Braemar Hull and Machinery Guide LR

A Guide to
Hull and Machinery

Technical Terms
www.braemarsa.com
Issued by Braemar Technical Services Ltd © 2010-2014
(Incorporating The Salvage Association)
This booklet should be used for training and educational purposes only and is not
intended for any commercial purpose. All information included within this technical
publication represents the private opinion of the author (and not advice in any
meaning, also in the meaning of any act, regulation or law of any country) and must
not be copied for any commercial purposes.
All data in this booklet should be used as a learning platform providing guidance
only. No part of this publication may be reproduced, stored in a retrieval system, or
transmitted by any form or means, electronic, mechanical, photocopying, recording
or otherwise without prior written permission of Braemar Technical Services Ltd
(Incorporating The Salvage Association).
Braemar Technical Services Ltd does not accept liability for any errors or source
reference omissions in the context of this training and guidance booklet which may
arise as a result of Internet transmission, nor accept liability for statements which are
exclusively those of the author and not clearly made on behalf of Braemar Technical
Services Ltd.
Details correct at time of going to press.
Introduction
Marine survey reports frequently contain nautical

and engineering terminology which can often be
unfamiliar to non engineers in the wider spectrum of
the shipping industry.
In an attempt to bridge this gap we have produced this small guide book which
covers some of the common terminology used for ships, their engines and ship’s
related operations, often encountered in survey reports. By no means should this
booklet be considered a complete dictionary encompassing the entire terminology,
but we hope that it will assist the marine community.
The first version (Ver.01) of this booklet was published in 2010 and was very
positively received by the marine insurance market. The feedback collected from
the various readers prompted us to publish a second edition of the guide which
included additional data such as explanations on gross and net register tonnages,
subdivision and load line, deck mooring fittings and lifting appliances, whilst some
useful guide formulas are included on selection of wires and synthetic ropes.
In the machinery section we also included some additional data regarding gear
boxes, fuel and lubricating oil systems, purifiers, transmission systems, whilst
the sheer scale of marine engines in comparison to a human body can now be
appreciated within the section of typical propulsion engines.
The intention was to keep it simple and produce a guide that was easy to use,
providing users with a quick reference tool through easily understood illustrations.
A blank page has been left next to each illustration for the user to write additional
notes and queries they may have, which our technical staff are more than happy to
advise on.
We would like to especially thank the Piraeus Office Technical and Administration
staff for their enormous help and patience in preparing this booklet and we always
gladly welcome any suggestions from the users which will help us enhance any
future versions.
Braemar (Incorporating The Salvage Association)

Contents
General
Service Overview . ........... . . . . . . . . . . . . . . . . . . . 6-7 Ship Construction Data
(Stern & Rudder Construction) .. . . . . . . . . . . . . . . . . 25
Braemar Introduction . . ...... . . . . . . . . . . . . . . . . . . . . . . 8
Steering Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
General Contact Information .. . . . . . . . . . . . . . . . . . . . . 9
Typical Mooring Fittings (Anchor & Chains) . . . . 27
Global Surveyor Network ... . . . . . . . . . . . . . . . . . . . . 10
Typical Mooring Fittings (Deck Fittings) .. . . . . . . 28
Principal Offices . . ............ . . . . . . . . . . . . . . . . . . . . 11
Typical Mooring Fittings
Units ........................... . . . . . . . . . . . . . . . 12-13 (Shackles) .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Navigation .................... . . . . . . . . . . . . . . . . . . . . 14 Steel Wires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Common Naval Architectural Data . . . . . . . . . 15-18 Synthetic Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Common Marine Engineering Data .. . . . . . . . . . . . 19 Typical Mooring Arrangements .. . . . . . . . . . . . . . . . 32
Weather Data - Beaufort Scale .. . . . . . . . . . . . . . . . 20 Lifting Appliances – Derricks .. . . . . . . . . . . . . . . . . . . 33
Classification of Ships . ...... . . . . . . . . . . . . . . . . 21-22 Lifting Appliances – Cranes . . . . . . . . . . . . . . . . . . . . . 34
Ship Construction Data
(Bow Construction) . ......... . . . . . . . . . . . . . . . . . . . . 23
(Double Bottom - Deck Construction). . . . . . . . . . 24
4 Braemar (Incorporating The Salvage Association)

Hull Machinery
General Cargo Carrier . ........ . . . . . . . . . . . . . . . . . . 38 Typical Engines for Propulsion . . . . . . . . . . . . . . . . . . 58
Bulk Carrier . ................... . . . . . . . . . . . . . . . . . . 40 Typical Propulsion Arrangement .. . . . . . . . . . . . . . . 60
Bulk Carrier Holding Arrangement . . . . . . . . . . . . . 42 Crosshead Type Engine Parts . . . . . . . . . . . . . . 62-64
Hatch Covers . ................. . . . . . . . . . . . . . . . . . . 44 Trunk Piston Type - V - Engine . . . . . . . . . . . . . 66-68
Container Carrier . ............. . . . . . . . . . . . . . . . . . . 46 Typical Piston & Crankshaft
Gas Carrier . .................... . . . . . . . . . . . . . . . . . . 48 Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Passenger Ferry ............... . . . . . . . . . . . . . . . . . . 50 Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-74
Ocean Going Tug Boat . . ...... . . . . . . . . . . . . . . . . . . 52 Camshaft Arrangement .. . . . . . . . . . . . . . . . . . . . . . . . 76
Double Skin Oil Carrier ........ . . . . . . . . . . . . . . . . . . 54 Engine Scavenge Air & Exhaust
Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Turbocharger .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Propellers & Tailshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Water Jet Thrusters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Steam Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Vertical Oil Fired & Combined
Boiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Gear Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Auxiliary Engines .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
HFO / MDO Piping System .. . . . . . . . . . . . . . . . . . . . 94
Lube Oil Piping .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Purifiers .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
References . . . . . . . . . . . . . . . . . . . . . . .100-101
Contents 5
Service Overview
Operating from a worldwide network of offices,

general information
Braemar (Incorporating The Salvage Association) is

a world leading multi-disciplinary marine surveying
and technical consultancy providing services to the
world’s shipping, offshore energy and insurance
industries.
Surveys and Audits: Marine Casualty Investigations:
• Hull & Machinery Damage Surveys • Salvage Operations and Wreck Removal
• Hull & Machinery Condition Surveys JH2006 (Acting as SCR)
10A, B & C • Collisions, Groundings and Fixed
• Loss Prevention Condition Surveys Object Damages
• Risk Assessment Surveys (Joint Hull & P&I) • Dry, Liquid and Perishable Cargo Damages and
hull information
• Ship Repair Costs / Advice Cargo Recovery

