SHIP KNOWLEDGE A MODERN ENCYCLOPEDIA a - 3 D Ly WWW.DOKMAR.COMAuthor Klaas van Dokkum Lay-our: Unbound, Umuiden, The Netherlands Inupiliwww.unbound all Printed by, Giethoom ‘Ten Brink bs, Meppel, The Netherlands Published by: DOKMAR, POBox 360 1600 AJ Eakhuizen, The Netherlands © Copyeight 2003, DOKMAR, Enkbiizen, The Netherlands ISBN 90-806330-2-X All rights reserved. No part of this publication may be reproduced, stored in 4 retieval system or transmitted in any form or by any means, including clec- tronic, mechanical by photo-copy, through recording ot otherwise, without prior ‘written permission of the publisher. Great care has been taken with the investigation of prior copyright. Incase of omission the rightful claimant is reques: ted to inform the publishersAcknowledgements "Thanks are due to the following persons: ‘Mr LH, ten Katen who was the first t0 lest me (0 some shortcomings in the Dutch edition and who contributed to theie rectification, He supplemented and corrected several subjects. He also assisted with and advised on problems arising when working ‘on a book with such a large scope as this one Mr Jan Groen and Mr Erwin van den Berg who not only checked the contents but also the linguistic aspects of the English edition, They corrected and supplemented many items in the book. Their expert advice proved invaluable. The following persons, authorities cach in their field, supplied the following chapters: Chapter 3 part "Offshore Industry by Jan Groen, Naval Architect Chapter 4 "The building ofa sea-ship’ by Arie Stuurman, Naval Architect (Chapter 11 Engine nom’ bby Hans ten Katen, Naval Architect Chapter 13 lectical Installations” by René Borstlap, Naval Architect (Chapter 16 part 4 “Rules and regulations” by Herbert Koelman, Naval Architect pert 1-2 “Stability bby Hans ten Katen, Naval Architect Translation: Carmen Koenen-Loas, Noordbrock - The Netherlands “Michel Wijnold, Appingedam - The Netherlands Castigation: Exwin van den Berg, Delt, Naval Architect “Mike Cooke- Yarborough, Naval Architect, UK Jan Groen, Koudum, Naval Architect, John Hutchins, Shipping and Transport College, Rotterdam - The Netherlands Bob Ireland, Liverpool, UK Hans ten Katen, Rotterdam, Noval Architect Mimi Kuyper- Heeres, Teschelling Chapter 3 part 3.16 J.A. Bloemberg Lt. RNLN, part 4, IHC Gusto Engeneering BV Chapter 9 part 1-1 to4.2 ine, Liebherr Maritime Benelux BV Chapter 10 part 1.1 102.2 incl, Ship’s Equipment Centre, part 2.3 193.1 incl, Lankhorst Tousfabricken BV, part 3.4 003.5 incl, Hendrik Veder Chapter 1 ‘Kees Kuiken, Target-Global Energy Training Chapter 12 ‘Wartsili Propulsion Netherlands BV and Promac BV Chapter 14 pert 2 t0 64 incl Jotun Paints and Sigma Coatings Chapter IS pert 1.1 102.11 incl, Ajax Fire Protection Systems BY, part 3.1 106 incl. De Wolf Products For kindly allowing me free use of thelr pictures and drawings: Van der Giessen de Noord, Krimpen ald Lssel - The Netherlands, [Nopa Oy, Helsinki - Finland Keppel-Verolme (Photography Voets & van Leeuwen), Rozenburg - The Netherlands Seutrade, Groningen - The Netherlands ‘Vuyk Engeneering Centre, Groningen - The Netherlands ‘Jotun Paints, Spijkenisse - The Netherlands Advice: Hans Beukema, Dettijl “Marija van Engeland, Naval Architect TU-Delft ‘Aart Jan Martijn, Yerseke Jacob Pinkster, M.Sc. FRINA, Naval Architect, TU-Delf Ubbo van Sitsema, Hoogezand Jelle Visser, Berechja College, Uk [And of course my wife Joke forall her support and advice while I was working on this book:Preface Following the suceessful introduction of “Scheepskennis”, a Dutch language book on ship's knowledge, very soon requests were made for an English version. These resulted inthe publication of the English-language book on ships and shipping matters withthe ttle "Ship's Knowledge”, tn preparing this book any shortcomings of the former publication were remedied and quite some fresh (relevant subjects were added, A new lay fut was also decided upon Ina very clear and yet detailed way the various subjects pertaining 10 ‘modem shipbuilding and seamanship as well as to present-day shipping modes and the offshore industry are dealé wath i this book. An attempt is Image to give as coviplete an overview of ships, pertinent auxiliaries, systets, rules and regulations 3s possible. The book provides a ich source ‘of maritime information meant for Especially for basie studies itis eminently suitable for maritime students and newcomers in the fleet. For those employed in shipbuiling, shippi tnd related fields the work is an efficient work of reference and a convenient manual, Realizing this book could not have been wecomplished from the shipping trade and industry themselves. Besides pertinent documentation Uhey also supplied expert Knowledge and commentary \whieh T stand in great debt to them. persons with an interes in shipping ‘without the help and loyal supp rarding contents and textual issues, for “The author aims at forging a strong link between the contents of the Book tnd the preferences and views of its readers and any reactions, recommendations, criticism on their behalf is highly welcome, On the website www-dokmarcom free downloads of questions pertaining to each chapter as well as a glossary of technical terms. will be available Translations of the glossary into more Languages will be available presently. Ship Knowledge, « made eneyelopediaTable of contents TIN Dre Sd Pee ECC NC en cay CONSTRUCTION OF THE VARIOUS SECTIONS RNa naa! ENO EOE CRaaUs need CONES eco (acca ec ort RE NCeRN eh Sarery Aces Poe Questions: www.dokmar.comye z crag Lng, CLI Liz, . Introduction . Multi-purpose ship “Capricorn” \. Open container ship "Nedlloyd Buropa’ ‘ar & Passenger Ferry ide of Hull” 5. Chemical tanker and a product tanker \. Anchor Handling Tug ‘Supplier (AHTS) 1. Fishing vessel (Eurocutter) re rpng, Vig ae1 Introduction ‘This chapter shows some 3-dimen- sional views of ships. All. visible parts and spaces are numbered and named. This is meant as an introduction to different types of ships and can be used as a reference for the following chapters. It can also be used as an indication of the size of a compart ‘ment compared to the whole ship. Ship Kerwtedge,« maderseneyctopedia 2 Multi-purpose ship “Capricorn” Rudder Propeller Main engine with gearbox and shaft generator 4. CO, bottles in CO, room 5. Man overboard boat (MOB) 6. Free fall lifeboat 7. Crane for MOB, lifeboat, liferaft and provisions. 8. Funnel with all exhaust pipes 9. Rear mast with navigation lights 10. Cross trees with radarseanners 11. Topdeck with magnetic ‘compass and search light 12, Accommodation 13. Hatch cradle 14. Heavy fuel oil tank 15, Bulk cargo 16. Vertical bulkhead or pontoon 17. Heavy cargo, steel coils 18, Project cargo 19. Horizontal decks or hatcheovers 20. 21 2, 2, 24, 25, 26, 21, 2%, 29, 30. 31 32 33 34, 35. 36, a7 38 39, 40, 4 General cargo, rolls of paper Shear strake Hold fan Fixed bulkhead Container pedestal Tanktop, max. load 15 vm? Containers, 5 rows, 3 bays Vertical bulkhead or pontoon Hatch coaming Wing tank (ballast) Bulk cargo Gangway Stacked hatches ‘Top light, range light Breakwater Anchor winch Collision bulkhead Deeptank Bow thruster in nozzle Forepeak tank in bulbous stem Port side Starboard side 0Principal Dimensions Length on. 1185S m Length bpp. Las m Breadth mou 1520m Depth to maindeck ‘asm Seen oo Beatie (Grak pain ahcaeendat) Capacities Containers (14 tn homogeneous. e.g. 45%) in Sccondance wih 150 saan at ‘ean draught of appe 6 30 mi, inhale Tra Tey on hatches J6TED Containers iota ra Teu on hatches 20 TEU ‘Tonnoge Regulation (London 1965) 4900 GT Grain capacity exch bukhends)” 328500 cbt Speed ‘At a draught of 6 30 m service spec will be M4 koots, ata ‘Shaft power of 3321 kW. {main engine = 3840 kW 150 KW for PTO / 90% MCR) Ship Kooledge, a modern enesclepedia W3 Open container ship "Nedlloyd Europa” L Rudder 2. Propeller 3, Stem 4. Container with al feet (FEU) on a 40° stack 5. Container with a length of 20 feet (TEU) on a 20° stack 6. Accommodation ladder 7. Pilot or bunker door 8. Container guide rail 9. Row no I} 10. Row no 04 1. Tier no 08 12. Wing tank (water ballast) 13. Serie gallery 14. Fixed stac 15. Movable stack 16, Bay no 15 17. Bay no.06 18, Tier no 86 19. Cells, hold 1 and 2, for containers with dangerous, of 40 goods (explosives) 20, Container support 21, Breakwater 22, Bulbous bow Ship Krovstedge, a modern encstopeda Principal Dimensions IMO no, 8915691 ‘Name Nedlloyd Europa Gross Toomage 48508 NevTonmage 19254 Deadwt Fonnage 50620 ‘Year when Built 1991. Engine 41615 hp Sulzer ‘Ship Builder Mitsubishi H.LNagasaki Japan Speed 23,5 knots Yard Number 1184 Dimensions 266.30-32,24-23,25, Depth 12.50 ‘Vessel Type Contziner Ship Call Sign PGDF ‘Containers: 3604 teu Plag Neth, In Service 1997Ship Keantege, a aden enesclopedia 1B4 Car & Passenger Ferry "Pride of Hull” Becker rudder Controllable piteh propeller Sterntube Ballast tank At engine room with geurbox Seawater inlet chest Forward engine room with | ofthe 4 main engines Stem ramp Mooring gear 10.CO, = battery space U1. Harbour control room for loading officer 12.Maindeck for trailers and double stacked containers 13.Gangway 14, Outside decks 1S. Lifeboat hanging in davits 16,Deck 1] 17.Funnel 18.Exhaust pipes 19, Panorama lounge 20,Offier and erew mess 21. Passenger cabins 22, Fast-rescue boat 23. Driver accommodation 24. Upper trailer deck 25.Ramp to lower hold 26, Stabilizer, retractable 27.Shops and restaurants ee aeyeene Ship Krome, a mosernensycopesa 28. Helicopter deck 20, Entertainment spaces and bars 30.Fan room 31. Heeling tank oid 33.Ro-r0 cargo 34.Web frame 35.Car dock 36. Marine evacuation system 37.Cinema, 38 Satelite dome for internet 39,Satellite dome For communi 40, Radar mast 41, Officer cabins 42, Wheelhouse 43.Car deck fan room 44,Forecastle 45. Anchor 46.Bulbous bow 47, Bow thrusters fon (Inmarsat) Sa Da 5 4Principal Dimensions: Delivered: Nov. 2001 ‘ontract Price: 128 illion USD Classitication: Lloyd's Register +1001, Roll-on Roll-off Cargo and Passenger Sip, +LMC. UMS, SEM. Dimensions Teagan 215.16m Length bp 20370 m Beam mid 3130m Bip desgn “68m Deptt rimaindeck —9.40.m. Toonage: or sass St 2868 DW design “ON {DW scaniog 10350 Passengers Tal capacity 1360 Nahin S16 Car /Traiter Decks Cas, 1380, Lane 3355 m, Crews Mi Access: Stern ramp ix 15x18 m Output, BHP al 51394 Rpm 500 ‘Aus engines 2): kWead 4050 Rpm 720 Propellers (2: Diameter 4.9m Rpm 70 Bowthausters RW each Speed / Consumption: ‘Thal speed 23.8 knots Service speed 22.0 knots Fael consump, 130,8/24hr Feel quality” 380¢St ‘Tank Capociess Heavy heh ell 1000 mt Lab owt 50 ms Fresh water 400m? Ballast water 3500. m1 Sisership “Pridfe of Rotterdam5 Chemical tanker and a product tanker 1. Balanced rudder with 13. Double bottom tank conventional propeller 14. Tanktop 2. Auxiliary unt 15. Longitudinal vertically 3, Lifeboat in gravity davits comugated bulkhead 4. Hydraulie prime mover 16, Transverse horizontally. 5. Cargo control room, commugated bulkhead 6. Tank heating /tankwash room 17. Cargo pump. 7. Cofferdam, empty space 18, Catwalk between two tanks 19, Railing 8 Vent pipes with pressure 20. Deck longitudinals vacuum valves 21, Deck transverses 9, Hydraulic high pressure oil-and 22. Cargo heater return Tines for anchor and 23, Forecastle deck with anchor- mooring gear. and mooring gear 10, Hose erane 24, Bow thruster 11. Manifold 25. Bulbous bow ink in double bull Wing Ship Kuredges « modern enestopedia6. Anchor Handling ‘Tug Supplier (AHTS) |. Stern roll for anchor handling 15. MOB-boat with erane 2 Stoppers for anchor handling 16, Storage reel for steel wires 3. Steering engine for anchor handling 4. Starboard ducted propeller 17. Anchor handling winch 5. Stern tube I8. Bridge with controls for deck 6. Transverse thruster _gcar and ship's steering 7. Cofferdam 19, Fire fighting monitor 8. Tanks for dry bulk cargoe.g. 20. Radar antennas cement 21. Antenna for communication 9. Mud tanks system / satellite antenna ‘Watertight bulkhead Anchor windlass, below deck Azimuth thruster Bow thruster 10, Propeller shatt IL, (Reduction) Gear box: 12. Main engine 13. Fire pump 14, Life rats peda Is7 Fishing vessel (Eurocutter) "Z575" ‘Principa? Dimension: 1. Rudder - 2. Jet nozzle Lengths 3. Propeller Breadth: 4. Engine room poe 5. Engine room bulkhead ‘Gross Tonnage: 6. Main engine Davee 7. Fuel tanks, two wing tanks and a center tank 8, Starboard bracket pole, used when fishing is done with nets and otter boaeds. The derrick will not be used in that case 9. Mastaft 10, Revolving drum for nets 11. Funnel 12, Mexsroom, dayroom 13, Bridge with navigational equipment and control panels for mii engine, drum for nets and fish winch 14. Cabin for four 15. Railing 16. Capping 17. Scupper hole 18, Wooden workdeck 19, Hatch on fish tank 20, Drop chute 21, Fish tank, with an insulation layer of about 20 em all around 22. Bilge keel 23. Shear strake 24, Double bottom 25, Bow thruster instatfation 26, Name of the ship and fishery (registration) number 7, Fish winch 28. Conveyor belt and fish cleaning table 29. Guide pulleys for fish line 30. Forecastle deck 31. Fish wire blocks 32. Fish wire 33. Fish derrick 34, Mast 35. Radar antenna on mast ROBBERT DAS “02 Ship Knowledge, a maders encyclopedia ‘Main Engine: 300 hp 201 Principal dimensions LL General 12 Dimensions 13° Proportions 14 Volumes and weights 2 Form coefficients ‘Waterplane-cosffcient Midship section coefficient Block eoeficieat 24 Prismatic coefficient 3 Lines plan 4 Drawings 41 General arrangement plan 42° Midship section 43. Shell expansion 44 Other plans $ Important data on various eral cargo ship Refrigerated vessel ‘Coastal trade liner Ferry Stumen tanker (Chemical tankerRYT eC renee rarec rarity ri S Care wea CUS te Dae ee Ship Krovsledge, a mader enescopedia 1. Principal Dimensions 1.1 General Measurement Treaty Al aspects concerning the measurements of se Part of th the certificate of registry act of 1982. agoing vessels are arranged in ificate of registry actis the Intemational treaty on the measurement of ships, as set up by the IMO. conference in 1969. The treaty applies to seagoing vessels with a minimum length of 24 n Perpendicular Line perpendicular to another line or plane (for instance the water line). On a ship there are: Fore Perpendicular (FPP, or FP) This line crosses the intersection of the water fine and the front of the Aft Perpendicular (APP, or AP) This line usually aligns with the centerline of the rudder stock (the imaginary Tine around which the rudder rotates), Load Vine ‘The water line of a ship water, There are different load tines for different situations, such as: ight waterline ‘The waterline of a ship carrying only her regular inventory Deep water line The water Tine of maximum load draught in seawater. Water line ‘The load line at the summer mark as calculated in the design of the ship by the ship builder. ‘Construction water line (CWL) ‘The water line used to determine the dimensions of the various compo- nents from which the vessel is vonstructed. Deck line Extended line from the topside of the fixed deck covering at the ship's side Moulded dimensions Distance between two points measured on inside plating (or outside framing). Buse Top of the keel tres and came into Force in July 1994, Plimsoll Mark The Plimsoll mark or Freeboard mark consists of a circle with diameter of fone foot, which through a horizontal line is drawn with as upper edge the centre of the circle. This level indicates the minimum freeboard insalt water summer conditions Beside the circle is a number of horizontal Tines indicating the mini- mum freeboard as above. Summer freeboard: S, Other conditions: Tropical: T, Winter: W, Fresh (water: F, Tropical Fresh: TF, and for small ships, less than 100 m: Winter North Atlantic: WNA, All connected by a ventcal line. For easy checking of the position of the Mark, above the mark aa reference line is drawn: the Deck Tine, Normally at the level of the ‘weather deck, but in case the weather deck is not the freeboard deck (e.g, Ro-Ro), at the level of that deck. When the distance is impractically large, or the connection deck sheliplate is rounded off (tankers, bulkearriers), the reference line is positioned at a lower level. The Mark and the Deckline are to be marked permanently on port and starboard: side, midlength, ‘The draught marks, Plimsoll Line and Plimsoll Mark are permanent ‘marks. Usually this means that they are carved into the hull.explanation ofthe picture at the right s immer (for Water ‘with 2 density of 1.025 vine W = Winter (ditto T ‘Tropics (ditto) WNA = Winter North Atlantic (ditto) ‘TF = Tropical Fresh water Fo = Fresh water Air Draught Krowhalge, a modern eneyclopedia x a r R 3 w wna When a ship carries a deck cargo of timber, and certain demands are met, this ship is allowed (© have more draught (less. freeboard), This. is because of the reserve buoyancy caused by the deck cargo. To indicate this, the ship has a special Plimsoll's mark for when iis carrying a deck cargo of timber; the so-called timber mark, 1.2 Dimensions Length between perpendiculars (Lp) Distance between the Fore and the Aft Perpendicular Length over all (Loa) ‘The horizontal distance from stem to ster, Length on the water line (wl) Horizontal distance between the ‘moulded sides of stem and stern when the ship is on her summer mark Breadth (B) The greatest moulded breadth, measured from side to side outside the frames, but inside the shell plating, Breadth over alt The maximuat breadth of the ship 3s measured from the outer hull on starboard to the outer hull on port side. Draught at the stem (Twa) Vertical distance between the water line and the underside of the keel, as ‘measured on the fore perpendicular, Draught at the stern (Ta) The vertical distance between the water line and the underside of the keel as measured from the aft perpendicular. Trim ‘The difference between the draught at the stem and the draught at the stern. 