . ,, ----.,, --.,.
noements tpan5 / /' gth·e'ned
to resish' , . · -- - ., 'kbul ea · · ,., - the' ·,
---•- · srren
. The structureof the s tp !,:,.. anrd ~ft 6fth i after pea , . , f m below lowest deckNo .
~ h II t inter va s o '', .
d to the'stem ..- ) 1 2
lengthfromforw k ar ,, gers ./ / are·fitt~d to-✓--tJies e. .a necte d.to the shell. , a.. we]d~d
·-,. :.::- ,\ .connection
'd strm , .- ; the siringeus .con\ · -~ '·'; -\
- In the fore pea • " e , tlas fong as • . -~ \, • .•
. . . .{.;ire fitted to ~,
edge stlffemng " r5, ,.
1
.- /)v // / , h . oiital string er is
being used in_ mo " -...

1t't'."'~h:vrthe ra« end, l"hile in ma~y f hips a _on:ou~d
~'. _:.n-.~ \\ ,·;· .the .t•~·k and 's_upports
> \i
~
h f~ch shell stringer. Th,s/ onns
• The side stnn5r \'~ '--~ '·-;i \\
\ ;/ / ,
the bul
collis ion butkh7:3d'.~eynt // \ . }, I \ l -· ,1
kheadstiffeners.1 //
1/
I ' 1 r-----)-, I
1! i'lo
Arran•ements --..;
iesis tpoun · · - -- ...._.. ..
I /, dm•
'>' /'
"°"'-l"~. ·
·
\' 1 1·
l
'
~ i ,.,."" ---
.._--:
::-...:1 ;,·
~:
••• ) //
1/
}!
ii
I
J:., ,1
-L..I_--IL_-.1.l_-'----,~ -- .f
SOLID , F..~,?_OR IN POUNDING_ARE\ ,., .. ...~/ n bulkhead
toZS% ,,_j
',',~J,et,
s of po'-'. d~~f
-~ ~~ ?'
n t?e
_ colh
~
~~ect
_The structure is streng\),"~ed td ..- /,?
U//i ff •; J7 I , ,' \ \\\ -_· . •
of the ship's length from fo~d.
• The flat bottom shell plating aa)acept to ihe'R~e i 'ea ChSlde cirth'l,shipli increased in th,ckne,
cin
ships havmg
ase~en 15% and 30% dependin•
by betwe
incre -OPon~~
~ ;;:--- ~ larger
p,
.oLtJ,ecsht--:- · smaler
d panels of plating are reduced In size.

- In addition to increasing the plating, the unsupporte 10
mm compared with 750 mm~
mm
transv
900 amid
ersely shipsd. ships the frame spacing in this region is 700
frame
vertically from the shell to the tank to~

- Longitudinal girders are fitted 2.2 m apart, extending r d . th rt d widthto1.1
while intermediatehalf-heightgirdersare fittedto the shell
m.
, e ucing e unsuppo e
h tinuous
Idmg.
- Solid
we floors are fitted at every frame space and ar tt
. e a ac ed to the bottom shell by con
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Q3. Describe the phenomenon of parametric rolling. what are the measures taken to prevent
parametric rolling of ships.
[iot 9/FE
O r-- --,- I --- r
----------- Frequently altering GM values In wave

•••••••................... Mean GM value
- - -- -- -- Free Rolling
------ Parametric Rolling
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<C>
NAVALARCH 30
www.o1ESELSH1P
,C0M
Develomentofparametric
roll d eas and slight roll motions.
: Let u:conslder a container ship Is facing hel -a n sthe mid-ship experiences a wave trough, the GM
• In the first quarter (T -_ o to T = 0.25), w d'e .Uyaccording tot h e wa ve profile .
1
increases which is apparently, varyin_gtrno1 d~;:ee was present due to small rolling . .
motions m the
• Hence, the roll angle decreases (inltia ro
f the first quarter would have been
sl1ip) .
- If the ship had been in still water, I·ts roll angle at the en d °
the ship with a slight roll angle to t h e ot h er
zero. But a higher righting lever now actually causes
side. (Refer the first quarter 0-0.25)
..-::::--:::::;:::::=.::=:::::::.::.:
J.nertieffect
a insecondquarter ~:. -:-;.;..-- h h'.P
1 to ~ the other side, subsequently
·n a roll -inertia causes
• As the first quarter resu Ite d 1 .,-.,, ' ,, '... .\ ! ' ··-..t es1 1 I '. , ···(T=O
·-.....
-.
the ship begins its roll to th;, ,9tne ~ si~e,,~ u{m~ ~~:_..,se5~ n~ ~uar ei::.1 / '<,.. -~
to T=0.50) i.e the mid-
.:.._~
zs
ship now experiencing a/ ~a ~~:c? st. ";:::) ·--~) ·-. -· - - ~ \/~ ~ t/J tiII wa~et
condition.
- This is due to Decre~sed stab1hty,r educed,,!}~~!~ngJev_eff _~~:-J. . - '• -· . '\; , ld h b
- Bythe end of this qi.i ~er, ,.s,hi~'~ roll/ ~ gle to t~_e.othe r:,side IS mo( :~ han :~~ ~~
~-t WO \ , ave een
in still water.
I',
//
1 1 (__ -../ / /)
/f ; /
/l.' \
/ '- /
,
' ':, \\
11" f • \ ·,·• ...·
• Consequentiall/t h\s;P-h~f.9me/ on is rep ( ated and the ip enters into -P_~: a~ - s7
~~ 1) ro i\ { ac 10n•
. 1/~ -" I;
Wbatare the ~e~~ure~ tak,1n to prevent __parame~ ~~Uing..-of--
, I . / \\ -·; >-1
\\
7 sh•~~,· \ (. ,__J ,\
-At design sta¥e,e l~eels .-~re i~~d .b_c:1
t:~ ort ~!1 ; ·11;ngth of the ship: .. \ r__. .· \)
-Anti-rolling or heeling tanks are use which are often U-.Type construction. u·
I I II ; "-...,
" J l..-;,, I \
. ActiveStabilizers are used,t bstly in passeng~~-~hips. /1 '~::> i I .
. Lash contairlkrs properly, \all items in engine room shall be lashed ~ _!1g.
lashed•
\~
-·-.)
,\\\ .\
\\ '·
,I ·:<.._ ~-...:i
/I ~
/ _I /
- Course chang~ fro~ ~ eJld or,{ollowi]!g_seas too , tique heading when wa ~e p~~~~s
•
.any , eavy items shall be
Ii// .-::::.: c-----,
-- :
I 'l
and / eights
can cause par~~ -~trict.? JI~ otio~~- · ( · .
- Proper loadmg·as per the loading plan, ballastmg on time, mternal transfers
.) ,(;1/->.:.
!: /'
\\ "' /~; -....~ I / ;1
~ -high 1amount of
'~
fluids across shall be calcufated well-in advance and cross che'cked . "t-.'" '
pri 6r to com mencin g.
\\ ( / / ·,
- With regards to pat_ametn<:·r qlling, prevention is the ·best way:to tackle than ,,. / .. ( · •·-.._,''· //
measures while in
rolling. '\.;
~-,.
,
1 ·.,'1
,, '
7 f.,0 .
'-::-
<::::::::::::::::::.---
-.::--
_,.(; '~
• /. f
, ,, .,
// . //
"-"-
- ~
···,./ 'j' 'j
r,,,,
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.,
;, ,,~rrv i,..-~ ,,,0 '" ,·
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1 · ✓. 1/
Q4.With the help of sketches ~,~aid the 'dif!~r ~~j, ~ ~'.
s,ofstrake ~ s,ecl (nship construction.
What material is generally used-for-H.~11plating and What are thtft:ests carried
out on Hull
steel plating for certification as percl-~siiile~ >---.
I 2019/FEB ! ! I I I J
01
D2 D3 D4 OS
Cl C2 C3 C4 cs
Bl 82 83 84 BS
Al A2 A3 A4 AS
Figure 3
(e) WWW,DIESELSHIP.COM
WWW.DIESELSHIP.COM ARCH
NAVAL 31
-A strake is a sequence of the plating of the hull ofa vessel running longitudinally along the vessel's
bottom and sides.
- In naval architecture and ship construction each of these plate has an identification. These are
numbered in certain pattern.
- The plates are identified by a letter and a number, each plate is given a letter in the vertical
direction starting with A from the bottom. Each plate ls given a number in the horizontal direction
starting from aft.
ShearStrake
- Shear strake is the top most strake of the Side shell plating. So if side shell plating has strakes from
A to K, then K-strake is the shear strake. This is the strake that connects with the deck plating.
-aiia s tr ength ..-.tb.an
- Shear strake is usually of higher., _!!Jic!sness other strakes. This is because this
---
,,... -._ "-- .
strake can have lot of physi~~ _damag~s -furin&the ~fe,of-sryip ,
> -::::._
_,,,/ .,·. \ . \ ,, , t , , r ·,
l S ke
Keetra ,,.. ,· <- '
__,__ /
\ --,-•
\ / - -· '
1 ,.)
-~ ,
, •
. ,
••• •\ \ \ • - •- - .) • Ir-• I ,' ') / • •
- Keel plate is also ma.de up -9f smalle(s ~ctions of the ·ste ~l plates. These '
strake of plates that form
-"/ ._ ·,.. -_ . , ......._I/ ,I I
-=-::.-::::::...__~.
..:-
the keel of ~e sh_!~ is ca!led Ker l Stra~e~_:.::-.:::- __,..--:::__)
.1 t--...._
- The plates ~n.~e ~ee!,~tr ~!5,ear~ -~ymber }r om aft,to forwar ~ ~arti~~ th ~\ ft o_newhi~h has ~t
5r..
the number 1 -·.Unhke other strakes, keel strakes do not have letter associated WI~ its nammg.
·, ,, / /. / / ' ~ \\ ,, \ \ .
GarboardStrake
'
.:.•-.. /
-'.-, // I I
I ' ,>r -~.
( ,· ) \
\\'\
.- • , ·, - ,I I
- Garboar~ stra~ ~ -~ --t~e fit ~ strake o~ each side of/ he kee~_strake. As :fe d!~ ~sed ,~ the bottom
1
strakes, t1}~ flf~~~~.al<efrpJll the keel is named A-st,9 ½~,,Hence, Bott,9m ~-strak ~ !_ s call,ed Garboard
1
1 , j, 1., . l..,. ) - ~~
strake
• I
f ' ·, • • : '
Shellexpansfonplan
I
' I \
I.'' ,,---- ·-, ,-.;~
I' ,. .
":-:
·, · \ \
'
', . -~.., / ~<
\\
', i
L---✓
- For a b~~ shaped shi J.,.(t1e naming of-~ti-~~~s is si~ p (~ s shown in/ i~~re 1 but fo ctual ship
with CUf\'.edsides and q~re .~ bottom, it is com,Pl~x.,.-l" ~ ~ ' ·, _____ _,,/ j ~ I
- The nan\i,ng a~d_c?nstr 1uctio~ of side and J:> J>~9mshell p)ating is provi/Jed in _jShd
tl.!_~ expansion
,~.1'. , . ("- IJ r::--
1/ ,..__ ,
--
-·, /) I .
Plan ..• ---.- .-. \\ , . _/ :// '
\ \ ....___ _ _ ...,.. l / \
- So below ~~~tur t} t.~~~re -~)....shows how sh / I plating and /S,trakes:fare } on w/;ijj each other.
1
1!~~
. // I • (' 'v 1/
\\ ;,, ' _, '\ , :\_
' "'
-...-----
'· ✓ ,/ • ,) /1
/t
\ \
'(\
( ./_ , ' . .
·---;-:,,.-) ,
,;:.__ Shell Plating·· _,,,(/ ( .--:..,:,
. ---· ..J /./ ( ')
'··t::) /
~....
,,
,~/ '"
.-v L
. .. " .
" :--- -. .
~---~--
---
....
-- -- ~.,./"
---- 0,
,,...,
. ' " ///1/
..~ }, '
,, \ I// ,. ; J-• •.- .\ ( \ ' .) ..
J, ··...': ~ ,.
,..~ -..\ \)
~
' ...
\." _. , , I / r ·,
....
~ -'. ·,' 1:11/7,..- r;~r·r\··\ \ \ '-. ..... .
..,
.I'
U
._,,f:._/ tJj/1I I' \ U\;_\\~\ 1 _Shell
-✓--~
_,) lottom
Platin ,,...., '.
,..... _,---=::::
____-~..::::::
___ _,_ ::::::::.
-.:::::-
---
::..-:---- ____ _,
- .....,
r _____ <..'-....... _..-'/"'
] Kee stra e+
Other stakes Garboard Other strake
Sheer Strake on Side Strake
Shell Plating
Figure4
What material is generally used for Hull plating and what are the tests carried out on Hull
steel plating for certification as per class rules.
- The most widely used material in ship building remains ste el especially plain carbon or mild steel.
~ WWW.OIESELSHIP.COM
NAVAL AR@ 32
SELSHIP,COM
-
wWW,OIE . - - followed by classification
·ous applications are
• The following grades and their s ultabillty to van
societies;
Grade A - White
Grade B - Green
Grade D • Red
Grade E - Yellow
.
Grade A - Wh1te . . f the ship structures of less t h an zo mm thickness such as
• Mild steel used in th e maionty O
d su erstructures
bulkheads tank top, non-strength decks
an p- - - ----
/--~:
::-o- -- - ----- ~
'
Grade B • Green
A mild steel used for strength/,/me~ber~ 0 rz t 0 25 mm thickness ~-..::-..":-
.,, ./ 'i ' '~ ::::, ,i I, I. ..., ..! ..~c-- :I' ~--..,._~
·: \ ( -<.., / U
/ ..,,.__ ,..__
/ / ,,,. '\
Grade P -eR d
\r
•.. ·~
-<
~,..-. 1'· < ./ \ -, ' h
- A 'Notch-tough' steel wh~_cri r~~s~ _th~_ f '
c ks and has
,,
higher strengt ·
.s_~rea _- o era - ·-,..;; '~·-· )
• It is used for structur~ I/greater / ''th ' 25 mm thick ---- . ::,~
ap- ✓.--:...--···~.:----. '·, • / ' ·-- -· , :-..
GradeE-Yellow // ·-1 "-· -'
1/ /. ,,.,, ;;:.1 /"
..... .--- - ---
\\
·~ ,...
, ·-·
d Dsteelusedfor ,very\'' thickplating
-An 'Extra Notch ~~u~~'. stet} J ec~~t {th1
; , (/ ' ~ • ./ ' ,t:IG
s is/heattreate ' ra e ·,·'- :,-> ..~,- . \\
inexcessofSOmrrtth1c~ •.,,·
_ It is used for sh~er 'st~akEisbilg
✓, / / • ''· h 1' \\
g10ns o~te ~...-R \\
\\ ,
, ~ strakes, keels I.e. all high. stres~ r:
ArcticD 1 /--.__~·-
1 // '
-A special graJ~ of ~~)Juse'~ whe!:_Part
/<~/,.._. ---,,, ~--'-,-
\
9-f!~: ·-·
-.· \\
st~~ -~~e 1ssubJe~
to extrem~ly low temp~rature.
-The UltimatJ ~ensile strength ~s435 tcf5
.- 80% of ~T S
1Q_~M/~2, _yie.t~ _stress 1s 310 N~/rp_2
absorbs 40 Joples of energy\t t {\ 550cin and
a Charpy _I~pa~~ !~.~~:f ~~~ally us_: ,d fr,r 1cebreaker fi
\\ · ,1 ·, ;·,' ,,,'\ ·-- - -
Whatare the ,t,ests ~~~ed '-~ut ~n Hull ,/ I/
Tensiletest: \\ c~~~\ '-\
~g
stee~_P_!a~ for c'e~fication as p~r
1 cl~-~ 5.
-. r ule 1,
',, .____/ (/ /
- It is carried olitin a tensile test machine \ .
which applies load hydraulicallY, t:o draw
/ !...
,':':] 1/
of the test piece\ The putpbse ~f-t,he test apart the ends
is to d~termine the elongatio? ;' limi {
yield point and ultimate : breaking '~tre ~firo portionality,
ss of ste~l has normal tensil e'.-stress
steel. "'\~ .:,.v
>--, -·->< , _____,,,__ /~-... ·of breaki ftg stress of
~.,·:: a''
~' , -, .. ---:. - ~. _,
Bendtest:it is carried ()V,to 'J ' -- -.._
~ d~tehni~e .,the dii'ct:iiffyof meta __..-, _,,., \ '· ,,
'/
l. _A test bar- ·or .plate is'llent cold over
•.
former through 180°, till 'th~ _ends a·re .-p • I • . I•,
a
arallet ThE:~~su~~~- have ,to.be ·:as per the -- \ ' ' / /
Hardness Test is carried out to ~determin

• ·'· : J ' • t ' . r l ! i
' test specifications .
e th.e ability , of the metal to withstand• \ \ • • • l
; /
hardness test is carried out in a machine wea r and tear, the

which ·applies ~ Jo~d to dent th,t surface
area of indentation is measured under mitr of the metal, the
oscope -and using'a fufm ula brinell num
Impact test: it test the ability of the meta ber is obtained.
l to withstand fracture under shock load
extent, the brittleness and crack propagat s. it gives, to some
ion properties of the metal.
QS.With reference to Ship stability:

a. With the help of a neat sketch explain
b. What are the effects of the below men
the relevant features of a curve. G-Z
tioned conditions on the G-Z curve:
I. Increased freeboard,
II. Increased beam, and
Iii. Increased GM.
I 2019/FEB I
© WWW.DIESELSHIP.COM J
a. With the help of a neat sketch explain the relevant features of a G-Zcurve.
- GZ curve is simply the graphical repr esentation of ship 's transverse static al stability.
-Ability of ship to return to upri ght wh en the ship is inclined by external forces like wind or waves,
nothin g but th e h eeling of the vess el.
- GZ curve is drawn by plotting GZ in meters for various angles of heel, set of curves prepared for
as assumed valu es of KG,any angle of heel at any displacement. In case the value of actual KG differs
from assumed KGthen a correction is applied .
- GZ curves gives 6 main values of the vessel.
1. Range of stability.
-The angle to the perpendicular t~, h:whi cii a ·vess·etm ~ e heeled without losing the ability to
r i'ght i·tsel f, //
.,,,,-_..._. . , ,
,,- ---, ·· ~ .,. ~
...__.l / ··· 1 ~- , .~;;,
·
- In the GZ curves show _~}h1~ n~~·?/~ t~pil ity; s' 9 8 S..d, ei r~~~· ,,, -~ f
2 . Tl1e ang le o f vams. h mg
' , ,· 1
st <!b'l' \_, i
1 ity • .·_'.\I•~_:....J·-- · -
/ I . I I I , I '
·--- 1 c._J ,. i I / '. ,,
' ,# , "-'\,
,
-The angle of va~!; hi~g ~tab ~lity-(AVS) _!~~~11 gleJr~ h~v trttfa'I:~.!_,.ihich'·a\ x_essel willno longer
ng stay upright bu i/will cap size: . In the GZ·curve .show:s the v~ ishing stability is 8~ egrees.
I. ,/ .> "/ _,,,:;/ ./ -.,_ --..,,~ , ', r" · -. \
p .. ·/ / ,_/,.', ";' , // AA - Point of contraflexure OR ~,, ._,( t '<\ "\
0
~~ve_ · . ·-> -..,
'·/ /J" Angle'ot deck edge lm~ ersion ~ \ · ' ) r~..,_ '
;. I ;.1--......_
~.,,, /I ( · , . \ \ (a ,. '
, ·.3
I •
M;ximu~
., "
GZ
•
/='2.8 meters @47
\
Degrees /
> ""
~ \ ,.,..J-L,. j
re. • ,: I ' ' l [ / / ' .,.., -------. ..
..., •
I.' c._·_...._,
: fI ' / ,'/ '\ ( ~
nd
i 2 lnitii l GM=i'm
...,E¥.c: , ~x, , 1 ') c..-✓
l-:
~
1,
1 ©Dieselshi
l! i 1
'. \
/ ~: .~ ~--,
//
,,.._ ·.f
>f, ~- \
'- ©Dies hip
' ....-/
)J
tf
.
1
Jyigl~_?fVap/shing
ids
\,
'~\ ._,__
./ I,;/ ,
57.30 \
,
/
/ //
1
r:::.· stability
/ ':::::
:)
lty, Negativ_ o '--~20\, 30 40 / so

i o:-s 60 76 so/ 1 , 9~>'~~~; ive //
: of GZ . \ \..ci\,,_.,_
-~- Angleof'heel / ' / //
..,,--:;.✓'
?ftabili lj
',':
\
·-' ' "
' /
,...
... ,,./
,/
.., '\-., '-.., , •

-
_ _./
..,..,,,..
,,,..
(
'-,- ,
, ,.__,
. :.:)
'
.,
~ -
•
' "'/ •·,

1
{..:../ 11~• -~-

~ ,
~• "·c--:z·curye
.. .
·----- ~ ..,,..,, -
,~\~)<>
<~
,-- :--.,,
___
,
~ ( I i I i I :~
\....... ""'\ "'\ \ ,"\
•~--, ., (/ f / .' / r~r -\ ,...,..._,. r~ ff\ \ \ \ \ \ -/ /'.:
3. M:oomum_rig~ting leve ~ r th eves~.e~J'e3f," iip ";1!~et~ J\:o\ f .,.~ . .
Maximum Rightmg Arm: The-l ar;~{!~:separat1on ·between the J<5 .cesof buoyancy and gravity. This
is where the ship exerts the most ener gy.t9_-rjg~~-~~..£!f~ -
4. Angle of Maximum Righting Arm : The angle of inclination wh ere the maximum Righting Arm
occurs. In the GZcurve shown the Angle of maximum righting arm is 47 degrees.
5. Angle of deck edge immersion or Angle of contra-flexure.
- Angle of contra-fl exure on the curve of a graph is the location at which no curvature occurs. It is
where the curve changes its gradient and represents the angle of deck edge immersion (DEi). As
th~ angle of heel increases, there comes a point when the deck of the ship immerses. This angle is
called the angle of deck immersion. In the above diagram it is 27°
6. The GMof the vessel
j·
I
l
ARCH
NAVAL
WWW,DIESELSHIP,COM di Jar line at 57.2° (1 radian) where
i b lrawing a perpen cu . d h' .
- The metacentric height (GM)Is fount y <. I GZ Curve a horizontal line is rawn t is is the
I) .111e drawn on t 1e
this line Intersects the tangent ia ' · 1. Ir
GMof the vessel. mentioned conditions on the G-Z curve: 2.0
1
b • What are the effects of the be ~w 3.A
t. Increased freeboard, 4. F
Point of contraflexureOR inc,
Angle _..-----
of deck edge Immersion
.... ....
,'!~creased Freeboaro ',
.. ....... 5.1
the
, ',', fre ,
,.
,
,' ,
,,'
,,,.. -·· ~ --
---~----
Actuaf""Freetioar-- ·--
/_,,,,,.-- ,,- ·-1 ,_
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--...::::::::-
\,
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inc
iii.
1.!
.-, , L_: / t .....
f, .........
/"r" I ,- - ~
--;:.-✓• ,·'°\ ,- , •. ,, -.,~
~ ., .: ., \
,,,... ' ··- ;I :~.~
, r·::.--' 1··,,, ""<: of ·
1 1/ '. {-✓./.)-✓-,·----
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\ L3 C , -• \ • _:,
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v
/' , \ ·
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r/ r - ·, -._,..- ~--
__...;:::::::-- = ·,./' . ·- -\
7./ / ; ~ '·-·/ / ,,~ ~ . ©Diesels ip \ \
·-· ,--·- --. --..::-__
61 / 1c{/ :.":io -<~'30 ,.40· so \60 ' <:~so . \.(\go \\
'. . ·. / ,</ I i ' ·, ',) 1 \ ..._, \,
j,
// ,r ~..- .,:--..·- / ·" Angle of heel / <\ :\ -; \ V,
II --<._ ·; ;/ \i / \· \ \:j ✓-- . \
a.
. ,, ..... 'I ,
..•.-\ • _, \
• '\
- • •. . I• ·, \\'
11
II , , I
-'! \ //} _,,_.----·
\'\ 31
- The effect of ,n ~na:_e~~ein,reeboard is as· f?llows : _/ .;. / \ \ \ (;-,_'_')
1 cause t~is ·.t ,o change); \ b
1. Initial GMis unchanged (1!nc~_only ve~ i~al m~v-~me~,ts of G will
1 1 ti
2. GZ values ~ 11be incre~se1 at angles bL~f~l 'beyon~ ) ,he a~gle of heel ~t which deck edge
immersion tare~ place for t~le s,maller freeboa _rd s~ip; ./ .. 1
I} "->-,.__ ,I )I ti
is increased afangles ·of heel bey ond the angl~ of heel t:
3. Dynamical sb:bility (area ~nder• the curve) .' ., . . I { I
II I
at which deck'epge _im~ersio~ take~ place. .// // •. \ ,• .----~-:J , ,!
p •' ' II / I // \ /; /--...._ )
::..:· ·1
I
/4/
.,
.
4. Range of stability is_iricreaseg . .___...... '. /
'' .,, • \. 1 I c ..
ti
5. If freeboard Jh _ere b~_redtt ~ed then GZvalu _es would be sir,nilarly re~ciced ;>~- ~ // '
I
fl. Increased be~in -✓✓;,;;,,) /: ':;:--l.. / I /;f
1
( / /'
'
I • / ' ' ~.....:..:)
,,✓-.:,_
\ \ \_,,. / .,..- ,..,
\
\
\/
'~
,,.~. (
"-."--
//
' ~- --·
·V
.,,,::/
)
·., h,, .
'
~
\..
-- .- /
---:::- _.,,.. <......_ V I

.,·,'>,~-:\/
\
'~'-,~ C/} 'j-;,,., _--=--~--

-.:-:.:-
---=:: -~ ~ ·•. ) ' .
'\ / . If ·-. I .,
~ , I,_/ J I j _I~7 r-, r"' (' \ \ \ \ •\ •-,
' 1 i , r~·:
lnltlal GM= 2-.9Sm
.
' <-:::,-, .~
~ - : ..::.,, ,,
,,
;::;..- '
..,
'
I,-,-- I I\
.• ·
1
I
:
I -•
- . •• - "\
,/ .,>-'
\ \.
\ \ \
,..
, \ _' - •- •
\f
~
//
./ /
,,,-
,' ·, : , ', l __,,;;:,

1/
, ,, -~
.. ~-.....:
...... , ' . - Increased Beam
Initial GM ,,' ,, , (Larger Beam)
=1.3m ~
r-==--~•' !'
1
\.___ Beam
.;.A;.;ctual
(Smaller Beam)
©Dieselship
0 10 20 30 40 so 60 80 90
Angle of heel
The effect of an increase in beam is as follows:
© WWW,DIESELSHIP.COM
.COM
WWW.DIESELSHIP ARCH
NAVAL 35
!. Initial GMis increased as a result of the increasing BM, GZ values will he increased initially.
2. Dynamical stability (area under the curve) is increased Initially.
3. Angle at which deck edge immersion takes place is reduced.
4. Range of stability may increase or decrease. This will depend on the initial freeboard and
increase in beam for that freeboard being considered.
5. The smaller the freeboard and the greater the increase in the beam, the further the reduction in
the angle of heel at which deck edge immersion takes place: this may cause range to reduce . If the
freeboard is substantial, any moderate increase in beam will result in the range of stability
increasing.
iii. Increased GM.
1. Ship's GMis increased the GZ c~~ m-have larger ~area .~nder the curve initially as the tangent
ofth e curve ·1sh'1gher. // ., .,...--
.,,. 1 1·--
___ .,·---.,-----, ~ ~'
1 ·--,
2. The angle of vanishing sta'bilityd~
I'
_q e~se~.--_
_ .J ,, -
I / ,,~
_,~\ Ii }::' I/ '/:;:; .
.,)":'. f ,, \ \ \ I , .
3. Maximum GM,i.e ~e heightofthe ~curve ·-wm b e higher. , / i I r-......._ __

/,,,,,:'····,\_-· I ) _,,..- ----
- ' '\
-- .,,,_,,.:_·
--==----- ---- - - ...._ ,., -...___/ '
S C ON
/ /
ft ,"' '·····: 1 ,, ./;:::,,----- II :;:----.

~ '\
Q6. What is pj: o{~~ c1:/~; ~ci~ (CP) : ···E Tl ·--~ . ----~, C (;.- '->
/.-' " ''/ i/ :' J - ~ ', ') ,,-. ~
a. Derive the formula Cp=:.2.,where Cb = Co-efficient of fineness and Crri-= ml~ship section
',
J //
area co-efficient ··-.··-
'---.:__ .,
\ //-, _,,--.._ '\~
// Cm
t-------
I i '\ \a ~
' ' • 1 \ / • j _ ,, , • \ . .,. \'
b. The le~_gth or~.shipi_s 18 times the ~raug~).fw~ile the breadt~ is 2i1 ~m~~ the 1~raught At
lge the load ,rater p!ane,1fbe ,water p_~~~e 'a!:~, co;_~fficient ls 0.83 a~d ,~e differen~f between
theT PCN1 sea water Fi~theT PCmfr~~~ lV~terlf !>•7·Determin~th i length oft~~ ship and
eel the TPCin fresh water. \ .' · ·_,<_ ~ -,... / / / 0
~~ •
2019/FEB \ '. \ ,. ,~ "-._~ ·-- -~- /
•,.
0
/ (I /I
/ / \\ /;'!j' .-:.:::---
..__:)--J
/
.\
'-----~-
What is Prismal!__c
- -- .)
·~o-eft\~ient(Cp):-.... · /
\ \
r'~-::._:....
,/
1
/ )
I
Prismatic CoeUkient •¢~fsthe ·~ -!io of the. volum e of displacemef to the pn:iduct (!f'~ -, · en }{and the area
of the immerse .~._porti z~~?t -~e m(~; hip section \ ,/ / {~s~-l/
\\ ;,,-/ C ~'- '-----✓ / (;, ., f
A. Derive the fo~ula 'Cp1 ~~c b r wher«f Cb~ nt o f fineµe ,~s and Cm1-dmidship section
'0- ·.._..,
m )·· " \\ , -.'JY
area co-efficient '·," ... (_/, 1.,/~l 'jf'"}
., ..,.."'\\ \ \ ' \ ·'
....... _.r/
--
,.
. ' I 1 r ..
, \ '
-"' ,,.,... 0\ 2,) '.\. //
Block coefficient or coefficient of firien'.ess.Cb the ·ratio 'oft he 'y diuroe "of displacement to the product of the is
length, breadth and draugh t.--.:_~~- )
.~J ;..,,; t...'. l.;JC-- \;j " , ,;.-:;;./ ll!J .,,,,.:;:.~
';:--...
--..;::
___ ::---.. _,,.-;::;.-,,- .
c -.::::::.-----
=
_.-__.:----
Volume of -dis p lacement
b Length x Breadth x Draught
V
=--
Lx Bxd
Volume of displacement
Cp =--------'-----'---- ----
Length x Area of immersed mid-ship section
V
Cp
L XAm
But V= Cb x L x B x d
And Am = Cm x B x d
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NAVAL
ARCH
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--:----~M1- -- _m~!!:-!.=~
vvvv__!_!.•
Ct,
c xL xoxd
,,
=LXCmXBXd
-
c,,~8-X:!!
:. Cp = "i:xcmxB-X-4
Ct,
:. Cp =-
B. Numerical solution: .
Let length of ship =L
Then,
And
·, - - ..-- ,:;:;,,
·--,.-~-----
~
.......
,, _....,
.,.,.,..,,-;:::.
----...,,,;~
Q7.With respect to Ship Propulsion: ----.::::::__-=--_;:----
a. Explain the various efficiencies associated with propeller and shafting arrangement
b. When a propeller of 4.8 m pitch turns at 110 rpm, the apparent slip is found to be -S %
and the real slip is 1.S S If the wake speed is 2S % of t~e ship speed, calculate the ship speed,
apparent slip and the real slip.
I2019/FEB I I
a. Explain the various efficiencies associated with propeller and shafting arrangement.
Delivered Power
Effective Power
>t--------------t--t Indicated Power

Thrust Power
Sha Power
(OR)Brake Power
,,.
.--:.=-.:::.::::::::::::=-..-
-=::-:.:::::::-
.......
The power produced by the e~gJpe'.is"'fiie in~cated po»'er1jJ:l'h_~f!iechanical efficiency of the
engine is usually betweel} clDOU %:aiid 9go/~nd tlier~(or:e 9nly~!~ ,percentage of the ip is
( 8~_-
,, ~ // ,., .,. • • • .... ! . -- i ·- :::.- ., '
transmi~ed to t~e s~~• -go/-lng__ _th_~--~~-~[~_pEwersp orJ,~~ t p~~er ~p- \ "-~

Mechamcal efficiency . / (.: --. \ _,-,,/) _________ · --~ .._;!... . ' _: , ,
·// M_ \.h_____ ; ) l · f"r <;:.-:::::
_, -:_-_Si}a/6-Jowe_r ORBrake powe f \
/; , ec amca e f Lcieny,,..- . ., . .• · '~
li / <-'/:✓''/./ ,,;,1/ // \ Indicateil.:_~owe7:'_,..- \, \\\
/ ; ' ., . / /; . ii ' \I.. ,> \
/ ; - ', / '1/ , I '\. ) ,, --· ~
Transmission Efficiency ,l/ II ( ~\\ (' O \II
' ' . • I
- Shaft los~es ~ary h_etwe? fi about 3 %',~nd 5 % anq .t~ re~ore the .~ower el~vfr~d to \_hepropeller,
7 f
~s
the delive,redpo _~~~ dp, almost 95 o/ciQfthe,~~~1/ // ,,./ . "- _ \ ~ \ .. '_·)
I ,1;
1
,i ' ..--- (··-"--, ,h , ,. Delivered Power 1 --
' : --- --Tras nmission Efficiency . ,= .~ ' . ·,
[ 'I 1( ( '<:·, . ./ · Shaft power OR Brake lpower
,'>-~· :.....
.,...
·./'-:
"~,",
, ..__ ) II
/I
1
'. I ,
.I\ '\ 1·
,,.:.__ _ /
Propeller Efficiency \\ \ // ;;f. \'-..'l ..__
__
__, /
-The deli~ered ,P_~~~r ~~r be..~~lculat~_1fr1, •~ti'etorque''~n the shaft 1tl /i_~?
Delivered ppwei: _:=i. t(?rqJe.~ 21tn -··--- ___, / '\ ,1/" 1, :.-:::-::_.t
~/ - _,
-The propel!_~rhas/ u~.-~fficiefcy of 60 % to

' \
10•
% and henc, the pror~ller ~~j~ncy 1~sgiven by:

I ., '-.., {
.'.\
, ~-,,.
(/ ,
./ p ~'''· LI Eff'
,
. Thrust
. Pawer
' / :,1,~
' ~,. (.. I/'
\\ '._,/~_,..,~: rope ~er iciency = D l' d ·' , ' r / ) I I,
··\ \ \. ,\'v,,/ / ",",'<::·-..........'---..
-h--/ e .,ive.rj";; poweJ:::
_,.... -c-./~':> 1,1/'
;,. ··;L,
Hunefficiency \·,, \ ,,
/ ,>-
1 '7'i ~<:::::::::
t_ ',
--
/ _) r.
-- _::::.~:-...:.,--- _.--.\ ',
-- - -
/,/ -·
.-. \ \ '\ , '\ /I
-The action of the pri:~peller i1l~~~-~!~r~t~?g the wat~,_rc~~~!~~i' ~~~tforro~;.,. he a_fterend of the
ship._The thrust exerted the ~rq_p,~IJ ~r..
~~,.1P;~~t1,~Cefr :~~~-~~t,3:l-res1s~~~ e by this amount The
relation between thrust and r.~s,!_stance maybe .expressl:!d m the~;
·---.:.:
.-.. -
---.....:.::.::::--,
Where it is the thrust deductionfactor, - ---
_:t _t) -::;;:::::-
R -- T(l :::_; _-:;:-
...-
-
-
- The thrust power will therefore differ from the effective power. The ratio of effective power to
--
thrust power is known as the hull efficiency which is a little more than unity for single screw ships
and about unity for twin screw ships.
Effective Power = Thrust power x hull efficiency
Effective Power
Hull Efficiency = Thrust power
B. Numerical solution:
NAVALARC!:! 38
WWW DIESELSHIP,COM.._
• 4.sx110 ><~
Theoretic al speed, Vr = - 1ss:z
= 17.11 knots
_ ~ - !,_X 100 ------ (l)
Appar ent slip -s - Vr
_ Vr-V a X 100
Rea l slip +1.5s - Vr
V,
a
=V(1- . w)
= 0.75 V
Real slip
Multiply (1) by 1.5
I.
I .
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I \
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,:--,..., -' r - J : fl ,. , ! i / \ \ • \ ••• \.•.v'
,_.,,,
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Q8. With the aid of sketches: "
~ - , '.J ._;_J;_ i __ .1 -· ·· :/,:;, -'
a. Explain various lines plan. -- --:::::--_-::::::;:::::::
. - - -----
b. The half-breadths of waterplane
·, of a ship of 120m length ad 15m brea
Station dth are given below:
0 1 2 3 4 5 6 7 8
Half- 1.6 2.8 5.5 6.4 7.3 6.2 4.2
breadth 2.0 0
Calculate i) Water plane area ll) TPC
in salt water iii) Cw iv) LCF from Mid
I 2019/FEB I I I I
-ship
\ I J
---PART- B,CURRENTLY
UNDERREVIEW---
A. Explain various lines plan.
© WWW.DIESELSHIP
.COM
• J
WWW .DIESELSHIP
.COM NAVAL
ARCH 39
- The lines of plan consist of proj ections of the intersection of the hull with a series of planes. Lines
plan is a 2-d scaled representation of the 3-D complex form of the ship through descriptive
geometry. The views are: !.Profile, 2.Body plan 3.Half breadth plan
- Lines Plan is used for the calculation of the following:
- Hydrostatic calculations, Capacity calculations, Trim calculations, Flood ing calculations, Cross
curves of stability calculations, Fairing and offset reading, Launching calculations, Resistance
calculations, Model making, Calculation of hydrodynamic derivatives, Calculation of hydrodynamic
derivatives, Calculations of bending moment, shearing force etc.
BodyPlan
- Projection of the ship on a transverse plane: Drawn on the right side of profile
Half-Bread
th PIan _.-::;::-_::::::::-.-::::::::
::::::---::.::.:::::~
-A graphic plan of one half ~fj heh ull_.Q.f ,_
a spip,_divided)eng_thwise._~piidships, showing water lines,
station _s, diagonals, and :~9i, "a~d -~1-~ 9_ck~-~~':..~ ·, , j / /: / / .-
C.':j
/', ,
• As ships are syrn~ 75rtc ,~~put _th~~ts ~ntreline· they only_l}_:ef ,be 9 5a"\ ~ f~ the starboard or port
side, thus the name
SheerPlan
,.,,.Hal. f-Breadth
' .
.Plan.
/;• , ,.; ' ·----::·iJ
- ----. _ --:::::--
- - ----
:1/'...,,,-:·---
~~' -
~,1 ✓:-::---..../ i \\
~
. . 1/ / / ,--,,<./ . ~ -....__ ~ Cr-,. . .
- A gra~hic f~~-e-a~d-a t ~,Ieva~~9n of t~ 7-hull of a ves f el, showmg -~ow ~ d Jmttoc Imes, stations,
water Imes, 4iagon~ls, ~eeks ; bulwar~, etc. i ~ ') (-;,\
// _-.-~;:-
.../, // l /
Q9.With reference to~ clining experiments; A. List ~e precautio~ ~ec~s~ary before ani~clinin~,expe~im~nt is carried out B.A box
---- \\ \;~ \\
met(e~ 19ngX j ~o metres wide, floats _in salt ~a~~r 0~ ari even keel at a dra{t of t retres. ~ °fentre lir e longitudinal
shaped vessel, 50_.
watertight bulkhead exten'ds from end to end and for tile full depth of the vessel. A compartment amidships on the starboard side is
15 metres lci°ngand~o ntains c¥ go with
perm ~~bilitx_30%: ~alcul~t~ ~eHst if this compartm~_nt i~•bilged. KG= 3 mj1tres. ALREADY
DONE1NMAR2012 11 r '~-,.; ·. P~-, i 11 I
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.:
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,._____../ / I t I
Ql O.Wi~ refere~~e tQ:~u~divisional s~~iliJrf ... "~ - /j r:::::_"J