• On / Off hire Surveys • Pollution Advice / Management and Post
• Newbuild Construction Surveys Casualty Clean-up
• Dry, Liquid and Perishable Cargo • Technical Investigation and Forensic Analysis
Damage Surveys • Expert Reports and Evidence.
• Shipyard Management Audits
• Superyacht, Leisure and Specialist Craft Claims, Disputes & Litigation:
Surveys • Salvage and Wreck Removal
• ISM Audits • Bunkers and Liquid Bulk Cargo Disputes
• Pre-purchase Surveys • Ship Performance, Charter-party and Unsafe
• Sea Trials Verification. Port Disputes
• Collisions, Groundings and Fixed Object
machinery Information
Damages
• General Average Assessment
• Pollution Claims
• Personal Injury Investigations
• Cargo Damage and Worthiness
• Sea Worthiness
• Newbuild, Conversions and Repair.

General Information
Marine Warranty Surveys Yacht Services:
& Risk Management: • Marine Casualty Investigations
• Fixed and Floating Offshore Platforms and Expert Witness
• Mobile Offshore Drilling Units • Groundings, Collisions
• Towage Approvals Contact Damage
• Cargo Load-out, Stowage, Securing • Rigging Failure
hull information
and Discharge • Fire & Flooding
• Shipyard Risk and Project Surveys (JH143) • Machinery Damage
• Mooring Approvals and Analysis. • Salvage
• Sale, Purchase and New
Marine Salvage Support Build Disputes
Services: • Surveying
• Processing of Recovered and • Pre-purchase Surveys including
Distressed Cargo Sea Trials and Valuations
• Decontamination and Waste Disposal • Periodical Condition Surveys
• Handling of HNS and Hazardous Materials • Stability Surveys
• Naval Architects to Support Salvors • Damage Surveys including
• Naval Architecture Assessment for Wreck H&M and P&I
Machinery information
Removal • Risk Assessment including Yacht Shipyard

• Project Management of Third Party Contractors Surveys: JH 143
(Including audit of systems and accounts) • Marine Warranty Surveys including
• Expert Witness Advice and Review of Claims Load-in/outs
• Marine Oil Pollution Response. • Yacht Projects Management and Technical Due
Diligence For yacht owners and investors.
Service Overview 7
Braemar (Incorporating The Salvage Association)
is a leading international marine surveying and
technical consultancy, operating from a worldwide
general information
network of offices.
The company incorporates the world-renowned casualty expertise of
The Salvage Association which was founded in 1856. Today Braemar
(Incorporating The Salvage Association) can draw upon the resources and
expertise of its various sister companies within Braemar Shipping Services plc.
The Braemar group comprises four operating divisions: Shipbroking, Technical,
Logistics and Environmental and these work together to offer a unique combination
of skills for clients, at anytime, anywhere in the world.
For further information on Braemar Shipping Services plc visit

www.braemarplc.com
hull information

General Contact Information
Head Office
Marlow House
General Information
General
1A Lloyd’s Avenue
London, EC3N 3AA
United Kingdom
Information
Tel: +44 (0)207 648 9650
Email: enquiries@braemar.com
Global Support Services

24 Hour Marine Casualty Response
London
Tel: +44 (0)20 7648 9655
Email: gss@braemar.com
New York
hull
hull information
Tel: +1 212 587 9307
Email: new.york@braemar.com
information
To view our global contact directory please refer to our website www.braemarsa.com
Alternatively to request a copy of our International contact directory please email us:
enquiries@braemar.com
Machinery
information
General Information 9
machinery Information hull information general information
24 Hour Marine Casualty Response Global Surveyor Network

Principal Offices
Europe - London Middle East - Dubai
General Information
Marlow House Dubai World Trade Centre Building
1A Lloyd’s Avenue 13th Level, PO Box 9222
London Dubai
EC3N 3AA United Arab Emirates
Tel: +44 (0)207 648 9650 Tel: +971 4 331 3100
Email: london@braemar.com Email: dubai@braemar.com
Mediterranean - Greece Asia Pacific - Singapore

Piraeus Branch 1 Pickering Street
5-7 Filellinon Street No. 08-01 Great Eastern Centre
18536 Piraeus Singapore 048659
Greece Tel: +65 6517 6860
Tel: +30 210 42 92 690 Email: singapore@braemar.com
Email: piraeus@braemar.com
hull information
Americas - New York
5 Hanover Square
Suite 202
New York, NY 10004
Tel: +1 212 587 9300
Email: new.york@braemar.com
For all other enquiries please contact your local office:

Aberdeen, Scotland | Abu Dhabi , UAE | Accra, Ghana | Bremerhaven, Germany | Busan, Korea
Cape Town, South Africa | Dubai, UAE | Durban, South Africa | Hong Kong, China | Houston, USA
Lisbon, Portugal | London, UK | Liverpool, UK | Manila, Philippines | Miami, USA | Montreal, Canada
Newcastle, UK | New Orleans, USA | New York, USA | Panama, South America | Piraeus, Greece
Rio de Janeiro, Brazil | Rotterdam, Netherlands | San Francisco, USA | Seattle, USA | Shanghai, China
Singapore | Southampton, UK | South Shields, UK | Toronto, Canada | Vancouver, Canada | Varna, Bulgaria
Units
Length
1 Nm = 1,852 m = 1.852 km Nm Nautical mile
general information
1 yd = 3 ft = 36 in = 0.9144 m km kilometre
1 m = 100 cm = 10 dm = 1,000 mm = 3.2808 ft m metre
1 μm =0.001 mm cm centimetre
1 cable = 185.20 m = 0.1 Nm dm decimetre
1 fm = 1.8288 m mm millimetre
1 shackle of anchor cable = 15 fm = 27.5 m μm micron
ft foot
in inch
yd yard
cable cable length (international)
fm fathom
Volume
1 m3 = 1000 dm3 lit litre
hull information
= 1000 lit gal gallon (UK)

= 219.9692 gal (UK) pt pint (UK)
= 1759.7547 pt (UK) barrels barrels (US)
= 35.31467 ft3
= 6.2898 barrels (US)
Force
1 Kgf = 9.80665 N = 2.2046 lbf = 1 Kpond Kgf Kilogram force
1 tonf = 1000 Kgf = 9806.65 N = 9.80665 KN Lbf Pound force
1 tonef (UK long tons) = 1.01605 tonf (metric) Kpond Kilopond
N Newton
KN Kilo-Newton
Pressure / Stress
1 atm = 1.01325 bar atm Atmosphere

= 101325 N/m2 bar Bar
= 0.101325 N/mm2 KPa Kilo-Pascal
= 1.03322 Kgf/cm 2
psi Pound per square inch
= 10332.27 Kgf/m2 in Hg Inches of Mercury
= 101.325 KPa mm Hg Millimetres of Mercury
= 2116.21658 lbf/ft 2
= 14.6959 psi (lbf/in2)

= 29.9213 in Hg
= 760.0021 mm Hg

Temperature
1 C° = 33.8 F° = 274.15 K C° Degree Celsius
General Information
F° Degree Fahrenheit
K Degree Kelvin
Flow rate
1 lit/min = 0.0000167 m3/sec
= 0.06012 m3/hr
= 13.1981 gal/hr (UK)
Velocity
1 Knot = 0.51444 m/s
= 1.852 km/hr
= 1.6878 ft/sec
Power
1 KW = 1000 W W Watt
= 1.3410 HP HP Horse Power
hull information
= 1.3596 PS (Metric Horse power) PS Metric Horse power
Moment / Torque
1 Kgf m = 9.80665 Nm
= 0.009807 KNm
= 7.233 lbf ft
= 0.001 tonf m
navigation
Most charts are drawn to MERCATOR’s PROJECTION, to represent the spherical world on
a flat sheet of paper with all the meridians of longitude made parallel. To keep the same land
general InfOrmatIOn
shapes the parallels of latitude are increased in proportion.

This gives rise to say 600 sea miles being measured on a chart being a bigger measurement
at the top of the chart than at the bottom.
This is because 1 sea mile = 1 minute of latitude and the latitude scale gradually increases
towards the top of the chart. This is why distances are ALWAYS measured on the latitude
scale opposite your position.
Meridians of Longitude
Parallels of Latitude
LONDON 51°
30’ North
LONGITUDE
LATITUDE
hull InfOrmatIOn
0 GREENWICH MERIDIAN
CAPE TOWN 33°
55’ South
CAPE TOWN 18°
22’ EAST
maChInery InfOrmatIOn
[Ref: 1]

General Information hull information Machinery information
Common Naval Architectural Data
Common naval architectural Data
The ocean wave geometry resembles a trochoidal shape. The ship structure is designed to
withstand the extreme stresses due to the applied forces when balanced on such a wave
general InfOrmatIOn
having the ship’s length in both hogging and sagging conditions.

In a sea way, the structure will be continuously subjected to deformation in all directions.
The generated stresses will alternate and the material forming the structure will therefore
be subjected to fatigue. A well designed structure having a well conceived geometry and
being of suitable material is expected to withstand the fatigue stresses for a substantial
period of time.
Wave Length
Wave crest
Wave trough Wave height

Wave hieght
Main Deck structure in tension

hull InfOrmatIOn
Bending Hogging CONDITION
Bottom structure in compression
Main Deck stucture in compression
Bending SAGGING CONDITION
Bottom structure in tension

Buoyancy Buoyancy
Buoyancy Buoyancy
Buoyancy
Shear Force
weight weight
weight weight weight

Common Naval Architectural Data
Δ = DWT + Lightship
Where Δ is the displacement, DWT is the deadweight, (cargo capacity including fuel and
General Information
stores, crew and effects), and the Lightship is the weight of the structure as built including,
water in the boilers and lubes in machinery to working level.
In all normal calculations the lightship figure is taken to be the same as stated in the
vessel’s approved trim and stability booklet. The lightship is also the figure used for scrap
estimations.
Δ = Lbp x B x Tm x ρ x Cb
Where Lbp is the length between perpendiculars, B is the beam, Tm is the mean draft, ρ is
the density of sea water (about 1025 Kg/m3) and Cb is the block coefficient, (for most cargo
type ships between 0.65 to 0.9 – passenger cruisers, 0.55 to 0.63).
The larger the block coefficient the more box shaped the vessel is. Thus for a perfect box
type structure Cb is 1, and of course the resistance is larger.
TPC = Lbp x B x Cw x ρ /100
Tonnes per centimetre immersion (TPC), is the weight in tonnes added on a ship to cause
her to sink by one cm. In modern cargo ships the TPC remains fairly constant over a
moderate range of drafts, closed to the summer draft. Cw is the water plane area coefficient
hull information
(between 0.75 to 0.87)
Tm = (Tf + Ta)/2
Where Tm is the midship draft, Tf and Ta are the drafts forward and aft, respectively.
Heel angle, (radians) = wl / GMT x Δ
Where wl is the moment of the weight causing the heel, (the weight times the transverse
distance from midship), GMT is the transverse metacentric height and Δ is the total
displacement. The formula works in radians, (1 rad = 57.3 degrees) and can be accurate for
small angles.
Gross Register Tonnage (GRT)
This expression refers to a measure of the ship’s volume of enclosed spaces and is
indicative of the ship’s overall size. 1 GRT = 100 ft3 = 2.78 m3 . The word Tonnage must not
be confused with a measure of weight.
The net register tonnage NRT which is derived the same way as GRT, is designed to reflect
the earning capacity of the vessel, (space for cargo).