28Down and trimmed by the head. Ivthe draft is larger at the stem, than atthe ster, Down and trimmed by the stern. Ifthe draft is larger atthe stern, than atthe stem, ‘On an even keel, in proper trim. ‘The draft of the stern equals the draft of the stem, Depth ‘The vertical distance between the base line and the upper continuous deck. The depth is measured at half pp at the side of the ship. Freeboaed ‘The distance hetween the water line and the top of the deck at the side (at the deck ine). The term summer freeboard means the distance from the top of the S-line of the Plimsoll’s mark and the topside of the deck line. Air draught ‘The vertical distance between the water fine and the highest point of the ship. The air draught is measured from the summer mark. If the ship has less draught one can ballast until it reaches the summer draught and so obtain its minimum air draught Ship Knowedge, a modern encyclopedia Sheer This is the upward rise of a ship's deck from amidships towards the bow and stern. The sheer gives the vessel extra reserve buoyancy at the stem and the stern, Camber Gives the athwart-ships curvature of the weather deck. The curvature helps ensure sufficient drainage. Rise f oor: Unique to some types of vessels like tugboats and fishing boats, This is the upward rise of the lower edges of the floors from the keel towards the bilges. ‘Turn of bilge Gives the turn of bilge of the ship. 1.3 Proportions ‘The ratios of some of the dimensions discussed above can be used to obtain information on resistanc stability and manoeuvrability of the ship. Some widely used relations are: LB The ratio of length and breadth can differ quite dramatically depending fon the type of vessel, Common values: Passenger ships 68 Freighters 37 ‘Tug boats 35 A larger LIB value is favourable for speed. but unfavourable tor manoeuvrability Lp ‘The lengtivepth-ratio. The custo- ‘mary values for L/D varies between 10 and 15. This relation plays a role in the determination of the freeboard and the longitudinal strength, BIT (T= Draught) ‘The breadth/draught-ratio, varies between 2.3 and 4.5. A larger breadth in relation to the draught (a larger B/T-value) gives a grester initial stability. Gross Tonnage (GT) Nett Tonnage (NT) 26a The breadth J depth-ratio; varies between J,3 and 2, If this value hecomes larger, it will have an unfavourable eifeer on the stability (because the deck will be flooded when the vessel has an inclination) and on the strength, 1.4 Volumes and weights Genera} The dimensions of a ship ean be expressed. by using termsm which desctibe the characteristics of she ship. Each term has a specific abbreviation, The type of ship Metermines the term to be used, For Instance, the size of a container vessel is expressed in the number of containers it can transport; a roll-on roll-off carrier's size is given by the total deck-area in square metres and a passenger ship in the number of people it can carry. At the IMO- conference in 1969 the new units Gross Tonnage” and “Nett Tonnage” were introduced, to establish 2 world-wide standard in calculating the size of a ship. In many countries the Gross Tonnage is used to determine port dues, and pilotage, or to determine the number of people in he crew. Register To determine the volume of a space she register ton is used, One register von equals 100 eft, oF 2.93 m', Gross Tonnage The gross tonnage is calculated using 2 formala that takes into account the ship's volume in cubic metre below he main deck and the enclosed spaces above the main deck. This Volume is then multiplied by a constant, which results in a dimen aless number (this means no s of T oF m? should be placed the number). All distances used calculation are moulded der 10 minimize the daily of a ship, the ship owner cep the GT as low as possible, sa) of doing this is by keeping th small, so more cargo Jena eneseapedi (mostly containers} can be placed on deck. It is typical for small container ships to use this strategy, As a consequence of this. dangerous situations ean occur because the loss of reserve buoyancy can result in a ity and more “water on ‘Nett Tonnage The New Tonnage is also a dimensionless number that describes the volume of the cargo space, The NT can be calculated from the GT by subtracting the volume of space ‘occupied by’ - navigation equipment + propulsion equipment = workshops tor example af whip with a small dep The NT may not be less than 30% of the GT. Displacement cia m’) ‘The displacement equals the volume of the part of the ship below the ‘water ling including the shell plating, propeller and rudder. Underwater body (in m2) The underwater body of a ship equals the displacement minus the contri- ution of the shell, propeller and rudder. Or: the calculated volume of the part of the hull which is sub- ‘merged in the water, on the outside of the frames without extensions,Displacement 4 (in t) The displacement is the weight of the volume of water displaced by the ship. ‘One could also say: the displacement equals the total mass of the ship. Displacement (Q) = waterdisplacement (m?) * density of water (Wt) Light displacement (nt) ‘This is the weight of the hull including the regular inventory. The regular inventory includes: anchors, life-saving appliances, lubricating oil, paint, etc This is the weight a ship can load until the maximum allowable submersion is reached, This is a constant, which is unique for every ship. Dead weight (0) = maxinum weight A(0 - light disptacement (0) ‘Dead weight (t) = maximum weight A(t) - actual weight A(t) Cargo, carrying or dead weight capacity (in) ‘This is the total weight of cargo a ship can carry. The cargo capacity (in t) is not fixed number, it depends on the ship’s maximum allowable submersion, which will include the capacity (in) of fuel, provisions and drinking water. For 2 long voyage there has to be room for extra fuel, which reduces the capacity. If, on the other hand, the ship refuels (bunkers) halfway, the cargo capacity is larger upon departure. The choices for the amount of fuel on board and the location for refueling depend on many factors, but in the end the Pa ‘master has final responsibility Tor the choices made, The euro Cargo capacity (0) = dead weight (ballast fue, provisions (0. the umunr of moe a sp genet 2. Form coefficients Form coefficients give clues about the characteristics of the vesse’s shape from the water line down into the water. This makes it possible to get an impression of the shape of the underwater body of a ship without extensive use of any data, However, the form coetticients do not contain any information on the dimensions of the ship, they are non-dimensional numbers. 2.1 Waterplane-cocfficient Cw. The waterplane-coefficient wives the ratio of the area of the water line A and the rectangular plane spanned by Lpp and Bmid. A large waterplane-coefficient in combination with a smalt block-coefficient (or coef- ficient of fineness) is favourable for the stability in both thwart and fore and aft direction, iz Aw Waterplane-coeffcient (Cw) = To pay Ship discharging hulk care Ship Knowtedge, « moder encyclopedia 282.2 Midship section coefficient, Cm. ‘The midiship-coefficient gives the ratio of the area of the midship section (Am) sand the area spanned by Bld and T, (Mii Cm) = BRT 2.3 Block coefficient, coefficient of fineness, Cb. ‘The block coefficient gives the ratio of the volume of the underwater body and the rectangular beam spanned by Lp, Bmid and T. A vessel with a small block coefficient is referred to as ‘slim’, In general, fast ships have a small block coefficient Customary values for the bfock coefficient of several types of vessels Tanker 0,80-0.90 Freighter, 0.70-0.80 Container vessel 6.60-0.95 Reefer 0.55-0.70 Frigate 050-055 Braphical representation of the block coeficint cy hat A sic with small block-caefcient eal a Jorge mibip section eoeSicient A ship with «large bloods coefficient and 4 large mish section andl prismatic coeticiem, presentation of the prismatic coe(fciee Kotedge, a modem eneylopedia 2.4 Prismatic coefficient, Cp. ‘The pristnatic coefficient gives the ratio ofthe volume of the underwater body and the block formed by the area of tte midship section (Am) and Lpp. The Cp is important for the resistance and hence forthe necessary power of propulsion (if the Cp decreases, the necessary propulsion power also becomes smaller). ‘The maximuar value of all these coefficients is reached in case of a rectangular beam, and equals 1. The ‘minimal value is theoretically 0.3. Lines and offsets (Lines plan) When the principal dimensions, displacement and ine-coetficients are known, one has an impressive amount of desiga information, but not yet a clear image of the exact geometrical shape of the ship. This can be obtained by the use of a lines, plan, ‘The shape of a ship can vary in height, length and breadth of the ship's ull. In order to represent this complex. shape on paper, cross- sections of the hull are combined with three sets of parallel planes, each one perpendicular to the others Water lines. Horizontal cross-sections of the hull are called water tines, One of these is the ‘water lines/design draught. This is the water line used in the design of the ship when it is hypothetically loaded. When the water Fines are projected and drawn into one particular view, the result is called a water line model The waterines Ordinates. Evenly spaced vertical cross-sections in athwart direction are called ordinates, Usually the ship is divided into 20 ordinates, from the centre of the rudder stock (ordinate 0) tothe intersection of the water line and the mould-side of the stem (ordinate 20). The boundaries of these distances are numbered | t0 20, called the ordinate numbers. A projection of all ordinates into one view is called a body plan. The ondinates Buttocks Vertical cross-sections in fore and aft direction are called buttock lines, These cross-seetions are parallel to the plane of symmetry of the ship. When the buttocks are projected and dravsn ino one particular view, the result is called a sheer plan. Butoek tines Diagonals ‘The diagonals are cross-sections of fore and aft planes that intersect with the water lines and verticals at a certain angle. On the longitudinal plan they show up as straight lines. ‘The curvature of the water Tines and buttocks are compared to each other and modified until they are consistent, When this procedure is, executed, the results can be checked using the diagonals. The most common diagonal is called the bilge diagonal, Sip Rnowtedge, a made enol The diegonats 30.Nowadays the lines plins are being made with the aid of computer- programs that have the possibility to transform the shape of the vessel automatically when modifications in the ship's design require this, Whew the finesplan is ready, the programs may be used to calculate, among other things, the volume and stability of the ship. As shown in the lines plan below, both the water lines snd the buttocks are drawn in one half of the ship. In the body plan, the frames aft of the midships are drawn on the Jeft side and the fore frames are drawn on the right, The finesplan is drawn on the inside of the skin plating, The lines plans shown here are of vessels that have underwater bodies that differ quite dramatically. ‘The reader can tell from these plans that a ship will be slimmer with smaller coefficients, when the water lines, ordinates and buttocks are more closely spaced. For instance, a rectangular forecastle has only one water Jine, one ordinate amd one buttock, the coefficients are | selopedia aIa a, G.dos $.ag 29.088 15.800 30.600 25.000 = a Doha .009t.dog 5.000 20.4005 .200 Coast guard ship with a Somewhat exceptional anderwater-shape. Ship Knowledge. madern eeselopeia 32‘Meary cargo ship, multipurpose. Prigate Abbreviations used in the drawings: Lop = length between perpen- diculars Seid = breadth moulded Sh) = draught moulded > = block coefficient or coefficient of fineness cestode, aamodern enselopeia cm Cp Volume = mildship seetion cB coefficient = prismatic cvefTicient volume of the under ‘water body, as measured KM. con the water lines. to the outside of the frames (m3) = point of application of the resultant of all upward forces; longitudinal centre cof buoyaney (m), = Height of meta-centre above the keel (m) 334. Drawings OF the many drawings, only the most important ones are mentioned here. In general, the following demands are made: The general arrangement plan, safety plan, docking plan and capacity plan have to be submitted to the Shipping Inspectorate for approval. The general arrangement plan, midship section drawing, shell expansion and construction plan (or sheer plan or working drawing) have to be submitted to the classification bureau for approval 4.1 General arrangement plan ‘The general plan roughly depicts the division and arrangement of the ship. ‘The following views are displayed: ~ a (SB) side-view of the ship. + the plan views of the most important decks. = sometimes cross-sections, oF a front and back view are included. ‘The views and cross-sections mentioned above, display among other things: + the division into the different ‘compartments (for example: tanks, engine room, holds) + location of bulkheads, - location and arrangement of the Superstructures. parts of the equipment (for example: winches, loading gear, bow thruster, lifeboat) Next to these, some basic data are included in the drawing like; principal dimensions, volumes of the holds, tonnage, dead weight, engine power, speed and class, Fig: General arrangement plan of a multi-purpose vessel chat carries mainly paper, timber products and containers. An exunple of a general arrangement plan Ship Knowledge, a modern encyclopedic cn4.2 Midship section This cross-section shows one or more - prineipal dimensions thwart cross-sections of the ship. In - engine power and speed case of a freighter it is always a - data on classification cross-section of the hold closest (0 - equipment numbers the midship. Some of the data shows - maximum longitudinal includes: bending moment. Web Frane fe Jing 700_ nn Web every 2nd Frane Ballast draught In ice condition Ballast aeporiwe 7 aft 4251 ta a ‘as Tonletop toad 118 4/2 ‘Stechiged confahers hod _s_20 4-75 ton Ship Knowledge, a modern encyclopedia 36spamsion of a container feet 43 Shell Expansion Je order ¢ get an idea about the composition of the different plates of ‘he shell plating and their particulars foe example hull openings), a shell expansion is drawn, This drawing, can be made in two forms. In one version the true athwart-length of the sell 1s shown: therefore the length soon in fore and aft direction is noe x real length of the shell, This sults in what seems a somewhat -ascceted image of the ship. The other serice tshown below) shows a 3D- ae 228 of the ship. 44 Other plans Camerection plan ~ ing depicts the fore and aft son midships (CL) and the ‘4s of the most important a4. metimes the drawing also mines Te watertight and other Ikheads. It indicates a ester eeyetopedie their locations and the dimensions of the structural members (including the plate thickness). Safety plan ‘The safety plan js 2 generat arrangement plan on which all the safety devices (for example lifeboats, life rafts, escape routes, fire extinguishers) are shown, Docking plan ‘The docking plan is a simplified version of the general plan. It indicates where che ship should be supported by the keel blocks in case of docking. Furthermore the bottom, and other tank plugs are shown with the type of liguid with whic canks may be filled Capacity plan This is also a simplified version of he general plan. All tanks and holds ae indicated with their volumes and centre of gravity respectively. Together with the scability and “light weight’ particulars, this forms the basis from which stability calculations canbe performed, Normally this drawing goes togester with the deadweight scale, which gives information about the relationship between draught and for example displacement in fresh and sale wacer, 5. Important data on Ship owners have an interest in promoting their ships as much as possible, especially the types of cargo their ships can transport. Or to put it in another way: how they can ear money. The table on the next page contains data of a number of ships which differ very much in the type of cargo they can carry. ‘The abbreviations and other information are explained, unless they have already been explained in the text. 37CLASS, [STYPE TECOYD'S + T00AT UMC UMS LANAVT ay farengthened for heavy cargoes @h ice Clans Finis Swedish TA, [PRINCIPAL DIMENSTONS a ver all Tom Toe Breadth moulded oI 18.30 [Sheight 3.0, 700.or 1023 S eights 99 6.20 of 295m Tao, foes bu 16.800 ci [6.900 DEADWEIGHT alltold Tate be 18. 900718275 mat (exeVinel TWD) re] ax sumer Graft (aby 21,1S0%20,525 ent (exeVinel TWD) CAPACITY pray = bale onto Ts.00D cb om a sat 179,000 be 3.050 mi ora (63,000 sbi T3750.8 tat 855,000 bit 24.200 Cc tween deck Tnwaled 63,000 ebTT 780 m° Tes in holds [FUGOR SPACE tank top 1.625 (no: 50 mF, no I= S40 mi no WA LPS my 7 eck oat 1840 ri? io 1: 428 wh no WR: 1.805 m1) eck 2.800 mF (ow O: 50, Ano Fe 425 mv, ho 2: GS em, no 3: 650 jaipcrance basis empty holds) abt 20 x per hour I (CONTAINER INTAKE O) j Held Desk Total [stperaRts JS side shifters, euch 161 SWI, 5001 capacity per hour Ta) MATCHES weather deat [no 0; 6.50 x 7.50 mn 1: 25.60-x 17.80/1S.20 19 ‘ci fpo2:38.40x 17.80 no.X 2560 x 2040 end folding type oe fee TsMSSaTOR SEE erossbeam: 4.20 x 17.80 no 4 25.60% 20.40% onsiting of 18 steel pontoons, ot 637 17.72m 2 of 67x TOME of 6.374 15.120 Sof 637 x12 Ppors.i7x 17-72, of 6.37 KIT of 1,39.20.82m Loh Bx TIE Bulikeadcomparments J penioons up fo 14 compartments at TEU interval ‘MAXIMUM LOAD. 3) ‘Weather deck hatch covers TTS i weatherond, SOOT payload deck hatch covers wh win hold 3 vine ok FSO Tank op 20.0 vine [DECK CRANES conbinate TH [Sof 130 mat SWE and Saat SWLI3Om [2x PS (aA and mid) and 1 x SB (forward) [wars 16.400 HPrI2.060 kW Bowthruxer L155 HP/RSO EW a pata fab 20. knots design da bx 19.6 kos ax laden abe 19-7 knots Fuel stnsumpiion per dy abr a5 nt IFO TAOS [no MBO wea, expe Mor meaning — fae ‘CAPACHTY 73} Inenmediate Fuel Oi 700 [Marine Siew Oo [180 TracLasr CAPACITY 200 a Ta Ship Kine, u made ew ycapadia 385.1 General cargo ship Explanation on the previous diagram Hoyas = name of the classification society a #10041 built according to and under supervision of the Rules of this ctass +LMC Lloyd's Machinery Class. All machinery has been builtin accordance with the specifleations ofthis classification. ums = Unmanned Machinery Space. The engineroom does not have to be manned permanently. LA = Lift Appliance. The cargo gear has been approved as classed. NAVI = Permission fora single bridge watch control, although SOLAS-rules only permit this im favourable circumstances. “The vessel has been reinforced to carry heavy cargoes. @ 1A = Finnish/Swedish fe Hicight ia hold as $1 = Height in fold as single decker (no tween deck) a Height im lower deck as TWD = ‘Height in lower hold as a tweendecker Height in tween deck as TWD = Height in the tweendeck as a tweendackes. Dead weight all cold Capacity Con Hall the tw Floor Space (Container intake Maximum foad n decks are installed “ ‘Deck eranes (combinable) = Main engine MDO @ Dead weight at design draught. Approximately 18900/18275 metric tons. (5) exchuding/including tween decks), Grain = bale. Because the hold is box shaped, the total m? of bulk cargo equals. (6) the total m* of general cargo. cubic feet in the hold, the capacity of the hold decreases by 63000 f1° or 1780 m’ Deck area of the tank top, tween deck and weather deck overall and per hold. (7) (8) ‘The number of containers with a length of 20° that can be louded. ® ‘Maximum beight and breadth, (10) ay Minimum strength of the hatches (also according to class) as determined by the (12) loadtine convention. The criteria are based on the maximum heigh! of « water column on the hatch, which is 18 metres, ‘The deck cranes can be combined (in twins), a3) All ihree cranes can lift wp to 120 tons if they are extended 14 metres. Ifthey are extended 30 metres, they can lift up (0 50 tons. Position ofthe cranes: 2 on port side, one on starboard (fore). 45imt IFO 380ST = 45 tons imtermediate fuel oil 380 centistoke (Centistoke (4) is a measurement for the viscosity) marine dieset oil as)TINT 11 38216.408 Loa 58 Beam: (3) 2m Summer draught 10. m Holds Hatches ‘Compartments: (4) wants Ventilation Air changes: (5) Vertical 90, Different temps: (6) 82 per hold Cranes: 2x40e Pallet eranes 2x8t Container capacity: (7) 294 TEU plus 60 FEI or 207 FEU Reeler plugs: 8) 185 Speed banana laden: (9) abt. 21.5 knots panama CConsurnption (reefer planty: (10) abt. 49 MT IFO 380 RMG 35 al sign H3.BY. Aux: (1b) ft, 6 MT IFO 380 RMG 35 Lloyds No: (8) 9167801 Tank capacity: (22) 1,800 MT TKO 380 RMG 35 Bui 2000 150 MT MDO DMA DWT: (2) 12.902 me Additional Features: Bowthnster Explanation on the specifiations of the “Comoros Strea wo @ 8 @ 5) 6) o @) o ao) ay (12) Lloyd’s number is also the IMO-registration number of the ship, even after change of ownershij number stays with the vessel Dead weight Breath ‘The number of holds, hatches und compartments. Most holds have three tween decks resulting in a hold which is divided into 4 compartments. The ventilation is vertical, The entire hold capacity can be replenished 90 times per hour. Number of isolated compartments where the temperature can be adjusted separately of the other compartments; two per hold ‘The vessel can transport 294 TEUs + 60 Ship can supply 185 containers with ek this is or 207 FEUs, tricity, If the vessel is fully laden with bananas, the maximum speed is 21.5 knots. ‘The daily fuel consumption ( including the refrigerating plant) is approximately 49 tons of Intermediate Fuel Oil 380 (od notation) or Residual Machine G: the viscosity ‘The daily fuel consumption of the auxiliaries is 6 tons Capacity of the fuel tanks is 1800 tons RMG and 180 tons DMA (Distillate Marine Fuels, A is gas oil) the viscosity is 35 est (at 100° C). G gives the quality of Opened hold of the “ Comoros Stream’ Hoi of o reefer Ship Krotedge. 