A. Descril~e brieflt the s?~nifiCclf~~~(-th~.J~ctor of sub'~ivision. II [3:}
B. A ship of._8000~?nne <t~~placementflo~ts upright in f eawater ; fG =};~~an GM=O.Sm.
1
9
A tank, KGis 0.6m above the keel and 3.Sm from the centreline, ·contalns:ioo tonne of water
'. ·..,. .. ' ~ .., . / // / ....) ' '-'-..
· /i
ballast. Negle~~ng ~~ ~~e su~ ~ce effect~calculate ) he an~~ whi~~ -t~-~ 'shi~)Vill heel, when
the ballast water is pl,lmpe~ our-,>-... ____.✓ ~
.....
__ .,. '-.:r) " .l/
. 2018/OCT 2019/JAN , :z!)l9/FEB ·-.....:
.:::...--:::.:::::-
:~= -::::;::.
- ::---- . r:·•., \. //
"->, . . :,,/ /,,,// ,};·"
' .,/"'\ <\, ;)'\_:) ,· /
/ ;; / : ' ,..--....- '.~ ·-: \ \ \ _.//
A. Describe briefly thesignificance
.. .. ...,. ~I
of tlie~f~ctor:of,silbdivision.
; f
f I , ~, I \ l \ '; ~ \'i V
,., I
_,./
-~ ""
1
The factor of subdivision shall .depend ori-th ~ -length · of the· ship.,.and'for a given length shall vary
---.:- . .-- 1/
according to the nature of the service.:..
~ ~Jrftended. It shall decrease in a regu,ar
and continuous manner-
- The factor of subdivision shall depend on the length of the ship, and for a given length shall vary
according to the nature of the service for which the ship is intended. It shall decrease in a regular
and continuous manner,
- As the length of the ship increases, and
- From a factor A, applicable to ships primarily engaged in the carriage of cargo, to a factor B,
applicable to ships primarily engaged in the carriage of passengers.
:-The variations of the factors A and B shall be expressed by the following formulae (1) and (2)
where L is the length of the ship.
NAVAL
ARCH
40
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=~+ 0.18 (L = 131 mandupwards) (1)
A L-60
B = ~ + 0. 18 (L = 79 m and upwards)(Z)
L-42
Criterion of service bd ' . , shall be determined b h
- For a ship of given length, the appropriate factor of su IVISIOn ~ . ~ Yt e
O11 1
criterion of service numeral, called as criterion numeral, as given by th e owmg ormu ae (3) and
(4) where:
Cs= the criterion numeral;
L = the length of the ship (metres), as defined in regulation 2;
M = the volume of the machinery space ( cubic _metres) .!--·-·:=--....
P = the whole volume of the passenge r:;-spa tefbe!i'~ .the ~argin ·lln.~ _(cubic metres
V = the whole volume of the sh.ip;be lci,w.t h(~ar~irt ·li1e cu~.ic~~~efs) ¾ ,t
Pl= KN ,,;.-?' ( ..<;"! \_ \.-.r_::::.:,) { /-; / /''7 / '""- ~
Where: · //
/ . .., \ ,. ' \
/~,:::__\_ C;::)-----
,- - - - · · ··-' •. I ' ..
·- <._.'1 r.._) \ ,~
A' "'~
N = the number ofp ,~~~nge~s_f~r ~ hfch ~he.stii pisto 15i"cernQ ! ~ndK= 0.056L '\ \
e.d
- Where the value of l<r,;
.is'.gteat er 'tha1ttll e sum of P anl:Hhe whole'Volum ·e, of the act'u_al passenger
/ I . ,· . , . .•/ , , "-' . \ ' .
spaces above thJe ma ~~ii:t,_line,,the/ figure to _lfetaken as Pt\i s that sum bt, !:Wof~h,ird_s KN/ :XV hichever
is the greater. II ! ,-:,-
"---..;--/ ,11/
I --1.
I
1 ii
l \.\ 1• ,~ )'\
I
\ 1
· \\ \ L.- \\
When Pl is greater ,than P;
. , \ ,l,f
/' \
\•. . II
1/} -- ' \'\\ --,----!--\ \\
\\
1 ,-- M + 2P1 I ,/ . ~ ·•., ,. 1•
l '"'-~f /1,72_/
> '
ft/
.
And mother cases; ......__J
s =
)
V_
-+;_!__
1 - p : :~~----- -(~}
-------
-.... ~</ "-,J_
~-,....
//'
."~
\
\
\\
\
\:: )
j
'\\
<'.< \) 1
• ll
B. Numenca 1\\~o)u~ (.
~---·
.
f M+2P
Cs..,\721 V
\I \
-,~ , / ·-:-
-------- ~; (4)i .•_:-
·
./ '\/ ' >\ '-__
____
'<>,, -
- /)
) j
,,,
j
I
lj/
,\ , 1/ Fi:.?
IM
\\~ ';:::
.
0.5 m
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7.6m
_3.Sm i'/
- ---
::::::::--....
New KG = (8 ooox 7-6) - ( 100x"tr.6} :__ _ ~
8000-100
60800- 60
=----=-=- 7900 = 7,689 m.
New GM = 7.6 + 0.5 - 7.689 = 0.411 m
Heeling moment = 100 x 3.5 .
tan 8 100 X 3.5
= 7900 X 0.362 = 0.1224
Angle of heel, o =90 13 ,.
\
WWW .DIESELSHIP.COM NAVALARCH 41
_JANUARY
2019
Ql. Describethe effectof the followingon the ship's stability;A. Ice formation on superstructure, B. Effectsof wind and waves,
C.Changesthat takes placeduring the ships voyage,D. Bilgingof a compartment, E.Whilewater Is being pumped out from the
dry
dock.ALREADY
DONEIN FEU2019
Q2. A. Explain in detail, how an underwater survey is carried out;

B. State the requirements to be fulfilled before an underwater survey is acceptable to the
survey authority;
C.Construct a list of the items in order of importance that the underwater survey authority
should include.
2016/SROl 2017/SR06 2017/SRll . 2018/SR3 2018/SR06 2018/SROS 2018/0CT
.,,..,,,-:..,.
-
,,:,.,1/ __..\ ,' . ,-~.,
·····-·, r -·
,l r---,
-~
_
......
~
A. Explain in detail~ h~~ -~n ~n~.e,~ \at~_r !!eJfsi~rr~~~
~~ ..~
-9;u}--- .
,o,,.,.~
Underwater Survey )~,carrJ~.P out ~Y.'~~a~~1ficat10n soc1ety,_~p l ove_~ ?1~mg~ mpany m clear water,
with good visibili_~ : witt1 close felevisio_~~ c!_ y_n!i~r.:~~ yor's Rres.~_E_s e. There should be two-way
communication b/w diver ·and ·suIV,efcir: .---~ --:::::-_,,
,,
,.• ,, ·,'> .:.✓-· ~ _.,,, . "'
Survey Vehicle · :./_· /: .,{,· /,, \ 1 ("'0
-Aself-propell~d } ~.ry:~f°~e-~f l: is fi~ed with: j :-.'-v(~ .
-A long range low~li~9t T¥:camera to ~id steering an'd check for hull d~\erio_rc!t!on.
- A close view -~J~?' feso~tion colour T_Ycamera
for inspe~~n ofw~ld Sr,ams ,..._
- A 35mm still camera: f ,' /
.-\ ,
·---<>-
-An ultr~sonic probe i~ prf vided to me~s'uJ1ylat~ ~~ici~\~Ss
~1
',// /'
. ··1, ....,/' -..., ;~ .
l '.::-,)
gJv~ a·true pic~re \o_f st ~te, of hull ,coating and
\
}
\
- Water depth meter \ \ \ · /'- /;'•, ~ '-,. , _____,, . /

- Speed indicat~~ -..-, \\ ,A j' ' · '\:\ / ~
- Power is suppli_e_~-!rom -~~ey b-~~!lllld 1nfoymation is tr~nsferred to ,4urv~f }...9at by eans of an
umbilical cable l~ag,~om v~~icle to survey b/ :iat
- Vehicle is being floated by b'uoyancy space 1with compressed air supply frollla ·bottle .
) -~ -~ j,
/,(.!,.{
Survey Boat {\
,.
,.('_~,,~
// /
· •i '~ -,
"·,
\
'
·./ ,,,,;, / l.-. '<.. 10·
- It shows the surveyor .'and c~ntrol co~ ple_cohtaining/ :,_,,_::::::-;1/ ,,.,-:,-:/ <._,
,l....,/'
<' "(/... ... /J
/
\.~ , V ,, ~-:::.-;::;,-- ,-•, "'
- TV monitors '•,, 0~)'}; r• -- -- (~ ~) 0
- Plate thickness print 70ut '...\..:_/;; ;r·, i;,...,. .-. n ..,1,..,_\\ \ \ ') ·
6 1 11 ' 1}': Tfl \" 1\
·:--.......
- Audio cassette record er-'-:---..:---. V V l::J.:'J\Jj LuJ 1.Ll\.J\\B•\; )- _,,. /.//2
- Video cassette reorder ,-:----...
. ~
- Play back unit ~-- ~
- Diver communication system
- Vehicle control system and all associated instruments
Operation
- The survey vehicle is taken to the datum vehicle by a diver
- With the aid of TV monitors and using the shell expansion plan as a map, the vehicle may be
guided, from control console, over the bottom and sides of the hull by following weld-runs and
other features such as inlets and tank plugs
- Pictures and navigational information are relayed back and video recorded along with plate
thickness giving the surveyor an integrated visual record of all relevant information. The vehicle
will '";>oprovide pictures of stern frame, rudder, propeller, bilge keels and hull openings.
"'WWW.DIESELSHIP.COM
l __ __ _
ARCH
NAVAL 42
WWW,DIESELSHIP,COM down pintle clearance and to
. ment of stern tube bearing wear ,
also used for mea s u• e ck aim coupling bolts. .
• Divers arc
Insect stern seals anodes and rudder sto p tlon between the surveyor and the diver
-The video recording and audio recording of the conve,rsar knowledge of the ship's underwater
I sed to obtain a c ea
and thickness printouts are ana y
condition.
B. Conditions and Requirements . f I' hin paint in under water hull .

• This may be ~arried out ~or vessel hav:g r~:~ ~:~~: in-:ater survey by a particular system called
• The hull platm~ surface11·stollbe clea:e d ~ehicle with three brushing heads. It is drawn by a diver
"Brush kart". It 1shydrau ,ca Y opera e _ ---· ,....______
. __
to clear the plating surface of all for":~--- ~~ anrte fouhng; -- : ~ ::::::_ ,
• To be carried out under water sur:veillanc.e,of a s~rvey 1or ~ 1th., ----~
~..,-;;,_.,, .,., -: \ , ,
·-..._ i- f
~ / r- . I / ·"-~:: /',,
, ...'~
r-.....
- Ship suitable draught - ,..,.,.,._<-,
,,;:,.,
:· ( .., ,. \
\ ~1.-, ,-'--,
__ ,/ L_ ! i I I ! / ,' '..
'--...,
'
- In sheltered water ./
/;.
/
'.._
.
,~
· ., ~
··
>\,___:..__, i._ //,,
"' ·~
- -- / 1 '-\
..
..... •✓
', ~"'~
/.
- In water where visib~!1tyis_,gciod;~ \_/ ~
.,,., ~ ~ :'-/" .__ _j ·:,::\ . .
- May be carried in 1(eu of any ·one of the. two dQckmgs reqmted _-1p.a 5-year _penou , ~n ships less
/ r '\ '--..._ ,. ,/ ', \\
· ,y
( / ,'
·>/,•~·
"
. ~~
/ I I ,
than 15 years oid// (

130m (or1.
· ,. \<_,-:. \
- Beam of vessel to be greater thah less as agreed m special areas)\\ an'cl\ ·V,.;\ ' \\
, t : • ' ' • ., •/ I : I
- A suitable high} esistanc~ point must ha~e been applied \ \ \, _ ,.' \\

I, ~ '· / I , I ..- · -- _ \\ ,- ~ "> \\
Preparation q-hi_sl-~-~n is a1lfo known as fhell exp3,,si ,~~ -plan) --.'-, \\ '/ /.,. ·-.\
To facilitate unde_rwater' survey, plans mus_fbe submitted showing the external feature of the hull
below the shJJr ~fake togetlier '.WJtha-key,'pla1i indi~atfng the location of frarrles, bulkheads, weld
11 'I , ·:,._, , · ,_, ' ·' ,.
lines, openings, etc. in orde ~fh~t the surveyor ~an plan h_is-action beforehand J j 11
\ I\ \ _, "'"'· 1 I i!
\1 \1 ' / ' ,,. ~--'.:\-...__.,, /
•• ; , /';: ...... ..., . '- ,- -- . . ~/ /
1 i
C.Listofitem .~ --- -:_:; 1\\, , ff ' . '\- _C::..-.:::,// /
- Underwater ~
h, ll up,: ~ ~-~?ad ~ ~ter 'lin.~ ____ _,,./,,,,.1/ \ t:2::7 /1 /·
- Bottom an~ sid_e she~~fo\ dam~~es
- Shell opemng ed~es m~f>~<:!ed
I
for,~amage/wastage and comers for possible
)
1
c~~ J c8c:ks· //I/
- Condition ofoil ~~alfor'ste'rp tub~·~ \\ . ·/ // ' :..:,t.j . /I
-., / -/ ~ '-- .,/
~ ---~
/. / --
('t-:) ~ //
//
- Rope guard, conditf~!l of propel;r blades , --
- Sea tubes ~ C./11 >-- ~ __::::----- •-:- '•~ ·
...-., , "~ ~
/,
-" 1 //j
- Sea water 1/L and 0/L va ves ',J; ;n? _
r-,
-, ,·-"'\ ,),.:,,::)✓.,,,./)
- Sea ~hest grating
- Sacnficed anodes
•
'~
'~ I/ l I •' 1
c...
(.f •J / 1 r!_j:
~ ::::::---..._ l... -~
r~
rn·1\....
,__
~r"' ' ' \ \ ...\)
\" \_
J ,.-·,.
--_/,
\\\\'-{;-'/. ~~
~ - ,,,,,_,,/"
- Compressed air, steam pipe lines to s~ 1:ne-S~ :;:::
- Forward part of vessel for chaffing with chain d .
bow. ' amages wt th anchor including those on bulbous
- Condition of bilge keel, possible cracks.
- Boot topping region for rubbing against ua . .
WL) q ys a nd floatmg debris (region b/w ballast and loaded
- Tank drain plugs ➔ dents
QJ.A. List the precautions necessary before an inclinl -

metres wide, Ooatsin salt water on an even keel ng experiment is carried out B A box sh
end to end and for the fu11depth of the vessel. Ac:~ drart of 4 m~tre~.A centre line lon~itudinal ;ped ~essel, SO metres long >< 10
with penneability 30% . Calculatethe list ifth ' partment am1dsh1pson the starboa d 'd . atertight bulkhead extends from
is compartment is bilged. KG= 3m ALREA~s1 e is 15 metres long and contains cargo
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i
ii
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NAVAL 43
Q4. A. Describe briefly the significance of the factor of subdivision. B. A ship of 8000 tonne displacement floats upright in seawater.
KG= 7.6m and GM= 0.Sm. A tank, KG is 0.6m above the keel and 3.Sm from the centreline, contains 100 tonne of water ballast
Neglecting the free surface elTect,calculate the angle which the ship will heel, when the ballast wate r Is pump ed out ALREADY DONE
IN FEB2019
QS. A. Explain why the GMmust remain positive until the critical instant at which the ship
takes the blocks overall.
B. A ship of displacement 10,010 tones has a container of 10t at KG= 7.5m. The container is
shifted transversely. A pendulum oflength 7.5m def~cts through 13.Sm. GMof ship= 0.76m,
KM= 6.7m. Find the distance through which the container shifted. Also find the new KGif
the container is removed.
~ 8/0CT I 2019/JAN I -:--=
::-.:..::.
-1-----:-:-. .:---.... ' I
.-:-
t:::::-
---PART:..·n, CURRENTLY UNDER REVIEW ---
,,.<-- .- "' , , ..... I ' ,· ·- , ---::;~
••·/ f ('' ·
• •• • • • \ \ ", I :_
...~• " ..._} :'' .,
, .:.....
~~· ·. _.... ·• ~ '· ...._ .
, : ,._ _. I
A. Explain why the G~ must rem~in poajtive until_the c;ritic,JIinstant-at which the ship takes
r, / .) \ ' -✓ '\ " --J{ I I /', -, ~ --
_ ·- ·=---- --_;_~ - ,,., ..J )
· - -
iS the blocks overa!l, '/ _: :" , \___;;,...,., ____ -~

- Ships usually enters a dry dock with positive-m~en tr ic:height;~ii d is usuall:r,trimmed by stern,
centreline is rils ·t br ~~g~ rht i~'line
I' '-
the ceri"
• , / /
with
t;~ii~~ of the k~~lbloc~ ~·r >, I'
~. \ ,, ·• !' ', :\ \ \
-The dock gates are.~hen'clqsed and tlle water is pumped out of the ,dock in stages ),Since the ship
has a trim bf ster~ ~:tlie"st~~n,of the s~tp will first sit} n the keel bloc~ \ ( :i) \\
ill - At this moment 'the ' stability of the ship is very critical .hence -the rate ofpufoping 1out water is
..
.:... \~
__ ..: 1 / '/;
, - ·-.. , I_
reduced. ·,' .; ,..
. \_
. -... 1/ :'.-
• / / I/
' "-
,· \ \\•·, '\,._ J
Id f • f .i ;. v V .- • \ ---
- The interval of tiIJle from when the stern ,takes the blocks to the moment when the entire ship's
weight is'?orne by the p!lo~ks is calleiC~it ~fai Pefi~d/ {, ) )) ] l
- When the ship's stern '.just touches the keel blocks/ part o f.the ship's.weight is being oorne by the
11
keel bloc~. Th: _C.~~ta~\b~~ een the ste :9 -a'n~ the ~ 1e~blo~kcre ~tes ~· 'no.~~..:~ rea1/tion ' or up
thrust .•, ~·-::,:
-:-, \\\
.'
' ,,,
,r ~
_,/ (/
\.\
\ // ~
... -
-l
~-
1'
-' • , / .... .._ •
- The mag~~tude_~ P~~~his ~pward normal r~.a ction increasr s as the ~ey~l
o/ater,_ in;}he dry dock
reduces. It is ~hisup _~~rust t~~ creates a vi~ual reductio 1}in the "}.efuce11~r]5°eeig~\ iof the ship.
- Hence it is v~ry crucial.t~ maih,t~in sufficiJnt positive _!Tletace9!d { he!ght befor ~-p~cking, lacking
which, the ship· may h~i'o v~r to eith~r.side, ~r even slip offJn e'keetblo ~cipsize.
~ks11nd_.
,._:- : • :✓, '?,... - ·-
:::__-:::::::::----
··- ..:: r G ,:-'\ ✓/
_/
... ,/!_'/1/ 11,-7
°",~~
dynamical stabilicy, describe
r •• ,,\,<<.'\"--:,1"
SECTION-JJ
. the · effec t'.-of an increase in wind
_#
Q6. A. With reference · to ' '-
, __ ,.. r-1· : .' I ,4 I l !· j \ \ ' \ \ \ \ • ' \, / • _,,.,~ /
pressure when a vessel is at,its max1mum

, -..... a
' ngle of roll to wmdward.
~ .,-,·
B. A ship of 15000 tonne displacement _hasri g~tiQg~_y ersof O, 0.38, 1.0, 1.41 and 1.2 mat
angles of hell of0°, 15°, 30°, 45° and 60 °respe ctiveiy and an assumed KGof 7.0 m. The vessel
is loaded to this displacement but the KGis found to be 6.80m and GM1.Sm -
(i) Draw the amended stability curve; (ii) Estimate the dynamic stability at 60°
I 2011/SR7 I 2010/SR9 I 2014SR01 I 2015/SRll I 2019/JAN I I
UNDERREVIEW---
--- PART- A,CURRENTLY
(i) Draw the amended stability curve;
Here GG1= 0.20 m
I
8 sin8 GG1sin8 GZ G1Z SM Product
C>WWW.DIESELSHIP.COM
L
NAVAARCH 44
WWW.DIESELSHIP.COM :'-1' .• 0
0 ' ·o 0
4 1.72
0 0 0.43
0.0518 0.38 2.20
15 0.259 2
30 0.500 - -~ . 0.1000 .
..~~-
· 1.00
. . ~ 1.10-...
___....... - I-----'
4
'
6.20
...-.--
-----.. ...... 1.41 1.55
45 0.707 0.1414 1 ·1:37
.. 1:20 . 1.37 -'
60 0.866 '· 0.1732 ' ·. . ' 11.49
0
(Ii) Estimate the dynamic stability at 60

=~ X ~ X 11.49 X 9.81 X 15000
Dynamical sta b iIity 3
57.3
-~-·
- __..
-~--147500 l<N= 147.5
(''\ j . ~- ..
MN
. -.
........
<:::~...
i - .. ~--. -_ --1 ,. . ?
· .,, ~ - ..-
t.
Q7: A. What is meant by the Admiralty ~oe,fficient and _t~e ~ue~.Co~! fic1~~
~f 446~ K~ at A1 ·55 knots . The
B. A slip of 14900 tonne :<lispla cerifent \has ·~ ·shaft powei:
shaft power is reduce /../
cl't:o .4 120 kW.~hd...the
. .'
!lJeLCOQ~U~ption at t~E:_.same 'clisplac
..~_....... --~.....
-
..
---~-.... ., ...
\
\\
ement is
--~ \
541 kg/h . Calculat!;?1the fu~I c,ot;ffici ~nt for the .ship. ,

/ 2011/SR6 j2014/ SR03' '•. ·j20161/SR0~,1/ j2 016/$R04 j2017/SR12 12018/SROl '"·Jz ~1B/SR04 \I2019/JAN ]
'"' .1' ..)
/1/ / ! ~, , ' , .) ' ~---,
.... \
./ , ..., '\
/. , . ~ /.1 I I
'( , i '? \ ' 1
I (
A. Admiralty Coefficient .;: /
• ·,, • .:_, , / //
1
(
I
1
\\ \- ) \\
- It is sometim /s necessa ry tql btain an ap'pro ximationI/ (o,_th~ power of a sHip w ith ou t re i orting to
J t ,I \ 1
, ' ' I ( ..
! ... . - •. ' I
\. \\ \· ·. _) l\
model experi ments , An~ se~1ral methods ~ e,~vail~~Je. / /
!ent method :, ! his is
- One system io/hich has be~p i~,USEffor se_~~i:air:a rs ·is,_th e Admiralty Co~ftk
~~ may be exp ressed
~ased on the ~ssumption t1f t for small variati~ ~.~ _in sp ; e~--~he total resist 1an
mtheform : \ \\, / -·,. . •
, .... ,.,, ,. ··.
_.. , ,_ . 1 ,:
} ,If
___
.,
\\ \
,
Rt a.psy,n. °"-.-· ) ·-.__ > /;ff1 r-.._
• .:;
/1
,'
c::-..-:,~ \ \ // f r•::"'-
\\ S/f il'i
,.// . 2 \
\ ;
;
: ;,
t.--::: 1/
\\ (-t .\ 1
, .., ._ ___,-~As,•
Hence with con~~ant ~~ris~_ty, / \ , // ·::;

-.·... < /'
\\ ..-··,.' ~ I 2 I / '/ c-:, ·, ) ·'
~\ \j : ) .. ~ Rt a .[).i yn I
./Y
//
) I/
-·- ··--.:: , /;
- /
;..')::·/.;
But, \\ · (/ ;,' '' " Power ~-Rt X
. __ .,,.-·C:.- .
vn./
_>-' (_-l., \_,
\\ V ,
_,. " ~
~
·v 1
(: / /'>-...
~~ z _..-~.,,,-
a ni :::.y:n-u.--:::,::-- - . <:, ·· ,,
.' (\ \ ' '\ /1/
J
·7""'
0 r, ~"'" '·•··,'• ,; I ~-
'·///) j(,
·;J 1r--i
- - ---
~\' -.~·, ', .., , , 'V
, .
-?
.,. 1/; I// r•.
,,...,, ~ . , , ti.:. ' • \ (\ .,
...... ✓/
, ' • •.) / .' , , I I f . 1'1! f'\ 1 ' ., ( \ \ \ \ '. \ \ , .' • · '/
-::-, p ''1i, ; f ,)' fl 3•1vn+ ~ \ , ;, .::\f /./

· · ' , ,... •·' ....✓/ wer = '
..,:--f:'
·, ::-_-
. . ·. ~~ A coeffici ent _.-,_:_ ;:-Y
This co-efficient 1s called admiralty coefficient~~ :;..---
:::::::-
- Originally this method was used to determ·me th e power suppl' d b h
Since types of
machinery vary considerably it is now consi'd ere d th at the relaf ie b Y t e engine.
and shaft power (sp) is of more practical value . ion etween displacement , speed
- Most merchant ships may be classed as sl .
ow or medmm speed d'
may b eta ken as 2. Thus, ' an •0 r such vessels the index 'n'
2
Admiralty Coefficient C -= [).i V3
Where, L\ = Displacement in tonne. Shaft Power

V = Ship speed in Knots,
© WWW,DIESELSHIP,COIVI
Shaft power= Shaft power in kW
Fuel Coefficient
• The fuel consumption of a ship depends upon the power developed, indeed the overall efficiency
of power plant is often measured in term s of the specific fuel consumption which is the
consumption per unit of power, expressed in kg/h.
- Efficient engines may have a specific fuel consumption of about 0.20 kg/kW h. while that for a
steam turbine may be about 0.30 kg/ kWh.
- The specific fuel consumption of a ship at different speeds follows the form shown in Figure
Fuel
;.. ~ ,- (- -- :J I '
,--:::·
Cons •
..,,.~,.,- /..,.\ \
\' ,..---..
,, ,
l -1' I
I '""'/
1
Kg/kW ih -:::~- ~:a: :.-..,~--- ' - ' ,.._- --.------
'/ / / . __
,.,.1/ ,.,,
/~
.... ~ =
/A) \
.. >(< ••\\
~
, ~_jt__..,, '--f l..,J / / / •,,..•;•"- ' " '
..._I.I r ' ""
#
//
1/ /
',
,·- '----:;i /
> -
~
J-~
.-
~
,<.. -- , .,
-DIESElSHIP
.
,,,-
JI,.. _ ,
.......___,
• · -..__..~ 1 \
/I
;,' _I
I ,· , ~ )
, /
/' ,·
( /
/ ,,.-
r / .,--
.....
- ---- -_
, :---.
•, ' , .
• -~
, •, ,-- - , ~
/,/ ( ~-'( 1--?"

//
rf/ l
½ .
Vz 'v1.._ .._
( \.~
-vr ----..\
11 , ., ,, ! ..... :\.
·1' ' .r---.>/ 1/
i• Sh1p·Speed '\\
~ \.
. ,O '
I• II ,,.-"<"~.,.......
__ I
, .• ,
- I///
// \
. I
/·1
-- - ,
\\ \ ' "-.- ")"i
Between Vl ari_d.V2 the specific consumption mav ·b e._~n~garded as ,onst ~ t fpr .practi al purposes,
:· 1 ,· -" , ,: \ 1/ I/ \\ , -.
and ifthe 1f hit~ ee? var ies ~~1-t~_:~ ~~~ !~es ~J iinj~s. then: \ \ t:-_;
// ·-..J / .Fu1el consumpt !~~ Jy nitti~~P · Power developed
1
Il ;\ ( Fuel cons~ni.{>tion / JInit.time a Sp ) ),~
.
And smce, ., \\ \-. ,/·•·'.... ,/", ~
'),·'/· ""'' '·~--- -.'
\ ·\ \ ,, ,; '-z . r·--....
·\ ~_;-? -. \\ "-, p/ t:ii v3 \
,,./c,, // f::.;·1
Fuel consu ~ pti ririY,,y nit ti~ e a~¾-0 ,, / } /I {~
_ '~, ~iv3
\-. -:..,~:>
·.. /d '' T\ onn e /
I ' ~/, !.S:5,;:/2
0 r, Fue l cons~~ pt10~ = Fuel.Coefficient
_,, J.}:'.:
__ ,,/;,/ .., •,'...::
r--.
) I
I .
- Values of fuel \ o\.effic(e·~f y.ary betw ~ ~abo'ut-40 000 : 9-d:l -'2O009 , Tnt Ji ighe J ~alues indicating
more efficient ship s._ (?/?> , --~~~ ,,,-G'~ ",/-
,_ - ,' I I I .~>.., - -:-,\ \ ) . '.'.:., /.
~' "-i.~/ /,' JI :j -. .._\~ t.,\. \ , ) -,0
,·, ).I/Ji , r •• -•~ ,-,·, \";'){' {' •,\\\ \'• ~
·..; ,..Ji:;//(.tf/!_ / /
B. Numerical Solution'~:::_..___ . i.~ \ ~- \ \ ~ -f /
With constant displacement and ,A.:dmiraltycoefficient : SP a.~ ----/2
~ 460 ~ (14.55) ~-
4120 V1
3
V1 = 14.55 x ~= 14.17 knots
4460
At 14.17 knots , fuel consumption = 541 kg/h = 541 x 24x10 3 tonne/day

= 12.93 tonne/day.
2
= 140003 14.17 3
X =
Fuel coefficient 132700
12.98
: .
QB.A. Define the purpose of cofferdams,
-/ B. State where cofferdams are most likely to be found on:
~ WWW,DIESELSHIP.COM
NAVAL
ARCH 46
WWW,DIESELSHIP,COM ___ .:..---- - - -- _ll!~;;;.:..--
(1) Dry cargo ships; (II) Oil tankers. . bout danger of entering void spaces ..
C (I) State what lnfonuatlon Is available a b . observed before and durmg entry to
. ti precaution to e
(II) Identify, with reasons, te --- --.--- - -r- ---r ---
cofferdams. _ ___ I 2~19/IAFJ I I I J
rzo:ts J7oi7is@
/SR11 2018/0CT _
A Define the purpose of cofferdams b tw different watertight bulkhead or

· d d Insulating space e een 2
• The cofferdam is provi e as an 'd ntamination of contents from tanks that
decks within the ship structure. Usually to avo1 any co
contain dissimilar material . . 1 "th each·other are carried on the same vessel, one
- If two different cargoes that react dang~-?~ y _w1 ----=:::---.
.
ll ·red.between the,cargo spaces. ~
or more cofferdams are usua Y~~;9m . ,__..\ . h ~ndi~g Jr~artgeme ~ts 1rqd manholes access .
• Cofferdams are always left ~s;vo1d_s~ace~ W!t s~> . r . : ,.'"''i' /' , ,_ '~ -,
/, ~1/ I \,./ ·. , 1..-,:· _ ./ 1., i 1 I j / l ·, ~
B.S .. \
ij
)
/ '- '. ,·.>0'- -·' - -
tate where cofferdams are'mos!likely to_be fo'-!~d..o~: .. ·"-., ,_./'
(i) Dry cargo ships;f' / ; _ · ··/ .-· /4-:?'.
,---_:::;.---
/ .-- , ·--~ C /'. - ,
~:'...
'\'\
\,
-~
- ·- -..JL_ 1/ () \ '~
-The Cofferdam fou~d in'allships in regions ~ entioned b,elow; '~~ 1._ ,_· " <) \ .
611
• Between fuel oi_lt;n~ ;-an'i:i'16be and fi;~ h water tan 1i5in the engine ·(,oom < =~\ '~
-All around maih en.gih~ lube ~iidrain or ~ump tank to_~eparate it from o~ ,er d.<?._u ~!; bo \pm tank
. Between othei di~~~f gr~4' liquid tan~ like diese}_§n/9 d fuel"oil s~~ic r tanf \ '.-. '\
• Cofferdam is'.ilso provided to give access to _the ho_l_gmg,down bolts for ~a1 ~iengm~. ,1
/I I Ji ,, , ' A , , • \ ,.
- Between ca~o tank and a~f oryimodation,~~ace.';/ ~· •; . _, \ \1 ii ..
• Between forward most t argo tank and the, other _compartment forward , ,but aft of cblhs10n
bulkhead. \ \ \\ \ / .. ,';<:.,/~ -~:~-:-~
---- ___/ }j I/
(ii) Oil tanke\1 ...---\ \ \ \ _ . // /;'' · . . ,.! // 2_::.::-_
-~ //
• In cargo ships wliere i.vanous hqmd cargoes,,are earned, ~rrangemen~ may -b~ made to fit
I' ( - J ~\ ---- / • / / - ~.- · I/
cofferdams benr~en d. e,ep, tanKS\ • I I I/ .{-:..'
·...,_,
I/
- Also be fitted im1!1ediat~ly_forward of the machine space / / :-:.:._:/J
// j;
- A pipe tunnel a~:foffer d1rri) S gio e ~a! ly fitted t~rough th_~m·wit~ -~c2ess the e~, ine room. _fro¥·
Thistunnelcarries the bil(e piping as it is up desi rable to pass this 'tnrough t h\ -de ep t£rtks carrying
1,' t
CJ?', ,,./~>>-'\ / 1/
\\. . (-../ I ', -.:::--.,.-._ __.,..,, _,,,; ' ._ •,
oil cargoes. '~ --=:::::::=::.:::::::=>--'

- Between cargo space a~ rnachile _J :si1a,cr l 1:1rnp roon_1_alsq ,n;iay~ :e· of ~offerdam. ap1rt
- A cofferdam is also provide) .betwe ei-i'Jriy.act omm dd~ti1h\ ind ~ii c·argo ta rtks.
/ ••:...✓
,---........ • r I·~~. ' I'-·I - I .I - i • .• :._
'- ,:::_, I
_,,,.
_..,,
"'"""'-""- /,,.,
C. (i) State what Information is avaiia6Iec1b~_~ang ~~ of erttefi ~g void spaces.
Toxic Atmosphere
A toxic . atmosphere may cause various acute effects, including impairment of judgement,
unconsciousness and death. A toxic atmosphere may occur due to th e presence or mgress • of
h azar d ous su bstances.
Oxygen Deficiency
Oxygen can be lacking a confined space for the following reasons:
- Displacement of air by another gas
- Various biological processes or chemical reactions
-Absorption of air onto steel surfaces, especially where these are darn
Flammable or Explosive Atmospheres p
A flammable atmosph ere pr esents a risk of fire or explosion.
Flowing Liquid or Free Flowing Solids
Liquids or solids can flow into the confined sp ace causing drowning, suffocation, burns and other
injuri es. Solids in powd er form may also be disturb ed in a confined sp ace resulting in an
asphyxiating atmosphe re.
Excessive Heat
The enclosed nature of a confined spac e can incre ase the risk of heat stroke or collapse from heat
str ess, if conditions are excessively hot.
(ii) Identify, with reasons, the precaution to be observed before and during entry to
cofferdams. ~..=--=:::=.:.:::: :::::.:::·-
Cofferdam is cons idered as end cised __space and all -pr~~ n~ nd documentations shall be
followed accordingly. ,,// _,.-_) \ \ ',. ··-.\ / !_/ / ( ....... 1 ,-....
_.,.r/ _;.., r• · ,,......."' \ \ .,. _:;,, j j-1 I :"'~-..-:;· / "'--.., "
SMSchecklist -Alway:' fol~o~ shipb9ard SMSform for encl_osed·space/ entry which is not only a legal
/ / / _. • ·-· _., I/ /
I_, • ' "'
requirement but ,•also prov en ship spe cific.m e~hod. tha t.suits 'to the)l jp.
ature ofsh'\.,-...
/ \. i - - - --- -- ~ -----..:.~ . ~ . • _., /
- The c~eckl~st_r,rlll _~P )~.al~Ji ave J~~-
folfo~ ng asp~,cts to·be ,~~ cke1 ~~c!_~ nsur\~
- ldent1ficat10!1of pe~~-oy ne~ ;K responsible office_r of the operat io!\. w!}o is usually a senior
person_nel or bo_ard ::--:: ../ _// ( . ; \ '-.)
1
r,.;\ . ' .
- Identificat ,1on_?-L~~~~pas.e being entered
/7 \\
/ _ "'\
-·· -- -....._- '-.. \\\\ ci' JI..-, \
q \
Pre-ent-ru ., ..·.- - ·.;
----.0..:--"'-=--&&.~....... // // 1//
- The space shall be ventilated at least2 -4 hours /prior entry with at least 2~manhol ~s opened to
ensure ci~ss"ventil ~tio ~ 'occurs.A ir en'i~"r~
I II ,' --> ' . -r;,, '
the entry ·but also to hidden area with extended hose,.ancl.

Oz - 20 .9%
H2S- 0 \\
.
/0
\ \ ,___,,,,
(.?~:.
1··
,~\
. ,~ --
\ l\
1
one j i:I/~ ~d exhausts thr~-ug~ .oth ; r side. I\
-After a1equate ventil~~io_n,the air supplf ,l~_stopp ,~d-~~ the atmos P,he1~e is checked not only at
checked for the J/•following;
( ,.,
,j f' ·. "
.Il
\ ~
I .{
t r-- .
J
CO-0
1
'
\,
' ·:-,-".,
r ..,.-
\ ·.
~~
/ / j (....::-)
1
~......:)-
Explosive limit
..,.
- 0<::_".:·
. .\.'\.'
- _,.,,.'
,l ,,,
;1
! ' ,,
(/_ : '-. '·~ -'
- Once these parame ter:s are satisfactory, th e..ventilation shall commence ancl COl}tinue throu ghout
. ._
the operation. ' \
( /_ /
,/ ,~
"--0--
---~ ---
'--
--
/ .Y
-"
__..,,,,:::,-
,J.)
t,_:_
<, -c::_. ~
1/11
\_,
- The form shall b·; ~uly
Rescuegear -,
'\:::.'l,,
e1t~--~
fili
~-ii~n~~d ·bya ll·the ·par ti~ .,i~t~~ -e_:) -~>
v.:f ,.J, , 1 l ;;,l ! -1I___ r~·,.r-.\-.\1, .i ·,_; //
_,,
#
; ) r•·r, ~i
I . f >" (I \ '•· /
\ \ \ \
- Complete set ofrescue 'ge,~ i~ prepar e~ ~_E;:X ~tp 1thf~ n.!_ ra~~e:of thJ~ pa ce entered.
Communication --, ..
' <~~'-- ~7
,,,,.,,,.. __
b.~U partie si nvolved.
- All communication and gestures are1i'gree euy_j~
Sentry .
- During entry and at all times a sentry should be placed in the entrance who shall have clear and
constant communication with the people enter ed and bridge / ECR
Q9. Describe the arrangement of tank top and double bottom in the machinery space making
particular reference to the structure and scantlings below the main engine. Show the
method adopted in the arrangement of D.B.tanks to avoid contamination offresh water, fuel
oil and lube oil stored in D.B. tanks.
I 2015/SRll I 2017/SR06 j 2019/JAN I
ARCH
NAVAL
48
... .. .... ...·.:~ .