Both tonnages are used by various authorities to charge dues.
Subdivision & Load Line
Ships are divided by watertight bulkheads into watertight compartments. These bulkheads
extend up to a continuous deck referred to as the main deck. Depending on damage
scenarios and applicable regulations, ships will remain afloat and stable if one or more of
their watertight compartments have been flooded as a result of a damage.
To ensure that ships will not sail overloaded, regulations control their freeboard
by the general marking, referred to as the Plimsoll Line, shown below. This Line
must be clearly visible on the port and starboard side of the hull.
All other markings relating to loading the ships in different water densities, (such
general InfOrmatIOn
as fresh or tropical waters), are derived in relation to the Plimsoll Line.

hull InfOrmatIOn
Ship’s motions at sea

The ship’s centre of gravity has six degrees of freedom, three linear and three angular as
illustrated in the fig below. In a seaway it can experience all six motions simultaneously.
An object resting anywhere in the structure is subjected to forces resulting from these motions.
The magnitude of these forces are calculated using Newton’s well known formula F = m x α,
where “m” is the mass of the object and “α” is the acceleration of its centre of gravity.

Common Marine Engineering Data
Indicated Power (KW) = Pm x A x L x N x K x n / 0.6
Where Pm is the mean indicated pressure per cylinder in Bar
General Information
A is the sectional area of the cylinder in m2
L is the length of stroke in m
N is the engine speed in rpm
K is the type of stroke per revolution (i.e. 1 for two stroke engines and 0.5 for four stroke
engines)
n is the number of cylinders
Brake Power = Mechanical efficiency x Indicated power
The mechanical efficiency of a well designed turbocharged engine can be 90%
Bunkers
Bunker fuel is technically any type of fuel oil used aboard ships. In the maritime field the
type of classification used for fuel oils is:
• IFO (Intermediate fuel oil) A blend of gasoil and heavy fuel oil, with less gasoil than marine
diesel oil
n IFO 380 - Intermediate fuel oil with a maximum viscosity of 380 Centistokes at 50°C
n IFO 180 - Intermediate fuel oil with a maximum viscosity of 180 Centistokes at 50°C
n LS 380 - Low-sulphur (<1.5%) intermediate fuel oil
hull information
n LS 180 - Low-sulphur (<1.5%) intermediate fuel oil
• HFO 380 (Heavy fuel oil) - Pure or nearly pure residual oil with a maximum viscosity of
380 Centistokes
• MGO (Marine gas oil) - made from distillate only
• MDO (Marine diesel oil) - A blend of heavy gasoil that may contain very small amounts of
black refinery feed stocks, but has a low viscosity up to 12 cSt so it does not need to be
heated for use in internal combustion engines.
Parametre Unit MGO MDO IFO 180 RMH 380 RMK 380
Max Density at 15°C kg/m3 890.0 900.0 991.0 991.0 1010.0
Max Viscosity at 50°C mm2/s 6.0 11.0 180.0 380.0 380.0
Max Pour point, Winter °C Ambient Ambient 30 30 30
General recommended
10 – 15/ 10 – 15/ 10 – 15/
injection viscosity and cSt/°C Ambient AMbient
110 – 118 130 – 142 130 – 142
temperature
1 mm²/s = 1 cSt Viscosity (Kinematic) is a measure of the resistance of the fuel. In everyday terms viscosity is “thickness”.
Typical Engine Operating Parametres

Parametre Unit Values
Max Exhaust Temperatures °C 500
General recommended Lub. Oil pressure for 2-stroke engines kg/cm2 3.5 – 4.2
General recommended Lub. Oil pressure for 4-stroke engines kg/cm2 2.0 – 3.0
Jacket water outlet temperature °C 65 – 68
Type of system oil used for 2-stroke engines SAE Viscosity 30
Type of cylinder oil used for 2-stroke engines* SAE Viscosity 70 or 50
Type of system oil used for 4-stroke engines SAE Viscosity 40
*Changeover from TBN 70 to TBN 50 only when operating for more than one week on <1% sulfur
Weather Data - Beaufort Scale
Mean wind Probable
Beaufort Descriptive speed equivalent mean wave
Deep Sea Criterion
Number Term height* in
general information
Knots m/sec metres

0 Calm <1 0–0.2 Sea like a mirror –
Ripples with the appearance of scales are
1 Light air 1–3 0.3–1.5 0.1 (0.1)
formed without foam crests
Small wavelets, still short but more
2 Light breeze 4–6 1.6–3.3 pronounced crests have a glassy 0.2 (0.3)
appearance and do not break
Large wavelets cress begin to break foam
Gentle
3 7–10 3.4–5.4 of glassy appearance, perhaps scattered 0.6 (1)
breeze
white horses
Moderate Small waves becoming longer fairly
4 11–16 5.5–7.9 1 (1.5)
breeze frequent white horses
Moderate waves taking a more
8.0–
5 Fresh breeze 17–21 pronounced long form many white horses 2 (2.5)
10.7
are formed (chance of some spray)
Large waves begin to form the white foam
Strong 10.8–
6 22–27 crests are more extensive everywhere 3 (4)
breeze 13.8
(some spray)
hull information
Sea heaps up and white foam from