0 modem encetopedia 405.3 Coastal trade liner Venton: electical, 6 szebanges fh Dimensions of bois (a) lengshracadthidepth Hol 624005 1924 6.78 Dimensions (m) of hatches Hatch 1 62.40 x 1024 “Tank capacity Fact 217 ebm Ballas: 1307 ebm Flag Dutch Fresh water 24ebm Buin 1998 7 1999 bn Wy boxed shape / sid ine DwI() 2964 mt Main e Warsila 8L20 DWE Summer: 2) 2800 mt Oui: 1320 bhp Grint 3056 / 1168 ‘Consumption {Abt 105 knots on LOA 88.95 m lies MGO BOA. 12.50 m Draught laden: (3) 4.34 m Air draught: (4) (09.30 m Classification: (S) BN. 13/3 B cargo- ship deepsea - BRG Trading arc: Unrestricted waters incl river Rhine Container intake (otal 108 teas Cubic eapavity GR / Ba 151,00 eb Movable bulkhead 2 Tanktop strength 15 avin? Hac strength: Umuin? Explanation on the specifications of the “Hansa Bremen” (2) Dead weight (2) Dead weight Cargo Capacity at Summer draught. (3) Meximum draught (4) Air draught at summer draught, ifthe (loaded) vessel is not at summer dranght, additional ballast may be used. ) Bureau Veritas, the ship satisfies the soles ga requirements ofthe classification bureau for this type of ship, S4 Ferry Length oa 17290. Length bp. 160.58 m Breadth moulded 25.20m Depth maindeck: 9.40 Dept apperdeck 15.10.m Design draught 635m ‘otal power at MCR: (1) 44a80 kW ‘eal spood at design draugh 2k Passenger capacity ‘000 ‘o of passenger cabins 10 Dead weight 4.5007 “Trailer lane length: (2) 1.780 m (Cat lane length: (3) 450 ‘Spteetion om the specifications of the “Blue Star 2” ‘wer of the main engine. MCR = Maximum Continuous Rating, 300,000 dwt + Very Large Crude Carrier (VLCC) 200.000 - 300,000 dwt = Suez max (old max Suez draught) cea. 120,000 - 160,000 dwt -AFRA max, ca. 70,000 100,000 dwe The large draught of the larger tankers restriets the sailing routes and limits the number of ports that can be called for loading or discharge of GRT: 156306 - LOA: 328m 020m (sunwneri: 291,613 tons Breath Dead Crude oil tankers their cargoes through pipes rom shore facilities or from a single mooring buoy, via a hose or via a flexible pipeline arm mounted on the jetty. ‘The hose of hoses is/are temporarily connected (0 transverse pipes on deck, at mid Tengt manifold, The oil is pumped on board by shore pumps. From the transverse lines, the oil goes to droplines, vertically down into the ship, to the the so-called bottom lines. Three or four longitudinat pipelines with branches to each tank. At the end of each branch a valve is installed. The bottom lines are in aft direction ‘connected to the pumps in the Foom, a vertical space betw argo tanks and the engine room. To discharge cargo, the ship’s pumps in the pump room drav the oil from the cargo tanks, and press it upwards to the decklines, from aft to the mani fold midships. Via a hose the oil is Pumped ashore to the receiving facility where the cargo ends up in a shore tank, Needless to say that numerous valves. isolate pumps, tanks, and the separate pipelines from each other. Loading and discharging lakes some 24 to 36 hours per ‘operation, Apart from the cargo pipeline system there are various other cargo related pipeline systems on deck and in the tanks: Inert gas system to fill up the empty space cteated while discharging with inert gas. (a gas with no oxygen) in order to prevent explosions, Oil will not burn as long as the percentuge of oxygen stays below 5%. Inert gas is also used to slow down corrosion of ballast tanks when they are not treated with paint This still occurs on some older tankers. During the loading inert ga is discharged into the atmosphere. ~ Tank wash system used to remove deposits from the inside tank wall before repairs, docking or reloading. Pundect Tanker Close-up sr~ A.system for the temperature control of sloptanks. Usually enude is not hheated during the voy: = The ballast system is completely separated from the cargo system. When a large ship like a erude-oil tanker is damaged by collision or grounding. vast amounts of oil can leak into the ocean. Therefore, regulations now require that such vessels have a double hull Possible cargo = Crude oil Characteristics = Carrying capacity (tons) = Tank volume (1m?) - Discharging speed (m*/h) ~ Maximum laden draught (1m) + Produet tankers “Product” refers (0 the products of refineries and the petrochemical industries instead of | crude-oil Product tankers have a large number of tanks with a total earrying capacity ‘of approximately 50,000 tons, The piping systems on a product tanker fare different from the systems. in ‘crude oil tankers. Normally every tank has its own filling and discharge line to the manifold and its own cargo pump. Possible cargo = Oil products like gasoline, Kerosene, naphtha, diese ol, lubricating ol bitumen = Vegetable oil Wine - Drinking water Characteristies ~ Carrying eapucity 0) ~ Thal volume and volume per tank (rm?) = State of rank wall surfaces 3.5 Chemical tankers ‘There are very strict requirements and regulations for chemieal tankers because of the toxicity and Aammability of the typical chemical cargo. All cargo tanks are separated from: ~ the shell by a ballast tank = the engine room bulk cofferdam «the Forepeak bulkhead by & cofferdam. bya Ship Knontee, a modern eneycopedia Praduct Tanker i Perama Carat ‘This ensures that in case of leakage from one of the tanks, the crew art environment are not subjected to danger, To prevent mixing of incompatible cargoes, a cofferdam separates tanks with different contents, cofferdam is a small empty space fitted with a sounding apparatus, a bilge connec- tion and ventilation ‘The size of chemical tankers varies between 2500 and 23,000 GT. The number of tanks in transverse direction varies between 3 for tankers up to 6000 tons and 6 for larger tankers. Possible cargo = Acids ~ Bases = Alcohol - Edible oils ~ Chlorinated alkanes ~ Amines, ‘Monomers Characteristics ~ Carrying capacity = Number of tanks ~ Tank coating / Stainless steel Bulsearrier Chemical Tanter 3.6 Bulk carriers Bulk cartiers are ships especially designed to carry loose cargo in bulk. ‘There are three types of bulk carriers: 44, Handy size, 30,000 tons dead weight, often with own cargo gear. Cargo: precious ore, sand, scrap, clay grain and forest products », Panamax, 80,000 tons dead weight, no cargo gear. Cargo: grain and one «c, Capesize, 160,000 tons dead weight, no cargo gear. Cargo: coal, ore Bulk carriers are usually discharged by grabs or by suction pipes. Pouring the cargo through a shooter or via a ‘conveyor belt does the loading. Bulk ccartiers have large upper and lower ballast tanks 10 give the empty vessel ‘enough draught and a better beha viour whilst in transit. 2An ore carrier being discharged by a lighter Ships transporting ore have a special design. Ore is very heavy, (stowage factor is approximately 0.5 mt) and thus ships only need small holds to be Ioaded completely. To prevent a too large stability the holds must not be Situated t00 low or too close to the sides of the ship. Some bulkearriers can also function as a tanker. This combination carrier is called an Ore Bulk Oil (OBO) carrier. Possible cargo ~ Coal - Ore ~ grain and other agricultural products - fertiliser ‘cement - light minerals, Characteristics ~ Carrying capacity (0) ~ Cargo volume (mm) 3.7 Roll on Roll off = Ro-Ro carriers To facilitate the transport of mobile cargo, Ro-Re vessels have continuous decks, spanning the entire length of the ship. As a result of this the vessel loses its. stability rapidly if water eters the Uecks after a collision or a burst side door. !o connection with this, the safety regulations for these vessels have been sharpened in the ast few years (2003) by the requirement of division doors, ‘The tweendecks of these ships are ‘often adjustable in height. Loading and discharging proceeds via the Ship Knowledge, a modern encrelopedia ramps in the side or stern which also function as a driveway. Because the ramps may not be deformed too much, RoRos are equipped with an antiheeling system which automatically distributes. water between (wo op- posing ballast tanks. To prevent the cargo from moving in bad weather, the vehicles are fastened using a lashing system. During loading and discharging additional ventilation is required to get rid of the exhaust fumes. Ro-Ra vatiries = Ro-Ro car and passenger ferries Almost all ferries transport both passengers and vehticles, whether they are navigating inland waterways or the oceans and seas. The vessels usually shuttle between two ports on a very tight schedule. The passengers rive their own cars on board via a ramp, which is either part of the ship, placed on the quay, or a combination of these two. Ferries have the same type of decks as the Ro-Ro carriers, and therefore they face the same problems when water floods the decks. Small Ro-Re feeighter with vehicles in the ods ead on she win deck Possible cargo = Trucks ~ passengers trains + trailers (with containers) Characteristics = number of ears or trucks ~ lane length ~ height between decks = number of passengers ~ carrying capacity 3.8 Cruise ships Except in some archipelagos areas, a the Philippines and Indonesia, the traditional passenger liners have disappeared. International and inter- continental transport of passengers is, now almost completely done by aircraft. The modern eruise ships are used for making luxurious holiday tris to distant countries and ports. On board there is a whole range of facilities for relaxation like swimming pools, cinemas, bars, casinos, theatres ete Possible cargo = passengers Characteristics + maximum number of passengers number of cabins according to size, luxury and location on the ship. Without exception, these vessels are equipped with very good air conditioners. Stability fins limit the rolling t0 2° ultimately 4°, Even modem cruise ships with sails have no noticeable list when sailing. The number of persons on board can be as high as 4000; the crew is half or two third that number. 53Navigatin 3.9 Cattle ships Cattle ships transport livestock such as sheep from Australia to the Far East, from Northwest Europe to the Mediterranean, The holds are set up as stables, The silos with fodder are located at che main or fower deck. Sheep are often ted automatically, while cows are fed semi-automatically: the feed is mechanically moved from the silo to the deck where itis then distributed to the animals by mean of wheel- barrows. A network of conveyor belts and lifts dumps the ‘overboard. A proper air conditioning is requited: at lease 45 air changes per hour are necessary. To achieve a low stability cattle ships are very slender ships. This prevents the animals from breaking their legs when the ship experiences rolling, The slender shape of the fore ship also prevents too much pitching. and cows. Possible cargo Livestock like cows, sheep, goats, camels, horses ete. Characteristics = total deck area (n ~ stable system floor system ~ manure system 3.10 Yaekts: Yachts can be distinguished ay motor yachts and sailing yachts with an auxiliary motor. These vessels ane purchased by and used for: + private individuals for use in leisure time; these yachts have a length of 10 to 20 metees. - Wealthy persons who use the yacht as their (lemporary) domicile, either for leisure oF for representative purposes; Companies which use the yachts for representative purposes: these ‘yachts have a length of approximately 15 metres or more - Private individuals or companies who buy the yacht for races. - Large yachts used in chartering: the Tenth of these yachts starts at approximately 15 metres. Ship Kauwhedge, a madera enyclopeta The building of large luxurious motor and sailing yachts is very. similar to the building of commercial ships, bat ‘with more emphasis on the Finish and appearance, Large yachts with a length of 25 metres and over are also called Mega- yachts, Possible cargo hone oF some passengers Characteristics = dimensions + total sail area and nature of the rigging ‘motor power ‘number of cabins and number of berths luxury - seawortiness 3.1 Fishing vessels Travers, Travwlers ure fishing vessels which drag their nets through the water. In pelagic fishery, the nets are sus- pended between the water surface and the seabed. In bottom fishery, the net js dragged over the seabed, which act, lengd 1S metresrequires additional power, especially if the nets are equipped with disturbing chains to churn up the sea floor. The construction and equip. iment of these fishing vessels stcongiy depend on the fishing method and the species of fish aimed at. The most important types of trawlers are the cutter and the stern trawler, Possible cargo cooled fish (in crushed ice) «= frozen fish or shell-fish Characteristics engine power volume of fisi holds + transport temperature - freezing capacity ‘method of fish processing ~ method of refrizerating and freezing the Fish winch and net drum - possible fishing methods ots, Phe lengeh of the nets can be ween 60 a 600 metres Refrigerated trasler = Other fishing vessels Non-trawling vessels ean range from a simple craft deploying a net to fishing vessels which can lay out nets which are several kilometres. in length, waiting Jor the fish ¢o swim into the net. Typical examples are: seiners, tuna clippers, crab boats, etc Krag a monern enveloped Possible cargo - Frozen fish, or crustaceans ‘Cooled fish (in crushed ice) Characteristics nature oF the vessel fishing methods applied ~ engine power ~ refrigerating capacity - volume of fish holds - methods of processing and string fish 3.12 Tugs Seagoing tugs A common. characteristic of all tugboats is their tow aft deck. This ‘guarantees that the towing line has some freedom of movement, The point of application of the Force in the towing line must be located close to the midships in such a way that the force has no influence on the manoeuvrability The towing winch is of great importance because it has to be able lo transfer the (otal foree of the propeller to the towing line, Seagoing tugs are used for: = salvage = towing = anchor handling in the offshore industry - environmental servive ~ ships with engine trouble Partly completed ships, floating wrecks, docks, drilling rigs and other large Hloating objects that have (0 be relocated can be towed by tugboats, Ever since the introduction of semi- submersible heavy lift carriers, long distance towing is used less often ay a method of transport. Coastal states often use seagoing tugs to avert an imminent environmental disaster Escort tugs Escort tugs are used to escort (large) ships along dangerous passages. They have been developed after a number of serious (tanker) accidents in recent ‘Years, Escott tugs operate in confined coastal waters and are small sturdy seagoing tugs that can push or pull a large ship away from a danger zone when the own propulsion is not sufficient. Escort tugs need (0 be Fscon Tug highly manoeuvrable and therefore often have azimuthing thrusters. = Harbour tugs Harbour tugs are used in ports, inland waterways and coastal areas for - assisting and towing vessels in and out of ports assisting seagoing tugs when these are towing a bulky object salvaging, of assisting in salvage in ports or coastal areas. fighting fires and environmental disasters Keeping pons free of ice Chaeacteri - Power installed Dollard pull: this is the towing force at zero velveity ~ salvage pump capacity = fire fighting equipment ‘means of fighting pollution The “Texetbank” ie assisting VECC 552 se oe bregher Sen we same eaten vessel i ice 3.13 Leebreakers, loebwakers are similar to tugboats: they are often fully equipped for twoving and salvaging Their main function is 4 eu a cinanne! through an ice-sheet at 4 port. a river or other inland water- ways. Obviously these ships have to be able to resist floating ice. The fore ship is especially reinforced and the material used must have a very high impact value, The shell must be free ‘of protrusions because Roating ice will rip these off iramesiately ‘There is hardly a paint strong enough to resist the forces involved in cebreaking. For the same reason the Krave, a oder escstepedi of the steel in the shell and the propeller is subject te high requirements. Tee is uswally broken by sailing the sloping bow on the jee. until the weight of the fore ship breaks the ive. Some icebreakers have quclear propulsion, Characteristics ~ engine power bollard pul ~ shape of the tare-ship, this i impor lant for the methed of icebreaking. total mass of the ship, this is important for the ability to penetrate the ive, Traifer bopper suction dreden dengih 407 mere by caves eapoeity 3.14 Dredgers + Trailing hopper suction dredger Trailing hopper suction dredgers are ‘sed to maintain or deepen channels and fairways and for construction of artificial islands. These vessels are usually equipped with two adjustable suiction pipes. which drag over the bottom wo dredge. Dredging pumps in the holds or inthe suction pipes pimp a mixture of water and material from the sea floor into the holds. Till now (2003) mey are able to dredge to a depth of 185 m, ‘The holds are cued hoppers. The solid matetial precipi- tates in the hopper: the excess water ows overboard. fn ofder to dredge in adverse weather, the suction pipes are suspended frown special cranes, which operate with heave compensation, This ensures that the suction nozzles stay in contact with the seabed. When the vesseb is at its (plimsoll) mark, it will qavigate 0 the dis- charging site, The discharging can be done with pressure. using the dred- ging pumps and the pressure tines at the bow. When the vesse! navigates towards the direct vicinity of the dumping location, the disehargin; can also be done using the spray neve, tocated on the fore end. This is called rainbowing, In both cases the solid precipitate is mixed with water so that pumps can be used, When the ship reaches the exact dumping toeation, the cargo is discharged through the bottom Slaps. ‘The load is then dumped instantaneously, To facilitate this way cof discharging, some small hopper suetion dredgers are constructed as Pret x6‘wo hinged port and starboard halves, which separate when the load is discharged. These vessels are called split rail suction dredgers Possible cargo ~ sand gravel ~ stratum or clayish soil (port) mud. (Characteristics = pump capacity depth range - hold volume (the largest is 13,000 mm) - camTying capacity set rail de = Cutter suction dredgers For tougher types of soils, the kind that cannot be simply sucked up, cutter suction dredgers are used, These vessels rake the seabed with « rotating cutter and are often used in the development of new ports. and new waterways. Cuter suction dredgers can be equipped with their ‘own means of propulsion, but this is rnot always the case, Spud poles are used t0 temporarily fix the vessels, The dresigers then move in 2 swinging motion to deepen the hottom. The Toosened soils are washed away through a dredging pump and a foating discharge pipeline 10 the soil destination. The soil can also be pumped inro a barge that can Ship Knosctedee, a mevder enesTopedia transport the material over larger distances. Cutter suction dredgers are never equipped with 4 bopper. torque and cutter power ~ pump power ~ presence of propulsion «= presence of transverse propellers length and maximum depth of suction head 3.15 Cable laying ships. ‘abe laying ships Cable laying ships are vessels, which can fay one or more cables on the se: floor. If the distance exceeds the length of one cable, multiple cables have to be joined together on hoard of the ship. These vessels are fully equipped for this task. The ships also hhave the ability to repair broken cables. Crucial in the cable laying process is that the positions of the cables on the sea floor correspond to their positions on the — map Furthermore, during the joining of the cables, the vessel must be able to keep its position. For these reasons, cable ships are allways equipped with ‘multiple adjustable, and often also azimuthing, propellers in com- bination with DP and DT (dynamic positioning and tracking). Possible cargo = new cables bles ir equipment = old (Characteristics carrying capacity (0) - engine power details of DPIDT instattation A cable shi 3.16 Navy vessels += Aircraft carriers Aireralt carriers are medium-size to Targe vessels suitable for aircraft and opters to land on and take off 7- CTOL (Conventional Take Off and Landing) Aircraft carriers usually need catapults, driven by steam power fo allow the aireraft to take ‘olf and an angled deck with brake: cables to recover the landing aircraft STOVL (Short take-off and vertical landing) aireraft carriers are smaller than CTOLS, They use a sort of ski- jump for greater lift during take-off ‘and do not have the auxiliaries that CTOLS have, Cruisers Cruisers mosily have a displacement of more thar 10,000 ons and ane sufficiently armed to operate on their Tasks are surveillance, blocking, protection of convoys and supporting large fleets Crise Destroyer A destroyer is smaller than a cruiser but is fitted to operate independently. These are multi- functional warships designed to fight submarines and surface vessels and to escort convoys, also “Frigates Frigates are very versitile warships They ure suitable for air defenc any-submarine warfare and surface warfare, They have a wide array of sensors, communication devices and Jarge numbers of sonars. There are several different weapon systems on board which are controlled from the command room and can follow and attack a