~
/l/VETED
:•" ... . ... ... ..
WWW.DIESELSHIP.COM NAVAL
ARCH 49
\ :
-,
.\
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/' ..--:·.::,// lo!;!~~al \\;e
/ \' \\
Fl:~
Jffe~
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The mac~;ne
11 .- -- ,, ·\ · • , . , ,
ry seats m~t pe extremely w~n)uppoi-te~-~oprevent any ~o xement of th l rachinery.
.
'I
j:: Addition ~ girders are ~tte~ in the double bott~m a~(~ ?~ l!!_
the enginr in an attemp f ~o r;educe the possi~}lity,Pf mov,ement which cowd
~kness of,the ~ank top incr r5ed under
1 7
I• c~~ sever vibration
I ,'
!• in the ship_.for ~i01ilar re~sons,!_he shaf~~m~ _propeller mus,t be well sup~ort~ ~ -· /;
// Great care must
·,
be.taken in the machinery ·space to ensure that the main a.J!d~_uxiliary machinery
'r \ I ,, I \ I'
' are efficiently sup_ported.'--weak supports .may cause damage to ·the machiner y :' while large
g ~~y lead to v~bration of t~e stru:~r?
1
unsupported ~,~nels of p~~~in
The main engine bed plate is bolted ,through a tan~ top plat~..:which is about 40mm thick
,:.
:?•-:: ;/
and is
continuous to th~
'.
!tiru~t\l9s½, ~~atin.g; :::..-:,:::.::_ -- =--==---
~;:
::<---
1
..,..... r-:-,'-..,~--:.- / /
N
iature are
ery partS-
FLATBAR
STIFFENER
A girder fitted on each side of the bedplate in such a way that the holding down bolts pass
through
the top angle of the girder.
~ WWW .DIESELSHIP.COM
NAVAL ARCH so
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ti t Of the grider in way
of the holding-
In welded ship a horizontal nat Is sometimes fl ttec1to 1e op
down bolts. . . (i
rd
In motor ships where a drain tank Is required under the machinery, a coffe am IS fitted giving
access to the holding down bolts and Isolating the drain from the remainder of the double bottom
tanks.
Additional longitudinal girders are fitted in way of heavy auxili ary machinery such as generators.
access to these D/B tanks and cofferdam is provided by watertight manhole door.
docking plugs are fitted in all D/B tanks for complete draining in dry-dock for purpose of inspection
air pipes and sounding pipes are also fitted to D/B tank and these tanks are tested by maximum
service pressure head.
.._...-:::.:::--..:.:
.---,,: ..
...::..---· -
--- ·.:._-'"':":::::.:,-.,.
Q10. A. Explainthe effects on stabiH~ en a tank is partially filled with liquid.
B. A ship of 11200 tonne displacertie~t haJ a ·double·_bottoin ·tankl: ~ntaining
·,•,
oil. Whose
, '/ , f • '-
·,.,•'\', , ' I __ ,
(i
centre of gravity is 16.Sm forward .ind .6.6m below the centre of gravity of the ship? When
, ,,,,, ., , / , ... ~· ,J • ' " .. _ -- ...
the oil is used the sh!p's centre of gravity mov~~--~80m~ calculate ·~-(i) The mass of oil used;
(ii) The angle which the centre of gravitr~; es relati~e to the horizontal. \~
/ 2012/SRU I 2015/SRU ·, ,, 2019/JAN , I . ,,, 'I ·,•,-1 . '., 1~-- A
Q
A
d
D
p
1
fr
2.
sl
3.
n
n
a1
6.6m
4.
u:
5.
g C<
· + · =· · ✓315.81
16 52 6 62 6
This is the distance from the centre ofg~!vity f=h✓
0 t e tank to the 1
= 17.77 m fc
ongma centre of gravity of the ship. 7,
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CC>
WWW .DIESELSHIP
.COM NAVALARCH 51
(i) Let, m = mass of oil used.
Then shift in centre of gravity = ___ m_x_G~g~-
,, Final d isplacement
m X 17,77
0.380 =
11200-m
0.380 x 11200 - 0.380 x m = 17.77 x m
m (0.380 + 17.77) = 17.77 x m
-- m ------
0.380 X 11200
( 0.380 + 7.770)
4256
= ms= 234 .s
234;5 tonne.
n e =-6.6 =0.40 ---- -
,.---:::.-
--:::: m ::::.=;::
----~-
(1·1·) tan /°/ ,,.---,
,,.,-:,...,- .,,_c---.,1 ~ f
r- ---..;~
--....
- f'--...., ·----=----
).J·--
r~• 1,r.::.._,.
16 .5 /.,., / ,: \ \, ,, , 1 ~
1; , :/
.,r /
.,
.•
,·
/
/\
1,
\ \
,..
,.. _:_;,
,
I I
t '
. / "•·---.._ ~
!
I -......_:
➔ e = tan ·l (0,40) =,21.8 ° .::;...._·

/ /' ./
:.·a·.::;21"48 ''
,.✓4
__ • \ ... ,./'.,..
0 L. .: L ! I
.Jt....
~ ,; 0 .\ I/. ··-., '
J Ans: (i) Tg{~ ~,ss,?.f! ~e_':o
n-ris~~;~:-234:S·°icinne-=:_
~ ,/°' ,~
..) h// . ,. . ,, /,/ ✓----,
T e ~ngle_,wh1ch t}:l~:centre .of gravity Jl\Ovesrelatl'I(~to th_eJi~rizon~ is 21 °48 '
~--- ""'
(u
d
y
.' i ' ~. .-· : '-' ! .

2010/SRl I 2011/SR7 i 2011/SR9 . ·· '-2.011/SllB. '< '- 2011/SRZ J zql0/SRll ZQl0/SRl0
2010/SR7 . '...\- ..;2Pl0/SR6 ~;j·, l ZOW/SRl ;< J . ,_2011/SE.2.'.:·_-, '.?012/SR~( .;_;-~; ~-'20 ~2/SR7 ",,: · _;2013/~Rll ·_
2014/SR0Z .- 2014/SR4 '' 2014/SR07 / ; 20.1,5/ SR0Z . 2015/SR03 ,2015/S _R0.'\.."7 ~_015/SR0B
}!>16/S~0l '; :,.:--'2 ~J6/SR02 .-;,,;,_:;~p16/S~03 ;: ,,: "~20J6/$RQ7 , -;:_,,;.2Q17/$R02 ;_.,: '2Qi7,/SR09,., ,i017/SR11
2017/SR12 '·2Q,18/SR03\\ 2018/SR06 t018/SR07 ~018/SR0B 2018./Sfl~Z '/ 1;,
' ,_✓ ~- I I ' ~
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DRYDOCKIN~~- ' /?.,/:> ""~~~ '- \ /'/ / ,~-. ~ i
!<E>
Prelimi_narypr~parat!ori~:~-rior to~~?. :~ock .--- --- ..-~Y
1. D~wmgs of she\!_,~x~an~~~-~~J~~• stern gear,--
,,, ~c) t.:)
r.udder·gear, p~9~,~J~~S5hip-~iJievalv_es& gratings,
J
frammgs are to be stu,d1ed andJ ~pt~~~qy for dry do.ck,.,,,\\\\ :)' ~-' ,.{/
' • ; '; ( ,, i ,-.. . • , '\ \ ',(\ .\ •• rr /
2. Reports of last two dry::~~cks·to_~~1 ~~~_c,~79-i~atl s,1'\~;1\~ r(rttub~_~ armgs, shaft tube bearings,
1
shaft seal poker gauge readirig,-r~dder drop, pintle clearance e~~-)l oted .
. ··
........ ./' ./
3. Inventory of spares (for machiriefy .to -b~~'! ~ -,:J oo1s·(spanners for propeller pilgrim nut,
rudder palm bolts, drop gauge, po~er gauge, trammel gauge, intermediate shaft coupling bolts,
rudder pin tie nut bolts etc. are to be taken. Inventory of stores e.g. pipes, bends , flanges, valves etc.
are also to be taken for probable use.
4. Continuous survey of Machinery items identified - for dry dock (tail shaft, propeller, rudder,
underwater valves, sea chests, Bow thruster, stabilizer etc.)
5. Identification of defects and preparation of defect list, to be carried out during dry dock, in
consultation with all engineers.
6. Preparation of spares and stores indent both imported and indigenous and to be sent to office
for procurement before dry dock.
7: Requirement of any specialized service of equipment manufacturer such
I,
,j
NAVAL
ARCH
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· . 'alist's identification. · ·
8. Job allotment to ship staff, ship yard, and spectci ' tory comple tion of all jobs w1thm the dry.
9. Job timing schedul e to prepare t O ensur e sat s1ac
.
.
docking perio d. . . ment during the various stages of dry docking.
10. Maintaining safety· readiness of safety equd en lne room.
Prevention of nooding f doub le bottom tanks an gd t'fl d by frame numbers and to ascertain
11 Tank plugs· engine room D.B tan k Plugs to be I en t e t t be touched such as 01'l tan ks .
· tank to drain via plugs in dry d ock a nd which p Iugs no O
which '
Before entering dry dock- k ly i's compatible with the ship 's voltage,
h
• Shore electrical supply- to c eck w hether dry doc supp t · after checking interlock.
d to arrange connec ,on
frequency and phase sequence an ,- :s-- --t.. ·fri'dge auxiliary condenser or sanitary
f h. 's generator ..uomes tc-
- Utility service- in the event O s tp _...,.::--· ' ts· mu sfbe made to pipe shore water
system reqmred . to b e use d, m ,,.
t - -,,..,
· th dry dock ithen . , arrangemen
·•. : U i. r---,, ,,.... :--....
into those system and disc~~;g~'t~ s~o~~_f~ ct ~ -~~r: / /i na ~~~-r l ' fi~~,~~ ction main and to
- Fire protection- fire connec_t10n·to ~~~- ~a e to e m e '-...1., '-~- ' \ '·,
sprinkler system conne cf~d .to 'it ·-- \ __,,..,-
1 ·· ~-.=::::::::::::: ..==.:::::::::: . ::::--.
' ,,,,..___
---~ t ff0,,
- Impressed current ~ ste~ ,J res!J.wate i:,gerier~ or,.oily.._ bilge sepa _~ttor to,:\ ; ~~ 0 \:
/ I
Information required: 1 '.<
,· , , ✓- /1/ / \ ,
·/.> //
',
/ , ~
I
\.\ ·, '_
'\ ,
' d. d
+ Gas free certifltl tes n_ius _t)~ obfained fol any empty f~el tanks etc. 3 ~ re t ~:.5) wor e m ry
I
!
dock. 1I , ( ,, '
1/
; / / \\ ' \'
/ ..,,., , ; \ I ___ \ ':-~~ \ .
1
+ Betiore en t enn/ . g .th-e- dry ·-.....
doc ' - all tanks and bilges ar'e ,s·ound ed and reco ded. _Ai:iy trans ferrmg
, .K, \ / ,. . , . •• .. • ,
1 1 1 1
considered nJc!esdty shoul d be carried orut ,!n ad~an~- ~-'Since tank sou~dt? _gs JUSt•pno~ ~ o dry
docking are l?~gJd,·any fu~i/a~d wa ter ~o~~~e? in' do~~ _and its effect 0~ tr im and heel ay be I
determined , ~r~m the table ~ !of ~.ydrostattc data a,~ d loa~t g ~-!~ l-~. _J j) /
Just entering ,~ry dock:· \ \ 1 '. , • ./ >/ ·-~2\ - - --·. Ji . !1
• Ship should be up~~,ht_and ~ im~ ed slightly ~y st ~rn, empty of cargo, with pim1~~ -~ _fre~ f urface
l ~~- ~ ·--- -----✓"·· c/; /!
1
in the tanks. \\ !-"::::'? //
-The ship is lin~d up ·tiv~r the ~ eel blocks by per:fuanent marks1on the dock ga_te sa ~d head or by
\.✓- · ') I'
~ I
\\ \ I // :_ '·--:·-
plumb lines. · \' (~--> { / //' / ,,;: -<: ;/
- As the dock watei\ ,is puni'l ~d;out, t ile ship sho tild land th,e after :3~d'the re,act !on oi;i:the ,' stern of
the ship increases ~nt_il the ~ship~is just abou t_to to uch-all aJo~g#d ie blqcks ,·side sh 6f es are fitted
aligning with bulkhe~d~ ames:: <J >-, ~~ ,,.-, G<:
~, //'
-All the tank soundings a~e taken
-,~>,.,
\1g
ai~>to .ensure there is no damag ·~·
,·,'1J; i, ,., , 'rf-1/ 0J\~- I ..• , \,\ ',., .
t~1ln
y tank i due to the sitting
/✓•
on keel block "'~ - ·· ,'--tU 1.'} t, , \ \:i \; ,,,~
- Shore electrical connection and 'either .service conne ction are made :"'?
........
...._ ·/''
lndrydock:- ' ~---~
- To clean hull of marine growth to reduce ship resistance , thereby increase speed and minimize
fuel consumption. Anodes and reference electrodes are to be covered .
- Docking survey of hull and machinery as per the requirement of classification society to maintain
'class'.
- Hull inspection- all underwater parts of the hull are inspected for damage and corrosion.
Distortion, dent is observed and inspection of the inside of the ship is carried out to determine
internal damage if any. Serious are to be repaired and thinned plate sections are to be strengthened
by doublers plate or stiffeners. Distorted bilge keel s to be logged.
- Corrosion all cathodic protection system should be checked for secu ·ty f h d
. . necessary. Particular
sacrificial anodes should be renewed tf attentio nt bo attac
. ment an wornt
n o e paid at the forefoot, a
<0WWW,DIESELSHIP.COM
,, WWW.DIESELSHIP.COM NAVALARCH 53
the aft end in way of stern frame and on twin screw ships around propeller 'A' brackets, for
:,
:,,
corrosion and cracks. Edges of weld to check for corrosion attack.
• Rudder- to check rudder drop between the rudder stock and carrier bearing. To check pintle
clearance, security of palm coupling and condition of stock. To remove rudder, drain plug to check
if water has gone inside. After repair, It is tested by water head of 2.5 mtr above the rudder top
surface. Internal oil coat is given before closing drain plug.
'., - Propeller: propeller to be examined for erosion due to cavitations, cracks and bent blades. CP
blade bolts and cone connection to be checked. Blades to be polished, edges to be rounded.
- Stern gear: stern tube bearing wear out and oil seal condition to inspect
'I
- Underwater valves, Sea chests- all under water valves. Valves grids, and ship's boxes should be
r
examined from the dock bottom ~~ -~_!l ~!.Jretlfe- grids' are clt a_£~ d secure. The valve body, valve lid,
valve seal and spindle to examine and _to overhaul and _preface ' daqiaged parts.
,.,;__..,
i . >-..
#
""', •• \ • •• • • ,
- Anchors and cables- lowered 9n the doclc floor for spe~ial suryey. co ·r ro~ion and wastage if greater
.; / I J 1' ~•~ \ I _ ) .' 1
; I • ~- - / ',. '
than 11%, then defec~ve ~e9gt~ t~::~~Blace as also in the c~~e ~fcrac~ _in~W link Joining shackles
,· • • ., •• , f , / , \ ' :"\
are p~rted and ch_e:ck~d~~ ~~-,reass ~-~~ E~g,_the_pfn~-:::~ !re tQ_, be :t ~7 ealed ~ th a lead pellet.
Leavmg dry dock. 7 , ~ / / // ,.,.,------,
, . ' ... /,,;' ' _ ,, ·, -~ __,_
\
__
·, \\ \
Just before flooding the .dock, aJJ;underwater firings are checked' to seethey_ilre satisfactory boxed
,, /
I ' ~,,; / ~
,- ' / / '' \.' ,.. \ \
~p and all d~u?l~ :P ,Qg~fo .J,rik drai ? , ~lugs checkep to ensure th~~_a·r\~ :P ,laceq \~nd prope~ly
tightened. _B,efor_1:_HC>
_9dm~ -lank sou9d1.ngs are ta~en, so that any ad{~stm~p~ to heel and tnm
required_ ~~n b~~~~e, tq pring the ship\ in stable ~~nqit_ion~------ -"-- .
On floodi\lg, fonsta~t c~~c~ -~~.':_~
\i ;( .'.
'_ \\ ,
_to b~ f!l~ de t9 ,~h foll~wmg f~r any lea\ ag~or abno ~r ahty-
• All und~rwater valve ~; shJps1de valves, :~ea c~est gr~~~mgs fittings. \ \ \
7
1
• Stern tube to watch f9~ le aks, stern gland ; ~~dder sJoc~~ land to be e9ui Piped, ifleak s ows. _
1
- Impressed current system anodes, position of.hwl i'eRairs ; fu~l tanks, 1
Tank soundings etc. to O.B /II
be checked to ens~re ev~_rytlpng 1s all ngh~ / ,/~t ·-
I I ' . . . ./ ·-) - --- .,
'-'\ /; , :- ~ ~. J
.'.. ~-;~__
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v/ \ // t--::.:} II
Q2. State how and wh0 the following machinery iteIIJs are effected ,when ~e maximum
,, , ,-' , \ f I I/ :', '- . ;• 1 I
service speed of :~ :~f:ssel :l~,
consiste~tl! mai~taine~ In he~J.Yw~~~ -~f· Ai;fotennediate
shafting, B. Propeller -shaftmg,
,. C.
'·
Shaftmg couplmg bolts, D.,JVJam thrust pads / .
I,___.
,
2007/SR4 . '
2008/SRll 2008/SR9 2008/SRQ ,-. ,.,.2006/SRS r ' .-2,006/S~ / 2010/SRl
,.
2011/SR2 2011/Sl\19 · 201l/SR12 ,·2012/SR2
·- _.2Ql2/SIµ , -'70p/SR0B 2013/SR09
2013/SRll 201-VSR02 ( , 20~5/SR02 2015/SR04 _2_01?/S!i,02.'.} 20~J/SR1 2014/SR07
- ----
2018/SR03
- 2018/SR12--,
. ,
.. ·"' . .. ·-' . . '.
,
,... ., , .
t..') i J J ' '
A. Intermediate Shafting: - ""~-----..::_,':::::..._----=:::::-:
,_J -
_____ _~--_
· c t '-./ \ 1) \;... \_"l V
~/
1. Torsional stresses : - Due to propell er -racing-in -lieavy condition. Increased torsional shear
stresses are imposed on to the shaft because power/ torque transmission in such conditions are
higher.
2. Compressive Stresses: - end thrust from propeller induces a compare stress in the shaft which is
comparatively smaller than other stresses.
3. Bending Stresses: - Could arise due to hogging and yaws of vessel which may damage shaft
bearing .
B. Propeller Shafting:
• Propeller shaft is subjected to torque, thrust and bending.
- Torsional stress is due to transmission of shaft torque into propeller.
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CC>
NAVALARCH
w~ ~~~~
't£t!_W.01esELsH1P.coM
--
f wate r thrown aft.
- Compressive stress Is due to end thrus t which Is the reaction o
.' t the end of cantilever beam. .
- Bending stress Is due to the propeller weig .
ht a t of water in heavy weather is appreciable
- BMdue to full weight of propeller when and
It comesdouh t can considerably reduce
combining with It fluctuating tors Iona I stres s & en t rus fatig ue stren gth
In a corrosive weather .
- Damage to stern tube bearing, oil seal leak be increase If ship is running at service
age can speed
.
in heavy weather for a prolonged period.
c.Shafting coupling bolts .
- Their function Is to transmit the torque diate shaft to propeller shaft along with
from mterme the
flange surface. .
- They are tightened to a specific .st re~~ . . nreFaUsto _eth~r.
~pr'.ng fla g_ f r maxi~ Jm transfer of
- They are tightened ~oa speci~-~~res _: .~ load and designed
o;br\ng_fla~~-: / :_.,' ; ::- ~~,--~-
to carry shaft torque m shear.~., ,.....,,.---;, 1
,\ \ .::__ , :: i · ·I , _; ··} I ",. '"'-
- Bending stresses are indu{~d .d_u~ to\ fl~~
i~g of lmll li'ecaU:seof,~~g, & sl g::- -\ . ·,.._, . . &
- Shear stresses are due' t~ whlrling ·of ~-h
aft, racing of.eng~I_l.: .
::
~ hen 'p~o pel~ er is rais !~g 1
I, ,
down leads to ranging torque var,at1o • • ,//'-
0 :---._ s amm mg
n.;::,-·· ,,,---- - -'- ~ \
- If ship runs at sef ice:~pe~~}n·r~~gl{~ ~; ,,...·:,, ~
ea)her it will cause c~ack, fa~ig~e a~~ f~
- Failure of bolt aggregates the stress on !_
ure ~e to shear.
others and further failure w1llt efult. i
·I I / ( ..,\ ~
D. Main thrust pad '•' .. . _:
II -~
/: \ \
',• :-.:...... \ \
I_'-" l ..
- Related moverilenf~ h~l. B~fause of hog
/,' . ·-. II
- Misalignme~r d~~·to d~ooP,Jrom~~~ -elle '
ging and s~ggi~g / ...---.......,'-... , _
• • I / \ \ '·" '\
•~.:.'
r \_\
,.
1~":
~~ igh\ < / / . \ \\ t; -✓_
- Slacking of lpropeller bla~e, lciad flutt _1 • •
uc!~-~-n o/lilflmg _of tail shaft, ca1' cr ~ate
problems wh~~h causes thrust block to: 0 axial v1~ration
- Rock; Parting of tank top, Structui:-al dam
l\ \ age. 1l
l \
·--- • Ii
Q3. With referenc to Underwater ln; pecii . II
i xptain I~ -d;tail, h~~ an underwate !
\ \ on in Lieu of Dry dock.ing, (UWIL~fi
carried out; B. State the requirements to ! urvey is
to the survey authority; C..Cons
be fulfil led
1
a list of the Items in order of importanc e Is
before an underwater survey acceptable ' . '
truct
that the undeiwat~ .r sur,;e y authority shoul
d include. ALREADDON Y EINJAN2019
,' · . . I i
Q4. Explain ho~ -_
.
the
~\ , .~ /
pe~i~d~oll
of varies with .-
--~, /
-/
/l ' /.:~>;
:, -1,/
. ....· • . , 1 .·
~f \ /
A. The ampbtude roll: _n_: The radi ~ ~ of gyra!Jon; C. !he initi~I //metac .~ntr ·., ...\ 1/
location of masses ih the ·ship -~ ic h~ight; D. The
.' ' '<.:-, ---
2009/SROZ 2007/SRS
•.· -~----- _, ,,._.,-:-:
,,,.; .,... . .:, .. ,-•/, I /
. , ...,
"•
. '
2010/SR09
. 2009/SRZ 2007 /SRS -- - ..2011/SRB , . 1
_ 2Q10/SR6 . _ 2012/SR0 ' ·20.11/SR7 /,/ 2010/SRU
,1 . 2012/SR12 ,' · 2013/SR7
2015/SROl 2015/SR03 -....::_2015/SROB; / / . • 2014/SROl
: 2015/SRQB : : 20_15/SR12 2014/SR09
2015/SR6 2016/SR06 . 2016/SRiO •_ 1 2016/SROl
·· _- 2017/SR03 ,, 2010/SR7
2018/SR06 2018/SROB 2017/SR09 , ·2017/SR10
2018/SRll , _ 2018/SRlZ 2017/SRU
..-,,:-::-~ .,,.
----- ---- ~--
A. Amplitude of roll: -
.
RoIImg . d 2•K
peno , P =- K =radius of gyration
.,/g.Gm' ·
• Amplitufd! is th e objective measure
amount o JOrceapplied over an area.ment of the degree of change . Amplitude is measured in the
• When a ship is heel by an exte
from port to starboa ed d .
If · d
ma orce an the force is suddenly rem
r or vice versa and with a rolling peri oved the vessel will roll
as ships natural rolling period. 0d h. h .
w ic is continuous. This is known
- The amplitude of roll will depend upon
the applied he l
e moment an d stab1hty
..
of the ship.
- For angle of heel up to 15° the rolling period does not vary with angle of roll. The angle reduces
slightly at the end of each swing and will eventually damper out completely .
- The period of roll is constant for a given Metacentric height. If th e amplitude of roll increases the
speed of roll will also increase so that the time to complete one cycle of rolling remains the same.
Hence the amplitude of roll will have no effect on the period of roll.
B. Radius of gyration: -
- Period of roll is proportional to radius of gyration.
- By varying the radius of gyration, period of roll can be varied.
- Value of radius of gyration varies with the displacement of cargo movement of cargo.
- If the cargo is concentrated in the centre compartment with wing tanks empty , the value of rad ius
morequickly. .,,-,:::.--·
,,,-.,✓,,,,.
✓----, ; .....
s.-J
~---
of gyration is small, hence small periocl.of rou .-=s o,-the ..ve~Jel will tend to return to initial pos ition
--~
I . ; ,__ , ----~ ---~
_ _ .. , '
Now if cargo is conce~~r~ted· in o/-~f!~

' ane
~ _;pi~s/~f:gf ra,t i,o~j~ c~ s·es, leading to a large period
ofro!I..So the vessel ,.f ll t~n9 t~ re,t_9:~1J o m1t1alj)os1t1on -~t:;'o/:
' /)"-,
C.lmtial Metace~~•c 1;1e1ght:
,f
.•.___..,.. ____
..:...::-
'
---·---~
.. , •
',/ .,._:.) '
,.,..,..,, _,___ - - ,
- When a ship ~~ a,.co~ .P~r~tivej) arg e G,,~ ,.then .t~e rightin ll._~omen..t;t~ maW,angles of heel will
also be comparatively )~rge. /// /' ·\ ~ --~ ·, r· \0 ·
' i
' ' . . .
- It will thus requir .~}_.~rger ~omen ts tp incline the ship and when iri~line~
'
e wil~\end to return ;~f
more quickl~to '~n_i~~} po~!.tio~. I\ •/ -; - \ \~; \ •
- The res~t 1s ~~ -t ~e spip will_have a comparat1vel~ ~hott time P,eno ~ an? rol\ flmckly and ~JI
perhaps viol: ntly f~om ~-ide to_s!~e. ,_-~ , ,/ // \ \\ c.,..) '\ .
- When GMis small, th ~i~pting rriome~_t,at ~~ all angl_~ of heel will alsp bl~ small.
7
- The ship·will thus be r,iu~h easier to incl~~~..and ~ II t~ ,d to return to i itial position slowly. The
time period or period of.roll will be long. ' )_',.~/ ·,,~-;-'- . _____.J // // 1
D. Locatio~ of~ -a~!ses i_~ th~ ship: - /7 //· · \ // _!;-::. ::; ,/
- Location f f mas~~~}n th.~ ship -½'.il ! !lave·effe? on the GMf nd radius ofgyr ~~!1~ degending upon
the effectiv~ness t_~e perioq _?froll will be va_ped.
- If the masses' are contracted in the lower hold then the
J.
penod
.// . / ?~J
ofroll wilJ i:1ecreas~
!/
• ,· , .. •• I / I/ : ,. ;l.1(Gm large). f \ •
- If the masses .are cmicentrate a in the top deck thus the period-0froll willi ncrea,s,e. (Gm small).
4 :- .. • • ,./ ·, <:~' . ✓ - ---::;:/ ✓- '-(~) .. I,.
QS. With respect ~~_lndu ~ed,,V}~~ations·111
a·ships ·liuil
; _--,-.,1
( :.~---
~ /'.
A. State FOURsources of excitation that may induc~ .vibration into the main hull girder;
' , • :. I ..... - ,,~,l>\\ ' \ • - /'/
B. Suggest methods for 're~~ cing th ,e .Y.
i~!,a~~? •t~ ~l~.i~~uced ~r} ACH of the exciting forces
in A. "~---- ,,,---;;._,,,.
I 2010/sRa 2012/SRJ I 2012/SR4 -·-:::· I- 2u12/ sR1.. ;:::::::j
::::201°J/SR4 I 201a/SR1 2
A. State FOURsources of excitation that may induce vibration into the main hull girder;
A ship is an elastic structure and vibration originates from oscillating forces. The forces may aris e
from within the ship or be imposed upon it by external factors. Of the former type the unbalanced
forces in main and auxiliary machinery can be important Rotating machinery such as turbines and
electric motors generally produce forces which are oflow magnitude and relatively high frequency.
Reciprocating machinery on the other hand produces larger magnitude forces oflower frequency.
Large main propulsion diesels are likely to pose the most serious problems partic1.darlywhere,
probably for economic reasons , 4 or 5 cylinder engines are chosen. These can have large unbalance
forces at frequencies equal to the product of the running speed and number of cylinders. These
(0 WWW.DIESELSH
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NAVAL ARCH 56
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f th same order as those of the hull vibrations. Thus, quite severe
forces can be at frequenlcslsestl~e e:gines are very well balanced. Auxiliary diesels tend to run at
vibration can occur un e . .
hi hers eeds. Their frequencies are higher and may excite local v1brat1ons. . .
g p ·tt d to the ship's structure can be much reduced by flexible mounting
Vibration forces transnu e f dd d
itical cases vibration neutralizes can be fitted in the form o sprung an ampe
systems. In mOre Cr l b · f
weights which absorb energy or active systems can be used which generate forces equa ut man 1-
phase to the disturbing forces.
Misalignment of shafts and propeller imbalance can cause forces at a frequency equal to the shaft
revolutions. With modern production methods, the forces involved should be small. A propeller
operates in a non-uniform flow and is subject to forces varying at blade rate frequency that is the
product of the shaft revolutions and _!h _~_number o f blades. -The~E:_ _are unlike!~ to b_eof concern
unless there is resonance with the 'shafting system or ship structure .. Even m umform flow a
propulsor induces pressur~ . variations ·_jnth_e surr ·ounding water an~ on t~e ship's hull in the
vicinity. The variations are rriore_prorio.~nced in non-uniform flow pa.rticularly if cavitation occurs .
Stable cavitation over .t:h·e bhi<le· rate pressures :,increase accordingly ."Ir"cavitation is unstable
pressure variations may be many times gre.at~r. The number of b_l~des dir~ctly affec!s frequency
but has little effect ·on pressur ~· amplitude. J'he probability of vibrati~n proble 'ms in single screw
ships can be reduced by us(ng bulbous or Usections rather than Vin th:~''after bo~y, avo)ding near
, I I • ' ,
,• ·
horizontal butto 'ck lines above the propeller, and by providing- good t
·'. ip clearance ·,between
• . • ' • •• \ '
1
propeller and 'bull. Good tip clearance is important for all ships although smaller clearances are
j . , I I
generally acceptable the greater the number of blades. Shallow immersion of the .propeller tips
' .. .
should be avoii:ledto reduce the possibility of air drawing. Generally, the wake ,distribution 'in twin
"
1 are usetl the angle between
screw ships i~ less likely tdI Ica~se vibration ·problems. If• A-brackets
'· ,
. I I_
their arms m,~st not be th,~ s~me as that betw~el! the · pro~eller blades Of the propeller will
experience enhanced pressure fluctuations as the blades pa~s through the wake of.the arm 's .
A ship in wa J~~is ; t1~J~ctt~_._varying _hull press,u~es as the \waves pass. ,The ship's rigid body
responses were...dealt with. undersea keeping. Some of the wave energy '.,is transferred '
to, "the hull
...
causing main hull, and loc:~!-vibrati??s. The main hull vibrations are usually cla~sifl.ed as springing
or whipping. The f~rmer is_:a fairly col!,tinuous ahd steady vibration in'ihe fundamental hull mode
due to the general p}~ssur✓-fi~l~ ..The ·1atteE_it a transieri ( ~3used :byslamhiing :.or shipping green
seas. Generally_vertical~ bration\! ~~ -~ost importan f beta~e ; ~e,-~~rtF al co~ p6nents of wave
forces are dom1~ant Howe~t r, honz _?~tal ,~~d \o_r!~o-~a~~!~r~ti?n~;can beco~ f large in ships with
large de~~openmgs ~r ofrelati~~-ly_light staiu:l.(ng~.:. s}p h ~~-c~ritainer ship:, cfrfight aircraft carriers.
The additional bendmg stresses due -t~ vibration may be significanf -in fatigue because of their
frequ_ency. The st resses caused by whippliig :can_be _ofJhe..sa mio ~der of magnitude as the wave
bendmg stresses.
B. Methods ofreduclng vibration

It will be appreciated by now that accurate calculation of vibration levels is difficult It is po 'bl
to put a check upon the levels likely to be achieved as the sh. . ss1 e
a vibration exciter. The exciter is simply a device for ener:i:e~:s stru:tural completion byus~ng
an out of balance weight placed at appropriate kn g ~ g rge vibratory forces by rotatmg
Reducing vibration own orces measured.
Ideally vibration would be eliminated completely but this is . .

designer aims to: not a reahstlc goal. In practice a
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- Balance all forces in reciprocating and rotary machinery and in the propeller.
- Provide good flow into the propeller and site it clear of the hull
-Avoid resonance by changing the stiffness of components or varying the exciting frequencies.
- Use special mounts to shield sensitive equipment from the vibration.
~ Fit a form of vibration damper, either active or passive .
- Use of propeller with odd number of blades.
- Crop the propeller blad es to increase the tip clearance.
- Overhaul vibration damper, detuners.
- Check correct cutting in of electric vibration damper, check it is in operation.
- Increase aft draught by ballasting into aft peak tank, for submerging propellers.
- Take power and draw cards to,.51J. ~~~:powe r ..:liaJan·cing_::_
oCM/E and condition of inject ion and
combustion equipment's. ,,,.--- ;:::;,---- ____ {~-;::.:.j 1 --7 ~- - ..._____~~ .
-Avoid running with u~i~ii{~~t-~ff}i ~dif i_~~?/ ~J~toff e1i ~d 5q{_~~ng ~r time or at higher load .
- Check crankshaft, ; ~P1s,9-~ft, \Ir ~!~~~lbutor for shppage _.JI. / / /~,··---, "'~--,
- Check crank shaJJ and _interm~diate sh <!ft .n~::::::----,_ r...
;..<Hgnm..e
:! ,,_.<~~ _) ~
-Avoid runnin? l t ~J\ti f~l ~g~i'. .,,-;;
;./ ,,..,
,..,.,~----..__
, ·-=::::..-:,:-~ ,;--~
0
~
- Reduce main engine load durj9g bad \Ye·ather or change cours ·e"'--, - l (-\\ \\
!I _:-,.'· / ,// (' SECTJOM - II . 4
·\', ' ·\,,-- ..., \\
'l .' ...,~ , -' . /' 1 ' " I r -:J \ \\
Q6. The daily fuel consumption of a ship at 17 knots is 42 tonne ~.Calcula,te the .speed of the
; ' . - , ···•v· / 1 \ I -- \' -:-.:·.--.. \\
ship if the ,consumption is reduced to 28 tonne . per day; and the spe~iflc consum tion at the
reduced ~pe~d-i" J
s '.~8% µiore than at 7, knots.:::,·,;:· / "'-\ \ \ \::.~)
2012/SR3 - --. __ ' 20 ,18/SRli - . ' · ·-..-:," _,:-· \
3 28
V = 17 ---= 14.06 knots
1.18X 42
V = 14.06 knots
Q7. A ship 90 m long displaces 5200 tonne and floats at draughts of 4.95m forw ..rd and 5.35
m aft when in sea water of 1023 kg/m 3 • The water plane area is 1100m 2, GM1 95m, LCB0.6m
forward of midships and LCF 2.2m aft of midships. Calculate the new draughts when the
vessel moves into fresh water of 1002 kg/m 3
I 2 011/SRZ I 2010/SRB I 2010/SRl j 2012/SR4 . I2012/SR6 I 2012/SRl0 j 2012/SRlO
NAVALARCH 58
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2015/SR09 . 2016/SRll 2018/SRlZ
2013/SRll 2014/SR0S 2015/SR0B
2013/SR4
Numerical Solution
6X100 (ps- Pf)
Change in mean draught =-x
Aw Ps XPf
_ 5200 X100 (1.023-1.002)