13.9–
7 Near gale 28–33 breaking waves begin to be blown in 4 (5.5)
17.1
streaks along the direction of the wind
Moderately high waves of greater length
17.2– edges of crest begin to break into spindrift
8 Gale 34–40 5.5 (7.5)
20.7 foam is blown in well marked streaks along
the direction of the wind
High waves dense streaks of foam along
20.8– the direction of the wind crests of waves
9 Strong gale 41–47 7 (10)
24.4 begin to topple, tumble and roll over, spray
may affect visibility
Very high waves with long overhanging
crests the resulting foam in great patches
is blown in dense white streaks along
24.5– the direction of the wind on the whole,
10 Storm 48–55 9 (12.5)
28.4 the surface of the sea takes a white
appearance the tumbling of the sea

becomes heavy and shock like visibility
affected
Exceptionally high waves (small and
medium sized ships might be for a time
lost to view behind the waves) the sea
28.5– is completely covered with long white
11 Violent storm 56–63 11.5 (16)
32.6 patches of foam lying along the direction
of the wind everywhere the edges of the
wave crests are blown into froth visibility
affected
32.7 The air is filled with foam and spray sea
64 and
12 Hurricane and completely white with driving spray visibility 14 (–)
over
over very seriously affected
[Ref: 2]
[Ref: 3]
Classification of Ships
Classification of Ships
The terms below refer to design restrictions imposed on a vessel, in order to be able to trade
within standard geographic areas.
general information
Type Design Capacity Comments

Dry Bulk Cargo Vessels
Used when economic and size restrictions are imposed
Small Up to 10,000 DWT
for larger sizes
Handysize 10,000- 35,000 DWT General purpose vessels
Handymax 35,000 – 55,000 DWT General purpose vessels
Panamax 60,000 - 80,000 DWT Largest vessels that can currently transit Panama Canal
Capesize 80,000 – 200,000 DWT Can transit the Suez Canal
VLBC - Very
e.g. ‘Chinamax’, 400,000 DWT vessels for Brazil – China
Large Bulk More than 200,000 DWT
trade
Carrier
Liquid Bulk Cargo Vessels
Small Up to 10,000 DWT
for larger sizes
Handysize 10,000- 30,000 DWT
for larger sizes
hull information

Handymax 30,000 – 55,000 DWT
for larger sizes
Panamax 60,000 - 75,000 DWT Largest vessels that can currently transit Panama Canal
Maximum size under the Average Freight Rate
Aframax 80,000 – 120,000 DWT Assessment (AFRA) system. Due to size constraints for oil
tankers entering sea-routes highly prone to traffic
Suemax 125,000 - 170,000 DWT Largest vessels that can currently transit Suez Canal
VLCC – Very
large Crude 250,000 – 320,000 DWT Cannot transit any of the world’s canals
Carrier
ULCC – Ultra
Large Crude More than 320,000 DWT Cannot transit any of the world’s canals
Carrier
Container Vessels
Small Up to 1,000 TEU
for larger sizes

Feeder 1,000 – 2,800 TEU
for larger sizes
Panamax 2,800 – 5,000 TEU Largest vessels that can currently transit Panama Canal
Post-Panamax 5,000 – 10,000 TEU Cannot currently transit Panama Canal
New-Panamax 10,000 – 14,500 TEU Will be able to transit Panama Canal after expansion
ULCV – Ultra
Large Container More than 14,500 TEU Able to transit the Suez Canal
Vessel
[Ref: 3]
Bow Construction
General Information
hull information
Double Bottom - Deck Construction
general information
hull information

Stern - Rudder Construction
General Information
Rudder Blade
hull information
Steering Gears
RAM STEERING GEAR SYSTEM
general information
hull information
[Ref: 6]
ROTARY VANE STEERING GEAR SYSTEM

[Ref: 7]

Typical Mooring Fittings Anchor and Chains
General Information
Ring (shackle)
Shank
Fluke/Palm
Bill/Pea
Arms
Throat
Blade
hull information
[Ref: 8]
Connection to Anchor
Common Link Anchor Crown Shackle
Common
Kenter Joining Link Enlarged Jaw and Jaw Anchor
Shackle Link Swivel Shank
Connection to Chain Locker

[Ref: 9]
Common Link End Link
Enlarged Clinch
Link Shackle
Typical Mooring Fittings Deck Fittings
Mooring chocks Fairleads Fairleads Universal
Rollers
general information
hull information
Double Bit Bollard

[Ref: 10]

Typical Mooring Fittings Shackles
Load capacities of these gears during operations are determined by applying a safety factor
which can be as high as 5 to 1, thus a safe working load (SWL) is determined.
General Information
Components marked with an SWL load must not be loaded above that load.
Screw Pin Anchor Round Pin Anchor

Shackle Shackle
hull information
Safety Type Anchor Screw Pin Chain Shackle
Shackle
Round Pin Chain Shackle Safety Type Chain

Shackle
[Ref: 11]
Steel Wires
steel wires
For steel wire ropes the
general information
approximate safe working

load (SWL) can be calculated
as follows;
• Steel wire rope SWL =
(D2 x 8)/1,000
• Chain of Grade G SWL =
(D2 x 8 x G x f)/1,000
• D is diametre in mm. and
SWL is the approximate
safe working load in metric
tonnes
• For chain Grade G 80 f =
0.4 and for Grades G 30
or 40 , f= 0.3
hull information
[Ref: 12]
common types of wire termination

Correct method of
measuring a diametre
[Ref: 13]

The following are the most common types of mooring ropes found onboard ships. They are supplied in lengths of 220 m.
D is diametre in mm, and SWL is the approximate safe working load in metric tonnes (for new ropes).
Polypropylene Nylon Polyester Manilla

2 2 2
SWL D x (1.6/1,000) D x (2.25/1,000) D x (2/1,000) D2 x (1/1,000)
Strength Satisfactory Excellent Good Poor
Elasticity Good Excellent None None
Synthetic Ropes
Buoyancy Good None None None

Weight Heavy Average Light Average
Abrasion resistance Poor Good Excellent Satisfactory
Rot resistance Excellent Excellent Excellent Poor
Sun resistance Satisfactory Good Good Satisfactory
Shock resistance Satisfactory Excellent Good Poor
Painter lines Towing
Painter lines Painter lines
Standard uses Floating lines Mooring
Halyard Fender lines
Fender lines Anchor lines
Buoyancy (strength reduced on
Main features Elasticity Strength
Strength contact with water)
Cost Low Medium to High High Low
[Ref: 39]
Machinery information hull information General Information
Typical Mooring Arrangements
Typical mooring arrangements are shown below. Normal quay or jetty type moorings are
shown at the top and usually consist of bow and stern lines, breast lines and spring lines.
general information
Additional lines may also be included subject to local conditions.