target fully automatically Frigates are often equipped with a helicopter Janding platform. The ships have a length of about 130 metres and a crew of 150. The vessels are lightweight, highly manoeuvrable ships with a large propulsion power (gas turbines) divided over two engine rooms. Ata speed of 30 knots they can come to a complete siop within (.5 ship-lengths. Priga Corvettes, Corvettes have a displacement of 700 to 2000 tons and are well armed They are best equipped to act in regional operations and are seldom used for long-range operations. Submarines are hard t© detect and therefore very popular in the navies worldwide, Types are! - Ballistic Missile Nuclear Submarine (SSBN), large submarines (120-170 mettes) armed with ballistic missiles, These vessels are part of the strategic auclear deterrence force of the superpowers. They can stay below the surface for months if necessary, = Nuclear-powered Attack Sub: marine. (SSN) Large submarines between 70 and 150 metres armed with: torpedoes. against surface vessels and submarines tunderwater-o-surface missiles (USM) against surface vessels -cruise missiles against land-based targets = General purpose Diesel-Blectrie ‘Submarines (SSK-SSC) Small to medium submarines armed with torpedoes and USMs, The propulsion is provided by propellers getting their power from large batteries (accumulators) In order to recharge the batteries with their diesel generators, SSKS/SSCs have to snorkel (submarine at periscope dopth) at regular intervals, = Bast Attack Cratt (FAC) FACs have 3 displacement of less than 700 tons, a speed of 25 knots. or ‘more and are designed for fast hit-and run tactics within a range of 100 miles from the coast. = Offghore Patrol Vessel (OPV) Ships with a displacement of approx, 700 tons that can patrol the waters of the Exclusive Economic Zone (EZ) for an extended period of time Usually an OPV is lightly armed and equipped with a helicopter deck which enhances. their patrolling expat - Mine Counter Measure Vessels (Mem) An MCMV is any vessel that is designed to locate and destroy mines. ‘The main types are ‘Mine hunters (MHS). These vessels are equipped with several types of mine detecting sonars. They usually have a Remotely Operated Vehicle (ROY) for investigation of a sonar 58contact and the delivery of a mine destruction charge. - Fleet minesweeper (MSF). This type of vessel is capable of towing means to Sweep anchored as well as bottom mines with acoustic, magnetic or pressure igniti Aine hunter - Amphibious ships. Vessels designed to deliver an amphibious fore 10 a coastal operation area, Embarked landing cralt oc helicopeers will be used for disembarkation of the force. There are many types of Amphibious ship. + Landing eraft. Landing craft are smaller than amphibious craft, designed to sail cowards « beach and alfow vehicles, ‘oops and equipment to leave the ship via a ramp at the bow of the ship. They can not operate in rough conditions and are usually transported to the area of operation in an amphibious ship, Support vessels. Ships like: = Intelligence collection ships (AGH). A ship designed to gather information fon other ships and coastal installa- Lions in other countries = Replenishment Oiler (AOR), ‘This ship can carry water, stores, fuel and ammunition apd cay supply these goods at sea = Hydrographic survey ship (AGS). A vessel used 10 survey the bottom of the sea to make charts for navigation. ~ Oceanic Research Ship (AGOR), This vessel gathers information about the physical and biological qualities of the sea = Rescue and Salvage Ship (ARS). Comparable (0 a seagoing tug, with the equipment for fire fighting, Ship Krotedge, a modern eneyelopedia Two hyedrographte servey ships 4. The “Maritime” Offshore 4.1 Introduction As our world continues to expand in population and the use of energy consuming applications is ever growing and growing, this makes us more than ever dependent on “energy”. AS a consequence, nowa- days oi) and gas are stil] our most important source of energy Within the world of oil and. gas, Crude oil is called “Petroleum” Potroteum is a combination of the Greck word PETRA and the Latin word OLPLM. “Petroleum”, tterally means “ROCK OIL", Crude oil actually comes from rocks (the oil is ‘entrapped within rock formations and the different layers of rocks}, Most of the oil and gas is found within the so- called Sandstone and Limestone layers. According to scientists, ot and gas come from the remains of plants and (minuscule) animals that lived and died in the sea, millions of years ago. AS time passed, large amounts of sediment covered the organic material, The inereasing weight of chese overlaying sediments resulted in tremendous pressure and hheat on the organie material buried below and transformed this. onganic material during millions of Years into oil and gas. Parallel to this process the surrounding organic. material trans- formed into sedimentary Tock eg, sand and limestone, 4.2 The early developments In the early years of 1800 whale oil was used Tor illumination and lubricating purposes. Around the year 1850 this vi became very searce and expensive as whales in the USA waters had nearly been hunted to extinction. As a consequence people were anxious to find alternatives Around these times. an oj] well near Titusville, Pennsylvania was found where off sponcaneously came © the surface of the land. It literally leaked ‘out of the rocks which inspired a man named Colonel Drake to recover this “rock if” and sell it as an inexpen- sive substitute for whale oil, Proper recovery of the oil by simply collecting front treaches did not work, ‘out well, This finally - after some years of trial and error ~ resulted in 1859 jn the early technique of drilling to collect the oil from its point of origin, initially at a depth of 21 metres, In 1897, this was fotfowed by extensive successful drilling on the beach and extended to approximately 90 metres in the ocean on the coastline of South Carolina, the first Steps to offshore activities! Exactly 50 sears fater on the 4th of November 1947 the first eal offshore oil was found out of sight of land the Gulf of Mexico, 9 seamiles offshore in a water depth of as litle as 6 metres, From then on over the last 50 years progress has been revolu- onary. Offshore off and gas develop- iments are now taking place in over 40 countries, hundreds of kilometres fiom the shore in ever-incseasing waterdepths 4.3. Definition of “Offshore” ‘The word “Offshore” in the Oil and Gas Industry refers to industrial activities in open sea, starting from the search (exploration) of oil and gas to production (exploitation) and transporting them to the shore, ‘The Offshore is part of an industry that actually designs, builds and operates the offshore structures 10 allow the execution of offshore activities. 5944 Stages of Offshore activities The table below briefly highlights the main activities of Offshore and of the vessels / units in use to facilitate the availability of “Oil & Gas” Cie Leeann Tora Sainte STE ie ney eae ine srlation Tacks oiling Has Se TOT 2. Driltng vessels (Ship shape) see note 1 Semi-submerstble dling units Grane vec Offhore barges Heavy lift carer Teketp dling res Semi-sobmesible ding units Pipelaying barges or pipelaying vessels Te pao 2. Tension le plans 4. FPSOs (Floating Production Storage and Otioading Vesa) 4.50. (Ploang Storage and Offloading Vessel) 5. Production jack-ups or semi-subs] 6, Ste instlations others, see note? 7 2 ‘construction and installation oF the pproxtaction pfatform/unit Duilding the production facihiies Griling and completing the production wells and interconnecting the production wells with the production fucitity production ~ depressurization and separation in oil, gas and water fractions ‘developing the held ‘getting the hydrocarbons to the surface and processing at the surface ‘Shunle takers Pipelines, laid at the seabed by pipelaying vessels, see note 3 ‘bringing the product (0 the shore | transportation, ‘Supply and services T, Suppliers, crewboats, anchor + Maintenance and repair handlers ~ Watch keeping 2. Diving and Multipurpose support vessels 3. Standby and chase vessels resulting in all Kinds of different - $-lay pipelaying vessels (shallow Notes: types of production facilities such as: and deep water) 1. The type of vessel / unit to be used = SALM (Self Anchoring Leg - Hay pipetaying vessels (deep Ciepends on the water depth Mooring system) water. ‘Due to the limited length of the legs = SALS (Self Anchoring Leg Reel-lay pipelaying vessels (small of the jack-up drilling rigs, these System) diameter) rigs are limited in their drilling Spar (A.very large spar buoy with Technical aspects operations 10 a maximum of 120 t production and storage facility) All technical aspects as for ordinary 150 metres water depth; however in - SPM (Single Poinc Mooring ships inthe designing and general preferred for use by clients System) engineering process are applicable because of their stable work - Satellite Platform (Unmanned) such as strength, stability, hydro- platform. Within and above the dynamical behaviour, freeboard, safety operational limitations of the jack-2.The technique of laying pipes on ete. additionally augmemted by the ups the semi-submersible drilling the seabed in extended water depth specific technical requirements rigs may be used hhas drastically improved and as a within the offshore application. Depending on the distance tothe consequence more and more really Certification aspects shore base and the expected Sea “high-tech” pipe-laying units Based on the applicable specific state conditions, the ship taped emerge and are suovesstully tasks, Classification Societies and drilling vessel is a good alternative, operating. To allow the instal National Authorities have imposed Jation of pipelines in open sea the additions} Rules, Regulations and 2The technique to get che hytro- _ following pipelaying vessels are Requirements as a basis for ceri- carbons to the surface is rapidly applied fication and safe working conditions expanding over the last years, See also chapter 6, Ship Krawedge. a moder encyclopedia 60.4.5 Brief description of offshore tS. (See tule on the left) a. Seis ‘The purpose of a Seismic Survey vessel ist produce detailed information for oil companies as a basis for actual production drilling. Survey vessel This information is she result of the evaluated reflected sound waves in the sea floor. To obtain these results sound waves are initiated by the vessel by means of air guns, the reflections ate collected by a number of detectors within Jong cables (so called streamers) towed by the vessel bal Jack-ups: The Jack-up drilling rig (often shortened to “Jack-up” or “Drilling rig” is used for exploration drilling in approx, 10 metres 10 max, 150 metres water depth, The Jack-up barge is a triangulary or a rectangularly shaped barge that is towed to the work location. At the location the barge raises its deck alongside the legs with the lower ends of the legs resting on the seabed Jack-up barges are mainly used for exploration drilling (usually 3 legged) and as a work barge for construction work (typically 4-legged). Long distance transport of Jack-ups is by towing with a tug (ret tow) or by heavy {itt transport ship. (See photo section 3.3 of this chapter) Ship Krewledge. made enesclopedia ea eerie re cs) et eens et sup rig in driting mode, sutal yp rie i dri ea 2. Caniilever Seen res eee 7 Iva fucked up position 1. Drilling derrick 2. A-frame 3. Crown block 4, Monkey board 5. Drill floor 6, Jacking gear & jack houses 8. Deck rane 9. Accommodation 10, Helideck LL. Deck inel. tanks & workspaces 12. Cantifever, supporting the derrick, orAA ship-shaped drilling ship is used for drilling exploration and production wells in medium to deep water (from 150 co 3600 metres water depth), A modern drill ship can obtain a average speed of 14 knots in transit witha high drilling equipment storage capacity. The vessel is ideal for drilling consecutive wells in different parts of the world, To maintain position during drilling operations the ships ave either anchor moored in an anchor pattern or rely Pri ship 1. Drilling derrick on dynamic positioning (DP), 2. Drill oor depending on the water depth. 3. Riser and pipe storage 4, Supply handling board crane 5. Accommodation / helideck / lifeboat stations an D3 Semi-submnersibe driting untt A semi-submersible drilling unit is used for drilling the exployation and production wells in 150 ~ 2,500 m water depth Anchored units can operate in max, 1500 m water depth, Dynamically positioned vessels can uperate independent of water depth (up to around the year 2000 drilling was performed in max, 2,300 m water depth, An important advantage of the semi- submersible type in comparison with the sbip-shaped type drilling vessel is the better motion behaviour of the unit in harsh environments which ean give an extended working window Serul-submrsibte driling wi io ehsidock 1. Drilling derrick ‘A dynamically positioned (D.2) 2. Deck ‘vessel uses its propellers, rudders, 3. Columns tunnel thrusters and/or azimuthing. 4. Blisters thrusters to stay on position. A 5. Cross brace nl control system continuously determines the requised thrust vertor based on information from 4 position reference system, like radio or hydro-acoustic beacons or (D) GPS, Diagonal brace Anchor racks 8. Anchor winches on corner edges? 9. Lifeboat station 10, MOB. Boat 11. Deck eranes 12, Floater 13. Sponsor (addfont buoyancy) ‘Shi Knunledge, « madern encyclopedia 261/62 Crane vessels These are semi-submersible barges or vessels, eguipped with one or two heavy-duty offshore cranes. The largest crane vessels are the Semi- Submersible Crane Vessels (SSC). The maximum hoisting capacity is today (2003) 7.000 tonnes per crane. The vessels are used for transpor- tation and installation of large modules (weighing up 12,000 ones) of fixed offshore platforms. The base of the platform (called jacket) is either Taunched from ‘page or lifted ont the sea-bed by the crane vessel prior to installation oF the topside modales, Affer installation of the jacket itis firmly connected to the seabed by steel piles, that are driven down by large hydraulic. hammers suspended from the offshore eranes, More recently the erane vessels are also used for the removal of offshore plattorms when the oil/gas reservoirs are depleted. Some crane vessels also have pipelaying facilities. Duct prepse semt-cubmersible crane p L Hay tower essed far heary hitinginsteliaron an 1000 tonnes erane 4,000 tonnes crane Crane A-frame Jib Storage barge Supply vessel / tugboat Accommodation / elideck /life- oat stations. 9, Pipe storage rack Las) pive tesing Module: On top of a jacket, various items are tobe fitted and interconnected. ‘These parts are pre-fabuicatet as far as practicable, and as squarely as possibte, so that, when placed con top of the jacket, and after fixing them permanently (0 the structure of the jacket, only connections between these items have to be made, These pre- fabeicated structures. often. box- shaped are called MODULES. ne vessel installing fed platforms ‘The weight of each module is Jimited by the weight the available offshore crane unit can handle, Ship Knowledge. a modern encvcopedia 632 Tension Leg Platform (TLP) The Tension Leg Platform is used for drilling and production purposes. The unit resembles a semi submersible drilling unit and is attached to the sea floor with tensioned steel cables. The buoyancy of the platform applies tension to the cables, The advantage of the TLP is the economical aspect in comparison with the fixed platforms, specifically Far deeper water. In case the production in a particular field goes down, this platform can be re: used in other locations 3 FPSO (Floating Production Storage and Offloading vessel) An FPSO is a floating unit, which is installed on or in close vicinity of an oil or gas field for receiving, treatment, storage and offloading of oll and/or gas 10 a shuttle tanker, tis connected directly with the oil/gas reservoir below Ship Kroner, a modern eneyeopedi ed. Fixed Production Platforms. Fixed Production Platforms. are prefabricated onshore, transported on barges to their final production locations at sea and. subsequently they ate installed and completed t0 facilitate the actual oil / gas proxuc- tion, The platform can be subdivided into the following main components: steel jacket or concrete substructure = deck modules = drilling derrick = helideck + flareboom Most platforms stand in water depths varying from approx. 20 m to 150 1. ‘The highest jacket ever built was for ‘a water depth of 412 m, 1. internal turret (riser connections of flowlines coming from the seabed 2. flare boom 3. topsides 4, accommodation / helideck / Lifeboat stations 7 5. offloading hose 6. shuttle tinker TLP om location connected tw the ving fs ol 0 the tempor o4Note: an FSO (Flos: ting Storage and. Offloading vessel) has in principle the Ran same function with the exception of the ‘reatment™ (aa. pro cess installation on board) and is conne ted to a production facility, £4. Shuttle tankers In the absence of a pipeline from the production facility to the shore terminal a shunle canker fs needed 10 take over the oil cargo from the FPSO ‘or FSO on location for wansportation to the shore terminal Photo of shuttle tanker: 1. Bow loading sition inel, temporary mooring atrangement to FPSO 2. Cargo lines 3. Helideck 4, Accommodation 5. Tanks below deck, £2 Pipelaying barges /semisubs /vessels For the installation of subsea oil and gas pipelines anchor moored oF dynamically positioned flat bottom barges, semi-submersibles or ship- Shue qanter in acy dock shaped vessels are used, Many of these pipelaying barges have a beavy- duty crane for installation work. Pipes are supplied to the pipelaying vessel by pipe-supply carriers, Cranes on the pipelaying vessel unload the carrier and hoist the joints into temporary pipe-storage racks. On the main deck a complete pipe joining and costing factory is provided. Afier welding the pipe joints, non-destructive testing (NDT) is executed prior to transpor ting the joined pipes horizontally over the firing line to the pipe stinger (used in shallow and deep water, max 1600 m). The stinger extends out-board over the stern of the pipelaying barge and functions as an ar ulated pipelaying vesst with erane barge alongside p Knowledge, a mundern encyclopedia 65‘Slay pipetaying vessel om DP with pipe s outrigger that allows for the lowering, of the pipe line onto the seabed. This process is controlled by means of pipe tensioners (varying in capacity from 40 - 250 tons.) For deep water (over 1000 m water depth) iostallation of subsea pipelines a J-oy tower is used, This Jay tower is upended and allows welding, coating, NDT and lowering in a vertical manner. The shape of the pipe when lowered onto the seabed resembles a hockey stick (hence the designation J-lay), g.1a Platform Supply Vessel (PSV) Used for the supply of fuel, drilling mud, fresh water, (drilling) equip- ment and pipes 10 or from offshore platforms or other vessels (e.g. supply of pipes (© pipelaying vessels). During supply operations often DP is used to stay on position (joy-stick controlled), Other functions. besides supply are fire fighting and towing of floating units. For towing operations Vs have a high bollard pull, Often a PSV can also. perform anchor handling operations, see description of AHTS below, Suppliers are characterised by a superstructure and deckhouse at the foreship and a long flat aft deck. They have no heli-deck and no cranes, The offshore platform for vessel uses its own eranes to lift cargo from the PSV deck The difference with an AHTT is that a PSV has 2 long aft deck and below- deck storage tanks, 1b Crew boat Used for crew changes in benign waters, In other areas (e.g. North Sea) helicopters are used Shin Kuomledge me wpe aon i ar @ Juck-up platform ome ined Reel-ay ees ia a doLay petaying 1. Hay tower / Reeling ramp 4, Board erane 400 ton capacity 2, Storage reels for Hlexibles /rigid 5, Accommodation / helideck / reeled pipe line lifeboat station 3, Piperack for rigid pipe sections Plasfoom Suopls Yess! 66Ptasfarra Supply Vessel ale Anchor Handling Tug (AH) ‘An anchor handling tug is used t set and retrieve anchors of moored ‘fshore units and for cowing these units, The AHIT often looks similar to 4 PSV, but has a shorter aft deck and ‘an open stern with a stern roll to be able to pull anchors on the deck, If the anchor handler can also function as