UNIT-I

1. Explain about lines plan of a ship?

Ans:
1. A ship's hull is a very complicated 3-dimensional shape.
2. The ship's hull form is represented graphically by a line drawing.
3. The lines drawing consists of projections of the intersection of the hull with a series of
planes.
4. Planes in one dimension will be perpendicular to planes in the other two dimensions
5. these series of planes are projected to represent views from the front, top, or side of
the ship
6. These three separate projections, or views, called the Body Plan, the Half-Breadth
Plan, and the Sheer plan
7. To calculate geometric characteristics of the hull using numerical techniques, the
information on the lines plan drawing is converted to a numerical representation in a
table called the table of offsets.
8. It is a digital description of the entire hull (hull form representation in coordination
form)
9. The table of offsets lists the distance from the centre plane to the outline of the hull at
each station and waterline. This distance is called the “offset” or “half-breadth
distance”. By convention this is the “y” direction.
10. It is needed during the calculation of geometric properties of the hull such as sectional
area, waterplane area, submerged volume and the longitudinal centre of flotation.
11. From this data and drawing we will calculate Hydrostatic stability, etc.

2. Sketch a typical Lines plan for a ship having single propeller. Name the different
parts of it
Ans:

3. Explain how fairing of a lines plan is done. How a set of offsets is lifted from a lines
plan
Ans: Ship hull fairing is a one of the major points of hull design. The fairness of the hull form
required to improve hydrodynamic performance and productivity characteristics as well as
aesthetic. the shape of a vessel's exterior form below the deck is virtually always designed as
a fair surface. A fair surface is defined as one that is smooth and continuous, and which has
no local bumps or hollows, no hard spots and a minimum of points of inflection. Localized
flat spots between areas of the surface with curvatures of equal sign are generally considered
unfair, unless they occur as part of the bottom or sides, especially with parallel middle body.
Mathematically, the property of fairness of surface might be thought of as that of continuity
in a plot of curvature, or radius of curvature, of the intersection of any plane with the surface.
In as much as waterlines, buttocks, station lines and diagonals all represent the intersection of
planes with the moulded surface, it may be seen that a fair hull form will be characterized by
fairness in these curves; correspondingly, it is usually assumed that if these curves are fair,
then so will the hull form. In general, discontinuities in the first derivative, indicating abrupt
changes in slope, occur at knuckle lines. Other sudden changes in curvature, indicated by
discontinuities in the second derivative, are considered to show unfairness. First body plan is
made then faired for smoothness the offset table is lifted then half breadth is drawn with
faired offset table then half breadth plan is faired then offset table is lifted again we fair the
already drawn body plan with new lifted offset table from half breadth plan this process is
repeated until we hit an optimal faring in both views then same to be done with iterations
with profile plan until we get all three views and lift the final offset table out of the lines plan.

4. Explain profile, half breadth, body plan & their relationship.

Ans: Body plan:
 Front view of ship’s hull
 Axis visible- Y & Z
 Dimensions visible- Breadth & Depth Of vessel
 Water lines - horizontal lines
 Buttock line- Vertical lines
 Stations -Curves
Half Breadth plan:
 Top view of ship’s hull
 Axis visible- X & Y
 Dimensions visible- Breadth & Length
 Water lines - Curves
 Buttock line- Horizontal lines
 Stations -Vertical lines
Profile plan:
 Side view of ship’s hull
 Axis visible- X & Z
 Dimensions visible- Length & Depth Of vessel
 Water lines - horizontal lines
 Buttock line- Curves
 Stations - Vertical lines

These are three views of ship which collectively make lines plan of ship if we make any
change in any given plans correspondingly the other two plans have to be updated.

5. Explain about the Lofting process.

Ans:
1. The whole lofting process will be developed based on the design of the hull planking
exterior’s geometrical plane.
2. This will have to be drawn — the drawing being a life-size replica —, to then be used to
ascertain, with the help of a scale, all the required dimensions.
3. On the wooden-coated floor are drawn longitudinal, horizontal and transversal planes.
 4. Using carpenter’s pencil, wooden sticks, set squares and a chalk line tool, splines (long and
thin wooden sticks, suited for drawing curves), the entirety of the geometrical plane is
designed, starting with the straight lines:
a. Water lines
b. Perpendicular lines of bow and stern from the middle
c. Draw Stations
d. Buttock lines drawn
Next, all curves are drawn. Splines are used for this purpose. These must be larger and
thicker for lines with less curvature, and narrower and thinner for more accentuated curves.
All splines must have one end narrower than the other, the narrower side being the one used
to draw the more curved section. After the designing process is complete, the intersections
between the three planes are verified and if necessary, they are corrected.