A Mediterranean moor allows a ship to be moored perpendicular to a quay using mooring
lines to secure the stern and anchors to secure the bow. It is often used in ports where
berth space is limited.
Bow to stern moorings are often used where ships are laid up either alongside a quay or on
a river mooring (where anchors may also be used). Fenders (of a “Yokohama” type) should
be used to separate the two ships and protect the hulls from damage.
hull information

Lifting Appliances
Derricks
General Information
Lifting derrick arrangements is one of the oldest lifting arrangements on ships. They were
used mainly on general cargo ships. There are many types of derrick arrangements. The
above is only one of them showing the basic principles and terminology used onboard.
Some ships use the above arrangement even today for heavy lift operations.
Mast head span block
Cross trees
Derrick head
span block
Mast head cargo

Cargo runner
runner lead block Cargo runner
dead end Derrick head cargo
Mast, samson post block sheaves drawn
or derrick post different diametres
for clarity
Upper cargo lead block on one
side of derrick boom and cargo
runner dead end lead block on
hull information
Span rope
other side
Cargo runner Derrick Lower cargo

purchase block
sheaves drawn
different diametres
Derrick slewing for clarity
guy and cargo
slewing guys
Derrick heel cargo Ramshorn hook
Derrick heel span
runner lead block lead block
Derrick stool
[Ref: 14]
Lifting Appliances
Cranes
general information
hull information

Notes
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General Information
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hull information
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Hull Information
34 Running Head
Running head 35
Accomodaon
Steering
gear
No. 5 No. 4 tween deck No. 2/3 tween deck No. 1 tween deck
hold Fore
Machinery No. 3 No. 2 hold No. 2 hold
No. 4 hold peak
space hold
Tunnel
A Double bo om
peak

General Cargo Carrier
general information hull information machinery Information
Hull 39
Notes
Bulk Carrier
general information
hull information
[Ref: 17]

Hull 41
Notes
Bulk Carrier - Hold Arrangement
general information
hull information

Hull 43
Notes
Hatch Covers
general information
hull information

Hull 45
Notes
[Ref: 16]
20ft x 8ft x 8ft 6in units (6.1m x 2.4m 2.6m)
Average interior dimensions Door dimensions Cubic capacity average
L1 B1 H1 B2 H2
5890mm 2345mm 2400mm 2335mm 2290mm 33.3m3
Tare weights vary between 1800kg and 2500kg
Container Carrier

L1 B1 H1 B2 H2
12,015mm 2345mm 2362mm 2335mm 2260mm 66.9m3
Tare weights vary between 3700 and 4380kg. Gross weight is 30,480kg
L1 B1 H1 B2 H2
12,015mm 2345mm 2690mm 2335mm 2580mm 76.0m3
[Ref: 20] Tare weight is 3950kg
Hull 47
Notes
Protective
steel Dome
Aluminium alloy
tank plating
Types A, B and C tanks
are known as independent
tank types, categorised in
Water
accordance to their design
Ballast
gas Carrier
pressure. They are completely

self supporting and do not
form part of the ship’s hull. Saddles
The membrane type tank
is based on having a thin
membrane supported by a [Ref: 16]
layer of insulation within the Insulation
confines of the ship’s hull.
general InfOrmatIOn hull InfOrmatIOn maChInery InfOrmatIOn
Hull 49
Passenger Ferry
general information
hull information

Hull 51
Notes
Ocean Going Tug Boat
general information
hull information

Hull 53
Notes
Double Skin Oil Carrier
general information
hull information

Hull 55
Notes
Typical Engines for Propulsion

Four stroke Trunk Piston Type
Two stroke Crosshead Type Medium speed engine
Slow speed engine Range 200 – 850 rpm
THE HUMAN FIGURE SHOWS THE
Range 80 – 180 rpm Reduction Gear Box required
DIFFERENCE IN ENGINE SIZE
[Ref: 22]
Machinery 59
Notes
typical Propulsion arrangements
general InfOrmatIOn
hull InfOrmatIOn

Machinery 61
Notes
Crosshead Type Engine Parts
general information
hull information
[Ref: 23]

Machinery 63
Notes
Crosshead Type Engine Parts
general information
hull information

Machinery 65
Notes
Trunk Piston Type - V-Engine
general information
hull information

Machinery 67
Notes
Trunk Piston Type - V-Engine Parts
general information
hull information
[Ref: 22]

Machinery 69
Notes
Typical Piston & Crankshaft
Arrangement
general information
[Ref: 25]
hull information

Machinery 71
Notes
Bearings
Modern bearing shells are composite structures. They can be bimetal or trimetal, (as shown
in the below figure). Replacement of these bearings under normal operating conditions is
general information
usually judged on the degree of exposure of the barrier layer.