a supplier it is called an Anchor Handling Tug Supplier (AHTS). (see illustration chapter Z, section 9) 2a Diving Support Vessel (DSV) Diving support vessels are used to support divers doing inspection, construction or repair work on subse structures, To facilitate the diving operations DSVs have diving belksi and decompression ekambers for the divers, & moonpool is used to lower divers or subsea tools Such a subsea tool is the Remotely Operated Vehicle (ROV), a self propelled underwater robot for inspection or construction and repair ‘work. Usually the ROV is connected by av umbilical to the support vessel DSVs are anchor moored or dynamically positioned. When working with divers, very Strict requirements {0 the anchor mooring oor DP system apply, as a drift-off of the DSV could bing the divers in danger. Therefore DSVs have to comply with the highest DP standards (DP class 3), Ship Kuolee, a modern encyclopedia 1:2b Multiparpose Support Vessel (MSV) A multipurpose support vessel is somewhat similar to a diving support vessel, but has no facilities for divers, Without diving operations, the DP requirements are less stringent. MSV's can be used fora large variety of tasks like: -survey work (e.g. seabed, pipeline, subsea steuctute) (subsea) construetion, installation and maintenance or repair work: trenching of cables or pipeline installation of flexible -well intervention and workover MSVs typically have a relatively large accommodation, a heli-deck, flat work-deck aft, (heav compensated) erane(s) and/or an A- frame aft_and moonpool(s) for controlled lowering of ROVS or other equipment. The vessel can be ship- shaped or of the semi-submersible type. Often an MSV also has facilities for divers and can work as a DSV. 2.3 Standby vessels and chase vessels Standby vessels stay ia the neigh- bourhood of platforms or offshore ‘operations to perform rescue opera- sions in case of emergencies. Chase vessels ae used to chase ships away from platforms, offshore operations or seismic survey vessels and for supply operations, OF course these tasks can be combined in one ship. Often converted fishing vessels are used for this. Chase VessetAa MT ESPreliinary work, "The application for specification ‘The preiiminary sketch The tender ‘The estimate of construction Design and consteuction Design departmes Specialist knowledge Planning ‘The production ‘The logistics Delivery Sea trate Period of guaranteeSite aN 8 we Rcrrin erate ar) eT rel oua RU ECAGY Nth AAC e Ship Kr fr. moder eneselopeia 1 Preliminary work rior to the actual construction of the ship, the shipping company, financer and Future owners have already completed a trajectory of negotiations and considerations. Unlike a car, a cargo Ship is not ready for delivery in a wide range of models, but it has to be constructed following the demands of the shipping company. However, it is becoming increasingly popular to classify ships into categories where their designs are then standardised. This makes ‘mass-production possible, The advantages of standardised ship 1.1 The application for ae specification = the clients know what they can, expect The shipping company first makes up - the design has already proven itself an application for specification. This and, if necessary it has been is a list of demands which the ship improved. has to full It specifies: ‘The price of construction is exactly the desired carrying capacity and known tonnage = The almost complete absence of the - desired speed and top speed dlesign-period shortens the delivery = types of cargo the ship must be able petiox! {© transport - Because the costs of designing the = Layout of the hoids with fixed or ship are spread over multiple ships, movable bulkheads and tween- the overall costs are lower. decks - System of hatches or an open hold (ecessity, strength and kind of ‘The disadvantages of a standardised ship are cargo gear the design may not be entirely Preferred suppliers of the engines, suitable for the demands of the auxiliaries, navigation equipment, shipping company cargo gear ete the involvement of the shipping _ ‘company is limited to only details In spite of the disadvantages, shipyards have introduced good and versatile standardised ships in recent ‘years, Some shipping companies are now ordering whole series of these with sometimes only a few modifi- cations to the design, However, each modification will cost extra Number of erew and passengers to determine the number of cabins = Luxury and dimensions of the ‘cabins and general accommodation ~ Range to determine the size of the fuel tanks and storage compatt- - Limitations tothe size ofthe ship in respeet to the routes it will navigate (bridges, locks, waterdepth etc.) and composition of the crew Special demands like reinforcement against ice oF ramps in the side of the ship Pontoon hatches wsed as re deck ie ‘multi purpose ship 7000.0 ClassMcation, rules and certificates “The vessel including ts hul, machinery and equipment vo be bul under the special survey of Loys Register of Shipping and tobe classed and registered as +100 A1 AMC, UMS, IWS, PWET, SOM, LA NAV, cecass 1A ‘Svengiened for heavy ‘cargoes! Tinber deck Cargoos. Container cargoes in hold and on unperdeck. stvengihened for roquar dacharge by gabe “Tho vessel tobe registred under the flag ofthe Netherlands ‘The folowing marie Rules and Regulations, nose coming int eect as of te date of ‘executon of te contact n be complied with, inching mes and reguiations known at the day of execution of the contract. coming into force ard being appacabe othe vessel before actu! dover: Rules and regulation of Ciassitcatin Society = ttamational convention forthe safety of Me at s08, 1992 ang latwet amendments ~tetemational convention on toad ines, 1986 ~_Reguatons for the Measurement of Veal (London, 1888) Convention on the intamatonal Regulations for preventing colsions st ses, 1972 ~ Convention on the Intemational Regulations for provnntny potions at sea 1973. 1978 (Annex! IV, V) and ites amendments Actr of intemaonalTelecommurication and Radio Conference (GMOS Area il), = Suez Canal navigation le ~ Panama Canal nevgation nse ~ USCC rules for fraign lag ship visitng US harbour (* USOPH) = Marte nes of he Netherlands (NS), inching NS! Noise Regulations ~ _ Reguions of Unattended Machnery Space by NS! ~ Rude of Austraan Watersise Workors Federation (AWW, Austrian Navigation and Pct Rule _ Reg-S4 of Solas 1961 forthe cariage of Sengerous goods OH! (Partial appcaton) ~ St Lawrence Seaway and Groat Lakes reaurements Vardnumber 671 Date : 2012.00, One typical page as taken from the “specifications” tlicating the applicable Classification and the diferent National Auborties, - If freight contracts have already After the exploratory talks the been made, the ultimate completion shipping company sets a time period date in which the shipyards can submit an - Required cenification and registration offer without engagement. This means that the shipping company ‘The shipping company then submits does not have to pay for the offer and this list of demands to several — that the shipyards do not know which shipyards. The shipyards will then let one will get the assignment. the shipping companies know if they are interested in the assignment. This Sometimes che shipping company will depend on: already has a preference for a particular shipyard, and then the < the technical capability of the offers are used to compare the shipyard different prices =the amount of material and manpower inthe available time 1.2 The preliminary sketch ~ dges the shipyard want to build such a type of ship? ‘The offer without engagement is the ~ expected price level response of the shipyard 10 the ~ expected competition application for specification. ‘This Ship Knowledge, 4 modern encyclopedia offer consists of an estimate of the costs anda preliminary sketch, which, in turn, consists of an outline specification and a general arrangement plan, The outline specification is a brief technical description and the general arrangement plan isa side view of the ship, which depicts the arrangement of all spaces in the vessel. A list of deviations often accompanies the outline specification. This shows how the preliminary sketch differs from the application for specification and gives the reasons for the deviations, On the basis of the offers, a shipping company will continue negotiations with 2 or 3 shipyards. A preliminary sketch is made in the project department of the shipyard. This requires a lot of calculations, especially if the design is. emtrely new. The demands on computer programming and personnel are quite heavy and if the shipyard is too small to carry out such an amount of calculating work they will co-operate ith other shipyards, or subcontract the work. A computer-programme is used in the following (first in the preliminary sketch and later on in the final design) « the design of the ines plan and the shape of the superstructures, maximum deckload ete. ~ hydrostatic ealculations, bot forthe loaded stp and forall kinds of emergencies lke leakage, running aground, docking and how well all of these calculations satisfy the demands laid down by the law. These calculations also give the stability and the longitudinal strength Hydrodynamie ealeulations, fom Which the sistance curves are derived. The ship’s behaviour at sea and its manoeuvrability at different conditions of loading. = The necessary size of the propellers) + Checking whether the outline specification satisfies all the legal requirements, se fig 7ov A general arrangement plan for a oildgav/emical tanker — Ship Knowledge, a modern encyclopedia nSodgedeck Forecastledeck Ship Knowledge a modern encyclopedia Lagos ans. nemo Rabeeng ever, 231M Bebo” 200M Depth meals oan Dram Goch CA. 205M Dosgn Brat ‘oN Deaehr(60m) appr 1170000 Dende) app 14800 ton Dace ion Fouleopoe canst S40kW Ser end ska Genctomage—appon S307 argos 100% ape 1600023 Stent sm 3K Weenie eye 207 m3 Pouble wets Bre ms Geet Bee at “CLASS: BUREAU VenuTAs +4 TANKER CHEMICAL TANKER [Mo Umeeied Navigon oodhtce wie ho ened hei argon, lg unde French ag) 3 AUEOMS BOERS + iu ESP, SYS.NEQL, 16, AVMAPS, MANOVR. FW2:L Up aries = i: Kastan | died in [Bict-oa at fine 7 felon Tear Ge juz 1 [Gesenl ude tor Pia sap for ok = Tears oe ara |p "|p ried abd: 01 Go Gene ap 2sbsiot Gb Pekan, poids pn Gomes [220001 |-GD—# i Fone [igus {op PETROZ ; FES ed WPL S00 OS CRN) a 9/854 he x [a $$ rerrerntan oe am 1a ~ General Arrangement 733 The tender After having studied all the offers, the shipping company will? make a definitive choice for a particular design. This leads to a preliminary estimate of construction or preli- rminary building plan, « document that may be as large as 200 pages, The prelimingsy buitding plan is to tW0 or three shipyards for an offer, This procedure is ealled a tender, and participating in itis. called “to tender”, Sometimes the EU demands an “open tender" in which other shipyards, if they are from the EU ean partake. sn sent i can sometimes take months for the shipyards to calculate un accurate price from the tender, but they still do not receive any money: there are still no obligations, Finally the order will be granted to one of the shipyards. In this choice, not just the price is taken into consideration, but also other factors like the reputation of the shipyard (working within budget and time) and if the shipyard has constructed a vessel for the shipping company befase 1.4 The estimate of construction Afier this preparation, often lasting 9 ear, the parties involved sign the Final baifding contract. The building contract establishes all the legal positions and commercial conditions between the shipyard, the shipping company and often also the financier Now that ce building contract has been signed, all the parties have obligations that start with the down payment and end with the delivery on completion and the final payment Within the contract there will be a provision to allow for adjustment of the price should any changes be made to the original design at some stage during the building contract, For any alterations or components. of which the price is unknown the price will be estimated and included with any other estimates, ‘The payment will be settled at a later date in acvordance with the provisions mace within the coniraet. Part of the building contract is the estimate of construction, which Ship Know edge. a madera emesclopedia deveribes the ship in detail and has & fully elaborated generat arrangement plan. Tae shipyard assigns a yard number to the future ship. which is stated on all the drawings and documentation, At this point the elock starts to tick for the (ime of construction 2. Design and construction The building time, as agreed in the contract, coniprises the design phase and the building phase. The building time varies between 6 and 24 months. A building group is formed by the shipping company and the shipyard who both appoint people. who are , each person in his oF her own field of expertise, responsible for the entire building process until the delivery. 2.1 The design department (engineering) The design department is often called. the drawing office, even though nowadays there is nor # single drawing table to be found. The ship is worked out in detail in construction Grawings (or sheer plan or working plan) and floor plans. The schemes of all the mechanical, hydrautic pneumatic, and electrical systems are detailed and the accommodation is drawn in. Certain essential drawings have to be submitted to the classification society where the ship is to be registered. And ceven though people trom the shipping company are in the building group, some drawings still need approval from the management of the shipping company. Furthermore, the whole of the design has to live up to (legal) demands of the classification bureau, who regularly send their inspectors to the shipyard to assure compliance with initially approved drawings. There are shipyards that have & small design department, They will contract, the design out to an independent marine engineering office, or they will co-operate with other shipyards, The working out of all the details to complete and approved set of drawings takes tens of thousands oF even hundreds of thousands of hours, This is costly: asa rule of thumb up eo 10% of the total building price is estimated, In many countries there exists a god co-operation belieen the various shipyards, and standardisation has led fo a better match of products and computer-programme. This makes it increasingly easy for shipyards to build parts for each other. 2.2 Specialist knowledge For certain difficult areas of design, specialist researeh and enging firms are approached, These firms will produce work for: - the optimisation of the shape of the ship calculations on noise and vibrations - the optimisation of the propellers, duets and rudders, Reveareh on the shape is done both by computer calculations and results of model testing in one of the model tanks. ‘The resistance curves. for ¢ obtained by measuring the required propulsion power at different draughts and speed. In addition to this, researeb ig oLimit, Harbour 10000 m BENDING MOMENT >exLimit, Seagoing Ho Ship Knowledge, a moder enevelopedia 92Gz (m) k | sao 8 1 15 W580 ay remo soaerFoce nd ears Hore Ros Distances: Buoyancy Lightweight Compartments BreakBuk Bays ‘Strength tonte “tome wor “idee won! Shaman WS” Woran wit "Ronee wee orate "By ney Ne Mee a Me ee ee seo 2s ee ee ee ee amo Gt wed 2h wot 8 8 8 8 aks ses Ses Bis Bt WBS od eet a souk Sl. Haw et fan ga my om in fe Hom eas naw ‘Sas fos Go hut ha Sono ee Sie ron fos ors is len fen Sur aso ay aie ae sage iy re pee Se come ee feiss te ae wae 8h HS SRO Be See 85011 foe Te test 85 sn tee So "9 engin So Sno : ™ 4 2 eS SA Sa 28 €t:2 1} = 8 8 a = Sold Bete oe te men SC AEA TC 282078 HYDROSTATICS & STABILITY DraughtAP 14.07 m GM solid oma m KMT 972 m Dewi, B64 m —— Gonecion az m= LB ai Draught FP 6.20 m GM fluid 6 LCF 6.88 m Tan sar m Grew 018 marion 24 tm ArDravght 2558 m Hea fos "Ps NimMom — t82_tmien Promratio 143% Rall 40% sec, Value avert) Sir Hote mien ncn %Situation 3 stotenm se ae lie a 1 ) 20) 2B 2h 18 1A — Buoyancy to00t SHEARFORCE “cali, Seooone | i Ship Knowledge, a modern encyelopeia ou0 70 tees ‘tn=o) Simran Beg Hat ens 2 eb _ Smear trait from Ap. “fern OX —Woht “Mameet Wait ‘Moment Wot" Moment Wort Moment a ge ye eg ee 3m) net ¢ .@ 0 0 0 9 9 2 $8 HE du? of cond 2h wat 88 aes RE a lege Hep ate BG Bae We wee oe es wom ot Be 2e 28 2s ee ee ee #5 22 38 Se Be 2 ek ee Se ee 2S) Es NS Se TS ae Wan GS! is Mb Gee Sie sin es Sw PENT Am ‘Shes Fo ‘Bering Mervony a wan 1s oo San} i Se came Se ge pee od Soe Stet t soe gs : a a ee ne . 7 si REESE Se ere oe 1 pe ete ee se 4 ie g Si Stes Ete, ie 8 SEGiRel ser of s = ee os Si & i, = 8 2 Sut ett = HYDROSTATICS & STABILITY Draught AP 874 om GM solic 176 m KMT 987 m Draught M. 9.07 m Correction 002 m LcB 2.99 m Draught FP a41 om GM fluid 174 m LCF 7.38 om Thm 38m GMa O48 tm Immersion 28 fom RrDraugh 3782 m Heel 7 38 TumNom™ 208. trem Propp.Ratio 103% Rolip. 12.3 sec. (Values above for trim=0) Floodangle, Tht 51.2" mo ve e Deck Subm. 21.0" Ut § os om ie 5 5, os om oo 58 cme 8 1 Say om WindForee 0.051 um*2 . ” By 38M Wind teverwt 0.055 om on a ae Bos Carga WindArea 252 om*2 te mee as os3 mm FaralWindavea A 1610 m2 a 40" 116 0 om | or te om iS ao oom = 50° oa Container COG 50 % Ship Knowledge, a modeen encyclopedia 953 Torsion of the hull Torsion ovcury when there isan asymmetry in the mass-istribution over the horizontal plane. For example, if there is a weight of 100 tons on the starboard side of the fore- ship which is compensated by an ‘equivalent weight on the port side of the aft ship, there will be torsion (or torque). If both weights are 10 metres from the centreline, the torsion will 4 Local stresses be 100t x 10m = 1000tm. In adverse weather, especially when the waves 4.1 Panting stresses, 4.2. Pitching loads come in at an angle, the torsion ean increase as consequence of the ‘These occur mostly in the fore-ship Pitching loads occurs in the at asymmetric distibution of the up- during pitching. The constantly bottom of the foreship as a result of ward pressure exerted by the water on changing water pressure increases the (heavy) pitching oF the ship. The the submerged part of the bull. sttess in the skin and the trames. pitching stresses are reduced by Torsion causes a ship to be subject 6 Pantin stress is not a result of increasing the bottom-plating thick- extra stesses and deformations. This hydrostatic pressure, but more a ness, by the addition of extra side can result in hatches leaking or badly result of hydrodynamic pressure, To keelsons and closer spacing of the sealing. Especially “open ships”, ie. reduce the panting stress effect, — trumes and floors on every frame. ships with large deck openings. tend panting beams in transverse dietion to be torsivnally weak and are and stringers against the ship's shell 4.3 Diagonal loads sensitive to this. A good example are are added to the forepeak and aft peak ‘container ships and modem box hold structure. These occur when the ship is seneral cargo ships. asymmetrically laden and during rolling of the ship in waves. The effect of the diagonal loads is reduced by the addition of frame brackets. ‘deck beam brackets, cross frames and trangverse bulkhead Heanil pitching fi Faoves om the foveshin ifthe ship is 0m a itp aaa camaanais. The agonal loads 4.4 Vibration loads “These can be caused by: = vibrations of the engine ~ forees om the aft ship caused by the rotations of the propeller. 