UNIT-II
1. The Half ordinates(m) of a water plane, which are 6m apart are given by
11.16,24.84,39.42,47.52,40.23,26.46,13.23. Calculate and compare the areas of water
plane as given by 1-4-1 rule.
Ans:

2. Explain Simpsons integration methods used to find area?

Ans: Simpson’s Rules are very popular among mariners and naval architects because of their
simplicity. They may be used to calculate the area, volume and geometric centre of the space
enclosed by a straight line and a curve.
Equidistant points are chosen along the straight line, also called the axis, and the
distance between them is called the common interval or 'hi. From each of these points, the
perpendicular distance to the curve is measured off and called the ordinate or 'y'. Each
ordinate is multiplied by a different number chosen from a series of numbers called
Simpson's Multipliers and the product is obtained. The area contained between the axis, the
curve and the end ordinates are calculated by the formula:

Where K is a constant
There are three Simpson's Rules & for each, there are different multipliers.
The value of the constant ‘K’ also is different for different rules. If y and h are in meters, the
area obtained would be in square meters.

3. The half ordinates of a water plan at 15m intervals commencing from aft are
1,7,10.5,11,11,10.5,8,4 and 0. Calculate TPC
Ans:

4. Derive BM=I/ ▼
Ans: Consider a symmetric ship heeled to a small angle (ϕ), say 2 or 3 degrees, as shown in
Figure

For small angles the emerged and immersed wedges are approximately triangular. If y
is the half ordinate of the original waterline at the cross section the emerged or immersed
section area is.
for a small length dx, the volume of each wedge is

The righting moment is equal to transverse shift of buoyancy.

The total righting moment is

The expression within the integral sign,

is the second moment of area, or the moment of inertia, of a waterplane about its centreline.
Hence the movement of buoyancy is

Referring to Figure, for small angles of heel

Thus, the height of the metacentre above the centre of buoyancy is found by dividing the
second moment of area of the waterplane about its centreline by the volume of displacement.

5. L=75m
Semi ordinates at load water plane commencing from forward
0, 1, 2, 4, 5, 5, 5, 4, 3, 2, 0 (m)
The spacing between first three semi ordinates & last three semi-ordinates are half of
that between other semi-ordinates find position of centre of floatation relative to
amidships.
Ans:

UNIT-III
1. Explain Bonjean curve?
Ans:
 1. The local buoyancy per metre can be determined from the cross-sectional area of the
hull at discrete locations.
2. The cross-sectional area depends on the local draft and is found using “bonjean”
curves

3. There is one bonjean curve for each station. There are 21 stations from FP to AP, so
we can divide the LBP into 20 segments
4. At each station a curve of the cross-sectional area is drawn
5. Bonjean curves are shown on the profile of the vessel and we use them to determine
the buoyancy distribution at a waterline
6. The total displacement at a given draft/trim is found by summing the contribution of
each segment
7. The buoyant line load (used for calculating the buoyant force at each station) is then
given by Δi
2. Explain sectional area curve of a ship
Ans:
1. The calculated sectional areas (at each stations) also can be represented in curve view.
2. After all the sectional areas are calculated at particular draught, they are plotted in graph.
3. The Graph is known as sectional area Curve showing the curve of sectional areas at each
station at design water line
4. Sectional Area Curve represents the longitudinal distribution of cross-sectional areas at
(DWL)
5. The ordinates of SAC plotted in distance square units

6. From the curve example, it is clear that the area under the curve represents the volume
displacement at waterline (DWL)
7. Also, displacement and LCB at DWL then can be determined

3. Draw a Typical hydrostatic curve

Ans:
4. The following data are available from the hydrostatic curves of a vessel. Draft-KB,
KM, I are 4.9m-2.49m,10.73m,65250m4 & 5.2-2.61m,10.79m,68860m4 respectively
Calculate T.P.C at 5.05m
Ans:

5. Derive the relation between Cp, Cb, Cm

Ans: Cm x Cp = [Am ÷ (B x d)] x [Volume of ship ÷ (L x Am)]
= Volume of ship ÷ (L x B x d)
= Cb
Cm x Cp = C b
or
Cp = C b ÷ C m

UNIT-IV
1. Explain how weight is distributed in ship?
Ans:
 Determination of the longitudinal weight distribution is vital to the proper calculation
of the longitudinal strength of a ship. The longitudinal weight distribution also affects
speed loss in a seaway.
 Weight distributions of all three principal axes can also be used to calculate the ship’s
which have a profound effect on the seakeeping performance of a vessel. Before the
advent of computers, determination of a ship’s weight distribution was a “rather
laborious process”.
 Due to the amount of labour involved, approximation methods were developed over
the years. With the advent of computers, methods of collecting all of the weights with
centres between given locations became less labour-intensive giving rise to grouping
methods.
 For longitudinal strength calculations, various levels of detail are acceptable.
However, the standard is a “Twenty Station Weight Distribution” which actually
consists of 22 weight segments divided by 21 stations, (Stations 0 through 20).