The left and right lower pictures show such bearings used for the crankpin and main journals,
respectively of a medium speed Diesel engine crankshaft. The holes and grooving areas are
in the location of the oil supply apertures in the bearing pocket..
hull information
[Ref: 27]

Machinery 73
Notes
Bearings Continued...
general information
[Ref: 28]
hull information
Rolling element bearings, (above) come into many shapes and have a large scope of
application. They have low start up friction but their life is limited by fatigue and have high
operating noise levels.
Thrust bearings, (figure below), are heavily loaded bearings. They have thrust pads capable of
withstanding thrust levels developed by a ship’s propeller
[Ref: 26]
[Ref: 29]

Machinery 75
Notes
Camshaft Arrangement
general information
78
hull information

Machinery 77
Notes
Engine Scavenge Air & Exhaust
Arrangement
general information
hull information

Machinery 79
Notes
Turbocharger
general information
hull information

Machinery 81
Notes
Propellers & Tailshaft
general information
hull information

Machinery 83
Notes
Water Jet Thrusters
general information
hull information

Machinery 85
Notes
Steam Turbine
general information
hull information

Machinery 87
Notes
Vertical Oil Fired & Combined Boiler
general information
hull information
[Ref: 34]

Machinery 89
Notes
Gear Boxes
Gears are one of the oldest forms of transmission. They date back more than 3000 years.
There are many types of transmission.
general information
In the epi-cyclic type gear box the input and output shafts are in line (with the engine). In all
other types the input and output shafts are in parallel.
Gear boxes are not only used to step up or down the rpm but can also be used for
reversing.
It should always be remembered that the gear box (as any other type of mechanical
device) absorbs power, so the overall mechanical efficiency of the shafting system is lower
compared with a direct drive.
Epicyclical gear box

hull information
[Ref: 35]
Two stage reduction normal

gear box
[Ref: 36]

Machinery 91
Notes
Auxiliary Engines
The below shows a typical generating set. The prime mover is the Diesel engine which
drives an alternator. The prime mover can be a high speed or intermediate speed engine.
general information
On board ships there are more than one sets depending on the power requirements,
(min, 2 sets), and can be coupled to share the electrical load between them, thus they
must run on the same speed to maintain the correct frequency.
hull information

Machinery 93
Notes
Typical HFO / MDO system with mixing tube.
Main Pumps and filters are in duplicate to
provide backup.

hfO / mDO Piping System
general InfOrmatIOn hull InfOrmatIOn maChInery InfOrmatIOn
Machinery 95
Notes
lube Oil Piping System
Typical main Lube oil working system
general InfOrmatIOn
hull InfOrmatIOn

Machinery 97
Notes
Purifiers
The operation is based on the principle of centrifugal forces. Shaft and internal working disks
rotate at 8,000-17,000 RPM, thus creating a large centrifugal force which separates the oil
general information
from any other heavier substances in it.

The appropriate type of gravity disk is selected and installed by the crew depending on the
type and viscosity of the oil to be purified.
On ships two sets are usually in service, one of each is used as a clarifier to further reduce
the contents of foreign substances / particulars in the fuel.
hull information

Machinery 99
Notes
Reference
1. The Royal Yachting Association. (1988). Day skipper Shore Based course notes.
Hampshire: RYA
2. Stormfax Weather Almanac (2010). Beaufort Wind Scale [Online]. Available from http://
www.stormfax.com/beaufort.htm. [Accessed on 7th December 2010]
3. MAN B&W Diesel A/S: Propulsion trends Series [Online]. Available from: http://
mandieselturbo.com/0000284/Press/Publications/Technical-Papers/Marine-Power/Low-
Speed.html
4. Kolliniatis, I. (2001). Naval Architecture. Athens: Evgenides’ Institution.
5. Taggart R. (Editor) (1980). SNAME-Ship Design and construction. New York: The Society
of Naval Architects and Marine Engineers.
6. Transportation Safety Board of Canada (2009). Marine reports – 2007 – M07L0040
[Online]. Available from http://www.tsb.gc.ca/eng/rapports-reports/marine/2007/
m07l0040/m07l0040.asp. [Accessed 3rd November 2010]
7. Rolls Royce plc. (2010). Rotary vane RV/IRV steering gear [Online. Available from: http://
www.rolls-royce.com/marine/products/stabilisation_manoeuvring/steering_gear/rv_irv/.
[Accessed: 2nd November 2010]
8. McClain R. Photography website - Nautical Sailing Terms & Nomenclature[Online].
Available from http://www.photographers1.com/Sailing/NauticalTerms&Nomenclature.
html. [Accessed 9th November 2010]
9. Marine Hub (Marinehub group). Marine and Offshore Equipment systems – Technical
book. Singapore: Marinehub group
10. BillBoard Engineering Co. Ltd. – Deck Mooring Equipment
11. Construction Work [Online]. Available from http://www.teachconstruction.org/2010/11/
shackles.html [Accessed 7th April 2011]
12. N. Leventeris SA – Steel Wire Ropes – Export Manufacture.
13. Society of Naval Engineers & JMS Naval Architects and Salvage Engineers (1999) –
Marine Casualty Response.
14. Lloyds Register of Shipping (1967) – Code of Practice for The Construction and Survey
of Ship’s Cargo Handling Gear.
15. MACGREGOR [On line]. Available from http://www.macgregor-group.com/cranes
[Accessed 7th April 2011]
16. Tupper, E. (2004). Introduction to Naval Architecture. 4th Edition. Great Britain: Elsevier
Butterworth Heinemman
17.Kaupp R. (2006). Wikimedia commons website - File:Bulk carrier general arrangement
english.png. [Online]. Available from: http://commons.wikimedia.org/wiki/File:Bulk_
carrier_general_arrangement_english.png. [Accessed 8th November 2010]
18. British Maritime and Coastguard agency (MCA),(1999). Marine guidance note MGN107(M)
- The Merchant Shipping (Carriage of Cargoes) Regulations 1999 [Online]. Available from
http://www.mcga.gov.uk/c4mca/mgn107.pdf [Accessed 7th November 2010]
19. Eyres, D.J. (1978). Ship Construction. 2nd Edition. London: Heinemman
20. British Association of Cargo Surveyors (1999). Lloyd’s survey handbook. London: LLD
Defence Publishing
21. ABS (2003). Surveyor’s glossary – Hull terms & Hull survey terms – Recommendation
82. American Bureau of Shipping
22. Vousouras, E. (1994). Internal Combustion Engines. Athens
23. Woodword D. (Editor) (2004). Pounder’s Marine Diesel Engines and Gas Turbines. 8th
Edition. Great Britain: Elsevier Butterworth Heinemman
24. Wartsila Corporation. (2004). Sulzer RTA84T. [Online]. 2004. Available from: http://
www.wartsila.com/Wartsila/global/docs/en/ship_power/media_publications/brochures/
product/engines/low_speed/rta84t_tr.pdf. [Accessed 3rd November 2010]
25. Knak, C. (1990). Diesel Motor Ships Engines and Machinery. Volume II (Diagrams).
London: The Institute of Marine Engineers
26. Mostratos K.A. (2005). Ships and technique. Volume II (Engine room). Piraeus:
Emmanuel Stavridakis Technical publications
27. http://www.dsmtuners.com/forums/vendor-announcements/356606-jay-racing-now-
has-acl-engine-bearings-mitsubishi.html
28. http://www.britannica.com/EBchecked/media/4471/Rolling-bearings-Roller-bearing-ball-
bearing
29. http://www.flickr.com/photos/elsie/2230986471/
30. http://shortrecipes.blogspot.com/2007_07_01_archive.html
31. Ulstein Propulsion AS – Ulstein propulsion marketing leaflet. Ulstein propellers. Norway:
Ulstein propulsion AS
32. Rolls Royce plc. (2008). Introduction of the new Rolls-Royce range of waterjets –
Kamewa S3. [Online]. 2008. Available from: http://www.rolls-royce.com/Images/RR%20
Kamewa%20S3_0908_tcm92-8663.pdf. [Accessed: 2nd November 2010]
33. McClearn S. (2006). The Canadian Navy of yesterday and today – Tribal Class Machinery
(Draft). [Online]. Available from http://www.hazegray.org/navhist/canada/systems/
propulsion/haida/haida-turbine-diagram.jpg. [Accessed 11th November 2010]
34. Daniel, J. & Mimikopoulos, K. (1994). Marine Steam Boilers. Athens: Evgenides’
Institution
35. J.F. Shannon (1977). Marine Engineering Design – Marine Gearing
36. IndiaMart [Online]. Available from http://www.indiamart.com/gg-automotivegears/
services.html [Accessed 8th April 2011]
37. The Data Center Journal. Available from http://datacenter.tv/component/option,com_
seyret/task,allvideoslist/Itemid,8/from,90/ [Accessed, 8 April 2011]
38. GEA Westfalia Separator Group. Available from http://www.westfalia-separator.
com/fileadmin/Media/PDFs/Brochures/company-portrait-gea-westfalia-
separator-9997-5856-110.pdf [Accessed, 8 April 2011]
39. Boaterexam.com Educating Canada’s Boaters. Chapter 4: Basic
Seamanship Techniques http://www.boaterexam.com/canada/education/c4-
basicseamanshiptechniques-en.aspx
Reference 101
Notes