Change In mean draught - 11 00 1.002 x1.023
= 9.68 cm. increase

5200 X95
MCT 1 cm = --- = 54.88 tonne m.
0 0:X 90 =:::::::::::---
::-. -.
FB ,,..-· 6:f 2.2·7=,2.~ m:-- '--:::.:, ,
_,,,-;.r _,,,,0 , --.,. l :..! ' , ..., ,~ ...
~ _.,,.,<.,·<,J \_~~-
6xFB ( es:-eR) ·':: :/'" ,,
,,,,;C~ange m_tr~m _ ,- -··McT 1 cm xes /1,-
<:.""'
,t/ // ,..1 \ .......~ ~ · - - ,,. I
.1·, ',
:...._) \
,, ~
·,,
:;U
f .., -~-~'i\__
--~- -; ~~~xz
:s (.1.o~3 ~ 1 ·602) _-~> 5.45 c"m.by the head
I
l ..._
,
//
r.__
/
',
/r·<::::~· -/
;__'-..._: 1/
I"' ·
(//','
...,. , I _.
c,, /
( /
~
-'Cha ge forward
,-
I
\
/
,
/
,.,,.,,-
=+-
5.45
90
s 45 /
54.88 Xl.023 :--_ "-J/ -· ,
\\
!
(-
. -:---..
, 90
90
z
,
'•,, '\.
+ 2.2) = + 2.86 cm ._,
-~
=- 2;59 cm ✓-::~----
,_
'\
!.····
"'l.
' ,
,"\
,
_.
-,
, ::._.,.,
\
''\\
\'.
\\
,
\\
~
/ _ \
1
hange aft. \ =- 90/ C2,,....:·2.2) '., •\
/~ ! ;/ . ·,. '. !t ~ - \ \\ '.~'·_) \\
New _d~augnt f~_rward ..,,~:- ', ~-~-95 -:f:~ ·0:7 + 0.029 = 5.~7f \m. \\
New draught aft. • -=15.35 + 0.097 - 0.026 = S.42tm. I
\\ \\ \ . ;...:.•· ·-,,,"\' _____
.,.,__
;j II
QB.With reSP,fct to In~lini~g E~erlments 01,1~oardvessel ;- J 1:..· _ I{
A. Sketch and Describe briefly the inclining experiment and explain how
the results are
used.
B.A forward dei?p tarik.12 m ·iong extends froni a longitudinal bulkhead 'i o~the ship's side.
\ •..,,...,;· ' \'
The widths of the tank surface measured fromI the longitudinal ' ,/ ,· ' r,,. .. ,.·
bulkhead at r·egular intervals
//
,·,
m:
are 10, 9, 7, 4 ana'-1- caic~late the :second 'moment ~f are if ~f thitan 1k surface about
, , ', ... ""-..... _.,,,,.,,.
..,..
_.,,, . ·, 1 I
a
longitudinal axis passing through _its centroid, -=:::::::::::::>
··-- _,.(\ ' ·:,. /
2011/SR2 2010/S!{~ •.2Q18/SR06, 2018/SR0S 2018/SRll .'·, 2018/SR12
-,~""- ()•(/Jj//J :·) rrr, i ·,\ i\ \\.i\'-,·: _,,,_;
;
A. Sketch and .Describe briefly the inclining experiment and explain how the
results are
used.
• The experiment is carried out when the ship is built completely or when major structura
l changes
have been done.
• The experiment is carried out with empty ship or as near to empty ship as possible.
• The ship must be in upright position.
• The ship should be sheltered and in calm waters.
• Mooring ropes should be slackened and gangway lifted .
• Draught and density of water are to be correctly noted.
* All tanks in the ship must be empty or pressed up tight to reduce free surface effect.
·
• Only those people responsible for conducting the experiment must go onboard.
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1.
llME.
. . ' : .
RPTATI.NG ~ENDUL!.)~
DRUM
The EXJ>eriment
To conduct this experiment, a special tool known as stabilograph is required. The tool consists
of a
heavy metal pendulum balanced on a knife edge and connected to a pointer to record the
heel angle
readings.
Normally minimum of two stabilographs are used and are placed at maximum distance
from each
other i.e. one in forward and one at aft
Four masses are placed on the ships deck, two on each side of the mid ship, placed away
from the
centerline.
In the next ~tep, the masses are moved one at a time until all four are on the same side, then
all four
on the other side, and lastly two on each side.
The deflection on both the stabilographs is recorded for all the movement of mass and an
average
of these readings are used to determine metacentric height.
Suppose e is the angle of heel and Gl is the moved position of the centre of gravity after inclinati
on.
Then by trigonometry,
GG1 = GMtan0
Also, GGlis = m x d/~
Where, m = mass moved
d= distance by which the mass is moved
~= displacement of ship in water
Hence, GM = mxd/~ tane
And, GMis metacentric height
Where, tane can be determined by the readings of stabilograph
60
t d • Olsp.x GG'
WeighX
Weight
GG's:- Oisp.
xi --- i----,
M Weight
tg(q,)=~~
GG'
GM= tg(cp)
Weighxd
t
Oisp. WL
GM= tg(q,)
KG= KM-GM
__::::..:=_;_-+-~
~~- ~·,.. t··' '-
"I :·./,.
, "\.
,. ~-,
/: ; I I : "✓
1
I,,.,; / / ,.
I
- I • '\
\.'·. ·, , •• ,
\
'\ \
/ //
B. Numerical So ~tio~ _../ //, !:,,. ; "d ~) 3 -~M_- .·· Pro~~ct for
dth )Z SM Pro duc t for 1W
W idth SM ';; l>ro
_·
d_!_~~
l for ,' •• l
1st 1t .\' - .. :,nd Mo·•\ment
I, - , . ,,-- ·--.... ''-
Moment -·_ . . ..
1,
/1 .-' Area /!
-10 · 100 ,·. 100
'i, ,.. · .
100
.
0
\ 1 , . · 1000
_. --
10 · ~-.,__.._.-
. 9. 4·; ·--- ·36 ·II - ,. 01 -- --- ·4 ,, .· ' 324 . 729 \, 4 291 1
(, 6
14 . 49 98 · 343 z ;~ 686
, 7 · · · 2. 2 I
, 16 I\ 16 4 64 , __ 64 .. · ,,4 256 ;
4 i' ,, ' ,_ . '\
1 • ';1 .
~-:: 4859 .':=ti
---
Comm'dn interval_(h)
\\ \,, .. '
'=,,4 = 3 m.
(. / //'/ /.~ c~
-t .,
....
3 "'-'- ·•
Ar ea of ~ rface( ,-;;~.~
,,- //
L a =:-3-~~ 77 = 77 ~ 2• e:·:.·.:
, __, /, 1
\\.
/ 3
/ . '7)
, .....---
~::: --
_,,.,,,-
_ :::--
,,;1/·
,..-::.... . t
:' , i///
,,
Distance of ce!}~oid f~ .~ .!~-~7!:~ _ .:.-}:m ,. 587

dhfal bu lkhead y = ~ 38 .('2 t'a;'_,~:;·~
x77 -/ / m.
Second moment~ 't:-area~b-ritit'l~~
·<· . ~ ,, .__
gi_tudi~al~ulkhe ad
j l ' I l.!.
I \ ',I \..' . \ '.-· - L i /~1/
.,,,:;;,r
i,;\ 'i
'0-...,..__
-..:.:::-.~
.... - ~ ~ 4859 = 161'9:7 m 4•
9 --::::-
x'
Second moment of area about. cen ~-
troid -i -- -i;, --....:· ay
-- 2·
. 9
= 1619.7 - 77 X 3.812 2
=1619.7 -1118.7 =501.0 m4•
Q9.A ship 160m long and 8700 ton
ne displacement floats at a waterli
Station ne with
AP ½ 1 2
½ordinate
3 4 s 6 7 7½ FP
0 2.4 s.o 7.3 7.9 : 8.0
While floating at this waterline, 8.0 7.7 5.5 2.8 Om
the ship develops a list of 10° due
the negative metacentric height wh to instability. Calculate
en the vessel is upright In this con
I.__ 20_1_/_
2SR_3_ __._ dition
1_ zo_1_/_
BSR_1_2 -~ \_ ____ .L
I --- - - L
I __ ___ J_ ___ :=]
_
~
I
I
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.COM NAVAL
ARCH 61
Numerical Solution
½ord ½ord J SM Product
0 '·.
2.4
P · ..-.• 1 .-
13.82 4 55.28
' 5.0 . , f-~- ·125.00'~-~-~......... 2 250.00
....___,;_,
_.....,~ .,~..~~~~· ♦-, • .:.....:..- - .......... _~_ ..... ~
7.3 389.02 4 1556.08
7.9 493.Q4 · ~·--il;2 .-,. ; , . 986 .08
8.0 512.00 4 2048.00
8.0 · .·512.00 ,, ,-. · 1024.oo ·
. '·
7.7 1826.12
s.s·
2.8 _,..,<./ / ...✓•.• 2195 '- ....
, 1 i ,.....; 4J'=o-J ,, '"::-,.. 87 80
0 ~ ~
_· ' . '·. ·:<-·~
-"/ ;~.~;i\·::;;~.i:
:;;;t'.t;~~i',!
ii{;;.;,
:.·~t:,·>.~'i
~·-,<
/_,/ .,. '--
· __
.., \,,\_,_. _.,,..,.
_,...._;;:::::-.::::-..:.::::
_,,.,.-· ·:~ '""·'' ,J
-,..____~, 816' 6'"'.12
•
'
,.•,._
..
..///. / i'; ••, ~
',._<
. ' . . ~- _...' -....
l '\
'.
\./\"\\, ' / \ ~j . #/
...
~?~ft~!~..draug ~ t of 9m in seawater. Cw is
\ \ /
Ql0: An oil tanker 160~ _,Iong -an ~,,:2.7~ .,~~, ~

0.865. The midships section .,,_
is -.in the form · of a ·rectangle ......-::;
wit......
n,,t.2m radius at the bilges. A
midships tank 10.Sm long has ·twin J9 ngitudina !_bulkbeads and contains oil of 1.4m 3/t to a
----·- - ____... ·-----
depth of 11.Sm. The tank is holed to the sea for the whole of its transverse section. Find the
new draught.
I 2011/SR6 j2014/ SR03 I2016/SR04 I2017 /SRlZ J2018/SR0l jZ018/SR04 JZ018/SR08 12018/SRlZ
Numerical Solution;
Complete water plane area =160 x 22 x 0.865 =3045 .8 m 2•
Intact water plane area =
3045 .8 - 10.5 x 22 2814.8 m 2• =
It may be assumed that the whole of the mass of the oil is taken from the ship and that
all the buoyancy of the compartment is lost.
Cross sectional area of oil = i xi.2
Tr
2
+ ( 22 - 2.4) x1.2 + 22 ( 11.5 - 1.2)
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, I
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+ 226 .60 = 252.38 m2
I 1 •
==2.46 + 23 ·32
,I
:= 252.38 - 22 X 2.5 := 197.38 m2.
Immers ed cross sectional area
_ 252,38 x10.5 = 18 92.85 tonne .
' 'I
1' '
Mass of oil In compartment - 1.4
==197.38 x 10.5 x 1.025 = 2124 .30 tonne.
Mass of buoyancy lost
,I Net loss in buoyancy
==2124.30 -1892.85 = 231.55 tonne.
Equivalent volume =~== 225.9 m3 •

1.025
. Net volume of lost buoyancy
Increase in draught ~ --:Area of-intact ~at~r plane
.,-,,~ ----1 r ·- .._---:::::-..~._.:::
... ::-
.,1/ - ----.._ - 225 ' 9 -_ 0 0002 ··ID: -- -...~
/,. /?
1/ /' ' - .- .
~
---·,,,.
_./ · '\ \\ 2814
_. ·8 ) i r·/ i· :.:•,• __---..
! ,_
, I ~ '
// C/) \ ·--,1
.
New draught -::.---:>·· = 9.08 m.
, ,___
: /.' /: "-.:-,-, "-"'-
,;--
··--·--_.:'// ,' i '- -,,.
-,
/,1/ \. . , ',·' .- .·,,,..,------- - -.:.:::- --.
--,,,.:.--~ --: ··:---... ,_
, ·-'• ~-' "' ,,
,1(/,-,~-~
- ,:>-_•:;NOVE_MBER20~8
Ql. With reference to Undeiwater Inspection In Lieu
",,~> -. ~_\,··_
·:.~
. \\ _
,/ .
of ,Dry docking (UWJLD)A. Explain m detail, h(!W
'
earned out; B.State the requirements to be fulfille . ah underwater survey 1s
.. ' . -·...
d before an underwater survey is acceptable to the surver \ \
a list of the items in ofrler ofimportance µia'tthe unde~ a~thority; C. Construct

ater survey authority should include. ALREADY
' (,---,\-I!/i, ' \'
DONEIN JAN 2019
II
Q2. Vessel bas goiie:_through very heavy
// ·,1 ,- - -· -~ .
weather ~ On arrival at safe
\\ I , ,, '\
-~
=--·_, '.\'
,,~nchorage, you are
conducting y~uinspe r ctio 'n to determine 'damages t~ hull. ' ' \ \ • .-
A. List the ar ~as you will i~sp~ct.
B. List your nhdings of any significance.
·,<~/-· _-
.....
- \ )]'
' I
·.• .<.
,''·<:~. :;- ) i
C.Write a re~rirt to comp J~y suggesting re pa ifs ir"~n
y.'·,~, ·' · /j
!Z018/SR11 I\ - :< I ·- I -1 , ,.
---
I /, ;_. ·- "
f
'.\ ---·'-~--ANSWERCURRENTLYUNDERREVIEW
\ ·• ,,. - ••, ·· •.·\
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Q3. Exp!ain h ow the period of roll varies with• A.
' · i ' ·
. ..
The amplitude 'of roll· B The radius of gyran·o/n '/I Th .•,-., '
I I
I
c 'Itrt'
#
D. 1b e locatton omasses ,ip the ship ALREADY

DONE
JN DEC20 8 , • - '1• ·t·1··1 •
/
e ni a metaceI n c he1g
· ht
,
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1. Personnel Hazards
- Flammability
~-- --~ 1/~ ~
- Toxicity (poisoning)
• Asphyxia (suffocation)
• Low temperature (frostbite)
- Chemical burns
2. Reactivity
A liquefied gas cargo may react in a number f
. .h
air, Wit anot h er cargo or with other materials.
o ways: with water to ~ h
orm yd rates, with itself, with
- Reaction with Water- Hydrate Formation
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<C>
- S~l~-~eaction- The most common form of self-reaction is polymerisation which may
be mitaated by the presence of small quantities of other cargoes or by certain metals .
Polymerisation normally produces heat which may accelerate the reaction.
- Reaction with Air - Some cargoes ca·n react with air to form unstable oxygen
compounds which could cause an explosion~ .
- Reaction with Other Cargoes- .Cargoes can react dangerously with one another.
- Reaction with Other Materials
3. Corrosivity
Some cargoes and inhibitors may be corrosive. Corrosive liquids can also attack human tissue and
care should be taken to avoid contact : reference should be made to the appropriate data sheets.
Instructions about the use of prot ~ctiy~ clothiiig sn ouldb .~ pserved.
4 . Boil-off & Low-Temperarure · Effe~ · ___·J ; -. . __ -~ ~-
.. --, \ ~ ,. ' l; "l .... ~
Carg~ can easily boil-o~t, ade:qu~~ ~~ol\~f!~ nc:i ) ~ff~c~ed/~fg u~,t~_im~s per insulation.
S. Brittle Fracture _..(./ /) ·, .. ·...·\'·- ··-·' - -- .___. L.__J/ // .l'i·,.
~ost metals an~ ?Jioys .bec°.m{ st ~ong;~ ;~~.l ess d.~-c;!~t ~~··1bw..teJ!ip] rature \ (i.e. the tensile and
is yield strengths J pcrr~r )>~ Jhe ~ at_erial bey.omes ~rittle and. the impcl_ c; r ~sistance decreases)
:t 6. Ice Formation /(_'. ' ·: /,'/1/
// '·, ', , /' / / ,t
/" \ ~-
,~
1
' 1 ---~,
, t, V
~ •
\\ 1
Low cargo temper;1~r .es can freeze water in the system leading "tp_blockag~ of, ar:id damage to
pumps, valv~s. se~!}"r::linef; pray lint s etc. Ice can be formed from mpistur e' i\i the '~ stem, purge
e vapour with inc~;re ct deJ point, or J ater in the cl rgo. .··.------ .
~
l -~~:--)\\
, ··-.
7.Rollover , --) I
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·,, •,\ c-) \\
Rollover is a spontaneo ~s r:apid mixing process which occurs in large ta~ as a result ,6f a density
IJ I •' , . ' • ·, II 1I
inversion. Stratificatio 9 deyelops when th~ l!9uid lai er ~c!l_ acent to a li~ui1·surface becomes denser
than the layers beneath / du~ to boil-off of ligh~ei:_~racti~~~Jro~~ ~ carg~j j} .
J
1
J This obvio~sly ~~~}able,~itu~ ion reliev~~ ~,~ ~~f with a st;1ddenmixing, whic~~~ name 'rollover'
aptly desc~1bes; ;:_.~'.}, \\ ' .. ____ ,,,,. t/· \ ~// .:?--:]
\\
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Describe, with the aid of a sketch, the details of construction of a prismatkcargo tank within
a gas carrie r ~~signe4·:~~:carry,~~-quefied g~~ (LPG) ,,/ -:✓:Y ,,>'</;'> -
- Fully refrigera \~_d tan~er ~ af e bmlt.!_o.carry liquefied g_~~;~ t low_,t~mll~ratu?~ nd atmospheric
/I .
e
pressure between ,,t_ermin~l_s~~~ipped ·with fully.::r~frigerat~~ -~t~\~; e ta~~ f'T_hetankers have
r
prismatic-shaped carg~ tanks (~~ric~te~ from 3.5% _ me~~{~~e\e.1,_ ajlowm~-~ e carnage of cargoes at
J temperatures as low as .:. 4a0 c, (I.:NG=;=
.. .
__
.:162°qm,argi11~l!Y.
• I ~ .• ' •
·M!<t
I ' ' ' .· ·' .
f' the b?!ling point of pure propane.
• '- •
- Prismatic tanks enabled th e:s_!1ip'scargo·carrying capacity toJ>~_maximized, The self-supporting
prismatic shape of the cargo ta~'id-allo~ E.._
~-~-e~ :.utilization of the available hold space.
- The tanks are usually designed for a maximum working pressure of about 0.28 kg/cm 2 (280
milibars) and a minimum working temperature of -50°C making them suitable for the carriage of
butane, butadiene, VCM,ammonia, propane and propylene.
C>WWW.DIESELSHIP.COM
---------- NAVALARCH
. -UI. . - . -
. - . -LIQ
LEVEL • _.
cENTRLINE
PRIMARY BULKHEAD
BARRIER
INSULATION
WEB
QS. Describe a method

of the attachment of bil
extending bilge keels the ge keels; State THREE
entire length of the vesse reasons for not
those bilge keels exploit. l; Explain TWO principl
es ofroll damping
2008/SRU 2008/SRZ 2007/SR4 2007/SRl
· 2011/SRll 2011/SR3 2006/SR3 -
2015/SROZ
2011/SR12•. ·. 201
2/SRS' I 2006/SRl 2010/SR3
201S/SR0
4 2016/SROZ 2013/SR08 ·
2018/SRll 2016/SR07 ! 2013/SRll 2014/SR07
2016/SROS I 2018/SR07 2018/SROB
-
I • I .. -
Advantages of bilge keel -
i. Damp the rolling motio
n/resist rolling
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P.C OM
ii. Protects bilge on grounding
iii. Increased longitudinal strength of b~lge
A. Method of attachment
INTERMITTENTWELDNG SCAUOPS
/ OFFSETBULB PLATE
BILGEKEEL
I
--·-·-
--------_:::::--
----. ~ -
--~
- A ~ilge keel c~nsists of a pr ~;,5ted ·offs_et bul?-p!,at~, r i~~-~callQ~~~ut and welded to a double.
-This doubler 1sthen weJg.ed o~ -~~ ship's sh_ell at th etri~ of the bilg~.angle (Round of Bilge).
- It is virtually perpel}cµcu!ar t~ th.Ef t~im of:the 'bilgt f -! I/"~//'·,.. _
,..· /I' • ,,,. ' ,. • -~·· •l_ ,.. ' ; ' ,, ./"\ .....
- The bilge keels a_r~ attached q_if~~dy in li~E:.W~~-~ ~_!iffening.-~ eJ!lberJike lo~gitudinal or girders.
-The size ofth~ ,~-il~~ ~,~el_~a~ies fIJ~ .-250 t°.l ?-0-~m To~ep~ _,. ~: _ "~, .
- The end of the bilgeJ~el •s tapered graqually, 1fnot designed carefully,the ·ends of ,bilge keels tend
to produce sff ~ss ~·-~p_nf htr~fci~ at t~/ ends which ')~n cause cra~~ g bcf>~~-~ilg~\ -
-Therefore / the ·tap,eripg i~}lone and tp e keel shou11 ·end over the floor.or t~ ·side 'it acket, whilst
a doublin~plat~/do:Uble ~f hould be we\lded at this,.~o~n~,,- ,----, .." \\ c.:·") _\ \
In anothe_rmetho·c;lof a~~angement, a sc~loped _?,ilg ..keel is attached ,to ~?iP'f;!_.qe by w termittent
7
welds. In 'case the .~hip grounds ; the b,!lge k~_~l .:willgive away, leaving tpe hull undama , ed.
j;
f
/ 1 (
t I
-....:~" _/
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B. State THREEreasons for not extending bilge ke~ls the,.entire lenITTb
-~~:: .
. .. ./ " '·
':
i
ll I
of the vessel;
Bilge keel ~xtends to
\ ' .\ ,
30%
.'·so%
\
of the ship'..s•fe:~ii'th in"ill~'mictsnips'regi~n or_1ly
LI ✓ ' I '
1
,_
- .... ....,
//
.
i. At foiw~rd en,,d,: ~ue ·\~ tap~~~~~-~f,,hu\l~~te bil~e ke~l will off~r} esis,~~5 e t~/Jongitudinal
streamlines of the hull and increase the resistance m foiward motion, thus.::reducli}g speed and
~ereby inc~~~sirig::~ ; l,~o~s\~ ption._ . · ( . · )
1i. At midships.the breadth of tp.e ship 1s m.ax1mumand ·damp1J!g1 lever 1s,Jnaxi,: ,um from axis 1f
. ,,// ~:~~~- 1 /J ..
' . v •) -~ \..._ ✓' r ·'l.
;,:,,- II
--- · _.,, ~.-;::?' t' ~ '(:) ~ ·1/ .
·
rotation. ,:\ ,::,;/ ,-, ',~ ...... .-
At foiward due to reducin g'br.e,adth of the ::Ship,-k-.(mas~ ment of iner:ia) is maximum
·,.> .,.t 11 · . . . ,;'- \' 'i ' . //. - . .
ii~ During rough wea t,_ q~r, whe~ ·P.11J?}P~~ fo~~~m Jt?; ,~~~ ~ ; the fo~ ~rd bottom 1ssubJected
to impact loading. The b1l~~...~eel 1f•P£-~ ~:P!,1J\W s af~~t! ~'8 q_r1pof~5'1 sing damage to the hull.
,~ ·- '- ~ -✓ /
C. Principles of Roll Dampin~~~-~~--- ~

It slightly increases the ship's period of roll.
21tk
Tr= ✓gGM
Where, Tr = Period of roll in seconds
g = gravity
·GM' = metacentric height
k = mass moment of inertia
Iµ~rease in 'k' increases period of roll Tr
SECTION-II
NAVALARCH6
6
WW'!!.DIESELSHIP,COM I gltudlnal centre of buoyancy (LCB),
. of gravity (LCG)and on I ng commencing from aft are
ltudlnal centre • I Ip 1zom o ' ··1 .
Q6 A. Define long • tlonal area of a s 1 (I) Displacement; (u Long1tudina1
B The Immersed cross-sec d 58 m2 calculate -
2 .4 O 79 100 103 104,104,103 ,97 an I ---,
, ' ' ' ' tre of buoyancy.
position of t!te ~e~ -- 6=7 '201 B/SR11 I ---J
2O18/SROB f£\U
J 2018/SR~ - A.ALREADY CH2019 (09) ---
!201B/ SR06 DONEINMAR
---PAR -
Product for Volume Lever Product for 1st
Cross Sectional SM
Moment
Area
2 . :+5 ", +10
40
79 2 ..... ,. ".'. 158 .,;~,·.',•,., ' ..... .. 1·
'•-' + 800
~ .. .,. -.,
._., .. ' 400 -· / '· -' 1i- ! : + 2 / / , ' ".._,_
'.
100 ,. . ' I ' • .
'.
,'
·, '
I
// 4 /) ,,')_, - ·, ,, +206
,103 ' --·.,2·
· , .. .. '-206, ;~ ' +1
;J·-'/' '--;:', ,,,::::,·;/· ,...,--·-.,, --- · ..___--. . ·.. ..., . +2130 ~:EmA
"--> (' ..
104 ' ~;4 ·--.. ,·: __
t. 416 .. ,.. ·O .. ,
104 / l. ·"'• J
2 ✓/,'I
• ·1 .. 1' 208
,,
, 1 ,·._ / . .:.208 -.,
l • \ '. I ., . 1 ,
'103 '•• ;', • · · 4• .. I :·--:-

'
112. •
· .z-.. -824
! ' I I ,,
97 JI , ,--., ; 2'/ t ,
-3
sa: :: ··
\ 194
4 · · . ,f · · 232 :·
// / ,/ ' \\ \\
-4 · -:928
0/1 Ii { .......
• ·, ', I
·,. -5 o,· \ \I o
~ ·.I' ... . ., . .: •~ .. I
2542 = ·IMF
I• .. , al 120 12 I ) / ' ,, • .
Commonmterv =.. -= m
(h
' '
.,,' ,-:,. '-----._..l ••• - _,., :;
', ·-- -- ; I
,
=·R\ ~i r<// /. /
- 9790 8 /..1
\ \ r~ \\ 12 \ ;::-.:_
_-:;J I,'
(i) Di~placet ,~~t x 3 ~._ ff- -·= 1(= .u25 x 3 x 238 8 - • ,l on~e-~, J:1
1
\ _.,.) ,,
(ii) Centr e o'fbugyancy.from midships = hx(EmA+EMF)
IV //
I/ .. .... ',
r <-::-:::;::- l
1/
\ I
'\
't ... -
-/,. •,
• •.
·,,' I1 / / . ,) ·· ..... I I
12 (2130 2542) // " • .. l
,: ;-;:·,
·:, ., .
-~ - =
-=>--..
' -
2388 .. -
. ,,;.2.070 in forwa ra :
.-- _,,/ ,.,., ; -
If
;
1·
\
~ (,/.'/:r-.
.. _,, '
-~--=...:::::
...., --
..::::>-·::::::. -- _.,- "
- {-; ..;_
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Q7.A ship of 15000 tortne displ~cement has an Admiralty Coeffici~nt, basecl

on shaft power,
of 420. The mechanical '~fficien~ 1 ~f/t11~\ mac liine rl .'is\ ·e3o/~,-shaft ,l6(s es
6%, propeller
efficiency 65% and QPC0.71 :):t ,~.p__arti~ula~ ·sp~ed
(I) Indicated power; (ii) Effective pow er;:(iii)_S_hip_$peed ~:::. --
2SSOkW. Calculate: th~\ ~it.spow
t e/1s
201a/sR06 2O10/ sRoa 2O10/s Roe 201a/sR11
NumericalSolution
tp = 2550kW
dp
----=---
tp
= Propelle --y
r efficienc
25 5 0
=-
0.65
sp dp =
Transmi ssion efficiency
'(!
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ll NAVAL ARCH 67
2550
=----
J 0.65 X 0,94
= ____ s..;.p
___ _
Ip
Mechanical efficiency
2550
=------
0.65 X 0.94 X 0.83
Indicated power = 5028kW
ep = dp x QPC
- ~--
..-:::--
----=-- 2550
X 0.71
- 0:65 :::.
-::::-__
--...::::~
...-;.--
Effecth :e l)OWer._;=;278$ kW --......:: ......_~
.--;_. . - · ;-, \ \ \.. '"- I U / r·-~ '---"--
//,::_,.,'\ ,<,•·\ I ·, __:~) A3 y3 -l / ,,".::.,, ./ ,-... '
./ , ,· ,,
. -• 1sp '··Jl·-····----
,,_. ' ,I i ,I // ', .
,,1/·
·,• .· // '· \.-✓-:) C L..._1 ; I .· /', ,
l \ ----,,._ --===----- ....,....i ./ V ),
--·
.. . (. -- -
/ , .· .
//
/' / ,
..._ '-· 7
. .
.' .,,....,
:::·:.-----=-s=---·
y3 ----
,,-,,,,- p-~ , ~- -, / ·~.-
--
;/ / v',.,_--..,</.1Y ./- ' t. 3 ~ Cr ......
,
,_..< ,'/ ;(/ / 1
~ r0
II
\
/ f h,, f 2550 420 \ ,') r• ,
=----x--
,, /
~
//
;· '• ., ' ../
>
, / I '
·1 ' -;' .., I 0.65 x 0.94 150003 ,'\ ( O)'
!/ -·----,.;,
-. _- ..1 \ I '\', "---
: . , 1, Ship spe~d, V = 11-.2~knots '-," \\ (,'~/
• ' ---.J l /I '\ '- j, /, \ \\ ....,, ) \\
Q8. A. ~~scribe st.ibil;~ ~e,j.;ireme Ji~ <!~ ~dt ~ .ng. \ \ \ t---. . \\
B. A ship of 8000 tonne1 ~isplacement floats_ upright in seawater. KG!= 7.6m and GM= 0.Sm
1 , , '<-
A tank, ~G is 0.6m abo ve ~e keel and 3.Sm,fi:P.µi
· ''-.. / 1· /! .
1
th ~-~ ntrelin.~,.con~ ins 100 tonryeof water
ballast. Negle~~~ the ~ee .~urface effe,5t( c/~!culate th~ angle which pt e ~~ip__, wil fheel, when
the ballast wate~ 1s pumped out.___,,,..._,,.V / \ /; t:::-
---;
1
2013/SR3 ·J .•··. 2014'/SRll 201s/SR06 2018/SROS 11i o1s/sR r{ //

\: ., --;::·.
·:·}·~-PAR
~ - B,ALREApY
DONEI~AN 2~ lj
,(04) .-:~,.~:-:.,~-::'
'.\ :<~-·-.., \"· \ 1/1' ·,,,_::_; I
A. Describe s~~ .~!icy f~ef
ut em~~ t f~-~ ~-~-docking _C'.-~-:->~/
,", (~; (,~
-The requirements for safe stability during docking·and u ndocking a~ followsY
j
'' - ( )"~I I - ( ' \ ,· \ '✓ ~1/
1. The mean draft selected should be.such that the critical GM" ·on'ciockingJ s positive (The Master
should verify with the ·h~lP..,p_f t~e'1~~-~if~~ 5 t~-~~ thG~~~; ~ft-; e~9m~~ nded by the yard is safe
and results in a positive critica l~G~). ,___ . -~
........,:-..___ ~-~
2. When docking, the ship is slightly trimm ~ y-the ~tern-so·th at the stern block touches the stern
frame first. This is necessary to steady the ship by locating the stem on the block. The stem side is
chosen since the stern frame is very strong and can resist the strong single reaction occurring at
the instant the stern block touches the stern frame at the coffin pla_te or bottom of the stern frame.
3. The ship should always be upright during docking and undocking. This requires monitorin g of ·
the inclinometers during the docking operation and take suitable corrective action by transferring
water or bunkers from port to starboard or starboard to port as required .
4. No water should be pumped in or out of the ship as that would affect the selected displacement
of the ship. ...,,
5. Do not exceed the recommended mean draft of the ship
6. Do not exceed the recommended stern trim.
ARCH
NAVAL 68
WWW,DIESELSHIP.COM
water on board.
e tan ks ar e dry and there is no unaccounted
7. Ensur e all bilg es and bilg t o rd ed ~nd must be
tain ing F.W , Ba llas t, F.O ,. D.O,. and L.O. muS ~e rec
8. Soundings of all tanks con dry dock,
sumed durmg the stay m
·'.1
.•J und ock in g. If F.W . is con
,. time of very commo n
I' the same for each tank at the into the tank before undocking. A
i
st be rep len i s hed
the consumed amount mu of survey . He nce before
, It
epe ak tan k Is nor ma lly drained out for purposes
occurrence is that the for ginal soun ding
re fitt ed and the for epe ak tank filled up to the ori
are
undocklng, the bottom plugs
prior to undocklng .
of 17,025
ead th of1 8.S m, dra ug ht of 8.1m and a displacement
Br
Q9.A ship oflength 140m, Diameter of the Propeller
is 4.8m. The
tonnes In sea water, has a face pitch ratio of 0.6 73. ge of9
t t.i:
... 1fe ·slif ma y be reg ard f:d as constant over a ran
w tha
results of the speed trial sho used is z'otiday _at 13
knots and fuel
w_~ o
_ .sc a:o .o :
s If fue l.
to 13 knots and is 30%, of~ hip, Detei-mI 'ine~~e fuel' con sumption, when
var ies JJScub e '?( ~p eed , . '
consumption/day . ,·~ \.•'-:.,::.. , .'\. __ ·.: · - - ' · - , _ , · · ,
C • / '
' _ /·
propeII er runs at 110 rpm. 1

1-\ \ __;, ·' . I--=-== --..... -.
=-I :-- -,'
-. , '~ -, :: ·, '\ I J
I 2018/SRU I ' I ~ .
,...;::: :.,- --- ,... . '.\
1/' / ),' , --; , ,/ /,/ .,., ..___,, .
. .ion/; / :': ,--"~,✓ / V
/
_
/' --- -: \ °"...,, , ..J _,· · • -, \
Numencal Solut
. 1,. <~ v'/ d✓ henceV=
1· ~, 1 ,_ 1 • \
,,-...._ ,.,
,.,.,i1 J' -,_
\
J.=-=--- [wherel1=:= V x 1.025a rid 1.02 5 '. :.:_::1' \\

Blockcoeffic1ent' (q,··t. _LxB x d ,. 1 .
\, ·-....,/ \
!,I \ / \\
, . -\
/j ,-~ ~!:.- ./
.-.,Cb=-
//
= . 17000 . /'} _ __., 170 2 5 . 1\
,0.7~17 :-~ _.'"\ •\
Xl8 .5 X8 .1 ' °7 21503.48 •\ \
l.025Xl40 \
ff i 1.0z? ;xLxBxd
II ' - ./
346'~ ·' ·
/'
· \I 1 • ~-· I
x 0.7917 ..._O.b, 5"f o~ .•
•
I
\ '
:. w= 0.5 Cb 1.I 0.05= w = 0.5
PitchratioP ,=0.673x4 J\ I .a::
J[
i.23 .
'
~./
/.
· .
•.
,--:\,
•• '\:-
/
1 /
I/
·
/
I
11 •
· ,..,~, -~- - -- ,/
ed (Y r) = p'> t,
N >< 6 0 = 3.23 xuo x6·o :-:.
.:. ...
- /
1852 .. F ! !-51 kno
Theoretical spe ~; ----
\\ r.::-"1 11352\. r;:--:.: ;'!
✓-,
11/1
·J:;.,vc i\. '
J -11 . /I
51X
·,
0.7 = 8 057 kL f--: :_--.,
SpeedofAdvan\\ce(V -...: ~,- . w - . .51-x (1-30/ ,%)= 11. . ~IO _.,
ts. ,. .I '/
~ v- Va < '~
) •
/I '.'_ ,·; /;
:-- }
1
/
W kn '
-
"<-:::V -V ia= wV I /.1 / >~
•
. -, ••. ) // •
e ow W-;~ \' 0- ~/ , I
V.
1-w
\\\.:•• ~ ,•<\'/
:. V =-!!... = 1:1.057 ' :_,..
1-0 .34 6
,\ 31 knr,_.
~-~
. -
8.057 '-:--.
-~ = 12:3._!~nots
....::- --- ·
__,,
'-....::::::::
/.
..,/' ..
_,,,.,_
;
,:
,,,-
.,.y:,
:;,✓-
;r/ / , t' . ..:. /
,, • -·
,,..._-:-
c·,,
r::.J //
'.;:·,
/
)/ 1/
.s
·· peed of ship (VJ = i2•.
· //.11·-
ots ')
•,; 11 /) ,'
___
~ :_ - ----
__.
<.-.1_,\ ' \ _#/
'-..'-.. ' f-1'
\\·, ,·,\, .\ -\ _, ,./,-,,~
, -~ ~(" \_,.·'\\ _1
" ~ ' ! f./l,1/7 If - .

/
,- I"{
FOC/day ='~ Al v l"J J••/ r1,'{ ·.I 1·1 I l,"-'-l '1:-:
We know that -C:o_ef icient '-., , l:, ...J' ,L_ •
,., ~
_,,1/
fuel -..;_ .--;;,..,-
----.:::: ·::: :::: >"
If c
onsumptlon ex:speed3, then~c1
= (Vz~ 11la ~ - --:-
y cx :
-vr
v1 • :. roe
:. :: == (:;)3~ c2 = 20 x (12.31)3
13
_
- 16.98 tonne per day.
.
Qto. With respect to BuoYancy of a vessel:
A. What d b
o you understand by reserv e u~yancywhathappen lfth I b
tha n the res erv e bu oy anc y? e ost uoyancy is greater
B. A forward dee p tan k 12 m long extends fro e.
The Width red fro m~ ~ lon gig itu din albulkhead to the ship's sid
s of~e tank surface measu on tudinal bulkb ead at regular intervals
@www
.DIESELSHIP.COM
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.COM NAVAL ARCH 69
are 10, 9, 7, 4 and 1 m. Calculate the second moment of area of the tank surface about a
longitudinal axis passing through its centroid.
2011/SRZ 2010/ SRl 2018/SR0G 2018/ SR0S 2018/SRll
--- PART- B,ALREADY
DONEIN DEC2018 (08) ---
A. What do you understand by reserve buoyancy what will happen if the lost buoyancy is
greater than the reserve buoyancy?
- The volume of a ship above the water plane that can be made wa tertight and thus increase the
ship's buoyancy- called also reserve of buoyancy
- It is necessary to have a certain reserve buoyancy as, when in a seaway with the ends or middle
unsupported, the vessel will sink d~~ n 59_displac e:.t h.~sc\me volume as it does in smoo th water.
This could result in the vesse !Jounderi; g, '' i r-- . --~ "'-
, •' ..,.r .~ .,.\ . ,- ... ..- , ' r-,.') ' •' .
- If a vessel is damaged, ..cµ;d water·· _can, \

ent ·
er_~·,,c ompartmept
~ • , r-•r
,which\v ~s,previously
r , -.:-...J . , ', "-
watert ight, the
COmpartment is said ,t9 •
hay e b,een
,,. ,., .
~
.h~ lged.
( .•· ...._.--
_
W hen -a co_
mpartm--..J, I /
enr is bilged, , the buoyancy provided ✓ \ '- - ,
by the underw~te r _vcilt1;m~ 'o~t~~.t com~~~~-e!i~~~~ is th trt~ e-~ e buox~ncy of the enclosed
volume above •~, Befo,r; b1~g~ng, t~_t r.eserve ,~µoy~ncy waH ~~ entir ~, en..closed-.~olume above the
original wate~line. Afy~~bp gin~Jt is the "~nclosed vol~me above' t~~ rie~)n t~ct w~~ r plane area .
- If this compartl11.~~t.~~ to ~~e side of the centre linr then the vesse~ willl aI<~ up ,~ angle of list.
Depending upon :~ .e locat ~?n of the c~mpartment, t~e vessel may also~~im ,!>t the bo~ o~ stern. In
any case, draug ~:_~ ill i~-1rease, freebqard and t.her,efo~.e reserve ~uoyapcy.. decr tr se and the _~Jl
effect is always toT ~duc~ stability. _\, ··"· -?<;/ ·-i:".-
-) \\ \ •\\
- In case of flooding, th ~_
.bi~gest -dang ~r)._5 ~th,e,..1o··ss ~f ~atertight integi;t~ \and the sub ~iquent loss
of intern~) buoyancy frp;m,the damaged ·ar~~~-Your ~,91~~ -diate action ip tpts case shoul always be
1
to close all watertight \1 06,rs through the ' v·e~s.~l ._to ·p_~~v~nt J~~th_e5,lo~f/ of buoyan 1 It m~y. be
possible in some _~~~es to,bri ~g the damage ~ a~e,.a out of ~ ater deballast ~ g th:~~ sel Pi proVIdmg
a list on the opp-osite side' FDthe damag~. /,_. // \ Lt::::::::
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ALL ,JAN2012---
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QB. A. Sketch a tr~~svers~~«;-c~ ~-n through.the hold space «!,f,~ :~~~~-une ✓5hip hull;
7
B. Referring to the'sketch inJA) descr!be how a4~4 ~,ctt,~·sti:u~tural s~ength is built Into the
'-. • <. I ! .' / / / r·- ,. - . ,. • (, 1• J 1/ ,1 > \ \ \ \ \ •- · /
hull ·-:-:-.
,
.... <J U t ! ,, .' ' '-i / I I i • 1 \ \ \ \ \..1, ;'
',
,//"
2009/SR0S 2009/SR0Z ·-.:. • 2008/SR0S ... 2001/SR09' " 2007/ SR0.21/ 2006/SR0S 2006/ SRG
2010/SR0l 2011/SR2 : " ? 013/SR03 '. f', ·:. :2015/SRll ' ' . '. 12016/SR0i . ·
. , , ~016/SR07 ' • . :zo 17/SR06
2017/SRll 2018/SR03 2018/SR07 -- :_____
===---·
A. Sketch a transverse section th~ough the hold space of a container ship hull;
• Container ships are designed to carry large numbers of standard containers at high speeds
between particular terminal ports and require a fast turn round at those ports .
• The containers are of international standard , 20 ft, 30 ft or 40 ft in length, 8 ft wide and 8 ft high,
the 20 ft and 40 ft lengths being most popular .
• They are strong enough to be stacked six h_igh. Two b~sic types of re_frigerated container ~re
available, one which carries its own refrigerat10n plant, either fixed or clipped on, and one which
relies on air from brine coolers in the ship which is ducted to the container.
IC)WWW,DIESELSHIP
.COM
NAVAL
ARCH 70
DIES II guid es which are splayed out at
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I I d Into the s IIIp .
• The containers ar e oal c II with the Corner fittings. The
d I d-ln. h ides In ne - J
the top to prov! eOca I tOIJat the bottom of t e gu . ssentlal therefore, to have long,
d t the tan< I10 t hes 1t 1s e ' st
• Pads are filte t I by the size of the c ' tthe sides of the hatch are used
available hold Space is dicta ec mber of containers, the spaces a de
t ke a maximum nu -1
wide hatchesdtowater
a •ba IIast · ry tiers o f co ntainers as deck cargo. Since the ar
for access,an ings and covers ar e designed to car h do not usually carry their own cargo -~
• The hate 1 coam well-equipped ports , t ey
vessels usually work between to
handling equipment. . . • th
er
B. Referringto.the sketch in A. describe how adequate s t ruetural strength 1s bmlt mto the b1
h II
u · d . .
longitudmally "
1rame d in addition to the double bottom.
side shell and longitudinal bulkhea s arc fi . prove the longitudinal strength.
The hatch coamings m_ay b ~ con fmu ous and there ore
STEEL HATCH im
COVER. . Q
A
DECK B
C
s1
A
DEEP WEBS AT
HATCHENDS
0
Si
p
Cl
b
ti
n
h
- Problems may arise in these vessels due to the lack of torsional strength caused by the large
hatches. This problem is overcome to some extent by fitting torsion boxes on each side of the ship. a
-These boxes are formed by the upper deck, top part of the longi tudinal bulkhead, sheer strake aod
upper platform, all of which are of thick material. The boxes are supported inside by transverse E
and wash bulkheads in addition to the longitudinal framing, these boxes are only effective if they E
are efficiently tied at their ends. At the after end they extend into the engine room and are tied to
deep transverse webs.
C
- Similarly, at the fore end, they are carried as far forward as the form of the ship will allow and are
welded to transverse webs.
- Because
The deck, of the wide hatches the deck plating must be thick, and higher tensile steel is often used,
s
-The longitudinal bulkheads below the box may have to be stepped inboard to suit the shape of the
ship, the main longitudinal bulkhead being scarped into the stepped section.
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_.r!NA8:V~A~l.J.AY:R~C~H___ 71
- At th e e nd s of the hatches deep box webs are fitted to Increase
the transverse and torsional
st r~ng th of the ship . These webs
are fitted at tank top and deck levels. Care is taken in the structural
design at the hatch corners to avoid excessive stresses.
-The double bottom structure beneath the cell guides is subject to impact
loading as the containers
are put on b~ard. ·
- Si~e g'.rders are usually ~tted under the container seats with additio
nal transverse local stiffening
to d'.stnbute the load . Unhke normal cargo ships in which the cargo ls
distributed over the tank top,
the mner bottom of a container ship is subject to point loading. The
double bottom must be deep
he enough to support the up thrust from the water when the ship is deeply
loaded, without distortion
between the container corners.
lll.
,/'✓"-;-- ------~ --:-:::---....
/:'-:::
/ _SEPTEMBER2Q18~- '-,
Q1. With respect to t~~,sa cr~fi<:.!~J t1·~ o·~! ~ !lttef ,to ~ ~h;~1sf ~ll!..,
1 1
A. State the purpo ~~ .of ~t:png_am_>. _ysd to 'ahull structur~. !,/ I; ' ,,,
B. Describe wi~ _µie ai,d <>!s~etch:··h~~ n.odes·may~ t~clt~f!9 'the Jiu.tr,
C.Upon inspe~tioq in diy- dock jt is found that the ano'de~have not
• I / wasted ,and areas of hull
' , _/ / ' ,, / , /" \
structure have exper!~nced s_evere corrosion. Explain possibl~ rea~on , .__~ , '- ' / ,, • '\
s for ~is situation.