 Weight distributions are needed for numerous uses however weight data is stored in
databases as large numbers of discrete details. These details are essentially lumped
 masses and can represent items which extend for large portions of the length of the
vessel.
 Weight distributions are needed for numerous uses however weight data is stored in
databases as large numbers of discrete details. These details are essentially lumped
masses and can represent items which extend for large portions of the length of the
vessel.
 The traditional response to the need for weight distributions is to use a stock
approximation appropriate for the ship type and improve it by distributing the large
weight items separately. After the computer revolutionized the storing of weight data,
the goal of assigning individual weight items to each station of the weight distribution
began to be feasible leading to the grouping methods.

 However, even highly detailed weight databases often use weight details which are
too long longitudinally for such methods to be wholly effective.
 This gave rise to the goal of distributing each weight record and then combining these
distributions. Realization of this goal requires inclusion of the extents of each weight
record in the database.

2. Discuss about the weight distribution methods employed in ship design

Ans: Approximation Methods-Numerous approximation methods for distributing hull weight
have been proposed in the past. Hull weight is traditionally defined as lightship minus the
weight of the anchor, chain, anchor handling gear, steering gear and main propulsion
machinery. Determination of the exact breakdown of hull weight should be made based on
the relative density of the object in question. Items left out of hull weight should be
independently distributed as rectangles or trapezoids and combined with the hull weight
distribution to determine the total weight distribution for the ship.
Grouping Methods-The original grouping method is the “Bucket” method. The “Bucket”
method derives its name from the fact that the weight details are metaphorically placed in
buckets based on the location of their longitudinal centre of gravity. If a line item’s
longitudinal centre of gravity falls in the extents of a bucket, it is included in that bucket.
However, most other weights that belong in multiple buckets remain uncorrected. Distributed
systems such as piping, electrical and ventilation systems often have weight records that have
extents that span multiple stations. Thus, the accuracy of this method is limited.
Direct Distribution Methods- The approach that offers the most promise is distributing the
individual weight records directly. The distribution of each weight record can then be
summed to determine the weight distribution of the entire ship at a fairly high level of
fidelity. This whole ship distribution can then be used to create any representation of the
weight distribution, such as the Twenty Station Weight Distribution. The fundamental
representative shape of direct distribution methods is the trapezoid. Representing a weight
record as a trapezoid requires knowing the weight, the longitudinal extents, and the
longitudinal centre of the weight being represented.

3. Explain about the procedure to draw a buoyancy curve.

Ans:
1. In ship the weight is distributed length wise
2. The weight of the ship is to be supported by the buoyancy for the ship to float
3. Due to difference in the weight distribution throughout the length and the shape of
vessel the buoyancy distribution along the length may not be the same
4. During Longitudinal strength assessment the buoyancy distribution according to the
certain weight distribution has to be plotted to get the load acting on the ship
5. The difference between the weight and the buoyancy gives us the load acting on the
ship
6. The buoyancy force acting on the particular station can be computed from the bonjean
data available at the particular draft on that station
7. From bonjean we get the area which is simposnised to get the volume at particular
draft which can be multiplied with density of water to get the buoyancy force at that
station
8. The buoyancy is plotted for all stations respectively then the curve joining those
points is known as buoyancy curve of a ship

4. Explain how will you calculate the volume and VCB of a ship by using Bonjean
curve?
Ans:
1. From the bonjean curve the area of any station at particular draft can be taken
2. The area of all such stations taken than integrated length wise to get the volume at that
particular draft of ship
3. Now after getting the area the first and second moments to be computed.
4. The reference point to be fixed some designers may opt aft reference some may opt
from midship the result varies accordingly
5. The levers of particular references to be multiplied with area to get moment about that
area
6. Then this moment divided by this area gives us the vertical centre of buoyancy
7. In modern days we can get VCB by using many compact software just in a click.