Notes
Reference 103
Braemar Technical Services Ltd
(Incorporating The Salvage Association)
Marlow House
1A Lloyd’s Avenue
London EC3N 3AA
United Kingdom
Tel: +44 (0)20 7648 9650
Email: enquiries@braemar.com
Web: www.braemarsa.com
Updated May 2014

Braemar Hull and Machinery Guide LR

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A Guide to

Hull and Machinery

Marine survey reports frequently contain nautical

Braemar (Incorporating The Salvage Association)

4 Braemar (Incorporating The Salvage Association)

Passenger Ferry ............... . . . . . . . . . . . . . . . . . . 50 Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-74

Ocean Going Tug Boat . . ...... . . . . . . . . . . . . . . . . . . 52 Camshaft Arrangement .. . . . . . . . . . . . . . . . . . . . . . . . 76

Operating from a worldwide network of offices,

Braemar (Incorporating The Salvage Association) is

• Ship Repair Costs / Advice Cargo Recovery

6 Braemar (Incorporating The Salvage Association)

Removal • Risk Assessment including Yacht Shipyard

For further information on Braemar Shipping Services plc visit

8 Braemar (Incorporating The Salvage Association)

Global Support Services

24 Hour Marine Casualty Response Global Surveyor Network

10 Braemar (Incorporating The Salvage Association)

Mediterranean - Greece Asia Pacific - Singapore

For all other enquiries please contact your local office:

= 1000 lit gal gallon (UK)

1 atm = 1.01325 bar atm Atmosphere

= 14.6959 psi (lbf/in2)

12 Braemar (Incorporating The Salvage Association)

shapes the parallels of latitude are increased in proportion.

14 Braemar (Incorporating The Salvage Association)

having the ship’s length in both hogging and sagging conditions.

Wave trough Wave height

Main Deck structure in tension

Bending Hogging CONDITION

Bottom structure in compression

Main Deck stucture in compression

Bending SAGGING CONDITION

Bottom structure in tension

16 Braemar (Incorporating The Salvage Association)

the earning capacity of the vessel, (space for cargo).

as fresh or tropical waters), are derived in relation to the Plimsoll Line.

Ship’s motions at sea

18 Braemar (Incorporating The Salvage Association)

Typical Engine Operating Parametres

Knots m/sec metres

Sea heaps up and white foam from

appearance the tumbling of the sea

Type Design Capacity Comments

Used when economic and size restrictions are imposed

for larger sizes

24 Braemar (Incorporating The Salvage Association)

ROTARY VANE STEERING GEAR SYSTEM

26 Braemar (Incorporating The Salvage Association)

Connection to Chain Locker

Double Bit Bollard

28 Braemar (Incorporating The Salvage Association)

Screw Pin Anchor Round Pin Anchor

Round Pin Chain Shackle Safety Type Chain

approximate safe working

common types of wire termination

30 Braemar (Incorporating The Salvage Association)

Polypropylene Nylon Polyester Manilla

Buoyancy Good None None None

Additional lines may also be included subject to local conditions.

32 Braemar (Incorporating The Salvage Association)

Mast head span block

Mast head cargo

Cargo runner Derrick Lower cargo