4.5 Docking loads ‘These result trom vertical upward forces where the keel blocks. are placed and vertical downward forces between the keel blocks and the side blocks. rake tank toon off ‘Ship Knowledge, a moxern eneyolopedia 96 Oe5 Ship in waves These figures, made by computer Simulation, show exaggeratedly how ‘small container ship in heavy waves may be distorted. Shipow awave me Waves coming in fiom starboard ar an angle, torsion Sip tr Waves coming in from portside ean a Ship Knowledge, a modern encyelopedia 976 Stiftening 6.1 Purpose of stiffeners “To prevent the planes (plate fields) of ship from distorting under influence of the shearing loads, bending moments and local loads, they have to be slifened. Exsmpfes of planes are the shell, decks, bulkheads. and tank top. Compared tthe dimensions of the ship, the plating is not very thick (about 10 ~ 20 mm), Onee the stiffeners are in place, they also contribute to the reinforeement of the plane by reducing the tensions in it and by preventing local. buckling ‘This enables the stiffened planes to be thinner than the planes, which are not strengthened. An example of this are the frames on the inside of the skin, most of which are of the type “Holland Profile” (HP), The drawings show the impor- tance of stiffening, Conmpeessing forceson a pe result plete buckling _4 , IF + t nadianeeretinen Ship Knowledge, a matern emyelopedia Angle profile Forces on a plate with an BP-feame oF dangle bar atthe place of bending, The placing of an HE foume or angle bar instead ofa single sini will reduce she sk of bending {fall the frames run parallel (in either thwart oF fore and aft direction} itis possible that the frames can bend perpendicular to the frame direction To prevent this, a stiffening is placed petpendicular to the frame direction Such a sliffening is called a stringer Jor transverse frames and a webrame for longitudinal frames. Bulkheads are also constructed using this system. In the case of decks, deck beams and deck girders form the siffeniag, Similar stiffenings have different names for different planes. Parallel frames om a plate subjected to ending mowent The sume situation en gow wit sieinger placed perpenicutar ao theFrames . Tee frames Web frames Deck frames Deck beams. Centre keelson 1. Side keelson Cross ‘Ship Knowledge, a madern eneyclopedia 996.2 Longitudinal framing system and transverse framing system. We have seen in this chapter that usually built according toa transverse Tongitudinal loads are present on all stiffening system, ships and that they play « langer role if the ship is Tonger andlor narrower. Lloyd's Register does not require a ‘This is why ships with a length of calculation for longitudinal strength ‘more than 70 mettes are usually — ifthe ship is shorter than 65m, constructed according to a longi- tudinal stifening system. This means On the next pages we see wo thatthe frames and the dock beams — different kinds of ships. Fista double- run inthe fore and aft direction. Ship ull tanker built withthe longitudinal shorter than 70 metres (for example framing system, secondly a tug boat fishing boats and tegboats) are built with transverse frames. 15 e 4 | 2 Tn drawings of a moxier, donble-huld sinker bute sig the longivndnal system Shin Knowledge a maern encyclopedia 100Plating, Sheth Longitudinal bulkhead {of the inner hull) ‘Transverse bulkhead Longitudinal bulkhead Lower hopper Tanktop Bottom 3 4, 5 6 1 Stiffenings on the plating 8. Side longitudinals 9. Bottom frame / Longitudinal 10. Inner bottom longitudinal 11. Bulkhead stiffener 12. Stiffener with brackets Plate-stiffeners 13 Tie beam or eross-tie 4. Stringer 15. Stringer deck 16. Watertight Moor 17, Fall floor 18, Watertight side keelson 19, Web frame Holds 20. Wing ballast tank 21. Double bottom 22. Cargo tank Ship Knowledge, a modern encyclopedia Jol10 u 2 B u Is Wheelhouse front windows Wheelhouse rear windows Poriside funnel Starboardside funnel Mast Deckhouse top (location for rat /rescueboat) Foredeck Forward bitts Forward bulwark with fairlead Location bow fender Side bollard forward Bilge kee! ‘Towing bitt Sideshell transverse frame Deck bracket Bilge bracket Ship Knowledge. a modern encyclopedia 7 18 19 20 21 2 2B 4 25 %6 a 28 2» 30 31 ‘Transverse full floor Stringer Stern fender Stemnroller, for anchor handling Bulwark topral, gunwale ‘Thruster nozzle Poop deck, working deck. Rubbing bar Deck beam Transverse bulkhead Location towing winch Steering-gear room Side bollard aft Longitudinal bulkhead (Tailshaft tunnel) Bilge plating 402Ship Krontedge, a moder en slopedia 103Ha oe ie EEE ESIntroduction Objectives How ISM works The audits Iso Marine polls (MARPOL) Annex Annex IE Annex 11 Annex IV Annex V ‘Annex VI ‘Annex VIL DocumentsBY NCO rn corr ey reed a aC LULA Stat PAA Iau ae) resclpedie 1, IMO. Within the United Nations, maritime affairs are taken care of by the International Maritime Organization, in abbreviation, IMO. The main objective, from the first conte is improvement of safety at sea Seafaring has, through history, always been one of the most dangerous occupations. Even today that is still ue, Many countries had unilateral regulations on safety. As sea trade is of international nature, the rules and regulations had better to be set up internationally, instead of by individual countries, to make them better overall. To improve this subject, in 1948 the basis was lid for IMO. Safety of ships and navigation was the first issue, but also from the beginning Marine Pollution, particw larly from oil eartied in t of great importance. ers. was Designed, a The governing body is the Assembly with Committees for the different objectives. Safety is dealt with by the MSC, the Marine Safety Committee MEPC, the Marine Environment Protection Committee deals with pollution problems The above has resulted in two major issues: SOLAS and MARPOL. ‘The former deals with the Safety of Life at Sea, SOLAS, and the latter with Marine Pollution, or Marpol. ‘Through the years many protocols in 1948 up 10 its entry into force in 1958, and conventions have been adopted Afier adoption, individual govern- menis must ratify the protocols or conventions. Depending on the number of governments and the tonnage governed by them. a convention comes into force, afer a ertain time ‘Then its followed by the implemen tation, when the new regulation becomes law under the responsibility of the flagstate. This process sometimes takes years. As mentioned above, the main Conventions are SOLAS (Safety of Life at Sea) and MARPOL (Marine Pollution). SOLAS goes back as far as 1914, but due to World War I never ccame into force. A number of satety conventions have been implemented since; the last one SOLAS 1974, with, amendments, is now valid, MARPOL started only in 1954, dealing with oil pollution. Now MARPOL 73/78 with various, amendments is vali. The above Conventions resulted in workiwide recognised certificates which ships have to carry, after being surveyed to ensure that they meet the requirements. A variety of compul- 106sory equipment hay to be type approved by Flagstate(s) and/or Classification Society, 2. Certificates The following certificates are in use; For SOLAS: 1. Cargo ship Safety Construction Certificate 2, Cargo ship Safety Equipment Contficate 3. Cargo ship Safety Radio Centificate 4. Cargo ship Safety Certificate combining 1. 2 and 3, In SOLAS the ship's construction is also regulated, with regards 10 strength, maximum size of Hloodable compartments, intact_and damage stability Rules and regulations and certificates ‘are more stringent for passenger ships than for eargo ships. The Loadline Certificate, evidence of meeting freeboard — requirements, already existed. This was started in the United Kingdom by a member of parfiament, Me Plimsoll, after. which certificates have been issued by the Classification Societies since 1876, when the freeboard mark became compulsory Survey to verif load fines om side of Ship Knowledge, moder eneyclopedi For bulk cartiers a special certificate hhas been created in connection with the transport of Solid Bulk Cangoes, ‘Those cargoes have been categorized A, B and C, depending on their havards. For each of these cargoes quirements. For MARPOL: The International Oil Pollution Prevention Certificate (JOPP), for oil tankers of 400 GT and above and for other cargo ships above 400 GT. commonly called Annex 1 Tankers originally simply pumped their tank washings overboard. causing enorme pollution in the sea and on the beaches, Now this outilow is restricted to max 30 litres per nautical mile, and only when they are notin restricted waters, As said before, it started with oil pollution. Later uther pollutants were also taken into consideration ‘Annex Ideals with Noxious Liquids and Chemicals, The relevant regulations are Found in the BCH Code, Code for the construction and equipment of ships carrying dangerous chemicals in bulk. This Code classifies ships and cargoes. Cargoes ate classified in accordance with their threat to sea life, people ete. Ships are divided in 0 three categories. depending on theit ability to cope with the hazard of the various cargoes. Annex Il deals with harmful substances in packed form, Annex IV sewage, Annex V garbage. Annex VJ air-pottution and Annex VII ballast water. 3. CLASSIFICATION Ships are built in accordance with Rules and regulations of a Classification Society, The society approves the relevant drawings, and checks the actual construction. Classification is controlling strength and quality of materials and ‘workmanship in connection with the ship, when built “under Class”, The Classification Society issues a In.a mamfacnaee’s workshop mmedite ane theest certificate upon completion of construction: the Certificate of Class, for Hull and Machinery, Atthe same lime a trading certificate is. issued with a validity of 5 years which has to bbe endorsed every year, on comple~ tion of the Annual Survey. ‘To carry ‘out the different surveys, the Class Societies each maintain worldwide network of surveyors, centralized by their main offices. ‘The main Societies are grouped ander JACS, the International Association OF Classification Societies. The main members are (in alphabetic order) ‘Amer (ABS) ~ Bureau Veritas (BV) Det Norske Veritas (DNV) ~ Germanischer Lloyd (GL). ~ Lloyd's Register (LR) Nippon Kaiji Kyokai (NKK) san Bureau of Shipping ‘The Certificate of Class js the basis for underwriters (o insure a ship. 107In general, the Classification Society particular the spaces in connection to fulfil obligations connected with looks after the technical condition of — with cargo: cargo holds, tanks, etc., safety and pollution the ship, and the Flagstate after the all in accordance with regulations set people on board, and their behaviour out in the Tonnage Convention. Since 1999 all compulsory in connection with safety, environ certificates have been harmonized to ment and communication. Many Harbour dues are in most ports based a validity of S years, in phase with the flagstates delegate their tasks to the on the gross tonnage, and the Classitieation Special Survey cycle. Classification Society. Therefore, on certificate is the official paper with Before, the Safety Equipment many ships, apart from the class the correct figures of tonnage. Certificate had a validity of 2 years, certificate, the statutory certificates Producing this certificate involves athe Radio Certificate 1 yes are issued by the Classification tot of calculation of contents of [OPP Certificate Society. sp. and years. This, .. measuring from drawings or resulted in certificates with different Before any Certificate can be issued, measuring on board expiration dates, creating the hazard fa ship must be registered in a certain of an expired certificate going country, the Flagstate. This means The Flagstate is also responsible for unnoticed, The Safety Construction that the flagstate accepts a ship as the Minimum Safe Manning and Loadline Certificates were carrying their flag and belonging 10 Cerificate, stating the minimum already in phase with the their Mle. Againsta certain fee. and number of crew, and the required — Classification eyele Uuxation on the earnings, the training for them, who have to be on authorities allow the shipowner to board when the ship is underway. 4, ISM-code (International sail under their jurisdiction, The town Safety Management) where the ship has been registered Apart from the International Tonni hhas to be marked on the stern. As Certificate, the Suez Canal and the 4.1 Introduet proof of the registration the Flagstate Panama Canal have their own way of on establishing ‘tonnage’ to base their Most regulations in shipping concern 1968, associated in LACS. Since 1970 ment-system. they are consultative 1 IMO, Tees on, Therefore, special tonnage technical aspects of the ship and the certificates are issued for Suez Canal required training of the crew. The and Panama Canal ISM-code is a list of regulations for the organisation of the ship, so ‘The Classitication Societies are, since basically it concerns the -manage- contributing their expert technical ‘The management-system comprises of knowledge. ~ the organisation on board the ship the organisation on shore; the Inspecting « hatch on a Be boat jor A relatively new issue of IMO is the onganisation of the shipping compliance with the latest re «International Safety Management company (ISM). Since July 2002 all ships must the communication between shore have an ISM certificate. In july 2000, and ship issues the International Tonnage passenger ships, tankers and bulk Certificate, oF the Classification carriers already needed to have above ‘The importance of good management ociety issues this certificate on their certificate. This certificate, for both for safety in general is illustrated by behalf, This certificate is worldwide ship and office, accepted as giving the official details. Owners/Manag of the ship: main dimensions and are comm contents of the various. spaces, in themselves terrors, Initial (special) Special Ist annual IU annual (3) months either side) max 5 years Classifeution Special Survey Coc Ship Kureledge, a mader eneycepedia that the fact that 80% of all accidents in ‘sand the ship's staff shipping are the result of human 108For Clascand ISM, ships have to devock two tines in five sear 42 Objectives The objectives of the ISM-code are: = to satisfy all relevant national and international laws like SOLAS, MARPOL, ISM, Class and Labour laws ~ creating a permanent awareness of safe behaviour by the personnel (on board and ashore = ensuring a readiness to act effectively in emergencies = guaranteeing safety at sea ~ preventing accidents and damage to envionment The ISM-code is a standard safety of consisting of 13 elements, each describing a business operation that is relevant (0 safety and environment ‘The elements can be considered as paragraphs of the ISM-code. They can deal with ~ maintenance (planned maintenance) - office personnel and crew 4.3, How ISM works 1. The shipping companies Every shipping company must possess a "Document of Compliance” or "DOC". This document states that the shipping company # seen fit to exploit the ship in accordance with the demarids of the ISM-code, One of the demands. is that the shipping companies must develop, execute and ‘maintain a safety management system (SMS). Ship Koow ele, a modern eneylopedia ‘The Flagstate issues the DOC, but only after an official bureau of classification has approved the safety management system. The DOC remains valid for a period of five ‘ars, provided that the annual Surveys by the bureau of classifi cation yield good resus b. The ships The ships can get_a_safety ‘management certificate (SMC) if the DOC has been issued 10 the shipping company, The SMC also remains valid for a five year period. During this period there should be an inspection somewhere between the second and third years 44° The au ‘The SMS is inspected by means of an ‘audit. An audit is a prescribed survey o check whether the organisations on shore and on the ship are able successtully execute the regulations and have reached cenain goals, Audits can be distinguished into internal audits and external audits. ‘The ISO-organisation (see below) ‘grants one certificate 10 the entire organisation, contrary cj the ISM which has separate certificates for the organisation on and off shore. a Internal audits Internal audits are performed by the Shipping company and can comprise matters like: ~ the overlap between the way of ‘working on board and the SMS regulations applied ‘checking if the measures taken for safety and the environment are in accordance with the SMS testing the SMS for efficiency and lake measures if necessary All relevant personnel must be informed othe results of these audits and the measures taken, The manage: ment must correct all shortcomings. Internal audits are usually performed annually. b, External audits External audits are performed by the bureau of classification under supervision of the Flagstate, IF the organisation lives up to the standards set, the shore organisation receives the DOC and the ship the SMC. 5. International organisation for standardisation (ISO), Quality management systems, ISO has drawn up the ISO 9000 standard. This standard sets demands for matters that an organisation should have or do in such a way that the customer can be confident that the product meets the standards of good quality. A company will voluntarily use the 1SO-standards, possibly under pressure of the free market. The company will draw up a quaity management system (QMS) that ean be certified by a bureau of classification The 180-9000 standatd is a general standard aligned to the ISM-code This means that every company draws up and executes its own QMS based on the demands, 1096. Marine pollutions (MARPOL) in 1979 1MO adopted the Interna tional Convention for the Prevention of Pollution from Ships, (IOPP) modified again in 1978. MEPC, the Marine Environment Protection Committee, does the daily work and has given clarification, The actual regulations to prevent pollution by environment unfriendly. substances are given in "Annexes", All. the regulations are guided by the size of the ship. Bigger ships must meet more und more stringent require- ments, ‘The following applies to ships. For platforms and other stationary equip- men! at sea, other regutations apply, also specified under Marpol. 6.1 Annex I This regulation is against pollution by il. It concerns the oil generated by the engine room for all ships, and for cargo residue of olltankers. Engine rooms generate waste oils. mostly mixed with water, This mixture is collected in the engineroom bilge ‘wells, fiom where it is pumped (0 a bilge holding tank. When the ship is underway at sea, at Teast 50 miles from the nearest land, and not in a restricted area, oily mixtures with an oil content of max 15 ppm are allowed to be pumped overboard, To Fulfil this requirement, ships have to be provided with a bilge-water separator, combined with an oil content meter with a 15 ppm alarm, When the oileomtent is found «a be ‘more than 15 ppm, the alarm sounds and the overboard valve is automa- tically closed. The dirty water is then pumped to the sludge tank. Moreover extensive and accurate record is 10 be carried out of all handling of oils in connection with the engine room, The equipment itself must be type-approved. Oikarkers fave apart trom the engine-room generated oils, another problem, When an oil cargo is dis i, there is always residue, and often the tanks must be cleaned to Ship Knowledge a modern encscloped prepare them for a next cargo. Washing is done with rotating water jets in the tanks, generating an oily water mixture which is purmped to the so-called slop tank. There it settles into oil and water, The water can be pumped out, under control of the Oil Discharge Monitor which measures the oil content. Again max 15 ppm. underway, 50 miles from shore, notin restricied areas and aot more cin 30 litres of oi per nautical mile, and the oil pumped overboard maximised {0 1/15000 part of the cargo (For new ships 1/30,000). The surplus oil is to be retained in the sloptank. Either to be pumped ashore tater, or when the next cargo is suitable, usually only possible with crude, to be mixed with that next cargo, Crude tankers during discharge wash their tanks with cargo, to prevent the accumulation of sediment, ‘The cargo oil is pumped through the rotatin with high pressure, and the sediments are kept mixed with the cargo and pumped ashore with the cargo, This is called Crude Oil Washing (COW), A problem connected with high pressure washing and COW js that Static electricity is generated, Crude Oil Washing is therefore only allowed at an atmosphere with reduced oxy’ gen, below the level that explosions in occur. COW is compulsory through Marpol legislation, and Inert Gas is a consequence, bur legislated via SOLAS. ets 110Contrary 1 some years ago, all tankers now need their cargo and ballastwater to be Kept in completely separate tanks, ‘These ate called Segregated) Ballast. Tanks (SBT). Belore, the tankers had to clean at Teast two tanks which had been loaded with oil, to a condition that they could be filled with ballast water, sufficiently clean to be pumped out in the loading port. The vessel then left the discharge port with ‘dirty ballast’ in other tanks which were emptied at sea when the cleaned tanks were availabe for ballast. At best the dint huallast tanks had suffieiently settled ‘out (decanted) so that frst the water undemeath could be pumped out, \whereater the remaining oil could be pumped tothe slop tank. ‘The control was by sight only, this type of discharging is no longer allowed. AIL handling of oils and ballast water has to be accurately administrated and entries are t0 be Kept on board for three yeas ‘The Marpol regulations first started with minimizing oi! pollution, and over the years grew more and more stringent with the aim to stop pollution completely, The first com pulsory modification was the small- bore discharge line, from pumproom to manifold behind the ship's discharge valve, through which the contents of the caryo pipeline system could be discharged. For a VLCC (Very Large Crude Carrier) 2005.000 m? or more, Alo the ballast overboard Line had to have its discharge above the ballast waterline, to enable the ship's staff to actually see the out!lowing water. When it was ‘growing dark, deballasting had to be stopped, ‘To enable the discharge of slop tanks ashore, governments are obliged to create reception facilities in the ports for contents of sludge and slop tanks. The minimum SBT capacity of a tankers regulated to ensure sufficient ballast capacity for sale navigation That ballast has generally to be carried in sidetanks and double botiom tanks. This. 10 prevent ‘outflow of ol in ease of a grounding or collision. The minimum width and height of these tanks is regulate. Ship Kumeu moder enesetopeia ‘An important document on board, ‘compulsory, is SOPEP, Shipboard Oil Pollution Emergency Procedures, a book whichs prescribes what t0 do, sand whom to contact in case of ofl- pollution. This book must he approved by the fogstate or Classiti- cation Society, The pages with the relevant telephone numbers are 10 be updated regularly. 