I 2018/SR09 - -I>-
-. / // I / I/ I'-\ V
// ' ·- : • • :' ~/ 1
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A. State t~~ p~ryo~e of ~tting anode ~ to a hull ~~c~re. -- . . ,
· ·- - • • / ,
y;
\ • \ \ '- -.._./
1 \\
- To prevE:nt corrosion 9f ship hull, tank walls, any; equipment that 1
'' operates with s~a water by
sacrificial _anodes. / ' ,i
I
_ ✓ ,----- -- . :-----:-~,, ./' • ··--..<
I ,. \\ ~-' \
- \_ \
potential than steel W~t n 'tmmersed in sea -~ -~ev Th,~:~·anQE~~~
current, but will be con~ume__d
•
be mamta .1
1Qed.-
\
- . -J
-·· .--. '\\\ " --.
, (
in doing so and tqerefore r equire replace1/ ent,for !he otection to
R ~
.> / {./ / / /
1~
\
\
pplr /the cathodi ; protection
/
/1 c--- ,-::::---1
·, .
i
•Anodes are basedoJl alloys of zinc, aluminum, or magnes}um whicq ·I
_ __ ... •
·--
-have .un_de rg
z · e many tests
\ ' , '
to examine their suitability;'' •high · I j/ .< ••, ') //
purity zinc anodes are also used. /;1/
- Sacrificial ~'J ade s'°'m'ay✓be fitteq within th~ hull, and ar ~ oftep;f itted
,.>< ·
.
, '.: 1/,
jn ·b all~t / anks. However,
magnesium a~·~ct_~sar¢ ..'n~~ .used ,•·in :!~~-~argo-ballas ~,~~~~ ~ f oi~-;~~~i.~rs o~ g to the 'spark
hazar d .
, \, .
\\. (;°' /' ;,-
__, 1 . ,-1 --------.:.::::.
- --·.:;:-..::::.-:;:..---
- - -:;, , ~
.....-.\. '- ,, -., // / -
11
e - A good connection :i~ ~ecess'iiy/ 0/ 9~~~~-t~~ flo_~ --~f ~!~~t~c;ij l_If
th~}11ode do_esnot corrode
away then it is not properlv connected. The .anode should "not,.be pa111t
). -~.J
,, •.;•-<.' \..:/ I I I i w -._,.J,_, edor coated m any way.
d
e
B. Describe with the aid of sketch ;-ho~e
·'-
~-- ...,.,:;,,,..
'---· ~
-~ ed to the
·attach hull.
y Findingthe amountofanoderequired.
_ The anode, when connected to a surface, sets up an electrical circuit
) and current flows from
cathode to the anode.
_ Each surface to be protected will need a minimum amount of current
to flow for adequate
protection. This is called the 'current demand ' of the surface to be protect
ed .
_ It is measured in terms of the amount of current required for protect
ion of a unit area of the
surface, also called as current density. The current demand of a surface
de~e~ds upon many factors,
like Dissolved oxygen content in water, Marine growth, Temperature,
Sahmty .
• d
- If t h e reqmre curren t densi·ty for the Surface to .be protect.ed is iC,and the area of the surface 1s
AS,then the total current demand of the surface will be IC= iC x AS .
C0 WWW,DIESELSHIP .COM
NAVAL
ARCH
W\\'W,DIESELSHIP,COM
Mounting
techniqu.e. d hich are used in ships:
mount ing 0 major types of ano es w . . .
techni que, there are tw I de material (Aluminium or Zmc) ism direct
- Base d On . f anode t 1e ano
1. Flush mounted anod es - in tins type o The l~sert Is generally b
a flat bar which can e welded or
contact with the surface to be protected.
bolted to the surface.
Ship's Hull
Welded or Steel Insert

Bolted (Strip)
MethodofSecurjn~the anodeto the surfacet b

h
- T ere are three basic methods of securing thO e protected
are e anode to th e surface which is to be protected. They
1. Welding
WWW .DIESELSHIP.COM NAVALARCH 73
2. Bolting
3. Using studs/brackets
- Welding ~nsures the closest electrical contact between the anode and surface to be protected,
thus ensuring good conductivity between anode and the surface through the insert material.
However, due to issues of accessibility, some locations (e.g., stringers, girders etc.) may not be
conducive to welding, and bolting or bracket installations may be preferred.
- Additionally, if the anodes have to be replaced relatively frequently, then bolted ones are
relatively easier to replace compared to welded ones.
- Anodes can also be bolted to small studs or brackets which in turn are welded to th~ hull.
C.Upon inspection in.dry- doc~! ~.!Y:9undlliaH:h·eanQ~ ~~ave not wasted and areas of hull
structure have expenence!!,§evere _corrosio_n.:Explain possible ,_reasons for this situation.
- Anodes are painted o~~J , by'!Jli~t~~~·p~ri ri_g iist,~kta}!l~ti91( ~) /'~ -~,
- Heavy Marl'ne growth · . , "" .-· ·, \...,,
,/
. / -..._
/ ,,- ' •
\ /' .'- __ .... \ j · -- -·-- .✓ 1-• •• , ..} r,.......
, I1
•..;; 1 ; 1 /
I ,:I
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-Anodes are not fitted pr'operli -ortis~d ~ro~g tecbJ1ic.QYadi:ling-~~ in1ulatfo between the hull.
- Improper mat~rial.se .l ~ction .-., _,,,,;,1// ___ .--·~- -........:~-:,, ____
, \ ,\
; _t , ., .. " ,✓ ., _ ,,...✓ ,,,,--· ...,, "7.'· c-~-.. \
~ '- " 1 t,. ··\. , )
1
- Welded inse~s may.have
• ~
cracked in service.
l
\ ,, • /_/
\'-\
\ / .... _"\ '•
- The conta~t -res~s~~~e b~tw'een ba~e and core of, sacrificial anodes ',fs-n.,Qt _to be greater than
0.001.G. :/ (._•i·.....
,.
_ ·:: /1/
, -...-...,
i /
I/
'~\ I,~ ,i \f \ \\ --/---. \\
- The worWng ~!!_rfaf e of ,~e sacrificiaJ ,~node is to ~e fr~.e fromoxi~ sk\llS,b~rr~, flas~es or cracks
with length exceedipg SQmm and deptli 5mm. _/ , :, / · \ \~ \:: __) \\
1ct . : d . : 1t; th/ l'di ~fth. .:: ;-II·,,~:-/ '· :__. / . th h \ \\ . h' \I A. C k
Qz: G1vea r~asone opm1on a~ o . e va 1 ty o e ,o O\~rmg asse~o ~: oncernmg es 1pco~cernmg s 1pstryEre: rac
is 1
propagation in propeller shaft 'A'brackets or spectacles fram_1:
1
s is i~,9i\:~tive~of !~adequate sq1ittlir gs and strength; The adequate
1
p.
provision of deck scuppers and freeing ports is as critical to sea worthine ~s .i's water tight integri J:Y. ALREADY PON~IN MAR2019
Q3. (a) What is free surface effec_t? Ho~ can be avoid~~ ~r ~e9uced (b) Gi~e the components ? f shif ~.:~~;tanc y/while vessel is
1
'enroute'. ALREADY PONEIN MAR2019 • _,. · , . 1 1• · -.. . ·1 ;I
Q4. (a) Draw and the mid ships section of an oil tanker with Double Hull & name each part. (b) What is Bow Flare? Why is it so
important in Bulk Carriers? ALREADY PONEIN MAR2019I
'
• 1
'
//
•
t·<• .."·-.), IJ1t
Q5. (a) Considering the ves~e! a~ a compQ~ ~d beam define ~ending moment~hearing f~r~e: Which,/s tlI~pointpfMaximum Bending
Moment? (b) Sketch and Descz:ibeHatch coai:iiingof a large bulk carrier. ALREADY_DONE IN MA~2b19 !/
\ \/ .,........ --- ... -~ .,,,- ~/ ·,_,.. j .. , .
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.. .,.
.,,/ , -<'-. ' •J ~
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.\\ , '.'/ ·7.0--,_ SECTION-..:.

·11 v / ;/
Q6 A. Describe how the force on the ·ship's ·bottom and the GM vary when grounding takes pJace. B. A ship of 8,000 tonnes
dis~lacement takes the ground o~
a__sand baclc:~~-'a fi111i
,~~ ,ti,d f ~t a_n. ~f 5.2_~ftr ~s. KG4.0 metres. The predict~d ,~~,i~raft
eJ~~ -
depth of water over the sand bank at the following low waterJs. 3.2 metres. Calculate ~ :,9 M'at this time assuming that the KMwill
then be 5.0 metres and that mean TPC is lS'tonne . ALREADY DONEIN MAR2019 -_--:;
-:.,,,
Q7. A. List the precautions necessary before an inclining experiment .ls--carried out B. A box shaped vessel, 50 metres long " 10
metres wide, floats in salt water on an even keel at a draft of 4 metres. A centre line longitudinal watertight bulkhead extends from
end to end and for the full depth of the vessel. A compartment amidships on the starboard side is 15 metres long and contains cargo
with permeability 30%. Calculate the list if this compartment is bilged. KG- 3m ALREADY DONEIN MAR2019
Q8. A. Define longitudinal centre of gravity (LCG)and longitudinal centre of buoyancy (LCB). B.A ship 120m long floats has draughts
of S.S0m foiward and 5.80 foiward and 5.80m aft; MCTIcm 80 tonne m, TPC 13, LCF2.5m forward of midships. Calculate the new
draughts which a mass of 110 tonne is added 24m aft of midships. ALREADY DONEIN MAR2019
Q9. With reference to international load line statutory certification,

A. State the reasons for the freeboard requirements;
B. Explain the term conditions of assignments;
© WWW.DIESELSHIP,COM·
NAVAL ARCH
· WWW,DIESELSHIP,COM
I t d survey after major repairs in th
C. List the Items that may be examined during a re a e e
drydock. 2010/SR4 2010 / SR3 2011/ SRl l
2006/SRS 2011/ SR7 2010/SR 9
2008/SR9 2014/ SR02 2014/SR07 201 5/SR"oz-
-
2012/SR2 2013/SRH 2014/SRO!
2011/SR3 201 8/S R04 -· . 2018/SR07 20 1a]s R09
201S/SR04 20 15/SR09 ~ 20-ii ;SRi2 -
\ ·20iG/SR02
Freeboard - It is the distance measured from the waterline to the upper edge of th e deck plating
at the side of the free board deck amidships.
A minimum freeboard provides the ship with a reserve buoyancy which enables it to ris e as it
passes through the waves and thus remains largely dry n its decks . This res erve buoyancy also
improves the vessel stability and in the event ~r d.a_mage
~ ~llenable if to remains afloat ind efinitely
or at least for a time to affect the escay_~ oft he crj~ .:... -~
(i) Conditions of Assignment ~ /' <'-, 1 ·---:-.l( , ;--l ,··-"' -.... ,_-,
Are laid down in merchant shipping ful ~s i 968 , Thes e·~us t be ,inet before fre eboards are assigned
// _, • , I • • I • : f ' , ',, ' ,
1
to a ship and a load Jine};erti~ ~at:E:is_iss·l;!ed, which enables the ·lor!g fin~ and mar ~ ~o be engaged in
and painted on the si,~1Yo~tJ-ieshi_p:'i ---~ ~__.,.:::::-_:.::=.:.~ ·- ·· °"\
··,<:->. ~-
(ii} The conditions )fr e ·concerned ~th :'- ,.,,,,.
/ /. , , ....., /
..,..--.. '\
*Watertight integrity 'ofthe hull and state r equir ements for the strength. ··.,', ·,·
'' , ',, .···" -.
'~
\
.\
' '
:, •• • • .' J ' \', • •• ~,,, - ~ . \\
* Height of sills:,anq _coming and closing ,arrangements iof items such as super _structure decks.
Ventilators, air ,~ipes:~ ~rgo pojts , freeing bort s, side scu ~ les, supports inl'~'t & di~charge ~'and also
I• / I· · /. ·· • ' · ·
means provided for the protection of crew.\ / / / ·, \\ , · ·\
f i ' .. - ; I\
i
I i ' ' l / . / ' \ \ •. ' ,
* The ship mff t l!~~~!, uffiden \ struct_~~ ! l-~fr:e_~gt_h, '.s.~ability and ability .'t_ow,iths t an'd flooding of
compartments. r' -----,:::...
'::,, •..," ,' \' ) l I \
11
* Adequ~te re ~erve b~oyan 1 • \
1
• Safe height ~f workmg plat~orm
I · ',· ,·
• ·.,. , •,
J · -;/ '\,·-:<\
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//
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* Deck wetnes J in r~lation td bo~ height. . / /I \ /; c_ - - /1
- Conditions of:~ssig~~~ ~t ~~~ds
periodic i~~iect i.on and su~ eyed annu it) y tf~ -~~re ~hey are
fulfilled. \\ . ·.•. ,.:>, -. I ) 1 ~' : ; ~ J, '] /
: Items to be inspef'e d '·ap~:..
i:t!~int aln~d in goods ~re: - · / · / l/
}~:>·-
Hat~h covers, ca~ ~ poQ~•-~ ~tertigh~ oors;·,s_cu~ l_es -a·n d o~her closing . ;ip plia ;t es against
corros10n and damage ~ /...-1 .: ·- , · __,,,-/ -. '-~-) //
/I") ··--.:::---- - --::::--.,...... .- < ,, .., /. l
arefo
• '\'\. ' # /
* Commgs of hatches, ventilatfons / afr.pipes etc. be-~ ainta· c{, ,':, , ·, // . · II

at weather deck level. ~ .·<.I/'/ /,-:0 __ __ agamst 5-orros10n espec1a Y
. , \ ~ne , ._
"-~ t)'' ' I I , Ii I 11
-r ·-) I ' : \ n \ \ •. . .\ -, .,-
,,'/
• Freeing ports or scuppers to be kept ~1tal arid \ra1JJ . I \ \ \ \k\ .\\ . ~/
*G . ' '-'::---.... s m wor mg order ',,,
angways, ralls, bulwarks in good ·secq!:_ ed_condition.
QlO.With refer ence to fixed pitch propellers: a. Explain P

_.-;:--:,.-:.-.,,.
.
"
·-------..: . -- --
th hi • d rope 11er 51ip and Propelle Th b
es P s spee V Is 13.2 knot Propeller rps is 1 27 Prop 11 . h . r rust , The shaft po wer ofa ship is 3000 'YYI,
~ . . · · e er p1tc 1s S Sm a d th
ILWak e ,racoon ; 1IL Propeller thrust, when its efficien _ , · n e speed of ad vance is 11 Knots. Find : I. Real Slip;
cy, 11- 700-,oALREADY DONEIN OCT2018
AUGUST2018
Ql. With reference to rudder carrier bei fl
ngs tted to M h .
A. Sketch a bearing designed to transfer th full . ere ant Ships:
B. Describe the consequence If the rudd e weight of the rudder to ships structure.
. ercamerbeari
C.Descnbe the consequence of and the ctl ng surfaces become heavily scored,
a on to be tak 'f
· en, 1 th e camer shatters.
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NAVAL ARCH
~ 18/SR06 I 2018/SR0B I 7 75
1 A. Sketch a bearing designed to transfer the full weight of

the rudder to ships structure.
Eyebolt and
supportplate Trunion
0
Girder
connecting
cylinder
:
i
1
I
I
I
I '...... ~~--.,..
.,·
I
l
.........
=..._
~ --- -
Q2: With reference to dry docking define the responsibility-: ~-
-ofthe:2 Aci:-
engineers, A. prior to dry dock; B. Whilst the vessel is In DRYDO
·_.,..,.
engineer and the instructions he needs to give to junior
CK;C. Prior to flooding and leaving the dock. ALREADY
DEC2018 DONEIN
I Q3. Explain how the period of roll varies with - A. The amplitu
D. The location of masses in the ship. ALREADY
de of roll; B. The radius of gyration ; C.The initial metacentri c height
;
DONEINDEC2018
Q4. With referen ce to Underwater Inspection in Lieu of Dry
docking (UWILD)A. Explain in detail, how an underwater survey
carried out; B. State the requirements to be fulfilled before an is
und erwater survey is acceptable to the survey authority; C.Constru
a list of the items in order of importance that the underwa ter survey ct
authority should include. ALREADY DONEINJAN2019
QS. Describ e a method of the attachment of bilge keels; State
THREEreasons for not extend ing bilge keels the entire length
vessel; Explain TWO principles of roll damping those bilge keels of the
exploit ALREADY DONEINNOY2018
SECTION-II
76
NAVALARCH
WWW.DIESELSHIP,COM . mec hanical efficiency of the
power, of zoThe
4
lace men t has an Adm iral ty Coefficient, based on shalt lhe
th ru st power ls 25SOkW.
Q6. Aship of 15000 tonne disp icular speed
es6%, propeller efficiency
65% and QPC0.71. At a part ~-
N~E~J~N~N~O:=V~Z~Ol~B t
machinery Is 83%, shall:loss )1._ :S~ h~lp ~s~ pc~ e~d .-.!, A~L~R~EA~D~Y!:;!D~O~
~ow
:_e
~ep~o
d~p ~w~ _l
e~r;
c~r: _Q( !~ll
_:C~al~cu~la~te::_:~(l)~l~nd~
l~ca
; (~ll ~tc~
)~E U~v
~fli
c~ r
uirement for dry-docking. /mJ at
Q7. A. Describe stability req ent , 110 m lon g, flo ats fn sea water of 1.024t
displa cem dships, LCF3m aft
B. A ship of 8000 tonne e TP Cfs 16, LCB0.6 m aft of mi
rd an d 6.3 m aft . Th 00t/mJ. (
draughts of 6m forwa sel no w mo ves Joto fresh water of 1.0
ton ne m, the ves I
of midships and MCT1cm65 mu st be moved to bring the ves
sel to an even ke 1
a ma ss of 50 ton ne e
Calculatethe distance
ug ht t
and determine the final dra 2018/SR06 2018/SROB
2013/SRJ 201 4/S Rll I
DV
---PART-A.ALREA·D ONEINNOV2018 (08} --- -~
' ·-
. -- · -- -7
::;::-~-
( ,- I : Ii ""-...:
,/,. . .- -, ;· C- ---- ; '",
/:,: 1. I · ·.. '"-. / . :... J
,,,,//
B. Numerical Solution ,,:; - . (' c.:>~1. -~L ;..::::, J -~m ,1 ,, -. ,/---.' ; /"-.
l...Ji....,//, 1-...''\ '-..:
frat{g'iit\\ ·,;-~ xioo ;(es-ek) < ., --'J
.. ·, . , ...._ ' J
Change in me,,a1H
, ( -· '\J ' --· .. A ~ ---- i!RX es ___
'\:
//
f ,./?,/;;z/_ ,,.806~;:oO
= Xl.02f --( /~~~ : 1.~00). -~; / ""',
\</ '~-.
~\
\
r
l
t.
\ 1.000 x 1.02 _4 _
/
~/ #1
/):._·,,(-- /,/ 16. XlOO
"\ )/ _, \,
(J/ '<: // = 12 cm mcrease /
,- \ \_G)) \\
C
"7l'ft,..,,,,.-,,, \~\ \(t -)·--, \\

, -~'--.../ // I l
.
'
?!~-~ ?fb /~/qyancy = es~eR X (
F
·-_.-,-/ -- -=
Shift/ 1n \ \ 1,
/ / l
/1 . ·- ' _//
'c ·.>-
\
I
0 \ ·,
!(' 1.~:~;~~~ 3-:~-: o.6) l
j e in,tlj_'!l
~81
\\ \
,
= O.OS6_af
I.
= Boooxo.os6zf
~/~
2i...
.
...<--,_
"'-,, '- .
""''----)· ,. _ _..., //
) ]),
I
j
,
Ch
'l .':t ~\~----=-6--,92---cm/ $/. by1/ the head )
·-c;..
6
~
)' 1/ f._ -~
r-::"..7
,--::::-":..JIIII
, ~....
--.
~'r-~-/JJ>:1///-
I
i \\
C;::::~ \\'~
ew tr' 1 --
~ ~--- ~ = 3.o- 6.~2 = 23.08 cm
'•~ 23 •
I
/
./
,,,-:./, , !·< , ) I
Moment req uire-d"/ ,,.> " ~ -. .08 X 65, _ _., .,,0 (
\\ ,.,..- VJ ~ - -~ . ~_,/" ('
'\:,.._
---=--_: ::::: ::-,: ::.:. --- <'\ -~ ~- //
mo ~ed byt
,_ h ; 'r6~ s = 23.0SX6S :--
,-\(>:- \. "/
Distance /,-•lr-; 50 -30.00m.
'\:, , ·,..:_'_ , , ' ') ' ,,
Total Ch ange in trim ~" :~.. &~,3

111 fi---i
n , .~ ,r,n (\_\\_
0' :b·1 ,.,......hea
<
-)' .. -' ./4
--~ !1 1
Y :the d I\\\ \ ., J -
,__.. : l- J ,. - • ~ •..-..-,-::::;::. .,,,.,..,-_/
Change forward ":::::-... 30 \_. 1..!.J
::+
.::.- ( 110
ito _-:-z
---:i:. :..:::+ 3) = +_15.8:c·
. -- ----
Final level keel draught = 6.00 + 0 ·12 + 0 · 158 =6.278c
m
tr
QBA Deline longitudinal cen inal c
c~f gravity (LCG)and longitud
of a ship 120m long, comme: entre of buoyancy (LCB) B
2,40 79100 immersed cross-sectional area
4,104,103,97and sa· .2The ulat
n ofth ng from aft: are
Longitu dina lpos itio py Do~ 1E0 3,10 (') . ('l)
centre of buoyan cy. AL REA m calc e • 1 Displacement; 1
Q9.A. What do you und eand by rese rve buoyancy what h-'J.! ---- IN No v 201 D
fi0 rward deep tank 1 merst
2 I Pen If the lost buoyancy is
~nds from a longitudinal bul~ than the reserve buoyancy?
8. A
the longitudinal bulkheado;;r:xt 10, 9, 7, 4 ande;d to the ship's side, The
~;ter
d (rom
:~:~ nter vals are s of the tank surf ace mea sure
a longitudinal axis passing thro Do~.,-.~:~~lculate the seco
nd
ut
Q10 :An oil tank er 160 m lo d centroid.~ mom ent of area of the tank surface abo
of a rectangle with 1.2m rad~ ~::t ~!:t am no-
~ E~ii'.::"::.;-:;-:-:
,Cwi:a
· ~o
--- --- -
m In sei; aw~at;er~.Cis ,865 . The 'd ship
ges.A mldshlps tank 10.5 m long h : . bu mi s section is In the form
as twin long itud inal 3
lkhe ads and contains oil of 1.4m /I
© WWW
,DIESELSHIP.coM
I
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NAVAL ARCH 77
I
to a deptlt of l l.Sm. The tank is holed to lhe sea for the whole of its transver
DEC2018 se section. Find the new draught ALREADY
PONEIN
JULY2018
Qt. A. Explain the purpose of the rudder carrier and pintles.
B. The speed ofa ship is Increased to 18% above normal for 7.5 hours,
and then reduced to
9% below normal for 10 hours. The speed is then reduced for the
remainder of the day so
that the consumption for the day is the normal amount Find the
percentage difference
between the distance travelled in that day and the normal distance
travelled per day.
j201o~s~~ -o _ j2012/sR01 j2013/SR04 j2013/SR06 j2013/SR07 j201s/SR04 12016/SR07 1201a/sR07
--- PART- B.ALREADY
DONEIN MAR2019 (08) ---
~~=~ - ---~· ,.- ,:::...J( ---,r-- l ---~'-
/> \ \ '··-. '-/ '·-' ,I /·..-.--J

,........__
""',-;--,..
..
• • ,,,/ ... , \ \ '
A. Rudder Carner Bearmgs ... ··, , I I
" .. • ;' ,:J ,,· \ • '
~ ·--·- '> ··>--....
f ! ,~ f ' · -., ,
r,
,,
- The rudder carrier bearing takes the weight of the rudder on a grease ..
lubricated thrust face. The

rudder stock is located by the journal, also grease lubricated. Support
for the bearing is provided
by a doubler plate and steel chock The base of the carrier bearing is
located by wedge type side
chocks, welded to the deck stiffening. The carrier is of mechanize with
a gunmetal thrust ring and
bush.
- Carrier bearing components are split as necessary for removal or
replacement Screw down
lubricators are fitted, and the grease used for lubrication is of a water-
resistant type (calcium soap
based with graphite).
Eyebolt and
supportplate Trunion
Girder
connecting
cylinder
clearance
Doubter
Gland
,rea Criticalprofilin&:;
of carrier bearin&:;
(ii)
<0WWW,DIESELSHIP.COM
NAVALARCH 78
WWW,DIESELSHIP.COM
·,)Wdde i>t
'Doal>k"ate.
:
r-~ .. li~ --
~-. -· . .. P~ ;;·
..--:-~ ..-
' i: - e r => , □,
- ·10>..
' '
Reasons for cri_ticalcontouring of thrust face;
1. for lubrication
2. conical in order to prevent side slip and centralize rudder
3. Projected area gives greater bearing area allowing smaller diameter
bearing pintles-
- An unbalanl:ed rudder co'nsists of a number 'of, pintles" and gudgeo
ns, the ;top pintle be'ir1gthe
locking pintl~ r'hich preve~~s 'a~y vertical m·ov~m~Jf ~in th~'_ru-dder
1 and th_~•pintl: _and ~ dgeon
taking the weig~t of the .rudder. ,, ,- 1 / 1 \ /l - _
\\ l:) :-~ ·~ ·----- . / \ l :::-:-' ii
QZ: With reference to dry docking define the responsibility of the nd
Z engineer and the instructi bns l\(!leeds to g{ve to junior
engineers, A. prior to ·ary dock;"e;Whilst th~ vessel Is In DRYDOCK;
C. Prior to flooding and leaVing the ·dock. ALREADYDONE IN
DEC2018
.., ,,. · • 1. l • , '/ · , r • •.,
\ t .,<, . . ..,, , ' /. ~/ ~/
.- •
·, ' ) .:/
\.\ (, , •, •~ ,_ ,/ _/../
\: ·-....,
• ,- __ ~
.,.-::,r •-----
~ ' •c· I/ /
(-A•,':'.) f)
Q3. A. Describe the effect of cavitation's bn·..th.~_prop _~ller blades I
. ---:-\'-
, · 11
B. A propeller 4.6m di~meter ha~ '~pitch of 4.3m and boss diam~ter i>f0.7i The real slip is
-, . ,/ / ' ,' : ~ '
28% at 95 rev /min. Calculate the speed. ' of . , - \ ' '. \ . . \ }
advaqce, t~rilst and thrust power.
,,1/
2011/SRZ 2010/SRl ' Z0!Z/SR6 ·' 2013/SR6 - l .•2013/SRll , 2014/SR0B 2015/SR0Z
2015/SR04 2016/SR12 · • 2018/SR07 .- ,
A. Describe the effect of cavitation's on - i. The thrust and Torqu

e
Partial cavitation on a propeller blade will not affect its thrust Indeed,
a small amount of cavitation
may even increase the camber of the blade section and hence increase
the thrust. When 20-25% of
blade section is covered by cavitation both thrust and torque reduce
. Thrust decreases more
rapidly than torque and hence efficiency is reduced. On commercial propell
ers, this rarely happens
since the propeller loading and the rate of rotation is low.
However, on highly loaded propellers and particularly propellers with
high rotational speeds the
effect of cavitation will Influence the performance characteristics.
(e.g. Fast naval ships at full
speeds, tugs in towing condition, fast ferries, container ships, etc.
Ii. The propeller blades
I~ )
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The rapid formation and collaps O f NAVALARCH 79
Cavitation occurs around prop• 1 vap~r pockets in a fluid flowing under very low
e ers and Ill pump s t d. f
t pressure.
damage to these components. ys ems, an is a requent cause· of structural
A~ the tip of high-speed ship's propeller blad .
high velocity. One important effect . th e, for example, water is forced to move backward at
is at the pressure in th e wa t er d rops. The higher the water's
velocity, the lower the pressure be . .
comes. Tlus 1sas predicted bY Bernou 11 1·•s aw, the basic formula
I
of fluid dynamics. When th . Of
e pressure drops the b 0 1T
pressure pushing them back into the bod of~ . _ mg pomt water drops. With a reduced
A by he hqmd, more a nd more water molecules are able
to escape into the vapor state
more vapor molecules escape ;ntovttpTohr'ubf~le ~tarts_to ~orm in the liquid, and quickly grows as
. · is e 1ect 1s cav1tat1on.
So, at high propeller speeds, the wate st . ·-:-- b. . · .
Bubbles of vapor fiorm . th r -
...-,.,::...--·arts to o1l.ar9_~P.-!! the leadmg edge of the propeller.
m e water Some f th · I d ---. . ..___
with sufficient force to blas{6ff sm~l . 1. ·. ~ ..~se imµ, ~ ~ near-tJ:i~ ~ urface of the propeller blade
Th. b . _,.. . -- ,- , ·_,. .Aeces o_t) ne~al,a,n~eve11ruallythe propeller becomes eroded
IS e_cdame so ser !i l!s 11}, ~!le· J_~r&~~t~~nsatlanticliner th<J~1 thJ p~op_ell~rs .had to be replaced afte;
h er ma1 en voyage. , ,· ~ --- .. \ ,,,.., ·----.I/ ,'J '- '-'
/ ,. \ -::..:.::::::: .' )
:----..
· .,,,, ) ,_ '·,' ...--.:::::::---=
, / ✓.,..... ...._..7 / ..,,.-,--_,..,,--- ....
:-i,
. • ~,nUK::.~-"t ··\:~ - -:;· .. . '
/.1/ .• / / ,,,. ,r • llll.&&a.
~~,>l-• •
✓- --- - toaft
~r£ 'i' _::,_~"!'"!", • r &.OW ""~
"CA"ll'lfTAT10lf,t · •
/ ,, ,."I
/,1 . .:¥ / :,'·'
c ,.
., .·._,,:,.:,;,
,,r' .-,,
,,,<,,,,, __ ,_,.· \ . '
··J ~'?•;'t:
l/ :., (. '. ' _.<· 1/ - ' '·. 1. (" ~
I. auaaus. -...:........'11ttL
r •• I
' \ .
J / ....
l /;.,·-
... '
✓-~/ ~ ~l'I..OOa:
• / • ~ \ •• .,
>,
w..c~p
~\ , .. - ... "
r , ..., \' ,_.•,

: , •• •• , I _ ..,,.,, ...-,..-l -..~ ~ i,•~~
·
,l1' _.-'"--..._-··- . \ ...., ... ,,1,.·.· :··:n · . ,'... ,~, .., .
.t° ; ,, '/ ~ ••, \1 \f' . \
, , __ I ,
__?Jbow: ,' a .uction w:-ross ·011 ordiJiary :'s),;p•s , pro~Uer \'wiiJ,iu

,f
i! , :... \
j>oin'ud}
, i '._ almost-a~ref~if cross ~.s;c tion~ .'.:(. }:.&,luw: . tJu sl,a,P/..J';-
!J -- ·P.t:.I/P4ur duig11edfo.rf'4J c..tWi tativ,:,._• , 1
. ;,..
0
....,.,~- < ""••,.

l:
I
L~ /
f/
. '
'-,'-. "'.~
;·\
II
:\"
~ ·_. ' \ __
.,.~s;;,... .;,__
,,t t1\ ,- -.~~~ · :,.AT· ··,
-~ / ~- \ ,. tu.o ' kow •~...:::,
. ___:__ ------, [ --.. -._, -
.,__.,I'~ .,U:•~l•L&II.·...: I • .' ,
' \ ' '. ,,,::_; \\ ~ '-";· /' . ':_,2:::.,i .

\1 ·-· _.-, l \' ;/ ; ,.
With better -;desi~~q. -prope~ ~rs, the probl~m is not so acute, and ey~n 1~-~ ~1_peed;yessels can be
ount ~ f cavitation ~iting away ~l the e3,?f of the':~l~des-✓~ut cavitation, a
operated with ..~ small ..~J!.l:
fo~ of turbule~ {e, le~~~ to_~n extr~/:~ g on' th,~p!,_qpell~,!>8-~es, a~d~~~s~s a ~rop in the overall
efficiency of the p~~puls10~ ~~SJ~_m. ·,. ~~=-.::;::-::::::::: ..-✓ __ r: \>, ·- /
There are no half-me~ ~ures "Y~t~ _.c~v,i~~tion. Propellers ca~_ ·
be_p~~J1lted wJ!~·none at all (or a very
small amount), or a very _l_a[ ge amo~~ -~ ~ull_f~r,tatio~ ~~-P.~( cavitaJ~ori: No propeller would last of
a middling amount of cavitation and
long if it were operated with................... _it would be very inefficient, so
.-"'1/
this region of operation is avoided !_Tl!e jump to full __ cavJtation is made possible by specially-
designed propellers, with the flat airf~il cr~ss-section~ =- re~iniscent of supersonic aircraft and very
sharp leading edges . to bite into the water. The sharp edges are essential to reduce the cross-
sectional area affected by cavitation, and hence reduce the extra drag caused by this effect The
pressures are so low under full cavitation that the bubbles implode at some distance from the
surface of the blades, where they can do no damage. These high-speed propellers are used for
hydrofoil craft, which cruise at around 60 k_nots.
Submarines are also capable of traveling at high speeds, but they normally travel underwater,
where there is little danger of cavitation. The pressure in the water increases with depth .
Underwater, the pressure includes the weight of the water above, as well as atmospheric pressure.
WWW .DIESELSHIP
.COM
NAVAARCH
L 80
Although the pressure is lowered in the vicinity of the submarine propell
ers, it can never drop low
enough for the water to boil and cavit ation t(! set In.
!ifyen.Propeller Diameter, D = 4.6m
Pitch, P = 4.3m ·
Bass dia = 0.75
N = 95 rpm
Real slip = 28%
Solution:-
We know,
propeller in m; n= rev /s; s = new slip.