5. How ships weight is supported by up thrust force acting on ship give a neat sketch.
Ans:
 UNIT-V

1. Explain Watertight subdivision of ships?

Ans:
 Watertight subdivision limits loss of buoyancy and freeboard in the event of damage,
and may protect vital machinery from flooding. Most ships have some pumping
capacity to remove accumulated water from the bilges, but a steel ship with no
watertight subdivision will sink if water accumulates faster than pumps can remove it.
 Standards of watertight subdivision assume no dewatering capability, although pumps
kept in working order may provide an additional measure of safety in the event of
minor leaks.
 The most common watertight subdivision is accomplished with transverse bulkheads
dividing the elongated hull into a number of watertight floodable lengths. Early
watertight subdivision tested with hoses sometimes failed to withstand the hydrostatic
 pressure of an adjoining flooded compartment. Effective watertight subdivision
requires these transverse bulkheads to be both watertight and structurally sound.
 A ship will sink if the transverse bulkheads are so far apart that flooding a single
compartment would consume all the ship's reserve buoyancy. Aside from the possible
protection of machinery, or areas most susceptible to damage, such a ship would be
no better than a ship without watertight subdivision, and is called a one-compartment
ship.
 A ship capable of remaining afloat when any single watertight compartment is
flooded is called a two-compartment ship, but damage destroying the tightness of a
transverse bulkhead may cause flooding of two compartments and loss of the ship. A
ship able to remain afloat with any two compartments flooded is called a three-
compartment ship, and will withstand damage to one transverse bulkhead.

2. Explain about added weight method.

Ans: It is the method of calculating the effect of flooding. In the method of added weight, the
water entering a damaged compartment is considered as belonging to the ship; its mass must
be added to the ship displacement. Hence the term ‘added weight.’ Following modern
practice, we actually work with masses; however, we keep the traditional name of the
method, that is we use the word ‘weight.’ The latter term does not belong to the theory of
flooding and damage stability.

WL Intact waterline
WoLo Damaged waterline A
BFE Added mass due to flooding
WoWLLo Additional buoyancy required
In order to calculate the added mass, it is necessary to guess the damaged draught AE
and verify (trial and error)

3. Explain about Lost buoyancy method

Ans: The method of lost buoyancy assumes that a flooded compartment does not supply
buoyancy. This is what happens in reality. the water inside the compartment exercises
pressures equal to and opposed to those of the external water. Then, the buoyancy force
predicted by the Archimedes’ principle is cancelled by the pressure of the flooding water. In
the method of lost buoyancy, the volume of the flooded compartment does not belong
anymore to the vessel, while the weight of its structures is still part of the displacement
During the process not only the displacement, but also the position of the centre of gravity
remains constant. The method is also known as method of constant displacement. As the
flooding water does not belong to the ship, it causes no free-surface effect.

WL Intact waterline
WoLo Damaged waterline
CDFE Lost of buoyancy i.e. must be made up by the buoyancies of WoACW and BLoLD
4. Draw a typical floodable length curve of a ship.
Ans

5. How floodable length curve of a ship is done?

Ans:
 The floodable length at any point along the length of the ship is the length, with that
point as centre, which can be flooded without immersing any part of the margin line
when the ship has no list.
 Take the ship shown in Fig using subscripts 0 and 1 to denote the intact ship data for
the intact and damaged waterlines. Loss of buoyancy=V1−V0 and this must be at such
a position that B1 moves back to B0 so that B is again below G.

𝑥=𝑉1∗𝐵0𝐵/V1−V2

 This then gives the centroid of the lost buoyancy and, knowing (V1−V0) it is possible
to convert this into a length of ship that can be flooded. The calculation would be one
of reiteration until reasonable figures are obtained.
 The calculations can be repeated for
a series of waterlines tangent to the
margin line at different positions
along the length. This will lead to a
curve of floodable length as in Fig
 The ordinate at any point represents the length which can be flooded with the centre at
the point concerned. Thus, if l is the floodable length at some point the positions of
bulkheads giving the required compartment length are given by setting off distance’s
l/2 either side of the point.
 The lines at the ends of the curves, called the forward and after terminals will be at an
angle tan−1 2 to the base if the base and ordinate scales are the same.
 The permeabilities of compartments will affect the floodable length and it is usual to
work out average permeability figures for the machinery spaces and for each of the
two regions forward and aft.
 This leads to three curves for the complete ship as shown in Fig. The condition that a
ship should be able to float with any one compartment open to the sea is a minimum
requirement for ocean-going passenger ships. As described in the next section, the
Merchant Shipping Regulations set out formulae for calculating permeabilities and a
factor of subdivision which must be applied to the floodable length curves giving
permissible length

Broadly, the factor of subdivision ensures that one, two or three compartments can be
flooded before the margin line is immersed leading to what are called one-, two- or
three-compartment ships.