6.2 Annex IT ‘This Annex regulates the prevention of pollution by Noxious Liquid Substances, in general called ‘Chemicals. The possible cargoes are categorized. Depending on the danger for environment in case of pollution, the regulations are-more_ stringent ‘The cargoes are categorized as A, B. and D cargoes. Category A is the most toxic one, and D_ practically non-toxic to aquatic life, Depending ‘on the type of cargo, the ship's tanks hhave (o meet special requirements, with regard (0 location, distance from ship’s side or bottom and shell, ie. double hull. Pumping, piping and unloading arrangements are regu fated. Slop handling and pre-wash {pre-cleaning after discharge but before leaving port) are prescribed. “To meet the various requirements, the ships are divided into Types Hand ILA special booket, issued by IMO, the code for the construction and equipment of ships carrying dange- rous chemicals in bulk, the so-called BCH Code, for ships built before 1986, followed by the (BC Code for newer ships. The booklets ge a listing of cargoes, defined A. B, C or D. anid requirements for the ship in Which they are to be transported, in ship type I I or HL. Chemical tankers have double bottoms and double Sideskin, 10 protect them in ease of rounding and collision. Stability in imtact and damaged conuition is an important ise Another important requirement forall ‘chemical tankers is the total quantity of residue on board ater discharging, ‘Normally, each tank has its own deep- well pump, with its own caggo fine to the cargo manifold, where the ‘connection with the shore is made, All these ships have a double bottom, and the pump is drawing oil in a recess, the well, After normal discharge, back flew of the pump is prevented, and the liquid remaining in the well is pumped out with a special device in order to get the well as dry as possible, Discharge from the device is not via the normal discharge line but via a separate thin pipeline. As with al) other tankers, all cargo handling has to be accurately administrated in the Cargo Record Book. The relevant equipment required for chemicals is described in a specific book: The Procedures and Arrangement Manual Each chemical tanker has to be provided with a Centticate of Fitness, with a attached list of cargoes thatthe ship is ft to carry. This certificate has validity of five years and runs parallel with the “ship's Speciat Survey cycle. Annual survey of the equipment is mandatory after which the certificate is endorsed, 6.3 Annex III This Annex regulates the carriage of Packed Harmful subsiaaves, The carriage of Harmful substances is prohibited, except when in accor dance with the provisions in this Annex. Packages have to be labelled with the correct name and durable mark or labelled as a marine pollutant. ‘The packing must be adequate, There are stowage requirements and quan- tity limitations. Throwing overboard is only allowed in case the safety of the ship is at risk or in case of saving life at sea, This type of cargo i to he reported (type, quantts, ation) to harbour authorities in cach port the ship calls at, also when the cargo is not handed a6.4 Annex IV Sewage sreaenens plant This Annex regulates the Prevention of Pollution by Sewage, applicable to ships of over 200 GT. Discharge of sewage is prohibited, except when the ship has an approved treatment ‘plans and navigates more than 4 miles from the nearest land, or, for untreated sewage, at a minimum of 12 miles from land Ships navigating in special areas where the discharge of sewage is not allowed, are (0 be fitted with holding tanks for the retention of all sewage, its size depending on the ship's normal operating scheme, and there rmutst be adequate connections for discharge ine @ reception facility The content of the holding tank ean be discharged overboard at least 12 ‘miles from shore, and only at a moderate rate of speed of at least 4 knots. This annex also concerns the overboard discharge of contents from de ship's hospital, A special certi- ficate is required with a validity of max. 5 years. 6.5 Annex V of Pollution by Garbage. Gat means all kinds of victuals, domestic and operational waste, including fresh fish, liable 10 be disposed of continuously or periodically, except Ship Krowledge, a modern enevTopedia Gurbase substances defined under other Annexes, Disposal into the sea of plasties is always. prohibited. ‘This inciudes ropes, fishing nets, and plastic bags. Floating waste like dunnage, linin and packing material is allowed to be disposed of at least 25 miles from the nearest land. Food waste, paper, rage etc. at least 12 miles from shore. When the last is ground into small particals, max. 25 mm, 3 miles is sufficient. OF garbage a record must be kept similarly to substances. described under other Annexes. Garbage like carton, plastics, ete. can also be disposed of by burning in an incinerator. (On ships intended for long voyages waste from packages, ie. wood, bucineraror carton, plastics. ete, can be disposed of by burning it in an incinerator. This is a simple stove, where the waste is ut into the firespace, and where a simple gasoil burner ignites. the waste, and if necessary keeps it burning. The ashes may be disposed of in the sea, 66 Annex VI This Annex regulates the air pothstion, caused by Nitrogen oxides and Sulphur oxides, ‘caused by the combustion of (heavy) fuels, the so: called Noxes and Soxes, These products release with the exhaust wases in the atmosphere, and will even-tually come down as aciduous rain. Reducing this pollution ean be done by using low-sulphur fuels or de-sulphurizing the fuel 6.7 Annex VIL This Annex will d water. When a ship sails rom one sea area to another in ballast, it takes organisms of the eco-system of the departure or discharge area to the loading area, There are various ideas bout how to prevent this type of eco- pollution: emptying and refilling ballast tanks during the voyage or filtering or changing the water by continuous pumping over the top, Directives will come im the near future. 7. Documents On the following pages some compulsory documents are shown, without which leaving @ port is not allowed,INTERNATIONAL TONNAGE CERTIFICATE (1969) ISSUED UNDER THE PROVISIONS OF THE INTERNATIONAL CONVENTION ON TONNAGE MEASUREMENT OF SHIPS, 1969 UNDER THE AUTHORITY OF THE GOVERNMENT OP THE REPUBLIC OF PORTUGAL, REGISTO INTERNACIONAL DE NAVIOS DA MADEIRA for which the Convention came int foice on Ist September 1987 o Germanischer Loyd Onell Numer Rare of Ship 5 Por of Rezisry Die) Distzeive Nuc of Letters SIDERFLY cqut Madeira 27.08.1984 | IMONo: 8412405, =Y Dats on wich the Kea wa laid or the ip was ata snlar Sage of constichon [AwiTe 216), oF Ge hichahe ANP anderen eann or medication 32% MAIN DIMENSIONS Donen ‘rca | Mosied Depinansasips | anicle 248) (Regulation 2(3)] to Upper Deck ” ea : [Regulation 2 (2)1 95,09 m 14.60m 695m ‘The Tonnages of the ship are: ROSS TONNAGE 2081 NET TONNAGE 1371 This s to conti that the tonnages ofthis ship have been determined in accordance with she provisions of the International Convention on Tonnage Meastrement of Ships, 1969. Issued at Hamburg on 22" April, 2002 Germantseher Lopd Franvelis ‘Werner ‘he undevsigned doclates that is duly authoriaed by the said Goxaenment to issue this ceri Form NaST26 Mobi, 107, Page of 2 Ship Keowledge, a modern encyclopedia 13Gee INTERNATIONAL REGISTER FOR CLASSIFICATION OF SHIPS AWEUREAU PERU scsir0 ies | REGISTRO INTERNACIONAL DE CLASTFICACION DE BUQUES, V7 PUNDADO EY 1828 Cc RTIFICATE OF CLASSIFICATIO! CERTIFICADO DE CLASIFICACION No RTDO/AST0/2002011 105111 NAME OF SHIP : VERISTAR None lel Bugue Register No SSLOU N° de Registra Owrers Armada Pg: PANAMA, Banuderer Port of Regisity : PANAMA, Puce de matricuta fy that the above named ship has been entered in the Register Book with the classification symbols and This is LL abujo firmante conifica que este bugue bat silo inserito en el Libro Registro con tas simbolon de elasificacidn ¥ menciones | HULL; = MACH; » AUT-UMS; ® SYS-NEQ-1; Hopper dredger Unrestricted navigation Dredging within 15 Miles from shore or within 20 miles from port ‘This certificate issued within t ‘ope of Bureau Veritas Marine Division General Conditions, is valid until Este certificudo, expeildo de acuerdo con las Condiciones Generates de Ia Division Naval de Bureau Veritas es vélide hast 8 January 2006 AvExpedido en Rowerdam.onfel 21 April 2002 By Order of the Secretary Pr ir ager K. Doster 4 rf This certificate is invalid without the annexes listed. Conditions of use are given on page 2/2 te cvs no ewido Ship Kuowtede, a moder cresclopedia a4Certificate no: ROT 0000001 Reovds, = Cargo Ship Safety Construction Certificate the provisions ofthe International Convention forthe Safi Life at Sea, 1974, as moxtied by Ihe Protocol of 1988 rating sues under the authority of the Government of the Republic of Malta oe Lv s Register of Shipping Particulars of Sip Name tship "MINERVA ASTRA" Distinctive numberorlevers 9H DW 7 Povtofeegitry Valletta Gross tonnage 59,693 Deadweight of ship (metic tomy. 105946 IMO number 9230098 Typea/stip’ Bullceastier Oil tanker-Chemicaltanker-Gas-castion Cargo-ship other hananpettheabove Date on which keel was ake? 1/2001 Thisis to erty 1. that the ship has been surveyed in accordance withthe requirements of regulation 1/10 ofthe Convention; 2. fh the survey shower that the condition of the stucturo, machinery at equipment as defined in the above regulation was satisfactory and the ship ccmplied w:th the relevant regusemen's of chapters + and [F2 ofthe Convention (othor than those relaung Whe safety systems an appliances and five contel plans) 5. mar the last tw> inspections ofthe outs ofthe ship's bottom tock place on = and ~ 4 thot an Exemption Certificate has heen issued. ‘his cerieate is valid unt’ 04 December 2006 subject the annual and intermediate surveys ars inspections of the outs of the shup's bottom in accordance with regulation /10 of the Convention. ompletion date of de survey on which this certfcae s based 05 December 2001 ssuedat Rotterdam. 06 05 December 2091-, op tankers, cheno ankes nd gas carts on Deletes appropriate "Dae on wil Helos lor sp was ata sna stage of consretion or, shee appeal, Jaton Which work oF smversom oan ltraton aodiinion of arse character was commerce Tevet ths dato of expr a pest be A Asan in asondance with elation 1/4() che Convention. The dap an the mom of hi ae corespond sy theannuvztsary dates dele in regulon 1/21) the Convent, ones arenes i accecance with raglan 1/140) ‘aa us Ship Krarsledge, a modern encyclopediaCente. 0585 INTERNATIONAL LOAD LINE CERTIFICATE IWrenaTiONAt CONVENTION ONLORD LINES, 1886, ‘8 machod by he Protocol of 1886 eating hers urde he outonty of the Gaverment of ANTIGUA AND BARBUDA voxa200 o 2 (8) fin metves), | Freeboart | A ew ship Type of (Free ( Frrethtedcen feted Uiipe "B with inercused feechourd Frevboard fam deck tne Load Line Tropica! 3895 1 (T) —— mmm above (8) Sumer 3885 mS) Upper ene of ine through cent of rag Viner 48885 mi) = mim boow (8) Winer eth date =m (AN — mimbelow (8) ote sous ot a ich vo ape oreo Na Canes ‘Mowance fot esh vale fr alrooboards ther than inber 260 ren, ‘The upsec ego the deck ram uhich hese reebowrds ae measured is O mm ubove/Delow the top af the freeboard (20d) te aside THIS 18 TO CERTIEY: {That the stig nas bean suneyed a accordance wt the requirements of ale 14 ofthe Convention. 2. Thatthe sure showed thal the fecboacds have heen assigned ans oad ines shown ab shaveBeen rated in socndance withthe Carvers ‘This Cofict a vad ut 40m Jue, 2005 subject to anual surveys in aceebaoe with aie (1) of the Canvanon Issued at Mame the 18 day & April, 2002 Fa, 75972002 Fag ote Slip Knowtedge a miderseneyctapedia 116Lloyds sor oon egister pager Cargo Ship Safety Radio Certificate ‘This cestificate shall be supplemented by a Record of Equipment of Racto Facilities (Form R) No 9230098/01 Issel unc the prosisions of the Intentional Convention Sr the Safely of Lite at Se, 19%, as moditic! by the Proteol cf 988 rlaning imerete, under the authority of the Government of the Republic of Malta by Lioyals Register ot Shipping Parneulatsof Ship Nameofship "MINERVA ASTRA" Distinenve number or letters 9H DWT. Portofregistey Valletta Gross tonnage 39,693 Sea aves in which ship iscesiticd Wperale 4+ 4 ay 4 (regulation v2) AT + A2+ AB IMOnamber 9230098 Dateon which Reel wasiaid 01/2001 “This isto cent 1. that thestap has boen survey in acorlance with the requirments ot regulation 1/9 of the Cenvensons 2 thatthe survey showed shat: 21 the snp complied withthe rajuitements ofthe Convention as eegards radio installations: 22, thespenaingof the zai installabons used in besaving appliances compile withthe rouirements of the Conventions 4. thatan Exemption Centicate has Not been suet ‘iuscerticaets val until? 04 December 2006 suljectto the perowiea suvers in acconance with ngulaton I oF the Convention, [Completion ate of thesurvey' en which dis cersiicates based 05 December 2001 Isuoat Rotterdam on 05 December 2001. ton which hel Ww ao ship Wa 3 Sn stage af construe or, hee applicable eon whieh ork or 9 converse oan 9 sion sta ma hoes we coma eke appropriate Irser the doe of epi ag spaced by the Adnsation in acoance with egulntios Wa) of tke Conteraen he day and mth of date ouespon to tie anniersavy dates etna it regulon 57) ofthe Combention ung amend accordance with relation 3/2408) Semaais i208) Ship Krossledge, a modern encyclopedia a7INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE (Note = This Certificate shall be supolomented ay a Record of Consteuctian and Eacipeent> Certificate No. 2HO-02008 Issued under the provieione of the: INTERNATIONAL CONVENTION FOR THE PREVENTION OF POLLUTION FROY SHIPS. 1973, ae modified by the Protocol of 1978 relating thereto thereinafter referred to ae “the Convention” under the authority of the Government of the Repubiic of Panama by Nippon Kai ji Kyokai | Distiossive Number | port of Registry Grose Tonnage Name of Ship. REEFER Panama 7367 Ship other than any of the above* THIS 18 TO CERTIFY 1 That the ship has been surve 1d in accordance with Regulation 4 of Amex | of the Ganvention: and 2 That the survey shows that the structure equipment, systems, fittings arrangement and material of ‘the ship and the condition thereof arg in all respects satisfactory and thet the ship complias with the applicable requirements of Annex | of the Convention. This Certificate is valid until 12 October 2004 subject to surveys in accordance with Regulation 4 of Annex 1 of the Consention lesued at Tokyo on 18 February 2002 Valid only when the Supplement No. $-2H0-0197 is avai lable for inspection. The undersigned declares that he is duly authorized by the said Government to issue this cortiticate Wanaging Director NIPPON KAIJI KYOKAL See note(s) on the reverse. Date of Initial Survey: 13 Getobor 1999 FPR enw) 1998.1 Ship Krome uimalers encyclopedia us.CARGO SHIP SAFETY EQUIPMENT CERTIFICATE This Cnet salle pene by Reso of ape oat) (Foam E No, RSKK-OOL4SE ) Centfieate No. 2NV-O101SE el ar pions oft INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974 seeded ye ltt fH ei eter erty he Gove of the Republic of Panama by NIPPON KALI KYOKAL PARTICULARS OF SHIP Name of Ship REEFER Distinctive Number or Letters Port of Registry Gross Tonnage Deadweight of Ship (metic tons) *! Length of Ship(Regutation HU3.10) IMO Number ‘Type of SI Cargo ship other than any of the above Date on which keel was aid: 29 June 1998 ‘THIS I$ TO CERTIFY: |) That the ship hasbeen surveyed in accordance withthe requirements oF Regulation i ofthe Convention, a o4iied by tye 1978 Procol, 2 That the survey showed that 2:1 txeship complied with the tequierents ofthe Convention as regards He safty systems and appliances and tbe conto! plas 22° tne xe-saving eases and the equipment ofthe liebosts, lier and rescue boas were provided in accordance with, ‘be requirements ofthe Convention; 2.3. the ship was provided witha Tine-throwing appliance and radio installations used in lifesaving appliances in accordance seth the roqurements of the Convention 24 sxe suip complied with the requitements ofthe Convenion a8 regadsshipbome navigational egsipment, mans of cmnbarkation fr pilots and nautical pul 2.5 she ship was presided wth lights, shapes, means of making sound signals amd dstesssigals ix accordance with the ‘eguiremets ofthe Convention an te intentional Rag ations fr Preventing Collisions a Sea fore 26 sal other espees the ship complied withthe relevart requirements ofthe Convention, “That she ship operates in accordare with Regulation HU26..1.1 within the Hints of the wade sea 4 That in implementing Regulation 6 (9) the Government has insite Mandatory’ Anda Surveys, 5 Thatan Exemption Cectiieate has / erat"? been issued ‘This cevtifiate's vali¢ until 8 October 2003, Issued at New York on 28 May 2002, fof Ctanaging Director “NIPPON KAIJI KYOKAI Date of Renewal Surve October 2001 ao ata, cei en ‘Duseatchfect nat adorship i saa sogeocosnetonse swe pliable dua hich wo fre cnvesian an ltr oro fat SE(PN)-740787 2002.1 Ship Krostedge. a meer encyetopedia 119T r Ne GRO seeasoe CERTIFIED feet COPY Certificate of Class ‘riscertiiate issued tothe CLAUDIA LRnumber 9201796 Dateofuild 1 December 199 Portof Registy DELIZIE Grosstons 4235, te confi that having been surveyes by Lloyds Register’ Surveyors an! reported by them lo be in compliance with Lloyds Registers Rules end Regulations forthe Classficacn of hips, thas been assigned the class ‘HOOAL Strengthened for Heavy Cargoes, Contsiner Cargoes in Hold nd on Upperdeck Hatchcovers, Ie Cass TA (Rinsh-Swedlsh le Class Rules 1985) ‘withthe descriptive note "RCSA (pans) *+LMC, UMS withthe descriptive note SCM Date Special Survey Assigned 1 December 1999 This Cerificate ald unit 30 November 2008 “Aes extonded ofr competion of Specie Sursey (ze uge 3) orn arc th Part 1, Chapter, Section 3.89 of he Ruler and Regulations (page) subject to sures as wescribed (we page 2) bing acon completd (ce motes 14, page 3s / Issued at Haren/Groningen NOTICE: 1 Ts certificeeis subject ta the arms and conditions as shown aves. 2 Tostablich the clatsifcaton status af his ship, the quarterly computer printout ius by LR and the InteriasCertfeaesiaeved on completion of elasaficton surveys should be conve, i addition this erica Ship Knowledge, 4 madert encyclopedia 1204002000 Pagn't of VERKLARING INZAKE HET VOLDOEN AAN DE BIJZONDERE VOORSCHRIFTE! VOOR SCHEPEN WELKE GEVAARLIJKE STOFFEN VERVOEREN DOCUMENT OF COMPLIANCE WITH SPECIAL REQUIREMENTS FOR SHIPS CARRYING DANGEROUS GOODS NEDERLAND ‘THE NETHERLANDS: it Hoofd van ée Schespvauringpeetie verkdast dat bet The Head of he Shipping