Thrust power (TP) = T x Va (m/s)
215.12X9 .52X1852
=
3600
= 1053.55 kW.
Q4. When a ship moves Into water of different density, there will
be a change in its draught
and trim. List out the minimum Information required to calculate
the final draughts. Also,
briefly outline the procedure Involved.
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NAVALARCH 81
I 2016/SR07 I 201a~ r ._ _ __ _ __
J_,__ --L ___ _ ..,l_ ___ __., ___ ___,
- The displacement of a ship floating freely at rest is equal to the mass of the volume of water which
it displaces. For any given displacement, the volume of water displaced must depend upon the
density of the water. When a ship moves from sea water into river water without change in
displacement there is a slight increase in draught.
- Consider a ship of displacement of(~) tonne, water plane area Awm2, which moves from sea water
3
of density (ps) t/m into river water of density (pR) t/m 3 without change in displacement.
t:,.
Volume of displacement in sea water Vs= - m3
Ps
---__;;:::-. ·- --: ~
.-
,-,,.. ...... -~
---
.~·
,,,._-:;:,
,.
,- - i
__ ., ,... I
(. ,.-::-·.) / -~1
--., I l__J
r--,
r· , _<~.
"•
...., .
-..
'-..'-,.
,,~
,,:·,,,..,,,- ,,,...\ I '-
;11·~:
.,,,/..
Ri~er 1 ,. · ...... ,;.
~ .
\
'
~--.., .., ) ,· r- ,• .f ,.,<-:.:-·./: . ...Water' .
/'./' . , ' ·. . . ' " ·,
//
ff .,-·
'
,sea·. ·,_,,,,,.,,.
I
-
::--~
-,;::;:
--·- --
::::>-..
' -.._,l( .J' _wa~
_-
·--·,
\
;~~-.\o,~
--::-
---
-~ ~~/-/_,,,..,..----
///?/;:~;;>,•
, -~
//I /(, ,,:,,<, <j/ 1//, ) ·-~\ \ ~(-...,-'•i. ,,
l
, , , ,.' / ('_,.,
//,.
...._/
.... i·--.
I
I
•
I,'
I
I
,,
.............
'-I
,-\··,, -..,
I
II
I,
I
.\
' 1I
I, ,
, I
/1/
,. , -,, ;'\\\ ,'-....'~:.,--
,,
,,
/ " \\ · 3 ~?
,.'- Ll r
r ••.,,
I
1
:t 1
-·--r /1 Volume
: ,,.,....__, ' ·- , i inys. ea water VR = ·-PR ~\
of disp1acement- ';"' ..,..)
'....-
'
tI ; f
,'
II -- -.. \"~-~ ,--..., ', \
, ,'Chan ge in'vol1f1J l!'Qf_q.ispl~qement V = VR v.~-I
!j •____ _, I
II /I
!
f
I =--
t/ '. ·. (A'.,':,,A) 3
A-....,
,-- . =fl~- .- m
.}
j
U,
~~
·I \\ \ PR · Ps ~- r;· PR·•>-P\ ~,, ___ ____../ / /.
This cha~1e in volume I ~u~es an increase !~D1ught. Si~ce the increasf 1s s~~ ll::;the 1. ater plane
1 increase i\ mean drau_
_..,..,.and, the
\ , in •,constant !/ght ma,::_t]i / be found
ere,~1dre
area may b1~ ass~TTt~,d to~r'emi
l '
..____ .- • -·
,-·--:::-
by dividing .the
1
change in vqlume by the wat ~r plane area. ,(;· -~.:;:::__ /.
~ 1/
C,,.,-, '\ :\ ,1 1 .,./
r '-:---::.:- //
I
I t:,. ( ) //
\
\\ 0 ~.
~IJ:!rrease in drf ught = Aw/ PR - .,m ~ (.~) ,. !j p
\ \.~~----✓, ~', \ _,,.. / .,,/,J I , ), \,)
'
\
\\ \ '
(./ /
;/ ,v/ ' -:-:p R -
~ u ( ·Ps-
/"\ "'• 100
/' \ \_) ', \ -..,
,, :--..... '~--
--~
J-:-cm ,,.-;:,,-
,",~~- '--r ;
,, t, "/ // - - '' l '')

~0.. ,( , J?/ 1'~~ -, ~RXPs
...... ·-. . --,-\t'\\\'_9' · //
"' ,. /, , ' ·, · · ter is given by· ~
The tonne per centimetr,!:!Jmmers i.~ ,}9r.~~~ 1i I 1\ 1, ~-\-j ,.J _,,,.- ;;/ l
W
Aw··x " · ~
1
:---.._. .:.~.
• .., •.•. , '--- 1
~~ -- ..... TPC = 100 ~ .

m2
Therefore,
~ -- - ------
--
-
Aw=---l0DTPC
Ps
. th f l for increase in draught; .
Su~stituting forAw m e ormu ~ _ 100X l:J.Xp (Ps - PR) cm
5
Change m draug~t - 100 TPC PRXps
_ ~ (Ps-PR) cm .
· - TPC PR . d i"n'ormation
. the require ,, to find change in draught when a ship
Therefore, above parameters is .
· m~>Ves . t O a nother density.
from one density
ARCH
NAVAL
length of
d ' g bilge kee ls the en tire
SHIP' CO M State TIIRllll rea son sBE f~r ;;~ ~ ~e; f~nNOY2018
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EScnt c keels;seD,bilg
tho e kee ls exp loit . AL A
alt,, chm oll of
hod oft.he dam p lng
bllg
s ofr
QS A Descn'be a met 11 float, h,, dca,ghu
CT ION - 2 (LCD), a.A , hip 120m long
SE
m ~orw ar d of midship s. Calculate
P • the new
,. ,',; =I , C '" '' '" 1WOpri ,c TPC
GJan d longitudinal centre of buo13, cy 2.
yanLCF 9
(LC
of ravity m aft; MCTlcm 80 to;~R ~I DY DO NE IN MA5 R201
. . 5.80
Q6. A.Define long1t u drnal c~n: ardgand dd d 24m aft of midship s. - -
f 5.SO 5.80 o
mforwanJ and OfU0tonncf s a e
o
f ta ti cal stabillty or the GZcurve ?
• t
• agains
draughts which a mass der. the cur veassess s the stabflity of the s h ip O
unve JS use d to
aresa cur
Q 7. WI
pla ta
in t Isngthe
usi ~ signif
nea t diica
agrnce
a , hothe
mof w thi
Ex
. I tabilityex I i
EV IOU SL Y AS KE D AS ···
. •• PR pan
a heellngarm. !!W fth acu rveofa statica s
. ISt ab' J'ty
1 - --
Q7.Explain what is mean

t by "D. ynamica . -- --
dynamical stabil
_1
refu~
ity _ ' ···
2018 / SR07
7 201 6i SR1o 2017 /S R09 :--....,
the GZ cu~ ~_ rep ...
.,.:._ / ~..._ _
how the area under 2015/SR0 3 .- 2016/SR0
. . . .
2012/SR12 2015/SROl
,•• ..\ \ .
#.,, // ' .,.\.-✓•-. -2'
'-1 '. - - -✓
! ! .: -:
' · .! I
i/
/ /
i /
',..., ,,.. ;.__)
1.1 ')
,,
,
'
.. --··
'
' ...>.
_; • • _,,
( --
angle of heel
/
~
/
J
rium till the

, '
-
right ci}Ui!ibC'.
/
, · // -, ·, .';,: • --.= ·~ -"', ,·- .••

STABILJI ;V
D'l'NAMICAL ui.r~d he ~ ~g tlie s;!'___
• It is defined as the energy req \ ·,-., - I ,/·.'
the sea
\I
~, . . .
1,;/ •'. • .-:;;- - /
. mic beh ,\ avi our of
, , •
• //,·,
1/ ,- 'd yn a ,
•
mItqu·ve estswn . ; / ~--' /,-
the stability Information of a
'.· vessel cons, enng I0 \.._ve _., multip \\ li ed by
mg mo / ment curve · (ot'-. \--
GZ cur
'. ~of. th ¢·a1/ rea un d,er ng . ht'
•- It giis expressed .in ., t~r ~.ins '-..,, \,'\ ',,---'\ .: \\
/ '7 ,,.--
displacement ot• the I .ship ,. iO ton s)
I ' (\
\ , ./, ,.,,
•... /1/ '\ \,',\ , :_. ..,' ~ I \I
1
• Its unit is ton \in ! I eter-r
, aui \., an
. /I
/ '\
~n Do t be the same \ I, ·
Ii
bf_ h~ ~J·C
• The dynami/k 1abulty it tW I
,Odil fer ent il, n gle
I
" ·,, )' . :., ,;. . . . ,i /
srATlCALsiAll1 LI IT- i / / / 1 the ren pval of
l
ht e_ qu1hbr,_um pos1\1on, after
- It is defined the ability t /ir a Ph
th~
ip
ves
to
sel
reg
to
ain
hee
its
l at
up
aii
rig
ari g' le.',:--:O · ... - - · //
_ _ //
external facto~ which causeU ~1 a f r iw at k

ori- o,f a ve sse l un d
, ; ~ the conditl ~n that the • 9.~ id~
• It givesthe 4 bility i!ifpm
ik~ ree) and
angle of hee J,up to.1 0 deg
• It is expressed in tO!]lls of
lnetacent ric hei gh t I.e . GM (fo r
f -S(.,''.--~
-> Ii!1/
~ ~ '<.:; f/
/ ) /) /
>y g of hee ! abo vel O deg ree
~
r
-✓ t
righting lever GZI (fo ..,..,
--.: ' \ \
/ / /2 ' " •,.
~(~ I \ ,
(;;,. t /.,
-ltsunitismet en /1
\._'- '
,.
~ sanie . //
\ \
uD t ang l• 'Of .Ji.eeI caD be_ th.

- Static stability at 'ilvo dilf0f , -,
•
dlSturbances 1.e.
' ,I ,
..
sta
----- ,.,...
bil ity on ly for sm all
\ \ , ,.,
t gives accuriltii:meas
' -~'-,
ure . of
A value of metacentric',heigh •• ' / / /') asure
//
ng !,eve ,' GZ is ,used to me
, ·. I :- \ ',
·--- - - -· ··
~r. '!_ ng le of hee l , the rig hti
Fo,:-larg
angle not beyond 10 degrr e. .OV ~~'ti,1 '~Dtire.,,.., rari"{eof heel angles for
any• •stability an 3Jy sis , the "3
'.'. 1 ~0 '0 1'
~ ·f--·1 .'" ! ./, I ·;· I, !_~
GZ is plo tt
1 I I 'c'..
i,tl ·, ··
I i' ',... \ \.\ . • / 1/
stability,•Inpo s1t1veor restonng :· ,
• '- '....
Wh•ich,t• 1s
Y,aI..(of{; M up to 1odegree
of heel.
ve s~e i sta b !l!_ t yJ~ cided on .itsi ty?
high on GM can- lie low ·onSfa
tha t
So, as a thumb rule we say bil
But is it Possible that a vessel ilt with high
on sta bil ity , Le t us con sid er the vessels which are bu
low
Yes,a ship high on GMcan be sel s. Th ese vessels possess a large
uprigh t GM
e.g. off sho re sup ply ves
force and low working alt for t the se bo ats tend to tolerate Jess hee
l angles than
m to len gth rat io . Bu
value due to generous beavan s is relatively Jow.
er bo ats . Al so, the (sh ing stabUity of these vessel
narrow
,,
WWW .DIESELSHIP
.COM '
NAVAL
ARCH 83
Typlcal ourvo for a boamy . low
dlsplacomont llghtwolght hull
RM
J
~
,
y
.f
\\ __
., \\ \ ,,,/j< . ~j ------ II ,.-:::- JI
QB.A. Explain th ~ ~se of.KN c~rves. ___,.,,./{~ \ // 1: if
-::::::~-.1
B. A ship of,\120 ?9.:~9nn ~\~ispla ceiiie~t ha_$ a rudder 2
l~pt_
in ar~, i vhqs::-Cintr , •is Sm
1
~elow the ~~terl~~~:~ ~he ~~ tacentric he11~ht of the sh' p 1s0.3_,9) ,an~ 1t~~~ rn t;,, ·of buoyancy
is 3.3m belo ~ -~he 'r~t~d ,ine.--,
7
~en trave1,lmg at 20 ~ots ~~ rud~~r- !~,,tur1}, d through 30°.
Find the initial ,angl /4 f h~_~l iftlie ,~r~e Fn·perpend~_c_~~J:'.to th ~f• (~ e 'oft!)e rudder is
given by: Fa=S77.~vz sina ~/ ;A-Jlow20% for.:tbe .race effect . (:;--.:, .\, _o
2018/SR03 2018/SR07 (..'// :"/,·: .. \ \ J, .') '
. ..--:"\. //
A.KN curves
.. , r a ship are constructed by plotting the righting lever for an assumed

- The stab111ty cross curve ,o . .
. f •t hove the keel at any angle of heel and at any particular displacement.
h eight of centre o grav1 ya '
~ WWW,DIESELSHIP .COM
-
WWW.OIESELSHIP.COM NAVALARCH 84
- In some cases, the curves re constructed for an assumed KG of zero. The
curves are then referred
to as KN curves.
KN being the righting lever measured from the keel. To obtain the value
of righting lever for a
particular displacement and KG,the value of KN are first obtained from the
curves by inspection at
the displacement concerned.
-The correct righting levers are then obtained by subtracting from the KN values,
a correction equal
to product of KG and sin 0, where 0 = angle of heel.
Here, GZ= KN-KGsin 8.
- Therefore, by KN curves only one way correction can be done (i.e. only by
subtracting by KG sin
0) to get righting lever otherwise it may be subtracted or added depending
upon the position of
assumed KGand more cal/4 culation wi~ e_quir ~ ,~
. IS
B. Numenca o Iution.
~
_,,.\ ' \ . ·,,
/ ., < \ \\ ··,. } 1 rI-. 1 t' _;·
~
r-......
,---( ,:--I ./r-,
, __,
.,..,..1
I ,
Normal rudder force ~" .,~,}7? Ay; :~~na _N:- -- ' ·1 :• •~'( __,~/ /_) ', '\ "'-'
~-_,, ~\ . _.,. .,..- J / i /
,,........_
'---..;:
I '
~,
Transverse for ce F~ = 577,Av2 sm ~;,SQS_a :N;~-...... -..
, /• .... .J '
/ / ..._ '-- · -, · /'/
// // ,., = _577 x15'(1.2 X.20-x·-1852 ....::::::-....
;}1/(/ -- f..// = 571:29 kN /

) 2 X Q;5x,0.8
66 ,-.,,,--.
1 f / \,, ,,;,, ,,/ 3600 , ' -~ ,.J _ '- \,
\ "-~ \\ \)
Heeling 'rtto@ent ~./
' /
=;=
I ,
;571.29 (5/_ 3.3) cos8
I I
.
'\'" -),,--..,\\\\
\\ . { <:.::>
', \\
/,I. •.
__ __......• j . /, I.:=
' 971.2 cos8
I kN-m ____ \ "'-:;:'.'.,
Righ~h~
[f
~~~1t
I t
;/
=figGMsm-8 .',
//
, /1/,✓
= Ii g GZ . \ ..
-':{( /
- , _ '~\ t( ~~")\\
. ,\ 1..-
1
/ ' \ '~
Steady;h~~ll 1be pt odGced wh~n th;J~eliniinoment is equal to \h~ ~ighting mo rrient

I\ l l \ / -.;_
, , .. ·/
Q9. With reference l:o international lo~d li ne statutory certifi~atio~: s~te ili~ r
.! I I ·,>. /I
the term cond.itiorLlof assii:timents; °cii)
ea~~ -for the free board ;requirements •
Listthe items that may"b(l ex; mined during a related sutvey after major rep.airs in the
Explain td
2orn
0
drydock.ALREADYDONE:iN:sEP ,\ -,,_ r \ ./ ;/ I 1/ /1 ,;__;_
..
QlO. A. Sketch a transverse sectfon through the hold space of a container
'\ . ..,,,. • \ '.
ship hull;\B. Referring td the sketch 1n A. de5cribe how
adequate structural strength •is bu.ii~into the._ l
hull. ALREADYDONEIN OCT2018 i
/ '
; .I
......_., //
,·<:·-: .
~ '✓?',;)_, -~ ./ (
/1/ :._:9··,i //
~ ·--~) '7\ ~ JUNE <'. (;,; r✓
.2018 __/ _,,.~:,;:1/ f
\\_ (~/',
Ql. With reference to rudd er carrier beings ----
fitted to MerchanfS hips: : Sketch· a bearing deSigneclto transfer -the full weight of the
_..--::;:;..,.,-.<'
; - /?
rudder to ships structure. B. De~ be the coM~ciu~ni:e If the rudder carrier bearing
surfat e's_b~co~ ~ heavi lfsc ored. C. Describe the
consequence of and the action to b~~en, if the carrle~ ~hatters :AI;,READY -PONE IN 2018 //,.
AUG
....'-- ', ·- ~ I , t ' I I I I I l ! : "t'.. ;' ,,,,
'~ ··- ' • I l ,. ' -· /
Q2. A. Explain how to dlstinguis~ ·bebyee!_l list ;~d toil and descrl: ; how
-..::..- ----_::;:::..- - -- to return the ship
to the upright in each case. --- -·--
B. Explain the term angle ofloll and state what, if any dangers it poses to
a vessel.
j 2018/SR06 I I I i I I I
A. Explain how to distinguish between list and loll and describe how
to return the ship to the
upright in each case.
The angle of list is the degree to which a vessel ·heels (leans, or tilts) to either
port or starboard. A
listing vessel is stable and at equilibrium, but the distribution of weight aboard
causes it to heel to
one side or the other. ·
List refers to a ship leaning to one side under stable conditions, often caused
by uneven loading or
flooding. By contrast "roll" refers to the dynamic movement from side to side
caused by waves. If a
WWW.DIESELSHIP.COM
CC>
listing ship goes beyond the point wh ere a righting moment will keep It afloat it will capsize and
potentially sink. '
Loll: Angle of loll is the state of a ship that Is unstabl e when upright (i.e. has a negative metacentric
height, GM) and therefore takes on an angle of heel to either port or starboard. When a vessel has
negative GM i.e., is in unstable equilibrium, any external force applied to the vessel will cause it to
start heeling. As it heels, the moment of inertia of the vessel's water plane (a plane Intersecting the
hull at the water's surface) increases, which increases the vessel's BM (distance from the centre of
buoyancy to the metacenter). Since there is relatively little change in KB (distance from the keel to
the centre of buoyancy) of the vessel, the KM (distance from keel to the metacenter) of the vessel
increases .
At some angle ofl~eel (say 10°), _K~ ~J J.lincreas·e-su fficien!_!y ~~ al to KG (distance froµi the keel to
the canter of gravity), thus ~~ king G~ ~f v~ss ~l eq'tal ~o.zero : When this occurs, the vessel goes to
neutral equilibrium, and _!lie 'angl~-~~Aee\ ~t~~k~ ;t ~~p pf ns.Jr ~~{~) <!. ~~le ofloll, in other words,
when an unstable v7~sel .l:i! ~ls,?v t~..t9wards a progress ly~~Y) ~cr~Jlfi~,g an,~ e of heel, at a certain
angle ofh~el, the ,~~mter .ofbuo~ancy R_~!. ~U.~erti £~ -belows h~ £!:,nter of ~~ vity (G). Note that
Angle of List sh.o,uld ,~oy ~e,:,t9nfus~5!:with ~ gle of l'{!l. Angle'of.List is c~~~~d by ~ equal loading on
either side of c_enter lir;ieof vessel: ./ \ ~~ :--, ,, . I (--::-:-.. :\.
1,, ., , ,. /,/ .r \ '" \. . ..,,t
Although a v,esselN _~I).gle_9p oll doe f display featu ~es of stable equ~ibrip ~ $\this\ \•~\an extremely
dangerous situation, and rapid remedial action is required to prevent the ves~el from capsizing .
I. ·- - •,.. ,' I --
It is often caused by the , influence of a large free ,~urface or the loss \of. \ --:-•"""'\
II \
stability due to damaged
compart~ ~nts : i t is diffe~ent from lis~i"~that th' \7¢~~ 1 is not ind~cect'.to h~_~t:°t'o on~\side or the
other by t~e distributi~ ~ of weight, it if~ ereJl i.~ca'p,_ ~qle of maintainir:ig ~ I zero-heel a~\ tude.
The angl~ at which the ifig~ting lever and 'tO:~s the ,Ijgh~~-~~ moment ~ill 19e zero is cal~f d angle of
loll and may be defined !as 'the angle to which)l'.~~j p'wf!li__~ egat.l':'~ gMwµ,i lie at rest inistill water.
If a ship is inclined to a greater than the angle. of loll, the righting lever ,will _b,e-positi ve, giving a
0
moment t~ retu~~ J~e sh ip, to 'angl~_oflol ( {>:I \ ) /~:fl..//

1
* A ship is said to _h~ve a list Jf it inclined by f?rces ~ithin ~? the ship i ~.g. w,~~ shl i · is inclined to
3 /I_
one side by shifting of a:wei~h~ furing loadipg & ~1scharg5ng.
* In listed condition .the -ship is.stable but there
,,.,;/ <. . .
-:;~-:Z:
. ·. / / / -.,· ,, '-
1s angle
_,,-
of h~el,8ue
,,•/
to 1mprope d1stnbut1on of
( ,) -, ,, j/
masses in the ship. So; by proper distrJbution ~of-cargo ~ng.,ballasti~&_&·deballjl,Sting of tanks ship
can be brought t~ upright ~~nditi~!l- <::::::.~.:.:::.--~ ,-"' ;;) 0 ,..,,f'
free surfa ce effect, unequa t-_~
0 y\'1
* But in case of angleo .q~u ~~~9~,t.!~1 J? ilj al~ !~1e ~H;~\~ :(s'~l>ove~j This ship _maybe due to
1stnbut10p.; of. Jlt~i ~s, ty_ ?'th~ ad o ~ .;9 rrect:d t~ br_mg GMto +ve.
ballasting and deballasting operation '-·-. ,
:~.:::::-:::=.:-
_-:-
~-
Once the GM becomes +ve, the ._sh_ipcan be brought upngh t,,..9y,proper d1stnbut1on of cargo &
..:::;:::::::::
B. Explain the term angle of loll and state what, if any dangers it poses to a vessel.
- When a ship has initial negative metacentric height i.e. G is above M, is inclined to a small angle,
the righting lever GZ is negative, resulting in a further angl~ of heel in the same direction due to the
capsizing mom ent.
At a large angle of heel, the centre of buoyancy 8 will move further out and the force of buoyancy
will no longer be acting vertically upwards through M, the initial meta centre. When the centre of
buoyancy move out far enough to lie vertically under G,the centre of gravity, then the righting lever
GZand thus the righting movement will be zero.
<C>WWW.DIESELSHIP.COM
NAVAARCH
L 86
wWW.DIESELSHIP.COM
The angle of heel at which/ ~~i~ ;c~~r~)~/~f~r~~~ t~~ s; th.~ i nf li ~fl_ol~

1
:~ d -~t_~his angle, the ship

with negative initial m'; ,ce ~_tr,1c·w1Hhe ~~t.rest m s_t~llwater. - (. _,'< ..,:__,
.\ , . ..
If the ship is now be ~IJcline~to _a greater tJ-1:.
_n the angle ofl9!~!-~he nghtmg lever
giving a moment to feturn thesl1ip to thei"ingle.ofloll.-T~us, the ·shJp will,_~scill~te
be pos1t1ve, ~!l
~1,.'..( ,' a'B?ft the angle
I
I ... '•
.
,/,,,-"
)
,,/
"~-',_\-~-- '\
' ', > ; • -•\'
ofloll instead of tr e up'rjght Bosit,!~n: \ •,
The ship will noy;~ap~Ize·C?~ incl}ryefurther iwith a shghtly greater angle of ~~11th:rythe a~gle ofloll,
1
because the righting moment will be positive then, which will r~!lJ_rn her to\~he
~nglE:oflol!,
Neither the shi~ wiil flop to ti{~other side tie cause of th~·alJove.reason and will
, { • It \,
only o~cillat~ about
the angle ofloli. uE,less'an effort i~J:i_!:!i__~g / •
mad~ ~o fill.tJ_p _~ome tank on the ~ther side of angle ofloll

• / ', \ \ ' \ t
to correct it lhwhich case t:lieship will slowly turn to the. other side and rriay1
I I • , capsize. I\
II \I
.
!
Q3. With referen te to dry docking defi~e the responsibility ,of the 2•~- englne
,.' ' ' ' ;
;;:,·A. prioi:_to dry ·dock; B. Whilst the v~ssel is in
II li
DRYDOCK; C.Prio~ io flooding and le~ving the dock. ALREADY DONEIN DEC2018·-· - JJ , - .-. 1 f
Q4. Explain how the period of roll varies with - A. The amplitude of roll; B. The
radius of gyration; C. The initial metacentric height;
D. The location of~a'sses in the-ship. ALREADY DONEIN DEC2019' \ // _.::; -,· //
Q5. A. Explain in detail, how .1'1underwater survey is carried out; B. State the
, .. . • • . ,
requireme nts to be fulfilled before an underwater
survey is acceptable to the survey authority ; C. Construct a list of the items In order of importance that•. the ·•. • I/
~ ~
_underwater survey
authority should include: ALREADY DONEIN iAN 2019 \ /. ..,-
;/ '<,~·; ,;/
Q6.Aship of 15000 tonne displacement has an Admiralty Coefficient..based on
shaft power; of 420. The.mechanical efficiency of the
machinery is 83%, shaft lo.sses 6%,' propeller _efficiency, 65°(0 and_QP_~ _Q.7 .l ~ t a part:icula~ speed thethrus ( power is 2550kW.
Calculate: (i) Indicated power; (ii) Effective power; (iii) Ship spee-d. ALREAD
iDONE IN NOY 2ois-.) //
Q7. A. Describe stability requir ement for dry-do cking. B. A ship of 8000 tonne
. displacement, ll0m long, floats in sea water of
l.024t/m 3 at draughts of 6m forward and 6.3 m aft. The TPC is 16, LCB0.6 in
aft ilfmidships, LCF3rrtaft of midships and MCTlcm
65 tonne m, the vessel now moves into fi"·esh water of i .0OOt/m 3 • Calculate th ~
dista'i-ice a mass of SO·tonne must be moved to bring
the vessel to an even keel and determine the fin~! draught ALREADY DONEIN NOY2018·::::, ...
/·
QBA. Define longitudinal centre of gravity (LCG)and longitudin al centre of buoyancy
(LCB). B. The immersed cross-sectional area
of a ship 120m long, commencing from aft are 2,40,79,100 ,103,104, 104,103,9
7 and 58 mz calculate - (i) Displacement ; (ii)
Longitudinal position of the centre of buoyancy. ALREADDONE Y IN NOY2018
Q9. A. What do you und erstand by reserve buoyancy what happen if the lost buoyancy
is greater than the reserve buoyancy?
B. A forward deep tank 12 m long extends from a longitudin al bulkh ead to the
ship's side. The widths of the tank surface measured
from the longitudinal bulkhead at regular intervals are 10, 9, 7, 4 and 1 m. Calculate
the second moment of area of the tank surface
about a longitudinal axis passing through its centroid . ALREADDONE Y JNNOY201B
Q10. A. Explain the use of KN curves.

B. A ship of 6000 tonnes displacement has drafts 7m. f and Bm. A. MCT 1cm.
100 tonnes-m.
TPC 20 tonnes, centre of flotation is amidships. 500 tonne of cargo is dischar
ged from each
of the following four bolds. .
No.1 hold, center of gravity 40111foaward of amidships
No.2 hold, center of gravity 25111foaward of amidships
No.3 hold, center of gravity 20m foaward of amidships
No.4 hold, center of gravity 50m foaward of amidships
The following bunkers are also loaded:
150 tonnes at 12111foaward of amidships
50 tonnes at 15m aft of amidships
Find the new drafts forward and aft.
I 2018/SR06 I I I I I
le ship B. Numerical Solution -~

PART-A. ALREADY
.,_,,,--:;::::-::::.------
,,... ..... , .--
_ -~-~ ~.
---
~------
DONEIN JULY2018 (QB)
Total cargo discharged= 200 6\;; nne s' '\ ( ,._ -~~ f', ~ I l_r-,
·~ ' :::::, ~ ! - I /:.:.-...,~)'
~
·',..,. ,.... ,..,.
~·,.,,.
)Sitive Total bunkers loaded .5.200 Jonn 'es .) \ \ JC .. _, J !__j 7 J/ / / "-,...._
' Net weight discharg ~a = 1800 ton~ e; )'-~ . L._ l....J/ () \ "-\--_
? angle
w /·· 1800 ... . "),.- .,.,:;:;.-~~ /'· -,_) '\
Bodily rise= TP.·c' ·'= -, - .,,·-;;~ cm ~7 ...--,, --::;:~- O ~
ofloll ,' / (~o, r,, .,,:"/ / '' \ ~ ( ,:.::\
' I
I
·about I
·ofloll soot ·soot 500.t :soot '
l
sel is in
w L
50m
: height; I ----------11-----t----+---------" I
AP FP1
erwater drM.= Sm
SOL ·,sot drFb1f= 1 m
· survey
-
:y ofthe
\ ·
Assume levers\\. and j n_ '/
'- •..,
oll)ents
)
~ft
. ,,,,,- ·, ".
, ,, of LCF are ~ve.

Assume levers :-and moments forward of LCF·are -ve . .,
I
J ~
I
,,)
/
,_
(t'il II
//
ssokW. \',, Weight
- .......
:~-Distance ~
fro~ ,;.FY ( ,. Momen.t¥
--
{literof
1cr1an
' ·.
---~
-500 '.:/ /, .....
·,/ I .- u r ,
---- --40 ·-
-
·" ~ 500 • I- / ,1.; ; ,• J • - - ,, , -. ~,- . , ..,
-.., · ....
..
2 5·,
0
, ··. iY'
\J
\ \
, '.",,>S -~+20_0,PO
I I, ''
' ,.-'
\ , \ \ t 12500
.
--
:o bring -SOQ -.._ ,, L: l ; 1 i
• I , •
I l :r20 II\~_\ \,i .<=✓ -10000
,,,.,.
.· ,,...
-500 ~ :- - +SO ..,....
-'~
; ,...-' / -25000
1al area ---...:....
__ ..:.-12 :.::.::::.---- -1800
+150
int; (ii)
+50 +15 +750
-3550
Resultant moment 3550 tonnes m by the head because of the -ve sign.
Trim moment
Change of trim=-----
MCT 1cm
3550
=-
100
Change of trim= 35.5 cm by the head
Since center of flotation is amidships,
Change of draft aft= Change of draft forward
NAVAL
ARCH 88
www.o1ESELSHIP,C0M
1
=- change of trim
2
= 17.75 cm say 0.18 m 7.000 mF
Original drafts 8.00 mA
-0.900m -0.900m
Bodilyrise
7.100 m 6.100 m
Change due trim -0.180 m +0.180 m
New drafts 6.920 mA 6.280mF
...--:::
]\'PRIL21if
fi -~: :-,',
Qt. A. Describe the prep _a!atl ~ ~e~es sarr be_f~~~i_!li~ -~~~iica~ -?.? (in da~ dock) of
B. State the significanc~ ofth~ i:ough_~ess pro!!!_e.__ _ _
1
sophisticated or appro~e,<1Jo~~life.co_~-~-~~ !o _the un~~'r1~erl,uri:a ..,.,

c~ 0
--.,( ,._"':;) ·,
hull, (,i:
c.List the different s~phlsticated co·sting which areavallab.lt:_. ·----- '~-
2011/SR6 2097/SR3.' /') ,2pt1/S~lO '/ 2Q.12/SR10 ·,," 2013/SRlO-·-"' 2014/SRQ3 -~2016/SR04
2017/SR02 201Z/SR04 :-·,;·.2017/SR12--';_ . 2018/SR0l . -._ 2018/SR04 -· ,· ..
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../ II / / '\', )(,.~-
, '\
A. Describe tht!,pr~tfaration n'~cessary before the application (in day · dock) .of sophisticated
:, , ·-"' ·~ I, i , - -----. '\ ,· -- 'i \1
or approved long ti(e coating to the underwater su:r:ta _ce.of the hlill;, \ \ ',.- , ., •.\
- The effectiy~n1ss--~ .'pai ~t pr~~l:~on d~~-~nds::•~i><;>n / plate prepara~~on \ ne~essary prior to
application of!such 'points. 1sopnisticated -~airits . are chemically cured fat coating systerri lwhich
repair higher 1rstandard
1 11 •
of surface preparation·,, :<\:·_/ · - ,., ~
,, ·-..
1
/ /..I I/
1\ 11 I ' .,. . , ' ' ' _..., f I
- This consis,~ of two or ~ or~. compounds, ·mixed) ogethet_p rioi: _to- appl~cation and ch,emical
1
reaction convett5 ~mediui:o to a solid film. /
\. ' ___, \\ '\ ~ f · /;'/ 1:.:: - !I
-The surface prepar~tion aims at: > .._ ___,/ , (,///,- \ I
.
~-- - I I
t_:..-., ·,I
Removal of all ilirt,~~~. salt:and oil using a so1vent/degreaskr and theft ~ askthe soi , nt with
·mild detergent a~d rin.sit yJith fre~h water. 1 ;' / "' r~~:-:,_~;.' !/
Removalofrust& \'·sc_ale ·.' ·;--_,,......
_,/ :'-.
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··,.__-) / /
- Usuallyabrasive bf~t~ng l~ ~ l!si_?.~redio k.:: ~h~est m~~~

.rofs": r~a(:~&:ep irati6 i as it cleans
1
the hull to bare steel and proVIde's,a,sur:face fimsh-for paint.

P . t h Id b t · d'" ' ,, b. , • ,...
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- am s ou e app 1e un~~r suita le ~eather c9;11 _dition, maintiins 'a'dean dry surface avoiding
1
a cold humid atmosphere w~ it_c~nd~riscitioni~:li~ely t6 ·-~1cc\ir~.\ \:.< ...-:,/ J
- Fo~new pl~te, proper primes a~1n U§tto pro~d'e .suita.... bie adhesion Yi ;r coat
- I~1sbess_e~t1toal specify point for rep~liitiiijFand ~touch:up •ptf~es compatibl~ with each other
an
3
°taimng good bond to old paint.
• Sa (Swedish standard of surfaces pre t' )· R .
slightly rough for good P . t . . pa_raIOn · - emoval of rust mill scale has a metallic color,
2 am app 11cat1on.
• Sa (commercial blast cleaning): _ All forei n
each m 2 , should be clear of all g matters removal by blast cleaning. At least 67% of
1
' rema ns can have small patches of old paint, rust etc.
B. ~ta.tethe significance of the roughness profile.
- S1gmficanceof roughness profile· -The sign'fi .
hull roughness will increase the~ ti l l icance of the roughness profile is that increase in the
c ona resistance of the ship.
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S' th· · I . NAVALARCH 89
- mce is is t le major aspect of resi stance for a h hi h' ·11
consumption and operatin f mere ants P, t 1sw1 increase the power, fuel
g cost o the ship.
- Surface preparation is essential ..
Surface preparation results in sli h p1ior painting of I.mil.For which variou s methods are used.
g t rough surface which allows adequ ate adherence of paint.
C.List the
. . different sophisticated cost·mg w 111c11 are available.
.
- Soph1st1cated paints are chemic 11 d .
. . a Y cure coatmg system which require higher . standard of
sur face preparation various coating available are: -
-A~kyP_aints : • s~itable for s uper structure, internal deck & bulkhead not for underw ater area
- B1tummous pamts ·
- Uses asphalt tar ~itch dissolved ~1!..~ _l:!ite sp frft-as oind~ rf:-......._
- Do. not have anti-corrosive pr ope
.,.,-.-:. r e~ b ut acts as -~ re~1stanc~.J!
. r,-1 --:--,:~ nd defensive film preventing
m01sture, from penetrating. ' .... :. ' 1 1 1, '--,,, / U / t' ·~-
& b .,,,.., ,. ,.- ~-- \. ,....:::.,. ' ......., 1 ,, ...J 1- ·---.:
- use ful ,or allast t~~ks/chain lockers .:.:·---- / !__} I ! / f ... ·-.,. ,_
/, , / '· ' , L-..1, I • ,, \
- When pigment~t wit \ alu~i ~um, ac~ -.: ~~~ sJs_tinb J.!?.!!g
r ~-n c:r'~~
ni~ _ysed ini mderwater area.
-Affected by uy -;raf ~ .ip._ d ~~ hght ~,.at-suit~~le-for.~xtension ·_s1,1rface ,....., ~:,.._
- Chlorinated ,rubbei P,aints/./7 ,-'' \ ·::::-.,_ , .J 1--:.,\.. \\
• .. . , ,, r ~ I "'-.."-. t ( \)
- Vmyl paints : .-;,-:-.:->/ '/ ( ! \·'-.) r_-·.
~€ )
-Epoxypa ~nts ,::..~--/
- Under co~t ,. _ \
- Boot topping paint'. t/
.! /--
- Self p~l~hing paint / / /"
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Followmg defects may i?c~ur of pamt 1s n?t . ~pphed,,pr-?e_erly - saggi~g, ~rip, thinner over spray ,
poor surface texture ( orange peel effect), Pai~t-i~norm ~lly' appJie~ by' aiJ den spray. /
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Q2, The plane of th_e rudder ·of a .vessel requires extensive welciing'repalrs 'and.'as a Second
Engineer you are\: eque ~t~~ to supervise f . \ /I /~~; //
A. Suggest a suitable type o(welding process; / / .- /I
.-::.:;-:,::
~PPR ~o~~~n weldt~g de~e_sts that,,~~n:occ~r.,-~ !~e;
8. State with ~~asons --
C.State what tests may b~ carried out before returning the rudd~r to·service.
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2014/SR6 . 2014/S.Ri - · ·2016/SR ~ . , 201~/SR.0~....:, , 2017/SRQ4_ :'.,' 2018/SR0l ' 2018/SR04
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A. Suggest a suitable type~of-w.,!!ding process;- ' ----~--
- The welding process most suitable · fQC:~ dcl~r_r~~ j,s..:~atfual Metal Arc welding (MMA). The
reasons for using this basic prospect are
- It will probably be an in-site repair in Dry dock requiring multi positional welding (down hand,
overhead, and horizontal, vertical) . MMAis versatile in this respect.
- There will be no special steel involved, thus basic electrodes, techniques are to be tested.
(Although castings may be in rudder structure taken care by prehe ating). .
- Welding in an exposed environment means that semi-automatic process such as MIGwould be
difficult (shielding gas blown away) unless protected by an enclosure.
B. Four common welding defects
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1. overlap d a
• Weld metal protru es over butt join ~ --==--:::~.._
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- Poor technique, insufficient c~~
2 Undercutting •
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- Burning into the pare~ ,· . ' ,- acent t e.we .
- Poor technique, esp~51al
. d. . le.of electrode ce~cess1v~ cur_r!!n. ',.\\ . . ' ..,, \ t
3. Porosity 1
. ,11/ /. •:, ..< • 1,
,ly t~a~~ng an :?..J..::
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• Bubbles in the ~7ld. !, '-J .:,, ;/
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- ue o t ·rt
dl rus t mo
, , • , , . •..isfu re _ on the
/ f 1;
sur ace ,o
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the J.oint m~isture in the e 'ectrod

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4. Slag InclusionI '. • : ·, .. .:') ,I'1/ \ ·- -'.'.'.
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• Slagwithin weld, us_µ_ Y W lti run welds \\ ·r· ,. ' ,1
_ Mainly due to11 ina , l \ , .
li mu
·ng
-
bet wee
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·., . , '1'· lb'/ d technique ~ \\ ,
slag - ·
aequate ~ ean~_ n runs a so . a flow s ahead \of rod,
,. ·- , (' ,. -....._ \ ,--.:~,1 '( ·•.__- , . \ I
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poor electrod ~ me~al - -
. Too high a viscosity-weld m~ta lI/ d .~~ w'~n
-
;~;rr(solidification - ~reVents
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oes n ow . ,,. . ,..... . .._ slag flo~ ) ing to I
surface.
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s.Weld Meta' cra~~ _::::i_ \ \ . .
t
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_ Low ductility~,~ro~~S~mpo~ _1 \ 1/ j1
-Hydrogen embr!ttle~_Jh!_
t1oneleqrode me/tal
~
\ (I /.:::::-;
)
_Temperature .,..,.adientsl6...'cold' ,
parent metal due 1 • } ,/ ,£.S~:- ti C
o• . ,.
6 Parental Metal Cracks ·;./
.
- Lamellar tearing ~'
~ \.
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,_
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to quenchmg
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- Especiallyin thick/ c'onstraine

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-Temperature stress gradients - ~ , .. , " . ,..., '\ >, _..,
raptq ~ool,ii:ig1..._n-·ll r.~\ Cl'0r-"''\ \\ \' >'
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c.State what tests may be carrled out befor; r"e
I \ I , I 1 , \., - , _.
turni'ii.g the ruddel"to service.

- After welding, clean and visually
insp ~'cf~urface.:::::=:-::-;:::::::..--~
- To fully inspect weld and adjace
nt parent metal, ultrasonic NO
fillingwith fresh water to a head T would be pressure tested by
of 2.45 m above the top of rudder
. _
.
Q3: A. With reference to fatigue s
of engineering components
level and cyclical frequency on explain the Influence of stre t
expected operating life; ss ,
B. Explain the Influence of ma
terial defects on the safe ope
component; rating life of an engineerin C
g
C. State the factors which Inf
luence the posslblllty of fati
transverse girder and explain gue cracking of a bedplate
how the risk of such cracking
2008/SR2 06-07/EMG
can be minimized. I
2011/SR9 2011/SR7 2011/SRG 2010/SR9 201 0/SR4 <
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91
2017 /SRl 2017 /SR04 2018/SR0l 2018/SR04
A. With reference to fatigue of engineering components explain the Influence of stress level
at cyclical frequency on expected operating life. .
• Fatigue is the progressive and localized structural damage that occurs when a material is
subjected to cyclic loading. The nominal maximum stress values are less than the ultimate tensile
stress limit, and may be below the yield stress limit of the material.
• Fatigue occurs when a material is subjected to repeated loading and unloading. If the loads are
above a certain threshold, microscopic cracks will begin to form, eventually a crack will reach a
critical size, and the structure will su_c!.~e~lyJractur:.~ ~!ll ~~ hape of the structure will significantly
affect the fatigue life; square poleit
,./ .,.,........- ~ --- . --~' ' J ,__ ·, : ........
or
sharp corners w1Irfead ,to elevated local stresses where
fatigue cracks can initiate. Round holes and smooth 'transitfons -or fillets are therefore important to
increase the fatigue stred' ; th of the _-~t~uctur; '.;: ~) /___ _(7 )./ ·~/~/'-..;.._ -~ -~ .
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frequency curye
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,., ..- \ /1 \ /,/} / / -,,'- ,\ 1..
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Low stress high fr~qu~~cy
High stress Low frequency

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- Low stress-high frequ ;~nc~curve, tye ~cal <(v,j br~t ~ n ~nduced stress ;,
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- High stress- low freq \~ no/ curve. Typical of_?~~t vt~~ b~-~~!:~ed /u/p automatic~ylly.
S-N curve_ ~· \\ \ . ___,f ./J''
·, \ . ;:::--, , .
* In high-cycle :fa~igue Sl~UatiQ~S,ma~~riat~,-P.erformanC\ IS commonw 1ch~:~ ~enz7, by an _s-N
curve also knowrt ·as a Wohler curve:''rhis is ~ graph ofthe r agnitUdf:!•Ofa <y~if stress (SJ agamst
the logarith ~ ic sc~I~_Q_~cycle,~_to failure (NJ.,I
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* Materials can be tested to find the relationship between the applied stress and the number of
stress eyeles. Th ese t ests Produc e the characteristic S-N, curves as reproduced below, and attempt
to define the number of cycles to failure for the two vanables of S and N. , .
•f th l vel of stress incre ases, then the time to failure 1s reduced, and
* It can be seen t h at I e e , the
'll
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component w1 a11ear 11er. - Si' mi'larly, if the component is
• operated for too many cycles, then 1t w1
also fail at the normal level of applied st ress.
B. Explain the influence Of material defects on the safe operating life of engineering
component.
ARCH
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. • l ·ron and cold working ·-causes residual stress to remain in the

• Coarse gram, chem1ca compos1 1 --.-- · ___ .:::-
material and reduces the fatigue strength -of material. 1 1 .... ~. ·-~.... . .
_corros1·on environment, erosio h"cluring·. service and dedJ.rboni~_ a tion ' du ~1
_ ~
- g processmg or heat
. . , . . . ,, "
treatment reduces fatigue stre~gth . . \ .-_-}\_ \ · ;.-:.• __; ; ,-· i : / ·:,/ ·;>, .".
-When a material defect' 6~cuts, then the .lev_el o!stress _in_a localize~ ._area ~aroun~ that defect will
rise. The level of the str~ss increase ~II be,dictated bythe position of the crack, its 9rientation to
the applied stress, ~~d the ·level'of applied stress -in the material. Normally any material defect,
• ,' , • , • • ti.. • t ' '\
which increases the stress level, ~11 cause .the component to fail at an earher stage.
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C. State the f~ctors ·which if~fluence the possibility of fatigue cr~~kin ·g •of-
a bed plate
transverse gi~der and expl~in how the Iisk of such cracking can be miriimized. ·- ·.\
1; ,• -,. 1\
* The bedplate acts as the main strength member, maintains correct alignment and supports the
weight of the b'omponents. lt must be capa'ble of withstanding the fluctuating forces created during
operation anct1_transmit therit to the ships structure. In addition, it may also c~llect lubricating oil.
In slow speed'engine desig~. it consists of a deep 'ion~itu.din~l bo,c'settion I,~ith stiffening in the
11 -· ' . . . ·-
~Orm ofmemb~~s an~·~ebs. \\ '·-.., ~- ___.--,,,,·/; \ /,/ :~-:: ; - ·,i'
Transverse member~ a~e fitt~? between each throw of the crankshaft These , support ,the main
1
bearing saddles\ l_nd T!e-~od con,~ection. They are attached to the strucfure by" substiritial butt
~elds. To re~uce \~~ ~ngil1~~e}ghtth .~ sump of t~e bedplate Jni~y be ,s,.u~ken all~~ ing it1 to be fitted
1
mto a recess m the ships structu~e. ~ · ______ ,.,, ,.,.-,;/ 1 ., , 1:: 1/'
' ·. .' "-,...____ _,,-_, ,r //1
Loads & Stresses on a__~edplat~:/ ?).. --~.:::-- · :---S> · ' f
: T~e firing load (Gas pres ~~re) act1ng .~P."Yf;~;~~ds and t~~-ro,d ~!~es~ / alt i~g up %ards.
Pnmary and secondary forces and extei:n;:µmovements due 't:b rotating and i'~iprocating masses.
- H-type and X-type guide force moy~ment . ' \' ' '- .L: 1-~ 1 ·-· ~- ~,
! /
-Axial vibration·due to in-place ben.ding'ofsrankshaft. _....-:_::.::?'

• Torsional stress due to varying torque and-propell~r -~ ~
Causes of fatigue cracking:
- Cylinder overload due to excess power .
- Incorrect crankshaft alignment.
• Manufacturing fault like Small material defect H' h . .
heat affected zone, presence of dissolv d ' ig residual st ress m weld joints, hardening of
e oxygen. .
• Tank top deformation due to pressurization 0 f d
fluid. ouble bottom tank top or over heating of tank
How the risk of such cracking can be minimized
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- Bed plate parts are made from .1i
NAVALARCH 93 I
welded togetl th h mi c st eel plates and steel castings which are assembled and
. t' ler ~o at t e bed plate is strong longitudinally and transversely with good resistance
t o tw 1s mg a 1ong its 1ength.
• _Tdhe l~ngituddin~I st rength is obtained by making each side of the bedplate in the f~rm of a box
gir er ,orme with 2 flanges and 2 webs.
- The cast steel cross girders in wluc · h th e mam
· bearmgs
· are placed contributes the bedplate its
transverse strength and resistance against twisting along its length.
• Apart from the above, resin cast chocks are used between bedplate and double bottom tank top
to absorb the shocks and cycle stresses which are almost twice as efficient compared to
conventional cast chocks.
To minimize these effects the follo~if!g ·routine ·cnec:ks--.sh.ouldbe carried out:
* Monthly checks of engine,,.!p~d iisi~ g .pofer c.card s, -~n.d~~ r:ing the cylinder peak pressures
1
using peak pressure in~i~tor ~. or ~~~ er ca_~~ .' ) / d I .[..:) /-:",:._:.::,
: Yearly checks of tie -~~t tens~?~{")·>- --✓ '-.f7_J~// .-'~';'--,
113
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* Yearly checks of the te~s1~n ~f.the ~~ ~.J_~J1rjog.l ~.!=~~ ✓ ( ,:" -:~_) ~
Three monthl _y ch~c_ks __
ofc ~anksl}~,ftalignl!'ent. -. ~ ,· _
By preventing ·an incr~ ~se\ he applied stre i s on th ~ irder, the likelihc/od ~f,s rac ldn g is greatly
d d h ' ' / I I ' \ '. \ '\
re uce , owe~er r~gu}ar vi~ual checks should also be
4 /,.·
carried out b~peath ·~~ mah ~,bearing.

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Q4. With refer~~ce ~ ,~te~ational lo~~ h~e sta~t~ry certificatio~) ~ te_Jhe· reasons· fo~ the fr~ebo~ d ~equirelllf ts - (I) Explain
the term conditions of as~1gnments; (u) List the items that n_iay.be examined during a re)ated.\ urvey aft~er majo repairs in the
drydock. ALREADY DONEJNSEP2018 --- _ · -<,. ;;( /' . \ \ \ \.__.. \
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Q6. A. Describe how wate 'r tighmess is maintained ·where bulkheads ·are pierced by
' \'
Iongitudin .al b_eams or ~~pes •.,.
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B. A triangular bu!,~ead ,f.s 7 ni'wide at th~ top and has'a vertical <Jept~.~f-~ m. ,falculate
1
the load on .the bulkhead 'and the position, of centre of pressure,. ff the, bulkhead'lf
. ' •.. ,. II. flooded
with sea water on only side "-·(i) to the top edge; (ii) \Yith 4 m '1ead to th.~·top ,9dge. .
I 2016/SR0B 1·2016/SRlO ~I' 2017 /SR02 .J .2017 /SR04 , l,2017 / S.R09 I 201?/SR12 I 2018/SR0.1 I 20llf/SR04 I I
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A. Describe.how wa! ~~ tigh ~~~ ~,i si ~ aintained w_~e~e~~I,,~ -)~ arey Jerced by longitudinal
1
beams or pipes. ·"-" c/f/ _,r;, [;) f!Tl I 'i\ \ \\ \ \ \ \ ) - ,/
The watertight bulkheads ~ re .p!ovid ed i11 the. ~bip for.
the follo~ _,, g;i5urposes;
1. Strength: provide major re';fs tanc_~~ ging, sa~~~.-?'.J.
~ -ki'ng, water pressure etc.
2. Separation - segregates incompatible cargoes and d1ss1milar compartments.
3. Safety (fire) - provide main vertical zones for the containment of fire, heat and smoke .
4. Sub-division - divides the ship into watertight compartments to contain flooding (so that Sinkage,
heel or trim does not immerse the margin line.
Water tightness is maintained by fixing adequate sealing on the way of shaft in the protruding
surface. There are many conventional types of sealing used, especially the older ships had an
oversize hole in the bulkhead with a stuffing box fitted , fastened by studs to the bulkhead.
Tightening of the bolts compresses hemp packing onto the shaft . Now the most commonly used
types are of 1. Screw type gland packing, 2. Mechanical seal
1. Screw type gland packing
NAVAL
ARCH
WWW,DIESELSHIP,COM oULt<HEAD
-~P-= <
(_ _____ GLAND
.L----- NEOPRENE SEAL
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WWW.DIESELSHIP.COM
NAVAARCH
L 95
(a) Load on bulkhead = 1025 x 9.81x ~ x 0
2 3
=750.8 x 10 3 =
N 750 .8 kN
(b) Load on bulkhead 7
= 1025 X 9.81 X ; o X (; + 4)
=1.877 x 10 4 N =1.877 MN
For triangle INA 1
=-BD
36
Centre of pressure from the surface of water
=~+H
AH
3
!.x7
2 X8 ( )
~-
=1 ( 1 ) + (:3 X 8) +4
-- - ·2:~ 7 X8 X ( x8)+4 ;
~ -~:---_ 3
~ .-- (-:-? (;;..,, 2 ~ 7XS~::_:
. 6.667 => 7.200 m
//' ,, . , ' ,, I _3.?XX,~/~6.6!>
Centre of pressure from the_top of_th~ bullgieacl ) :__'7,17f2Q9'- ~-_00057'¾
_• .-·,'.- ~--\ \
_3.~
,. :,,, : . ~ -- \ \_/ ___,.,' -- --- ---:::::- ........
_, '~- ,,_t....J) . ""
Q7: An oil tank er 160m long and 22m beam floats at i ar~
ofa rectlllgle with 1.2in radius at th~ bilges.A ~ d~hips tank 1()5.mlon
eawate i:. c;.;
is 0:8 65. The midships section is in the form
.. . . . .. . . g has t\\rjn longitudinal bulkheads ~~d.contains oil of1.4m 3 /t
. ' ·.
'
to a depth of 11.5~ Th11,tank 1_s ~oled t9-the ,;" ' ' .. ' \ \
sea for the whole of its tr ~nsverse section..' F,ind~e new draugh p.,ALREADYDONEIN
DEC2018 '. ,f
.-' // I '\\_ ,'>_,,-,\ ~'
QB: A.What is meant by the Admiralcy Coefficient and the Fuel Coefficie
. ;
Calculate the fuel coefficient for the ship. ALREADY

t
of 4460 Kw at 14.5~ knots. The s~~ft power is redu ,ced to 4120 kW _illl /
'DONE IN DEC2018 /
,d ~e
.
''-
\\
,e1
nt? B.A slip of 14900 tonne displacement has a shaft power
\
.. ...
( /,
\\
cons~ption at the st~ e displace \11ent is 541 kg/h.
\\
__ / /I ,.--- .__ \'~-, >( 1// . \ \\ L.----' \\
Q9. The½ ordinates ~f ~·water plane ~f~Sm inte~als, commencrn,
from aft, a~. 1, 7, 10.S,
11, 11, 10.5, 8, 4 and Om. Calculate: i.:·.TPC; ii ; Distance of the 1 1
, \ 1 '
ceptre of flotation from
midships. iii. Second mome • •' ··- ', / I ( I
nt of area of the water plan~ about a transverse axis through the
1
centreofflotation. \\ ,
\\ '-,, /,.
,/( /, ,-,1-
· · ,°',. 11 ··---
/ ,._ ..._., I
2011/SR6 2010/SRlO \\ 2010/5~4 --- 2011/SR3 2012/Sl\7 2013/SR? 013/SR04 / 2013/SR09
2016/SROZ . 2016/SR4 · 2017 /SR12 2018/SR04
1/2ord SM -Product .·-. Lever ~.. ,.,·-\·Produ' .

'tt· · Lever Product
"
1 ·1 .··._\1 . ,.. .'':t :4 ., .., '',,t4 .: ,' ~-~_f- t-.:.

' '
v. +3
.<·. ~ ,t~ •• -.- - •• •
..
+16
7 '~, ~.28. -1;8j1//
10.5
4
2 •'
-~i: :
. ' \.~1.t2 '
.-;
~',•
·,··"'+42
.. ''
, ..·
... +3
,,.
.. ~'+2~:~. ~ .•
+252
.. ; ..+84
11 4 44 +1 +44 +1 +44
11 · 2 2,2.· 0 .,
.,· ,.: +174 .~
.... "'• --
0 ,, ,.: ' •.O
10.5 4 42 -1 -42 -1 +42
8 2 16 . - .-2 "
•·;, -a2 . . · -2 +6'1-~
4 4 16 -3 -48 -3 +144
,... . : f:
o. 1· - -4 I -4 •' .. _ 1 ...
'
190 -122 +646
h= 15m
(1) Water plane area, A = !, X 15 X 190
3
= 1900 m 2
TPC = 1900 X 0.01025 = 19.475
(2) TPC = ~
100 '
for sea water P = 1.025 t/m 3,
TPCw = 0.01025 Aw
15 (174-122)
(ii) LCF from midships x = 0 = 4.11 m aft
19
I . -_,: X 153 X 646 = 1453500 m4 •
(iii) Second moment about m id sups
3
Axz = 1900 x 4.11 2 = 32095 m4 •
.. second moment about cen tr oid (1453500 - 32095) m4 = 1421405 m•.
~ o nt-tJieh-ydrosbiticcurves of a vessel.I(m•)
QlO: The following data are availa_bl,e.u
Draught (m) -
,,,;;.Rn(m) \--,. i · ___
,
; ;I KM(m)
_
·----:~ ,
, ·-~ , ..
~
Numerical sol~ 1 £.J!:/'<._y · (
•
f
~ - '·
(
.
/
. /
✓
I
,
, //
{/
/
I
/
)
l
\.
\ \
\
' .
• ) ,,--
'--
--:).
••_
I ,,----,\_
,
To find PCat a:_praugl,l
_of 5.05 m \
1
11/J
_ ~------... ~ !. > ,.\
/ / \ j/ AW ,,/ ,
~ f i/
{ -'.. ' •
1
f / PC = ioo x PS - '-- .' / / / ."' . \\ ~::.- J \.,\\

.____ 1 _ ,diff.in -volunie of displacement
~/ \ \)
...,AW i,' { diff.iri~r?ught _ ~~:'~ )1 ) 1J
! I _: ·,,;_ :·_ ·(. ~ ,/1
Bm1
=- · •-.., ,;' -.. ' -...
_ -· ,
c-- -Vl \\ )s.2so = 7918./ / '~ . - -· ij {0..C
--.,' ,,_.Jl
,
\
,
C
~----:::
f- •-\
·-=:-:-
c:>
v:2
. 818
.--✓-·) "8418.09-7918.6=166
·
\\\ \
8.24 ·--- - --·· , /;/ ·
~ 68.860 =8418.09 ,
{ 497
',
}
/
/; I'
//
c---.....
( :~)-
(' ~---)
r',:-:_-~
,
.....__ '
fl
;'/ /
•
i,
2/I / /2 --., ()
··,,., ,.✓
·\
\\,' AW:. .--.
~ ( /. >
. . / ~ - /, /./
5._2~4.9 \ c_: c, //
/ ,
'.,-1/=-1664.97x1.oz.s.=__171>s-T.~--....--.,;,---- -1/
TPC' ,_~ J ,,, 100 -.__ ···- 6
\
,,
._ / / ~")_
- - - ;:::;-,-
----- /"
<'
\ ,\.,
· c) ·
//
/_,,
<u// j1 ,.., .-,<'\,\' h'-.:, __,;,,.,
--,,..._
,
.. ,
<'·-l
~ ✓
('/ 1! .1{/ r;··H
t ,
i ~,-i
1t 7 q--
. \ \ I )
1 ,
\\ \A n
\'\,J) -· // ,,,,, :,,,-
---~ MARC ·2018 . 'v · .- /4,--:✓
Ql. A. Sketch a transverse section through ~ hotd of a container ship
adequate structural strength is built into the hull. ALREADY
~a~~
~:J~.ere~ ~~ to the sketch in A. describe how
DONEIN OCT2018- - -
QZ. State how and why the following machinery items are effected when the maximum service speed of a Vessel is consistently
maintained In heavy weather. A. Intermediate shafting, Propeller shafting, C. Shafting coupling bolts, D. Main thrust pads. ALREADY
DONEIN DEC2018
Q3. With reference to dry docking define the responsibility of the Z•d engineer, A. prior to dry dock; B. Whilst the vessel is in
DRYDOCK;C. Prior to flooding and leaving the dock. ALREADY DONEIN DEC2018
Q4. Explain how the period of roll varies with -A. The amplitude of roll; B. The radius of gyration; C.The initial metacentric height;
D. The location of masses in the ship. ALREADY DONEIN DEC2018
QS. A. Explain in detail, how an underwater survey is carried out; B. State the requirements to be fulfilled before an underwater
survey is acceptable to the survey authority ; C. Construct a list of the Items in order of importance that the underwater survey
authority should Include. ALREADY DONEIN JAN2019
Q6. A. Describe how the force on the ship's bottom and the GM vary when grounding takes place.B. A ship of , tonnes
displacement takes the ground on a sand bank on a falling tide at an even keel draft of s z metres KG m tr 8 000 d" d
Th
· • 4 ,0 e es. e pre 1cte
~w;...;w:=:-w~.D::.:l.:::ES~E:
depth of water over the sand bank at the followi 1
then be 5.0 metres and that mean TPC i
. .
Q7.A. List the precautions necessary before an i II i
L_.!:;LS~HJ
.____ .!l!:.!P,:!:_
__ C~OrtM
_ _ ~NAAV~AruL!:JA~R~C;tl,H97
ng ow water is 3.2 metres. Calculate the GMat this time assuming that the KMwill
s 15 tonne ..ALREAD DONE
Y INMAR2019
\
metres wide, lloats in salt water on an even k nc n ng experime nt is carried out. B. A box shaped vesse l, 50 metres long X 10
end to end and for the full dept h of the vessel eel at a dr_aft:of 4 metres. A centre line longitu~ln~
l watertight bulkhead extends from
'ti b Tt
1 1 1 30 '¾0 C 1 1 th st · A compai lment amidships on th e starboa rd side is 15 metres long and contains cargo
WI permea ~ . • a cu ate e li if this compartm ent is bilged. KG 3m ALREADDONE Y INMAR2019
QBA. Define long1tud111alcentre of gravity (LCG) d I · ·
5 an ong1tudma l centre of buoyancy (LCB). B. A ship 120m long floats has draughts
of .5om forwartl a nd 5-80 forward ~nd 5.80111aft; MCTicm BOtonn e m, TPC 13, LCF 2.Sm
forward of midshi ps. Calculate the new
-
draughts wluch a mass of 110 tonne 1s added 24m aft of midships. ALREADDONE Y INMAR2019
Q9. (a) Explain the concept of dynamical stability.

B. A ship of 12000 tonne displacement has a rudder 1smz in area, whose centre is Sm
below the waterline. The meta~~~_!ric-height of the shiPJt 0,3m and the centre of buoyanc
y
is 3.3m below the waterline. ~~ When .travelling at 20 knots-tiie rudder is turned through 30°.
F~ndthe _ini~al angle _?_~liielif~~~ <?r~~ f _F~pe~~~~d,
~!o~~•~r
Jh _e), l~e of the rudder is
given by. Fa-577 Av~ sma _N,·Allow 20% for the race.effect. , , ·, ~,
J I 2018/SR03 1, /: ', ,_ 1-.\.__.,/ , .-_1-----
-. I. --- -J< '•,~;·, ' \).
---=-
1/ , >_' P:ARI- B.ALREADY
DONEIN JULY2018 (QZ) .\
A. DYNAMICAL' STABILITY;- _,,·/ __,.,, . \ -~ · '--'(. (·--__ , ~
I : ' I // /
~ It is de~ne~ .as _t~~ -~~~rgy ~~quired hteli ng the ship f rom upright 'egµilib~ \.> .\ \
1 \
iu!!\ till tlie angle of heel

mq~est10n ..: '·>>-/ /;I . 1 • /. . __ • " \ . \-::)~ \
- It gives t~e s.t '!,b__ihty
mfof mation of a\ essel cons~c!,e:,1~g dynam1c.~ehay{our :ot t_he sE\_ a.
- It is expres _sed in tenps of the area under righting ' moment curve. (or GZ· cµrve mhltiplie
I,
displacementofthe ·' ship 'I in tonsr - , .._\~"
,, JI I
- ~
- , ..
,
-:--
....._
·~-:'.
'
••
•
\
\~
'\
I' I
II ,- d by
- Its unit is ton-meter-radian ·-....

~- ./ . --,', :
1
-The d~amic stability ,~t 11'VO different an~)~ 9f_he l ca~'n'ot be_!he sa dte 1 )
'II
\•'\_ \ 1• //,'~ '~- Ii r·- //
... -\ ·, ~/ I / . ,'J
\ :--::..: ; j
Q10. A. D~~crib~-~e rel~tionsh,p_~etween ,,frictional r~sistance a, _~: (i)~ ip SP,re d;

(ii) the
wetted are~; (iii) ·~urfacer~ughness; (iv) The length of~he vess ~W l,-:::::_ ~ fa
B. A ship traj els ·a!_1;_5 ~ots a~d has a QPiC of 0.865
apparent slip ,is So/o~and the real ship is 28%Calculate the ',total,resistance ·and the
wiJh
a de~ ~i- ed J.> ~ ~~r0 ~ 600 KW.The
7 wake
fricti.on .
·,,
'.,, ,
/ •' /
','/' '----"-
'-,--...,
.....
-...
\,
-- ---
_ ., .,,.,.,/
✓,..1/
•
-- , , ,..
1 . .... '
,_
'-.--) " ,/ J
1
;
' -~-..::.2001 /SR6· - -
2009/SR7 2009/SR2 ~, / 'i 2007/S R7 2007 /S~ ·-_',... 2007/SR2 2007-07/EM
2006/SR9 .. 2011/SR7 : . .:20 ~0/SJU1 ' . .. .-20,10/SR9 ._ - 2010/SR1 . 2010/SR6 . . 2010/SRJ
2011/SRU 201 2/SRl 2~_14/SRot! ; f; i 2Q14/SR09 \ \ \ \ 20 14/SRU .,2015/SROl 2015/SR03
2015/SR6 2015/SRQ8 · .: 20JS/SR11 . ,.:,, :: 2011/SRB., ~ ·:,. . 20.12/SR12 -...'~,. ' 2Q16/SR01 .
.;,~' . 2016/S!t06
2016/S R06 2017/SR03 - ~2I!17/SR09 2017/SRlO 2017/S,RU 2017/SR04
~--
~. --__;_--
A. Frictional resistance: As a ship moves in water, the frictional resistance betwe en
the hull and
water cause's belts of eddying water adjacent to the hull to be drown along with the ship
. This belt
moves aft and new particles are continuously put in motion.
R1 =fsvn
Where f = coefficient of friction
S= wetted surfaces area
V= shi p speed in knots.
t. Ship speed: . As seen from the above relati on, as the ship propeller propels in water, the
functional resistance increase at the rate ofinde x 'n' (standa rd value= 1.82). It follows a
linear scale
of progression
(0 WWW .DIESELSHIP.COM
r
ARCH
NAVAL
WWW.DIESELSHIP.COM
ship speed.
Thus, frictional resistance R1 Increases with increase in
proportional to the wetted surface area.
fl. Wetted Surface Area: - From the relation, R1 is directly
hull depends upon the area of the ship /
The amount of frictional resistance offered to water by
ls the area more is the resistance BfW hull
hull In contact with water I.e. wetted surface area. More
and water .
se with increase in surfaces. Fouling of the
Ill. Surface Roughness: - Frictional resistance R1 increa
travel in water, there is an extra drag and
hull with marine growth or heavily corroded ship when
ion in ship speed.
hence the resistance to motion will increase with reduct
Iv. Length of vessel:• From above expansion, R1 oo f
vessel for ship made of mild steel,
F= coefficient of friction & this depends upon le_ngth_ofth_~
-·f---,:
.,.,-,:;:::.-✓
0-:-4::-17-·- o.773
z ....._
-
-- •
- :::..-::.:___--.
--=-:-:
,,,-:,::: 1 ---- ,--- .' l +-2.862 , ; - ...., ", :---,
th~t, -.'f' redJce if'.L;. increa, se- buf ship '~'~ etted surf;ace area also
From above relation, it is c)E:~r
~ • / , , ,---;:. _.., . . - . .' · ._ ·- ~
. .- , '-·_. · ___/ 1 • , ,' ,
mcreaseswithincreasein'L' ✓ •✓ I. : _. I .. ' / ... '
Hence there will be a ~ombined effect .on R ----=

/
=== --- '·

\ _ ,., ••
- :, _ ;.
, '_ ) \
- _...
-
;· ,,..
1------- ...
F depends upon: I. -f t' /', ' ···'
//
/ / _,,., ( _,· h- .,,..
.,-✓---- '
--~
\
"''-
--.....:::-,
' ...,
'•
(_,,-------.'
·,:---...
_,/
-
• Lengt h of the shi / (_1/,: > ' ~,:/ / "'"' , , ,', \,
* i, l, ·,,/ //
y' I
I
· \, . ~::... \\
.,..--.---) \\-,';::.\-----
Surfaces roughIness- ·, ' -. 1
,',_
'· \
1 \
''
• . < _.., ..., ~' ✓ ·/
/ \'\ (_1_?' ,\
Density of water. ..:(..._··,i _ ;;- •
I I - ---------- - I' ~ \\ ' I \ '
B. Numerical Solu~on \ II - • I '

I,{ I .____ l I__
, -... ,
I .·
-.,_/" ,:
: ,,
,,.
'
\
\
\\ ' '· \\
Apparent slip 0.05__ - / = ~.:
1
-:-~
_ I\
•. '- / ·, ,\ (~-
f ,, Vr ' .,
-- - J
( . "--\,) , -,\..., \1 !' ll

/' } /
' · '
Therefore, Vr-15 !
--v;:- ➔ VTI(1 ½15.79 Jmots / ~;: :,/ ·""-:>-~~-,_____/
1
1
'\ ·/ ,.__ //
Real .s lip 0.28 = Vr-Vn = 15.79-Va // / .
I '
·"-:-~
,.. •I
r-~ \ VT - ___.15.79 ( · / ' ,/ ·
, -,·) \ \_
\ /, ;~.
1
/j
~ense ~y;1
-Y, ~ ----0
-:Jl.37 Jmots
•,\
/
,' '
//
II I...::...-\
:·
::~-:-:-
Ji,:
'v:;-\ ,, I
\\
Wake Fraction ( ;~-:--=~ :'.'= 15-11 :37 _ _,.,/ /,;f .• ,
.'~:~·-r:
'}'
,, ,--. V '~ 15 - _42
·--=-~·~ /1/ ··:~·;
(,'..__
I ,.~, ✓> ,..::._.:::_ =: ' i /'/I '
'-:/ ,,,__<,. '-"7
-.-: V
\ , . ', r . ---.:__.---==:~-
, ~8~~1~ ,
_= dp
·ep, X 0.86-~ _ ~~r~?
= 2~4;9 .k~f ,1~·~-~ :\'
#
/1//
~ ;_✓:':-t I,,' I/. I-~'11
.) 1 , • '
'• rf ' i '. I '., •.
I I I \\ \ \ \ '.J
'•.
//
~,, I / ;
ep = "Rt:)( v ➔ Rt~ l_- 2249 x 3600 \:\ ·' ----~/
_ --...;~';-::-._V_ - 15 X 1852 ..--✓
- 291 .45 kN-~ __:-_:::.:::;:--
Qt. Discuss the followin f h EEBRUARV 2018_

g w t respec t to lntern ati Is
A. Emergen . ona afety Management(ISM) Code:
.cy prepardness, drills & trai Ding
B• Reporting · of
near miss no
, n-confonnities, accidents/incidents
occurrences. and hazardous
C. RJsk assessment
D. ldentlflcatfon of critical e .
20IB/SR02 quipments, tests and ml i
n mum spares requirement.
WWW.DIESELSHIP.COM
NAVAL
ARCH 99
A. Emergency preparedness, drills and training·
- The company should est ablish procedures to' Identify describe and respond to potential
emergency shipboard situations. '
+ Emergency responses plans
+ Salvage operations
- The
. company should establish pro c d ·11 • to prepare for emergency
. grams ,or n sand exercises actions.
Dnlls and exercises for potential emergencies
-Fire and boats drills
-Proper use of emergency equipment
1 also -Emergency generator operation ----~
-Loss of steering .,,.;~.--:::- ,··-==i -....,~
-Confined space rescue,,,_/- ·~:-_ ,-:.:::~,_\
1
\ ,_:·- ,\ / lj--/ 1
~~
-
,~)
·Engine room flooding / / ·, '. ":>.'.J ::,c=_✓ L ..J f , i / / '-..
,, . ,, \ ·.,.,·- .__,, I . I).
- The_SMSshoul~ provi~e for ~ ·eas~re; ~ ..!!ringJh~~ om~~.PY.~g} gani.za ·ons can respond at
a~y time ~o ha~~~ds,.~~c!~~~}S a~q,5 merg~~cy situ~tions inv~ ing it-5.~~ps.
-Firefightmg eqmp,men,! ~~spe/<;~ions /,, \ ~ "-( (-~'>
-Vessel safety eq~Ip~e .nt in,~ections / j r::;,
'0
-Oilspill r~spo~~~<··._) // I / __ ·\ -.;~)
· · \ I/ \ · l/7 ,,,,.-- ' ~ :::-) \
B. Reporti~ -~ ~r/
ne~r ~
occurre~ces; _____, /; /
'.___
no~~~?nfo~ itj~s: acciden~/i~c l_de~~ -. ·and \\iazardous
' _·... -~ ; ', :,._ \ \\ '
- The SMS should include' procedures ·eristiring that · nonconformitie ~. af cidents and hazardous
situation 'are rep~rted ~~ th_e con_ipany,inv~;~jg~~fl anc!~ alyz_~~ith the objectivle ~improving
safety and pollut~Ofland .,prexention. .•/ // '\:, // 1.:::,"J)
-The goal is to eliI?J ~ate -~~nctinfof:t_!l :i_tie~
~ cc~~entsand h~ardous sitiJ;3- tio~§_ 7 .
£ (
Ij
.> ~
-Records of noncoilform1t1es and their d1spos1t10nshould be kept.
-A system for _n6tification ~f appropriate personnel bot~ ashore ,a'~d !l!.1 ·th-:e_.ve:; el, should be
established. \' .:-, - '/ \ :----. \ / /,/ ~. l ~
' \. ... /,' ,;·.
, , ·,-......
,..._... ,..._____.....
./ ./2/
/1/1/ ,-·-:-~/
~ .
Controlofnon-conform~i~
es ~-::--..- --- - - -~~;:::,,-__(•,,.c, ·: / .
- The company sh ~~!d esta9l_i~~,_p{~cedures · to ·control an~ -~~~c~ ~cts w~5'11
do not conform to
specified company requirements :·/:/ 1 7 , - ....__ . t:) , \ \\\ \\ \)
1 f ·
-The system should b~designed 'to 1pfe ye~~j~ ver,:..;nJ:_U~_e' of equ~ rrient or systems found to be
unacceptable ' ::--... __
_.:::::::,,,
;:::_,.,,.
- Control of nonconformities includes ~
! Identification
2 Documentation
3 Evaluation
4 Disposition
5 Notification
C. Risk assessment . . .
. . f h ISM c de are to ensure safety at sea, prevent10n of human mJury or loss of
- The objectives o t e o . . .
. . d t the environment, in particular to the marme environment and to
hfe, and avoidance of amage o
property.
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NAVAL ARCH
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· . 1 11always ensure that the risk assement 1s done prior
- In this regard, SMSpolicy of the company s rn 'b sis by conducting safety meeting with the ship
to establishing procedures and on a continuous a .
rd
crew involving every one onboa · d t the company in a prescribed format indicating the
. t reports to be lnforme 0
- Risk assessmen . ifi db ti company and implement it as a company procedure or ship
details and same Is to be ver ie Y ie
specific as required . b' . f the Company.should provide for safe practices in ship operation
Safety management o 1ect1veso 'd ·ri d .
• . . t by establishing safeguards against all I ent1 1e nsks; and
and a safe workmg environmen d h" .
. . i: ty management skills of personnel ashore and a boar s 1ps, including
continuous 1y improve sa,e .
prepann• g for emergencies related both to safety
__ and_ environmental
_ - ·- protect10n.
·· •--♦::-- · -~
_..,,.
- -:::::::::::-~---·-
:;.-;,.,.-- . --.....:::::~,
-..
o.Identification of critical eq'!_i_pnient, f-es1ts ~n~ .~•~i111:u1m ~p_a_re~ :::::::
.:---,. . . .
• The company should est3,,~ysh"Pf o5~d~~~S'{~ _en~u_:,~ /thl~ ·t~~,.S~.iP} ~,~m -~~~med m co_nform1ty
with the provisions of ~}IJ re}~~an\ ru.~e~;and .regulations an(~ .~h a?..~ a~d 1t1.~~ al reqmrements
which may be establisl,ied b~ the __ company > :-:---__::.:-===~--- ~ .....,,-..... ._ ./ ~\\
- In meeting these r,equire~~n~s,:~he c,9?,:1 pany ~l).ould e.nsure that; ..__" () .,... .....
, \\
+ Critical equipm~rit of the ·,~,h!P ·ar~.jdentifi~d ~nd listed~ ~ /_/ -) \\
+ Inspection are }iel~~t·~~prbp~ia'te intervals . j "~ ,) (:=;\ •~
+ Any non-confqrinit_iis _ r~po~ecl with its ~ossible caus~, if known; \',.. \ <:-:/ .-, ~
+ Appropriatel orr{~ f e act~1n is taken an~ Records 0~ t~ese adivities ,~re rti._ airi~ai~e,d. \\
- The company should :establish procedur~s in SMSJo identify equipment and fechriical systems
the sudden operational failtlre of whfrh ·m~y.r~sulti~ ·ha~ardous situation~ r \ \ \\
- T~e SMS s~ould providJ \ f~r specific m~~u f~s ..aim,~d-~-t promoting }th~; reliability such ?f
equipment or\~ystems. . \ 1 1
\ • • • /' /I
· • • ·· ·• " '> \ '' ·~.___
_./ //
- These measu~es sh~)~ mclude the regular test~ng for stands-by arrangements and equipment or
\, h- • '\ "
technical systems t aYare nofin continuous use./ :
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Examplesofin~pectt~ii ~nd tests / ) ./ /:::':::'
- Emergency equipmenf,\;\ '\ '\. ( ) r~-~ -::·;_//,I ./J
- Medical equipmertt anct'inyentory~
- Lifesaving equipm~ht (,:;/ , ~~ _________
,,, __...,.✓:;::,
<:_!j"'· //
( j:\ ~.:-
1/' ,// /I
. •., /v!
1,:✓,j, ,.,...._
~ ---.-/'. .;·,,"-.. C.1/
/
- Cargo system mtegrit:;t-'-
1 --....:::::::::- ( :---.,\ /
""'
-Alarms and emergency shu~downs,-/;)) r, _..
\ / / /' :.
,....,~ (' ,-'"\\~ ~J 0 p
,..,~, -.,,i \ -..) //
- Pre-arrival tests " ·~:--...

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• Fuel oil transfer system integrit§:~ .__, ,:..;_, --- -- · ~.-✓
- Oilwater separator ~_,::::::-_:::::-
- Class surveys
- Regulatory inspections
Q2. Discuss the following with respect to sai ty f •

A Shi b e O navigation
. p- orne navigation equipment and systems ,
B. Long-range Identification and tracking of ships LRIT
A. Ship-borne navigational equipment and

.
C.Voyage/simplified voyage date recorder (VDR/S(
I 2O18/SROZ I I
)
. ---r,
I
~---.------r----:J -VDR)
systems
·1
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NAVAARCH
L 101 1
As per Solas chapter-5 regulation 19 ' '
• sh'.ps con st ructed on or after 1 July 2002 shall be fitted with naviga
tional equipment and system.
• ships conSt ructed before 1 July 2002 be fitted with navigational equipm
ent not later than the first
survey after 1 July 2002
1. Electronic chart display and information system (ECDIS)
2. A daylight signalling lamp
3. Echo sounding device
4. Automatic identification system (AlS)
5. Gyro- compass
6. Speed and distance measuring device.
7. Long-range identification and t~c½!,ng:systemtLRlTS) -~
8. Bridge navigational watch alarm system (BNWASJ.. .~
,,,,. ~7 ,,.
..,.,....,.·. > '. \ ...
~ ....;.,.,.,,.
, •~.,.._
1
, '-, !
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.._
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B. Long-range identifi~;tion~~ -i ·ticicWrig-~f s~i~s (1.R"//>
JT}·', 1
• Applicable
/ ,• - / \ ..
'· ./-. ., / ) '
to passenger '·ships, includiqg high:sp_~ed_c raft
:' cargc( ships of', 00 GT and upward,
mobile offshore _dri~li~_g!l1li~;,.·' ,,.-:,-1/
=--'-:::
--.,~--
:-:-...~
- Ship shall automatically'transmif (i) the ''identity of:the ship, (ii)-th~
- ·-::
~ .. "
·1' sition of'the ship, (iii) the
date and tim~ oftne p~~ition ·p{ovidec(To the contra hting govern ~ ent.'~)
. . • .• . . / .. •
;:.., _ \\
- LRITSystem con~15-t I • • \ \ •1, ,-; \ • •\\
_ofsry}pborne LR\TSeqmpment, comm~n~at1o n servu::~-~~~v1der,data centre,
and LRITSdata p!an & d~Fa exchange. \ ///,,· ··· "'-'\. ] .,t !._ \
- audited by ~he- ~R~,TS ~ or~!~~t-~~~n ~~~~:o}~~~;r acting governm~~t
1 \ ·c-) _
C.Voyag~/simpl;~ed i o~~ge date ;~~f~? (V9-~
;s~~
;~~~) ) I .
- VDR- Voyage data ref?rder, later mod1fie_? s"'~}mphff~ Voy~g~data
only) recqrds th!Jo_llowtng ~
1. Date and _time --~-
2. Ship's position ;::_;)
i -..
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7 corder (For cargo ships
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3. Speed and headil}g_?
•
4. Bridge audi~ \ (' / J
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5. Communication ,audio •(~~~) ~~~ ..-/~'
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6.Radar data ·, ,.. :,:///}) .~._ <;'0i'x
• '- ', ,., , , I I,-.. ', .-..'~\
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7.Postdisplaydata '-~- ~J/J//!/;J'i')r·r·ri p\\ '\~v \--,) /,
8.Echo sounder ',, ,,, ,/ & r..J l___l U,
~j \_ r tU
~
9.Main alarms ~~ -----=--::~
10.Rudder order and response ~
11,Hull opening (doors) status
12.Watertight an~ fire door status
13.Speed and acceleration
14.Hull stresses
15.Wind speed and direction
- Recorded data assists in casualty inve st igations.
. d h"
- Passenger ships an s 1ps o ther than passenger ships of 3000 gross tonnage and upwards
constructed on or a ft er 1 JuIY 2002 must carry voyage data recorders (VDRs).
. . ntained in chapter Von Safety of Naviga . . .
-The mandatory regulat10ns are co tion of the lnternat10nal
Convention for the Safety of Life at Sea, 1974 (SOLAS).
·
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NAVAL
ARCH
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SlmpllfledVDRs , to regul_ation 2 0 ~f SOLAS

e~ 2004 adopted amendments
- The MSCat its 79th ses sion In Deccmb dl rlage requirement for a shipborne simplified
. ti n) on a phase • n car 006
chapter V (Safety of Naviga O
t d Into force on 1 July 2 ·
S VDR) The amendment en ere . .
voyage data recorder ( • · b 5 VDR to be fitted on ex1stmg cargo ships of
- The regulation requires a VDR, which may e an - . ,
rd
3,000 gro ss tonn age and upwa s, level of detailed data as a standard VDR, but
. t uired to store t 11e same
- The S-VDR ts no req i ure and retrievable form, of informat ion concerning
1 I 5 11ould maint ain a store , n a sec
nonet 1e ess . mm~nd and control of a vessel over the period leading
the position, movement , phys1ca1status, co
up to and following an incident. __ . ___
_
_, ....-,-,-::
"'
:;:-- - ---.:-::::--
- ---... ~-----
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Q3. With reference to SOLAS _,.,
S~; Xli1 ~ dirora~ ~ ~fe/ty ~ ear ur~ s fox:,~~ lk carriers),
A • Damage stability requirements
/, :
for
,,.,
bulk
~'
,'--ca!
,I
n ,ers , ._,..,I
/ I
1 /
/,
'"t/'--..,~
.
~ . '
B Structural requirements for,bulk carriers ·----- .._..,1-- 1 1: _i/ /'; \ ',.
• //" ... •• ( ,_ ... \ ....._,,,,.... ✓ ----·- -.. .... '· #<,....._ } ...........
C. Water ingress alarms. : · '. ,./ ---::::-.::::.------::-:::---
.. , .- --.. .✓ , .,
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A. Damage stabl ;ty,r~q~ire~~.,f ~ for but'k carriers .j ~,':-. \\ ( ~:·\ ''\
SOLASchapter :i.'2 , Re~iati~n ~( Damage dtability requir. ~ments applicable ' to b ulk c:arri~1\
I ' -- .,_: J/ \ i _ \\ ·. , .., \ •.
- Bulk carriers of 150 m ln length and upwards designed to ·carry ·solia bulk ca_rgoes having a density
of 1,000 kg/~ Madd-;bdve shi ll comply wit ~ the requf ie ni e~t of; when Ioad ~d to .th ~ s um ilier load
line, be able to !withstand fld6ding o f aiiy o~e c~ rgo liaI(i n all loading contliti ~h s ~~d remai ri afloat
in a satisfacto i condition JreJuilibrium. '·-:::.-.\/' .· .. ~:·(:
1
. ) l) II
For single-sid ~ skin constr JJ tidn
}i<,",<~__
_... /;
-~.""~ ,./~~ ,::-,,____ · , ..- ,/
1
- constructed Hnor after1J tily1999shall / r·- - j/
For double ski~ ,cons,t1 ction\~ '··-,.. ___ ____ __.,
·.///; ' \
7 // /j E_~
~: 7
-Any part oflon~ ~tud~.n~ .bulkh~ad is located wit~ in 8/5 or 11.S im, whiche l er is ·fess~inb ciard from
the ship's side at ,,nght ~ ngle_to tlt~.,centreline at ,the assigned stlmmer lac(d lin fib n~tru ~ ed on or
after 1 July 2006 .{, e::-,:,;.,.__
'~ \ / //'/ =-:
· C)
. . '\ /-~ '--
/ /
For can:ymg sohd btllk cargoes h_aving a-density of!, 780 kg/mJ
/' /,, / :-· /;
afi'd above (;:;:--, /I
,-, 1
::
V ,/
For single-side skin cciristructi 6'ii// l) . '-":::::.~_:::::;:::.--- - r·-;;<, .,. //

. ,, . ///}1-.. .-'"\\,' \ '0' /,/
-t Bulk
th earners of 150
drmin l~~gth
b, , an ch.tp '.w ards of
,,., ., , , , , 1 , •· , constructed
., 1
befo
.
; e 'r-1
.
'~i' - / II, w h en 1oa ded
y 1999 sna
0 I
~ _summer oa . me, e'a b~ --~o withst 4~ ~ ,fl~~ ng pf',thf fo~~~ -ost .ca f°fr~ hold in all loading
cond1t1ons and remam afloat in a.,sat isfactory c·o~nd' i't1·.lon '-·
, ·. or eqm ,...·1'·b · _.,..,,;,
i num ,,.....
"'
Th e main ~?nditions_~f e_quilibrium"~.:Y' ·
-The cond1t10n of eqmhbnum after flood· h b
(a) The final water-line after floodin _mg _s a 11 e regarded as satisfactory provided:
edge of any opening through whi;h ta~:n~ mt~ account_ sinkage, heel, and trim , is below the lower
include air pipes, ventilators and e~in gs essi_ve floodmg may take place. Such openings shall
O
hatch covers and may exclude th p g ~hich are closed by means of weathertight doors or
scuttles. ose openings closed by means of manhole covers and flush
Cb) If pipes, ducts or tunnels are situated Withi .
arrangements are to be made so that p . n th e assumed extent of damage penetr ation
rogressive flood·
0 th er than those assumed to be floodabl . mg cannot thereby extend to compartment s
e m the calc I t 10
'
. u a n for each case of damage.
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(c) The angle of heel due to unsymmetrical flooding does not exceed 15 degrees. If no part of the
NAVALARCH 103
l
deck is immersed , an angl e of he el ofup to 17 degr ees may be accepted.
Of (d) The metacentric height In the flooded condition is positive.
llt B. Structural requirements for bulk carriers

1g Regulation 5 Structur al strength of bulk carrie rs
1g Criteria:
- Bulk carriers of 150 m in length and upwards, designed to carry solid bulk cargoes having a
- density of 1,000 kg/m 3 and above constructed on or after 1 July 1999:
For single-side skin construction
- shall have sufficient strength to ~!~,i:i nd -flooa ffijfofany~ n.e cargo hold to the water level outside
the ship in that flooded con;~i~ion 'in al! loadtng 2and -pallas?ci nqj tions , taking also into account
dynamic effec~s resulti ~g ;fro~ fhe
pf e~eri~!;or ;~ at_~~/ in/ ~llf ;hp J~:::a~ taking into account the
recommendations ad!]pte5i ,9Ythe _QJg _anization ; / L._, f__}l// -,, '~
J For double-side ,skin construct:io1( 1 ---:---=-
<,,I'.::_) ~ ---- '----- 0
-~-::--..
-Any ~a~ o~lo~gi~d !n,~) ~~~khea!U s.Io~at~~.withi~'\B/ S~i- 1·~~...._ m, Wf?sh~ :'e_r~ ,\ ss, inboard from
the ship s Sl~f: at nght a~gle t9 /the cen_yelme at the ·~ss1gned su ~ er l~ad _\me, c~~structed on or
after 1 July 2006, shall complywith th e same requirement as singl e ~ided construc ti~n.
-:y ' '( '··'' ·! .. _ '•,•• ,
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1d C.Wateri~gre ~~al _~~ ~- \ ,,~} ,,/--"- ··,, \\ ~.}
3t Regulation 1~ Hold, bal J~st a~~-~~
sp f-~~~ ate ~~-n ~ress alarms ' \ \ \ 'i.:.. ~J '\\
- Bulk car~iers shall be Wted with wate_r:~ ve~detec~.<?~"f \ \\ \\
~t
1. In each cargo hold, vif g audible and ~is~ al ala_r<ms ,~?e when theiw,~er level abo rr the inner
bottom in any hold reac ~es -~ height of 0.5 m ~n<\ .~nothe_r~ ' a h.~J.g!!!_not Ir ss than .15% ~f the depth
1
of the carg? ho !~ _b~tno\ ?1dr~ than 2 m. /I ' ~\/I J;f .:; ~-_, /J.
n - For bulk ~ rrie ~~~o_nst~~ ed bef9I~ -1 July 1? 99 which har e been con~}ructeq _~ th 3IJinsufficient
,r number of transver se wat erti ght bulkheads, detectors with ,only the latter alar m nee /i'be installed .
. /. ' ... I I / ✓ ( ....... ., ) / /
-The water .level det ectors s hall be fitted in the aft end of 1the car go'holds : Fqr 'cargo holds which
~ ..,. _,, ) '· ,, l,.,.
-..:•,.. 1'J
! /, / ,/ .
are used for water\ •
ballast, an alarm overriding device may be in stalled. ;rhe vi,sual alarms shall
/ ., / ' . '- _,,. // ! ...,,J
_ • .., • I
clearly discrimi ~ate betweei:i th e twoqµferent water le._y~ ~s detecte~ .!neach hoii:I;
2. in any ballast t~ nk forn: i rd ·of the colli~ion~b-ulkhe·ad giving ~n--audible an&' visual alarm when
d ' t' I I . . . ··~'\ .. l . ' ) ... / /
the liquid in the tank ' r~~,ches a.l~y~r_ro } ~~~~~~i,ng ~9;11,-.~~~-~-~-t~nk c;~ ity. An alarm overriding
g
device may be installed to ~e _activatep 'Vh_~~~~ ,e_ta~~-•~}n-_ 1,1se ,,_;;/
3. in any dry or void space other...... .t~an a chain c·able locker, ,!~y:part of which extends forward of
._,_ . ~~ __
_..,.........
the foremost cargo hold, giving an audible ang _yis.~~l.alarm -at a water level of 0.1 m above the deck.
Such alarms need not be provided in enclosed spaces the volume of which does not exceed 0.1%
of the ship's maximum displacement volume.
II - The audibl e and visual alarms shall be located on the navigation bridge .
,r
Q4. A. Explain what is meant by permissible length of compartments In passenger ships;

fl B. Describe how the position of bulkheads ls determined .
5 C.Describe briefly the significance of the factor of subdivision.
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NAVAL
ARCH 104
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I - c ALREADY
DONEIN FEB2012 (010) ---
•••PAR I
A. Pemllsslble Length of Comparbne1l1~-. der to ·ensure that it will remain afloat if one, or
• The length between bulkheads on a s ;:m\:s~~le length is some fraction of the floodable-length.
more, compartments are flooded. The ~ ..
• • d the factor of subd1v1s1on.
The fraction is ca11
e . bd' 'd d as is possible having regard to the nature of the service
. Ships are to be as efficiently su 1v1 e
for which they are intended. . . . • h
.. • • to vary with the length of the ship and with the service, m sue manner
•The degree of su bd 1V1s1on 1s f t l th .
that the highest degree of subdivision corres~ ~~~ ~ e ships o greates eng , primar ily
engaged in the carriage of passengers_:,, ,..·.:::::-:::::::---:-- ._ -=::.-:::-:-. ...
_ The permissible length is the p~!]duc~ ot~~e
floo~ab_I~ le n?th; ~n_d! h~--~ tor. of subdiv1s1on. The 1
factor of subdivision dependJypon .t~eJ ~~gth _of t~-~ sh,1pan~ a ~nt .en ~~-~f se,~ ice numeral or more
// _., I \ , ,,~ • J
', : • •• I' -• _/ \ I ' ; '"'l,
simplycriterionnumera l_:,//<) ' .. •·..>.Y··-·'•·- · '•-.J: ___1,-' /) "\ • '"'·'··

PennissibleLenet;h; .rhe maximuqi perinis ~ibl~) ~ngth 2K~-.f~ompartment havmg .1t~ centre at any
point in the ship's ,lfi ~ ~, ~~>P!~ine~ ~rorn::t €e~.flooda~,le leng th.:bz mul~iply~~g th e ~atter by an
appropriate factor.c:alled
f.
't}:le .factor)
..,, , .•·,
?f subdi "yision. \ ·-.., . f' ,· -<=- \,...
B. Describe howthe '
position
·,. .
oftiulkheatls
• '
is determined; ·.\.
\
'..,' ,,----. '.\ I
1 ') .
- Position of th ~lmlkheaci"is d_ete rmined by the number of permissible cotn part~ents allowed to
the required ship ac~ording to the maxinium permissible length- o f the c~'i- npa rt m.e nt calculated
with respect t6\ h~ i;~gth of the ship. __
\, •."l / ,;,/ '\ \\ ·>:) 1,\
Maximumpe¼i i~sible len~ ~ of the .ship -::;,,,fh?o dabl ;l ength x Factor of suli diYisi~n ,.1
I!I / j!
1 i .... ,/ , ..\. 11
\I ·, , :. • ·>·,
. I 1
QS.If a ship ts
I ,
seriously da~aged
I .
under wate r.in
If
way of, ,a'large fuel ~id~ 'bunker tank what
is the immed ~~te ~ffe~~an~ wh ~t may ulti~ate,y happeil f What featur~~ in the ship would
enhance safety? ...---;,.--~
.
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2012/SROl I\\ 2013/SR07 \ 2014/SR09 2015/SROl 2015/SR06 2015"/ SRlZ . -..20l5/SR0 7

2017/SR03 . 2017/SRlO ' 2018 SR.OZ l.. ...
· . . · · •-.
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.=.11:::-_-::::::::-::,,......
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Q6.The force acting nonn~I to th ~ f ertterline plane of a rudd ( ,,:,,.\;,~\_ ·-> ,// .
-~ ·-F.:, .: 1i' · · •,..·,
,::--._ n ;=' S ·SAv2 ~·,. ·•· ·\ ' .\',\ '•··'
, ·•. h
..., er 1sgiven by :the expression:
,?·
, ....
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l~_I~e~~
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NAVALARCH 105
Axis of
Rotation
Leading
Edges
5.5 m
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Calculate EACHoftheJollowing : >;.) \ \.,,_.:::... ) ; , ·;
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(a) The diameter _~fth~ rµdd~~!,!ock re'!~e ..4.f<!!:_ ~ niaxini~IIJallorable ~~ess of77 MN/m 2;
(b) The drag component o.fthe ru~qer ·forcewh en"the :r__u~dtfr is put hard '~yer at full speed.
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Numerical £b~u:ti~
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(a) The diam.~ter-'of the _rudder stoclc required for_a m~mlll!l allo~ ~ \ \ / \ \
bl~stress 77 MN/m 2;
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Centroid from'-,..
~i~ 'co £Ai'= 1.088
'v. / I
- 0.4 = ,"'0.688
J ,- ,.._ .
m I
Aft '
,· l
,\ ') /f /
. .. ..-"'\ \ \ \ \ i ',.; )
Centroid from axis forA /~J ',4~'- ,'.1 .5,~ -; 0.'0p,rp._f\vsi /./
__/ /
~ , ..._
~::----&:fill
. "-·' '·- JDistance from~?' - moment
~- -.. ( ·rt•)-::
~ ---- - 1+v,:.e
~a
A~ .. . "'.. :_-
·... •
9 0.06 0.540
19.2 6.478
Centroid from axis =~=0.337m
19.2
2
=15.5 Av2 ex:=
15.5 x 19.2 [20 3600
X 1852]
x 35
Fn = 1102650 N
Torque = Fn x Centroid from Axis
·-
NAVAL
ARCH
WWW_,DIESELSHIP.COM
= 1102650 X 0.337
Torque = 371593 Nm
_ 3 {16r_=
3 16 X 371159:
... d - ✓~ Tt x 77 X 10
d = 0.2 91 mfi h n the rudder Is put h ar d over a tfull speed.

(b ) The drag component of the rudder orce w e
Lift
II
/
I C-1
r -- J
1 /1
•I
\ .."
.. 1/ //
"'/,/ '~
, '
\\
\
'·,>' :
,. -· •
1~'\
Q7. (a) The residuary resistance of a ·1/2 5·$cale model of a ship Is 6.3 5 N when tested at 1.543
m/s in fresh U.ater of den~fty!ioOO kg/ ;;.3 ;:Yh~frlcti ~nai resistance of th J is hip at 12 ktlots in
u II :• ' ,. . ' II II
sea water of density 1025 kg/m 3 ls 145 kN. Frictional r.eslstance can be assumed to vary with
11 II \ / "\.,f <·,, ".:i "·- - - ,'/ //
speedtothe~rwer_~:!2 5·\1,\ _.,:/_.,;1 •• " -~ /I ,.:.---,
Calculate the effectiv_e power (naked) foi:_the ship at the speed corresponding to the model
test. \ \ C~:-~1 \\ -..- \/ \I // / :~: ' IIj
' , -· ·· II · .. J • ·
(b) The followin~ addl~~nal da~ -apply to the :Ship operating In seryice at ,t~~ -~orr~sponding
speed calculated \n Q6 (a) ~~ha pr~peller h~ving a pitc~ of 4.6 _r~ f ~::D''--· I/
Appendage and we~ !her a~lo~~nce' =·2~.o/o \.___ ___ .,,,,.., ,,.,,,,.-:::7(~"
t" //
Quasi-propulsive coe~clent _ (9f1C)_= 0.7~ (:-:-:-,/,,, ,/
Propeller speed= 1.7.S'r ev/s (~,1;1'--> - .
, - , / / 1n ,...
_,. 0\-() ·,' /✓
, ,. -, , •,, \ t- #
Taylor wake fraction= 0.32-~ cy uµ/ 7 nTJ
t,.') 0~\\\\ \\ ·~). / ,,,<
Propeller thrust= 565 kN · ,.__, l:) l_:__:I_U,_ \-.' ,. /4-//
Calculate EACHof the following:
(f) The torque delivered to the propelle::-- ; :::::::::::::::::=
r--.: :=:::::::::::;:;::::.:::--
~
(II) The propeller efficiency;
(iii) The real slip ratio.
I 2018/SR02 I
J
Givendata:-
RRM= 6.35 N
Vs = 1.543 m/s
Prw = 1000 kg/m3
Ls= 25 Lm
Cl WWW .DIESELSHIP.COM
WWW.DIESELSHIP.COM
,N AVAL ARCH 107
Solution;-
3 3
RRs =RRM(~:) =6.35 (2
5
~m )
= 9921 kN in Fresh Water

RRs in sw =99219 x 1.0825 =101699 N
=JES
.
L
m .
Q = 390.BkNm
(ii) The propeller efficiency;
v-va
V
va = V (1-wT)=7.715 X (1- 0.32)

= 5.246 m/s
tp =T x va =565 x 5.246
=2964kW
NAVAL ARCH
WWW,DIESELSHIP
,COM
108
tp 2964
1lpro p
--=-
- dp 4 29 7
11prop
= 0.69
(Ill) The real slip ratio.

Vt =p x n =4.6 x 1.75 =8.05 m/s
Vt-Va
SR = Vt
8.05- 5.246
=
8 .05
~ ·",,,,,,,.
. "----"\ / ..·.....
- -~ I ·_;;--"'
.,.,;,,1/ __,,.\\ I I , •·-.. / . I ( •- J
°'~~' -
• '""'- •
QB.A ship consumes an average of.70 tonne of.fuel✓ peri day on mam engmes at a speed ofl 7
// •. •.. ,~ • \ .. '\ -· .• ,. f '. .. -.... -,
latots. The fuel consu~ jJtf?,n;.f~_r~uxiHary pur poses is 8 to~n ~ pe !_,day. ~en 800 nautical
miles from port it is;round that o nly 140 .tonii e--.: of fuel:remains · on board and this will be
insufficient to reac6 ,'p_oi1:,at iij~ ho~mal ~peed :- ~, -., ~~ c .✓-- ..•·-...' ~'\\
II . ( ' I ,, •. ,, / \ ' ,"-.,.
Determine, the speed ,~fw~ich .the 'ship should travet'to complete ~~e v~yage wit~ 20 tonne
of fuel remaini dg. .!;_:·----.>../
• l
1/
•
(
.._ /
j \
I
, / ~\ \\ , j , I \
1
2018/ SR0Z / ..-:.· .___ : / ,' · -.._/ - ·
..\
1\
\ (
(
(
(
1
n
'I
C
S!
(c
Eqn CD
becomes
V.C = [70 X (Vz

1
)3]+~
7 24v
= 0.475 (v 2 ) 3 +~
V
v.c = 140 -20 = 120 t di
From graph, V = 14.65
c, WWW,DIESELSHIP
.COM
WWW.DIESELSHIP.COM
NAVAL ARCH 109
130
Fuel cons.
In tonnes
110
-
)fl7 ,.,.,,,-_::;.----
....-::.-
,....
13
..• -- ·1 ,---.
Q9. At a draught of 1.0 ~ .Jns e~ ~at~i \ of <!_erisi~'102s ·~g/1'13the ~!splacement of a ship
14
Speed
15
- .......
--=:._
......._
----~ --
16
1tical is
11be 900 tonne and the ~~}gh~ ~f ~e ·sentre ~.f.J>u_oyan~~ bpv ~ e'~e~l'(~B~ is O.6m. Values
of
tonne per centim~tre imniersior f (TPC) in sea water
/ ( for ......_
a range ' ofdrau~hts are given in
\ ---- -- --==--- ,.,..__/
__ -~
Table Q1. /,,
,, ,,.-, '----:; ; ,,.......-_;
--~ ;::-
lDDe . ,,. .._ . .'
--........::::
,; '- · - ·--
\
Dnlu&ht (01) 1 .0 l .!S 2 .0 3.0 4.0 .5.0 6.0
TPC 12.0 12.8 13 . 4 14.4 1.5 . 0 15.5 15.9
Table Qt
(~) Calc~~te .EAC~ oftJ{~ fo. llowing for a dr;iu~bt 6;6.;.1-;;.ea,wi.'ter\ .

(1)thedifpl~ .c~~ep.t; // . ___ .__ \ ~: .~. )< _/
ff < \~
\ \\1 > ·--' · \
(ii) the height of the c~ntre ofbuoyan~ a~ove th ~ ~eel (KB).
1 \\
(b) At a draught of 6.0 1m~the height of the longitudina~ metacentre above the ketl(KML) is
\1 1 ,- · I J:
128m and the second mo·ment of area of the waterpla . ,1' •· '-.,
~e ·abouta transverse axis rough

i.
midships is 996 ? .28
II \
mt! , ;· ,,.._ '\ .II -- .
_/~</
f-:::::-::I/
I
\ ilj I
-7
The centr~ _offlo~~on i~_aft of midships. < / \ /
Calculate the distance of the centre of flotation (LCF)from mids~1ps. -<:·-.''
/i_2
;/ '/
/
2018/SR02 \\
- .,
~ :,,, r .
" ' '
'. , ,
,/ :/· 1
.. ,.
, - , ....
' !', ·,
~
12 .a--::::.:._.
:: __ 2 2~.§.--:-:.::.:-
: 1.5 38.4
1--~ 1.5~- -+--~-:-·-:
·134 - . ..·. · i.-..=---c~
(a) (i) 2.q .,.i:1-!_,· :
\ . . • ' ~ ·; . ' ~ ....?.: 2 ·, • .20.._
'
1•,\
' • .
't. : 2.0 .. • 4·0;2 the
' :" ... ., ·. ::. . t
, - • 't ..
3.0 14.4 4 57.6 3.0 172.8

4.0 .... ' 1~.o " - 2 ·-30 ·' 4.0 ~ ~20.0
5.0 15.5 4 62 5.0 310.0

,
6.0 15.9 , 1 · l.5,9 ' 6.0 ·· 95.4 , · :
217 .2 782.2
displacement;
f- 1 -6
(C)WWW,DIESELSHIP.COM
NAVAL
ARCH
WWW,DIESELSHIP.COM l!o
=-1003 X 21,7 2
/J. ·= 7240 t
t- 6 b ancy above the keel (KB).
(II) the height of the centre of uoy
l:TM 782.8
KB1-6 ='fu=mz
KB 1_ 6 = 3.604 m
(b)
_ km 1 _KB= 128 - 3.272 = 124_;,
P ..!!L_
BML - ~ - --- - --=::::::::-___--::
..... -
BML =-
IF X P
,,,..,,.. \
,-- · l
r -.:-
/-l, :•-~ '-~
tJ. ~ ,.-' __,..
). \ I ' {' --..._ ~--
' • ' -._ / ,_ .' , , .•_., , '-'-
/ __,,. , ·, -. 1 I r·, ' , -.. I......._, "-~
BmLxtJ. 24.73 ><8140 \ \J ·==-_/ J f .,,. 1:
L .. ...:, '\
,', IF = PP/,/ - /, 1.025 ·>;>-- . ·--,.;/
- ... I I l {
,,,. \ , "'-
·'\_,.
/;/ ( ,·. -- ~--,~ ··· /4~ -., ,,______, \.~
IF = Ia,~ Aw, x- LCF .. ,.,,; ------. ·--~
!I I , ; ' </ ,,, ,,,,. -, ,,.-·, \\ .
AWx p:/,,::-· / ~ \ , ...., . ' ...'· \\
· \ ,, \t.., ·v \~
TPC / / 10.0 ·....',/
I/ I : f' ••-.....·-· 11/ (/ ;· ~ --..r~
:;\ \''.\\
,Ir .~/ ,
/L '/
ri>c'x 100 , ..
,\ \ '-- l
AW 1.,= .,..... - / · '-~ ......
.---.... ,
\\ ··:: :.'.'..
~
\
\\' \
I ' I 'P., : \ ,' / I ,, ·, \ i - .
j/ :/ \ .1\ ·;,: ) \\
LCF J ._ Ill>- IF / / --- ------- r:_
:-,-\ ., .-'"-. ( .
- AW I( . ::._'::_).:.
;' _
\
,' ll
I\
I
I\
=
.---~
996728 ,- ,---
1551 \
•
990539 _ 15.9 X 100 .,_

;· ·-- 1'
, ......
I
.,....__._. ' - ---

,. , ,...
_. I
•
,
1 I
'I
'
- 1.025 I ,; ' '.,- j ,-. ··- /,
-.:.:=-~:..
\\ "·-. _// // .\ 1/ /:~:; ' //
LCF =2.~inatcI> \7 .1551m 2 _. • / \ // , , -· ' ,' ,
. . ,, -...
\, ✓• ' 1I "·~..... ....
\ \
.\ ~ ,>
,_ ,,. • '\
' ! ' //
! f
QlO. A ship of 10~.?0 to,n ~~..~lspla~~ment floa ts in sea w~terI // ' -.~ ·- ·•., '/
,.' .. .,._ I I
1
of ~en sity _10~~ kg ~~3 at a
draught of 6m. A rectangular tank 10m long and 8m wide is_
p_artially ful' pf oil fµel of
density 900 kg/m3 :·t~..thls cohd_ltion,
,,
theaboveconditionare t, . ·h
KG_ oJ:.~ e ship is6 tlie.25m.
1
Other 'hydr9static data for
,, .. ,. j}
.-.-,./;:·; _ r--'{') ;_._, ,·
,, '- I ' l · .-- 1 • 1
1
Centre of buoyancy above the keel (KB) =·3.325m \ -:~ r , ,, \ ·
, \ \ '\\ ,:-.'-_: ·' ,,--;,,
·'
".. •. (· ' 7 I l I '
Transverse metacentre above the .centre of buoyancy\ I (BM)=
' 1. \ \.-\ • ' .,,:;r
4.865 rii
Tonnes per centimetre immersl ; ii °cTPC__)=.: _2_0_.5 -~ _;:,,.,--
calculate the change in effective metacentrlcl ieight'wlien a rectan
gular tank 12m Jong,
10m wide and 6m deep, with its base 1 m above the keel, is filled
water ballast. to a depth of Sm with sea
NOTE:Assume·the ship to be wall sided over the affected range
of draught
~I2_0_1a~;s_R_o2--' 1'-- ----.l l ____ _ _ lL____ -1_
!_ ___
LI _ __ l,_ _ __:=J
Solutlon;-
Ori~nalCondition
It X Pt 1 3
Fsc =-=-""'-------/ 12 X 10 X 8 X 0 .9
A 10000
WWW.DIESELSHIP
.COM
NAVAL
ARCH 111
Fsc = 0.038111
GMorr = KB+ Bm- KG- Fsc
= 3.325 + 4 65 - 6.25 - 0.038 .
GMolT = 1.902 m
Finalcondition
Mass added= 12 X 10 x 5 x 1.028 = 615 t
Mass Added
Bs =
TPC
:.Mass ' \ 1
•~C~KB : L' .... i,' 7 / /Moment-.. . "-
. -.,1pooo ·· -3..322 - "-...-332~0.) .'\ ~
-.,..,.' 615 ,,-:;:.:,,- ·•' -6 ±--0.3 - ·-..>,--.. 3782
/ _.;-';,/ -.......:~
.✓ -- ~ 2 ",
·'· r" . --
,.10615 / \ 37032
,-
I
J '')
;,.) .r - ..
or
GME FF = 1.848 m
:J :. Change in GM = 1.9 oz- 1.848
= 0.0S9 m Vediction
JANUARY
2018
BALLouESTJONS
SAME ASAPRIL2019 ---
OTHE C>WWW,DIESELSHIP.COM
NAVAL
ARCH
WWW,DIESELSHIP.COM 112
Q : With regard to the carriage of crude oil and Its associated products: i. Sket~h and
4
describe the operation ofan ex1,loslmeter suitable for testing pump rooms or tanks; h. State
why false readings are likely to be given by the expJoslmeter. Jii. State the publication that
gives guidance on safety.
2O16/SRO4 2O17/SRO4 2O18/ SROl
2O11/SR6 2O11/SRlO
The atmosphere of a tank or pump room can be tested with a combustible gas indicator which is
calibrated for hydrocarbons. Frequently the scale is ¥1terms of the lower explosive or lower
flammable limit (LFL)and marked as a percentage of the lower limit. Alternatively, the scale may
be marked in parts per million (ppm).
The combustible gas indicator shown diagrammatically above consists of a Wheatstone bridge with
current supplied from a battery. When the bridge resistances are balanced, no current flows
through the galvanometer. One resistance is a hot filament in a combustion chamber. An aspirator
bulb and flexible tube are used to draw a gas sample into the chamber. The gas will burn in the
presence of the red-hot filament causing the temperature of the filament to rise. Rise of
temperature increases the resistance of the filament and this change of filament unbalances the
bridge. The current flow registers on the meter which is s.caled in percentage of LFL or ppm.
BATTERY
'GALVANOMETER
·.$AMPLE TUBE
~ lean mixture will burn in the combus tiott:chambe ..--: -
hkely when oxygen content of the s . · ~.£ ause -ofthe filament. False readings are
1 1 . rt . .
d eslgned for detecting vapor in a ran amp et is how or when me gas 1s present The instrument 1s
f ( .
0 gas rich mixture) a false zero read ·
ge up o t e lower flamm bl 1· •
a e 1m1tand with large percentages
1
The instrument and batteries must be i~!t:;~ \so be obtained.
as possible particularly from the tank b tt ; ~re us~ and samples are taken from as many places
but not for other combustible gases ono ~m. tis possible to obtain a reading for any hydrocarbon
f h an 10strument wh · h ·
o ot er vapours must be by devices Intended for IC IS scaled for hydrocarbons. Detection
The explosimeter is primarily a combustibl the purpose.
safety of , e gas detector but ·11 I
. a space ior entry by personnel. If a s WI a so give guidance with regard to
remainmg concentration can be measured w 'thpace h~s been ventilated to remove vapours, the
1 explos1mete .
© WWw r, provided that it is below the lower
,DIESELSHIP,COM
)
j
..;..w"='w~w'-"
.D:::.;l:.:,,E~SE:!:l~SH!..!.!ll!:P
_ ______ ~.C~O~ML ___:
·~N[f!A~VflAL~AruR~C~H 113
flammable range. Generally, any needle deflection above zero is taken as indicating a toxic
condition.
Crude oils contain all of the hydrocarbon products extracted in the refinery and many of the
products are highly toxic. Benzene (C2H6)i~ an example and its low threshold limit value (TLV)of
lich is 10 ppm indicates this. Sour Crude oils carry highly toxic hydrogen sulphide (H2S)with a TLValso
lower of 10 ppm. Petrol (Gasoline) has a TLVof300 ppm . Entry to the cargo tanks and pump-rooms ofa
ernay crude oil carrier exposes personnel to these risks. These are additional risks involved in the tank
entry. where inert gas has been used. The inert gas adds the risk of Carbon monoxide (CO) which
eWith has a TLV of 50 ppm; Nitrogen dioxide (NO2) with 3 ppm; nitric oxide (NO) with 25 ppm; and
flows sulphur dioxide (S02) with 2 ppm. Trace amounts of the hydrocarbon products which are very
irator dangerous. and other toxic gases w~ich..maY:be-present ; r~quire special means of detection.
in the Threshold limit values are ~ dated ; nnu~lly,~nd giv,e~ i~ -~f er~Q~es available from health and
~-....:::,.~
ise of
False Readmg
.
safety authorities.
/; . (:,...,::
./.·.1/ / > \ ,_:
\ \_,;-~./; !-,
;:,-·· _,.,-·) \ \ \,. · ·\ / i .. .r / ;._,__>
.··; t _ _ _• •-· -- ~ ...., w i;_.-/:-: / "
,/ /';'\
es the
A false reading Il}<!-Y be,-obtained . ifthe perc_f,!p.tage__QL 09geri •in tliJ:_Jample ·s low or due to the
presence of in~ft' gas ~ !h~s)n~t~~91ent ~~~design~~ ~ det~~!ing ~ap-:or~ in ·~er ge_up to lower
flammable li~it. False ~e~din~ may be qbtained ifth~ percentage .~f gas,~ t90 high\
The instru~~nt must b~ tes~~d before .use and shoulq be purged enou~h so,~ ~~ther ~~s no left o_ver
atmospher .~ in t~e c~amb ~f oflast test\ The sample Jhould b~~~n fro\\ as 3 pla\ , as possible
75
7 u1(t,~_
partic •::ov:~a~,
,~: :;:
fr~: -~~k result , \ ,1 -;~ , 'll
---~) 1
'riECEMBE2017 R
• 1
II
I,
I\ \ ____
('' ' •
Q6- Qu;:..sAME
i's ai>R
2o~e
\ )
- .
Q1 With. reference
• 'I .--, \ \
to I / • •
membrane tan~ ~or,the carriage of liq_u
•, / .' /_/ \
,- ' --
/
j
/ efie~ .g~s
:::::_---..--
3;r I
very ow
//
temperatures : :-~--, \, '-,, _./ {/ / , . .'/ '.·,--1 / •
• ',
A.Describewi •th·· as-.' k e t'c·'h one m ~·ethod of building
. up the , insulation;
,, ~ ..
-..S_tate, which ,,._ alloyd.)is
· · .. ·b
used for the mem rane an. "' d the reason· •1t:. Explain why
/ a secQndary
// .b~mer
, , '-' . ..,.. JIIs mstalle I
'-, _yI \ // ·,,'
Longitudinally; ii) Transverse
2008/SRJ /
.·.
200]/SRlO
-; ,I/ 1
< ~: 2007 /SR6 /
· 2008/SRlO '. 2008/SR9 zoo 7-0B/jlMG 2011/SR7
~ 2011/SRB . 201.il_SR7 ,. ' ZOll/SRB , 2010/SRll •,2010/SRlO · · '2~ll}/SR9 2010/SR07
. 4 ' ' 1 · / 2010/SRJ 2011/SRll 2(!!2 /s~ ·, ') , 20µ /SR6 2012/SRB
il2010/SR6 201Q/SR
2013/SR6 ·· . 2013/SROB · -Z~l 3/SR
09 . 2013/SR12 ... , ,29}4/SROl , ;, , 201~/SR03
' ' - .
2014/SR0B
' • • ' ' 1 2017 /SR02 I I I 1~017/SR12 ./. V
I 2014/SRlO 2014/SR12...'--. ZOlS/S!WB! i ~ ' ,_;__;__. ·....: '· .
/;:::--~
..,,-.,,-
~ -th-O d ofbuilding _µp thei iisulation;
,1sare A. Describe with a ske~ch one me ·--~~~ ried at l63"c and atmosphere pressure, it has
ent is • In a typical LNG earner, where the cargo I
1tage5 double hull throughout its cargo leng th .
,Jaces
1rb011
,ctiOJl !
I
I
'
t
ird to
we
S,
ower (C)wwW.DIESELSHIP.COM

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A. Crack propagation in propeller shaft 'A' brackets or spectacles frames is indicative of

More likely caus~s 1-JO~fd Qe~/

Q2.With reference to Roll-on Roll-off ferries -

--.......; I , ,. \ _. ..-- - --.... ''\

Q3.(a) Drawand the mid ~ ips_~;·~~~~ .

(b) Whatls Bow Flare?Why ls it so important In 8 lk C •

(b) Givethe comp«)llents of ~bip~ resistaru:ewhil e vesseu~ :em~~>Ute'.

201e/sR0 9 201?/MAR·, 1_!, ·_,/_,/ _.-,, . ___ .--:-,-r·,,''~ \\21 ,

(b) Give the components of ships resistance while vessel Is 'enroute'.

Wm Froude}i~_el~~;~ :.;:e fpi ulac / · ) '

I) Resistance caused b:y:"theformation of stref1mlines _round

- Thus at corresponding speed:

~)1•0n/ 1.s, ;,1/✓/

j ' ---<'-JI, 'BM= SF,<!;..5/I'/ / .- -..·,. _ ·..,,,\

a! d out the Shear //' !/'

toI ,'~e P,erf~\1lled(i its le ng th to be

Piottin~the Wei~htDistributioncurve ,. -.\ i ::::, ·1 •\

Buoyancy distribution curve

- The vertic~I plat !"?_ bou'11?,

\\ "-, , _,---✓ ~ 1/''

resisting ent~ ohyat~ _r to shi~ hull. ( ) ,f - ~i;· /;

,/, _,,V / /'lI ~ ·'1

A. List the pr~ca~tions ,necessary before\an inclinil}g experiment-is carr~ed -ou t \~

- All tanks in the\~~ip m~sf b_e erit)>ty or ressed 6 . . } / / ~::, f-'

Area of intact waterplane _:::- . , / \ I J\\ '_) 0.\t '

Bodily increase in draft= Volume or.i'~~t bu . . __ -;:::,?

'• 1=15m •'

.·:-= B81'/ GM2= 0.121 ('1.08 = 0.1090231/ ~ //