Inspection deelores thar the “CLAUDIA” PCIE ‘s gebouwd en uiigerustin overeenstomming met het bepaale in Artikel S4 van Bijage 1V van het ‘Schepentesluit 1965, en derhalve geschkt is voor het vervoer van gevaarlijkestofTea zoals aan de emmeijdo anagegeven, ‘is constructed and equipped in eceondance withthe provisions of Regulation 54 of Chapter HE? of SOLAS 1974, ‘as anended, and therefore suitable forthe carriage of dangerous goods ws specified everleas, Er bestaan pen bijzondere voorsciriften us bedoeld in bovengenoemd Artikel 54 voor het vervoer van gevanlijkestoffen van klasse 62 en 7 en voor het vervoer vam alle gevaarie stotTen in bepetkte hoeveelbeden, 2oals yedefinicerd in Hoofdstuk 18 van de Algemene infeking van de Intemational Maritime Dangerous Goods Code. There are no speci requirements as expressed in abovementioned Regulotion $4 for the carriage of dangerous goods of Class 6.2 and 7 and for the carioge of dangerous goods in limited quanties, as defied in Section 18 (OF the General Induction a the Iuernational Maritine Dangerous Goods Code. Deze verklaing is geldig to This documen is vehi wnit the A" of December 2004 Uitgereikt te Rowerdam, de onderno. Issued at Rosterdam, the 9 of February 2000, tdernr- 49272000 + ‘Namens het Hoofd van de Sehe tie, Far the Head ofthe Shippin) a molern encyclopedia atlo dg woumoe pister — International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk {ssueat under the provisions of te Intemational Code for the Construction and Equipment of Ships Cantying Dangerous Chemica in Bulk (sesolutions MSC. 448) and MEPC.19(2), ay aensted by tesolutions MSC, 16(58) abel MEPC. 4025) under the authority of the Government of the Kingdom of the Netherlands by Linge s Register of Ships lars of ship Sancofshp "DUTCH AQUAMARINE® Distncave number orletters PCHS Pontofregisty Dordrecht Gross vonage 4,671 Ship type (Code paragrapin 21.2) 2 IMO number 9191656 Date om wick: keel 5 lai or wich the shup aaa simular se of constructicn of (2 hy case oF acomeuered ship) date on which 98/1999 conversion to chemical tanker Was commenced Fe Sup also omnpliss ally wih she follwng amenements to the Code MSC 50(66) and MEPC 69138) Te ship is exempted from compliance with the filowing provisions ofthe Coste: NIA This tocertiy 1.1L thatthe ship has been surveyed in aceontance with the provisions of section 1.3 ofthe Code 1.2 that dhe survey showed that the constuction and equipment ofthe ship and the corabition thereof are in all espects sattactory a thar the ship complies with the relevant provisions of the Code; 2. thot dhe shap as boos provided ith a manual ur seconfonce with Une stanklands foe procetores ad arrangenvents2s called or by rojulutions 5, A and 8 of Aries of MARPOL 73/78, and chat te anrangensents and equapment of the shup prescribed inthe manual sre isi respect satisfactory ancl comply th the applicable reultemionts ofthe said Standards, 4 anarmeshup is stale for the carriage bulk ofthe products iste on pags) 6-16 provided tha il the evanteperatamal posse ithe Code ate observed Dot oe sppeopeate um 221422895 Ship Knowledge. a modern enesclpediaPANAMA CANAL PC/UMS DOCUMENTATION OF TOTAL VOLUME Name of 8 _AWAvita GL Reg. No. 94690 Nationality United Kingdom Length Overall 202.85 m1 Signal Letters VSIN3 Extreme Broadth : 3580 Type of Power Engine STC(O9} Length 182.02 m, ‘Type of Vessel Passe 1TC(69) Breadth 28.10 m IMO.No. 9221554 ITC(69) Depth 11.55 m0 Keel Laid 24.11.2000 ITC(69) Gross : 42289 Year Built 2002 TTC(69) Net 20877 No. of Passengers 1882 Containers above deck** - Based upon the rules of measurement for the Panama Canal as specified in 35 Code of Federal Regulations sectiot fo the International Tonnage Convention of 1969 this vessel has been measured and assigned the following Total ‘Volume in eubie metres: Based upon a vessel tonnage of _37540 calculated with the above ‘volume and an above deck container tonnage of _~ _, the PC/UMS Net Tonnage equates to: Bunker Fuel for Ballast Rate limited to: K4 factor (6 decimals) KS factor (6 decimals) "This Certifies that the above named vesset has been measured in accordance with the Rules for Measurement of Vessels fos the Pantama Canal, and that the particulars of tonnage contained on this Certificate are correct. Issued by: Germanischer Lloyd sate Homburg jon 22nd April, 2002 (Authority) (Place) (Date) Germanischer Alopd Lo Port sham (Signature) + pe Qarrels) The sotthec foteatk fr Tanks 7 ‘or alls te owever tanks wath nean fr dschanping other vests or shore stllaons ae hot ty nce 16 atandad esac 8 820" = N28 Ship Krowtedge, a modern eneelopetia 123Germanischer Llopd SUEZ CANAL SPECIAL TONNAGE CERTIFICATE “Toa Name ofp comcat | sigan | PocorReriy Interven! Tonnage Conic Mose _ a Nuner_| tere [Geos ie c Davia 99ses9 | vstxa ‘London 209 20077 s22isse DETAILS OF TONNAGE FOR THE ABOVE-NAMED SHIP WHEN PASSING THROUGH THE SUEZ, CANAL “The space msec fr Gross Tonage ia this Ship conn the lowing a8 wo ter, i 1. Space ule he temage ck nied pi of doe ote viable ori ai ask 2. Spur orspceerwsin tonnage deck atl he ppenentcck: Lar ten dc ‘gperemeen deck 2 Coven per we or in ernest comin ove he ypc sk Spas tetween sppermost desk and sbiterck wide openings 5990035 | 2115619 [NOTE epee aan Meter Ge Fane) DEDUCTIONS FROM GROSS TONNAGE (Deas 0 ug) [NEF TONNAGE FA SAILING SHiP | 42079827 FURTHER DEDUCTIONS FOF PROPELLING POWER INTHIECASE OF _ 15 (Dees mpage) Bihar (apes ships wih fat Ranker: (a) Enpize oom ar messed (©) Fermanest ‘Tot deduton or popeling power NET REGISTER TONNAGE OF Or (2yDanbe Rake (a) Pape 000) eased ) insScuw (@) mnaadte St SOpewsatof wine orm secnnsued “Toa destin fr popelng ome i NEFREGISTERTONNAGY:OF Motor iS RYDASUNEWLE [11148544 _| 30334730 ‘TAtsis to CERTIEY eae Beiush ‘Bip shoves yea enka ni at he Tonge acral as aba is inact ih he aes sept y dh ert Tonmagy Connie at Cnstonople (ives nde toad at tambure fe amd tot apt 2002 Germanischer Lloyd uy Ship Knowledge @ modern eeciciopedia i24DET NORSKE VERITAS wv shes DNV Company No. es SAFETY MANAGEMENT CERTIFICATE — Sitcom qunber ane Issued under the provisions ofthe INTERNATIONAL CONVENTION FORTHE SAFETY OF LIFE AT SEA, 1974, as amended esved under the authoity of he Govemment of: Norway by Dot Norake Veritaa fame otship "PELICIA® Dist nub rater: woot Pot ot Rey KRAGERO, “Type of Ships ‘Other Cargo Ship roe Tonnage 11658 wo tte: ao00000 Name and address of the Company: Ronkestok Shipp! (0 per ISM Code sec. 1.1.2) Rorvikvelen 32 me. Srronvagers Norway, ‘THIS IS TO CERTIFY THAT the safety management system ofthe sip has Deen audited and that it complies withthe cequirerents of the International Managervent Cada fo the Safe Operation of Ships an for Polition Prevention (ISM Code), following verifeation thatthe Docurrent of Cseipance far the Compariyis appicabie fo tis type of ship. “Tho Safety Management Certificate is val untli 2007-10-14 subject to periodical verification and the vaksty ofthe Document ot Compliance vernaining valid Issued at: Det Norske Veritas, Havik, Norway Date of sve: 2002-12-02 Head of Section + Jose the standard IMO ship type. Ship Koelege, a moder enesclopedia 125AM ship 3 Engine room Antgoduction Salety 63° Environment 64 Methods of insulation 65 Communication Maintenance Overview ofthe various spacesSHIP KNOWLEDGE rrr mre cers tire Sen cat coal a) 15 ny eats ALY COTY SIs eC T I Holds Seemingly the holds are not very interesting, In genera) they are large empty rectangular spaces whitout visible stiffenings (frames, floors etc.) Nevertheless, the hold is so important that the entire construction is aimed to tenable the moving of the hold and its contents (the cargo), The amount of cargo carried is ultimately the decisive factor for the earning capacity of the ship. Hold seen nthe forsard diver rpove ship) The bulkheads of the holds are as slides down cowards he area flat as possible to make them as where the grab can take it. Further: “user-friendly” as possible. In more, these ships have an bulkcarriers the parts of the hold, increased wakeup place thickness not under the hatch opening, are to compensate for the wear caused made sloped, so that the cargo by grabs 128In multi-purpose ships. the ship owners prefer just one very large hold, The erew can then decide on the basis of the type of cargo how to subdivide the hold. The hold is divided by movable bulkheads positioned either horizontally or vertically, The bulkheads can be attached to the sides of the hold in a very simple manner, Legal safety requirements (intact damage stabi- lity) normally require that one or morte of these movable bulkheads always be in place. The actual number of cross frames depends on the length of the ship. Both the sides of the wingtanks and the tanktops have manholes to. means of beams and / or brackets controlled by ventilation, recir- make inspection of the tanks welded (o strong points in the culation and/or the use of driers. possible. The sides of the wing- ship's side and tanktop. This can, tanks also have lashing points for of course, only be done with tanks The holds on cellular container- cargo securing, Heavy cargo is that do not contain oil, The ships are divided imo multiple often seafastened temporarily by humidity in the holds can be cells, each capoble of storing a stack of 200 40 containers in fore and aft direction, The spaces (cells) fare separated from each other by guide rails. During loading and discharging the containers are guided by the rails in the vertical direction. In addition, the rails also secure the cargo in place. ‘Most multi-purpose ships are “box shaped”. This means that the hold is rectangular and the spaces do not have curves. This is important for the stacking of containers, If the hatches and the holds have a aeifity to fasten the containers, the holds are then said (o be “container fited” Explanation of the images at the right 1. Corrugated bulkhead (transverse) 2. Stringer 3. Main deck 4, Centre line comugated butthead 5, Section of the web frame Wing tak of tm Ship Knowledge, a modem onevlopedia 129When ships are designed to carry liquid cargoes in bulk, they are called tankers. The space for cargo is then divided by watertight bulkheads into a large number of separate tanks, each with its own cemtrance hatch, ladder to descend inco the tank, sounding pipe, ventilation pipe, filling and discharge lines, of its own pump, depending on the kind of cago. Every tank has possibilities for temperature measurement, ullage and/or sounding measurement, often radar level control, tempe ature measurement, heating possi- bilities to control the cargo tempe- rature, independent high level alarm (95% full) and overfill alarm (9896 ull. Also means for tank cleaning with fixed or hand- operated washing machines, The tanks are internally coated with a paint which is resistant co the cargo the ship has been designed for. Or the tanks are constructed of stainless steel. Furthermore, and depending on the size of the ship there are additional spaces in deck for transport of materials, tools, or in case of an accident, for people The tanks have as little stiffening inside as possible to avoid accumulation of dirt, and to minimise the area tobe expensively coated. The stiffening of the bulkheads is in the surrounding ballast tanks. Division bulkheads between cargo tanks therefore are often corrugated, ‘The wo pictures at the previous age show the insides of a tank on chemical tanker (GT 3350, dead weight 5070 tons), The transverse bdatkhead is a corrugated bulkhead The hold can be inspected by entering via a (compulsory) hatch and a simple ladder, Perhaps noc immediately apparent in the photo, the double bottom is slightly tilted towards the keel-plate, to facilitate the flow of liquids, ‘The other ship is designed for the transport of packages of timber. The picture shows a ship of which the holds are made 10 carry the maximum amount of packages of timber with as litle lost space as Ship Knontedge a modern eneyesopeia possible. The hatches are trapezial Some particulars of the hold: so an extra fayer of timber can be loaded. The stiffenings are on top Length: 49.7 m. of the hatches Width: 10mm. Height of the coaming: 2.33 m Max. depth 8.85 m 8 m3 pacity: 149300 cust, =4 The ship as shown belawe The masiniun amour? of packages af tin Sree cx pasitine 130Tea cee eens eet Explanation of the image to the let: Forecastle deck Breakwater on the main deck Bulkhead Ballast tank shaped to make the hold, box shaped 5. Tanktop 6, Longitudinal bulkhead between hold and ‘wing tank. Manholes, entrances of double bottom 8. Holes for fitting containers Explanation of the image of the diagram below 1. Bridge 2. Accommodation 3. Engine-room bulkhead 4. Tanktop 5. Ballast ank shaped to make the hold box shaped 6, Longitudinal bulkhead wing tank 7. (lull) Floor (plate) 8. Side keelson 9. Webframe 10. Toprail LL. Coami Gangway 131Double hull tanker ‘These images are of a double hull ‘Deadweight 300.0001 vic Length overall 292 m maximum breadth: 46m draught 16m1. Outer side shell 8, Forepeak bulkhead 15, Tweendeck 2. Inner side shell 9, Double bottom 3 Longitudinal bulkhead 4, Bracket 18, Chain locker © 19, Fuel bunker peak t 14, Upper deck madern en ylopet 1332 Aft ship ‘The most eye-catching spaces aft (on most ships are the engine room and the accommodation. Bevides there can also be working places, storage facilities and fuel or ballast tanks. The aft peak is the part of the ship that is enclosed by the aft peak bulkhead, the stern and the aft deck. The aft peak is the location through which the main engine shaft runs, For support there are floors in the aft peak. The stern section is the section above the aft peak. The steering engine room is part of this section. Just below the steering flat is the rudder carrier where the rudder. stock is suspended. The rudder stock runs via the rudder trunk (frame no 0) through the aft peak. The stern borders the backside of the stern section, This is a plate running the full width of the ship, onto which the name of the ship and the homeport are welded. 1. Furael 5. Boat deck 9.Flooe plate, frame no 1012. Stern frame 2 Br 6. Poop deck 10.Stifeners 13. Shaft generator 3. Bridge wing 7. Weather deck 1, Stem frame 14, Reduetion gear box 4, Accommodation 8. Floor plate, frame no 3 Ship Karlee, a ders enesctopedia 1aExplanation of the above image and Of the below images: 1 Tanktop 2. Top plate for engine foundation foundation 5. Longitudinal girders ofthe engine foundation Shp Knowledge. aFPR UURPApRREAREETERER) — EXolanation of the images on this, page: 1 Centre keelson Side keelson (watertight) Floors Hole in the deck for the aripod (see also chapter 9) Skey Floor brackets on the frames Stiffening floor brackets Longitudinal floor brackets Stringer brackets Ship Knomtedge oer ene ‘The Skeg. This is a narrow vertical part of the hull in the aft ship. It is often present in twin propeller ships to enhance the ‘course keeping ability of the ship by enka the vertical lateral arca, and lake the load of the aft ship, when the ship isin drydock. 136Explanation of the above image’ ‘The same ship (a container feeder), now seen from aft with a glimpse of the engine room, Here you can see ballast lines coming from tanks in the engine room, The frames in the engine room and the double bottom run in the transverse direction and the ones in the wingtank in the longitudinal direction, Siempost with shafting Ship Krledge, a modern enesfopedia Web frame Top plate engine foundation Tanktop Coaming stanchion Upper deck Web frame Longitudinal framing Water or oil tank Bottom wing tank 10, Delivery suction line of the wing tank 1. Side keelson 12.Centre keelson plate 13.(full) Floor (piate) (On the pictures below you see the aft of two Roll-on Roll-off vessels, The open spaces can be closed by ramps (not yet in place). When the ‘amps are opened, they can be used to load or discharge moving cargo, 1. Freeboard deck Main deck 3. A-frame, space for the clearance of the screw End of shafting Inskde ofan oft ship under eonsteae 1573 Engine room The engine room is a compartment that spans. the full width of many ships. In tankers and bulkeartiers, however, often there are bunker tanks in the sides s0 that in those cases, the engine room does not span the complete width of the ship. The hack and the front are provided with two watertight bulkheads: the engine-room bulkhead (fore) and, if the engine room is atthe after end of the ship, the aft peak bulkhead) In the vertical direction an open connection is formed by the engine room casing. In the casing there are several cutheads (cranes) with either manual or electric tackles for the moving of auxitiaries, (ovis or parts of the main engine. Motion of larger and smaller masses and the outside water pressure makes the use of web frames in combination with web beams and pillars necessary, Foundations to support the main and auxiliary engines should also transfer the mass of the engine vibrations and resulting stresses {0 the ship's structure, The foundation should keep the engines in place when the ship is rolling and/or pitching and highly contributes to maintain a_ proper alignment with the propelior shail The double bottom below the engine room is sometimes higher than other sections of double bottoms to accommodate the propeller shaft. The exact location of the propeller shalt is determined by the diameter of the propeller. When the double boom is not higher, the engine foundation will be raised. sp Katee. a made enesetopeia Construction drawines of the engine rion af contaiverfeeder 138.4 Double bottom and wing tanks The double bottom and the wing tanks are highlighted in the same paragraph as they have the same function, The wing tanks are located at the sides of the ship on op of the double bottom. Usually the two wing tanks are separated in the sense that no fluid can flow between them. Sorietimes, how- ever, the two tanks are joined in a U-shaped or L-shaped fashion, ‘The functions of the double botcom 2nd the wing tanks are: To increase the transverse, and the longitudinal strength of the ship, Ship Krotedge. a rnadert ene topedia Additional safety when the botiom is damaged or in case of a collision (intact stability) ~ To store seawater (ballast water) So that the propeller is below the water surface even wher the ship thas no cargo in the holds, This is also advantageous for the stability of the vessel. To store fuel = Tp inflacace the list and the wim, ~ To compensate for uneven loading If the ship is equipped with a heeling pump, the pumping of ballast water Srom one wing tank t0 the other will automatically minimise the list, This is: mainly used by heavy container ships during Joading and discharging. rg0 ships and Both the wing tanks and the double bottom are, in fact, watertight compartments. In the double botiom, the separation of the ‘wo sides is accomplished by the centre keelson or the side Kelson in the Fore and aft direction and with a watertight floor in the transverse direction, An oiJ tark and a drinking water tank must be separated by an empty space. st So called cotferdam. The wing tanks fare separated by watertight web frames. The frames in the double bottom and the wing tanks usually tun in the fore and aft direction, When a ship has a length of approximately 60 meters or less. for instance a tugboat or fishing vessel. the frames run in. the transverse direction. Sometimes a combination of the hvo systems is used. The double bottomt is covered by the tanktop, and thereby separated from the hold, Several piping systems rum through che double bottom, such as piping for bilge or ballast water systems. Container ships need reinforce- ments in the double bottom to Support the corners of the containers, Floor plates in the double bottom can be divided into: - full floors, which can be reduced in weight by manholes (also for access) floors made of profiles = water- oF oil-tight floors. Vents and openings are installed for the filling and emptying of the tanks, Every double bottom tank must be fitted with a sounding pipe and a vent pipe, The double bottom is accessible by bolted manholes in the tanktop; every tank has to be fited with at least one of these, Fuel tanks not in the vicinity of the engine room must have the ability of heating the fuel stored in teat depending on the type of oil, This is necessary in colder climates because the low temperature decreases the viscosity of the oil, which can make i impossible to pump the oil to the engine room, and alway fuel is use necessary when heavy 140