~~~ Uil \J8\~

1. Make a sketch from the g1ve~[~~ at10n. · ~ /

f //"✓ /-' ....

r ••: ~\> .:._.- / /

Numerical Solution._.) I/ l / ,, \-::._J

Then, 24c = normal consumption per day. / · .. ·-,-,~ --.... .. ·

Reduced speed VJ =V ~0 .6~7 =0.86 V C

Normal distance travelled /day = 24 V

I ,,I ~I), ......_

J,,'. ··, , ·.(_.1

1 d by the water on th e-ship. If the ship

floats feely the bu_oy.hit:Vis eq\Jal to t he weight ~f-the

;f' \., \,~

//,' · , -~· /,, , .')

·The Wa~ r on propeu

Let A= effeF ve ~~~ preai,?-. m which is= di~c area-boss area

.!rf??f· \ i )~~ \;\/

Mass of water passing thro ~t h disc:A,IJ:

(b) Numerical solution:

,~ h ·.., ·1 ,1. ;,. s

being used in_ mo " -...

d panels of plating are reduced In size.

vertically from the shell to the tank to~

. e a ac ed to the bottom shell by con

----------- Frequently altering GM values In wave

------ Parametric Rolling

Hardness Test is carried out to ~determin

hardness test is carried out in a machine wea r and tear, the

QS.With reference to Ship stability:

lty, Negativ_ o '--~20\, 30 40 / so

.., '\-., '-.., , •

' "'/ •·,

{..:../ 11~• -~-

---:::- _.,,.. <......_ V I

'~'-,~ C/} 'j-;,,., _--=--~--

transmi~ed to t~e s~~• -go/-lng__ _th_~--~~-~[~_pEwersp orJ, t per ~p- \ "-~

iS the blocks overa!l, '/ _: :" , \_;;,...,., __ -~

Hence with conant ris~_ty, / \ , // ·::;

C. Principles of Roll Dampin~---- ~