ASSIGNMENT 2

MARITIME LAW & SOLAS

(EGM 2213)
(TYPES OF SHIP)
NAME:MAS DIANA
BINTI MOHD TAHIR
COHORT:2
ID NUMBER:STLA
62814
LECTURER: ENCIK
SHAH HAFIZ

DUE DATE:16/10/15

PASSENGER LINER
A passenger ship is a merchant ship whose primary function is to carry passengers. The category
does not include cargo vessels which have accommodations for limited numbers of passengers,
such as the ubiquitous twelve-passenger freighters once common on the seas in which the
transport of passengers is secondary to the carriage of freight. The type does however include
many classes of ships designed to transport substantial numbers of passengers as well as freight.
Indeed, until recently virtually all ocean liners were able to transport mail, package freight and
express, and other cargo in addition to passenger luggage, and were equipped with cargo
holds and derricks, kingposts, or other cargo-handling gear for that purpose. Only in more recent
ocean liners and in virtually all cruise ships has this cargo capacity been eliminated.
While typically passenger ships are part of the merchant marine, passenger ships have also been
used as troopships and often are commissioned as naval ships when used as for that purpose.

LENGTH OH SHIP PASSENGER LINER

By convention and long usage, the size of civilian passenger ships is measured by gross tonnage,
which is a dimensionless figure calculated from the total enclosed volume of the vessel. Gross
tonnage normally is a much higher value than displacement. This was not always the case; as the
functions, engineering and architecture of ships have changed, the gross tonnage figures of the
largest passenger ships have risen substantially, while the displacements of such ships have not.
RMS Titanic, with a gross register tonnage of 46,329 GRT, but a displacement reported at over
52,000 tons,[6] was heavier than contemporary 100,000 110,000 GT cruise ships which
displace only around 50,000 tons. Similarly, the Cunard Line's RMS Queen Mary and RMS
Queen Elizabeth, of approximately 81,000 83,000 GT, but displacements of over 80,000 tons,
[7] do not differ significantly in displacement from their new 148,528 GT successor, RMS Queen
Mary 2,[8][9] which has been estimated to displace approximately 76,000 tons[10][11] With the
completion in 2009 of Oasis of the Seas, the first of the Oasis Class ships, the Cunard Queens of
the 1930s have clearly been passed in displacement, as the Oasis vessels were projected to
displace about 100,000 tons.[12]
However, by the conventional and historical measure of gross tonnage, there has been a recent
dramatic increase in the size of the largest new ships. The Oasis of the Seas measures over
225,000 GT, over twice as large as the largest cruise ships of the late 1990s.

OIL TANKER

An oil tanker, also known as a petroleum tanker, is a merchant ship designed for the bulk
transport of oil. There are two basic types of oil tankers: the crude tanker and the product tanker.
[3] Crude tankers move large quantities of unrefined crude oil from its point of extraction to
refineries.[3] Product tankers, generally much smaller, are designed to move refined products
from refineries to points near consuming markets.
Oil tankers are often classified by their size as well as their occupation. The size classes range
from inland or coastal tankers of a few thousand metric tons of deadweight (DWT) to the
mammoth ultra large crude carriers (ULCCs) of 550,000 DWT. Tankers move approximately
2,000,000,000 metric tons (2.2109 short tons) of oil every year.[4][5] Second only to pipelines
in terms of efficiency,[5] the average cost of oil transport by tanker amounts to only two or three
United States cents per 1 US gallon (3.8 L).[5]

LENGTH OF OIL TANKER

In 1954 Shell Oil developed the average freight rate assessment (AFRA) system which classifies
tankers of different sizes. To make it an independent instrument, Shell consulted the London
Tanker Brokers Panel (LTBP). At first, they divided the groups as General Purpose for tankers
under 25,000 tons deadweight (DWT); Medium Range for ships between 25,000 and 45,000
DWT and Large Range for the then-enormous ships that were larger than 45,000 DWT. The
ships became larger during the 1970s, which prompted rescaling.[40]
The system was developed for tax reasons as the tax authorities wanted evidence that the internal
billing records were correct. Before the New York Mercantile Exchange started trading crude oil
futures in 1983, it was difficult to determine the exact price of oil, which could change with
every contract. Shell and BP, the first companies to use the system, abandoned the AFRA system
in 1983, later followed by the US oil companies. However, the system is still used today. Besides
that, there is the flexible market scale, which takes typical routes and lots of 500,000 barrels
(79,000 m3).[43]

Merchant oil tankers carry a wide range of hydrocarbon liquids ranging from crude oil to refined
petroleum products.[3] Their size is measured in deadweight metric tons (DWT). Crude carriers
are among the largest, ranging from 55,000 DWT Panamax-sized vessels to ultra-large crude
carriers (ULCCs) of over 440,000 DWT.

SUBMARINE
A submarine is a watercraft capable of independent operation underwater. It differs from a
submersible, which has more limited underwater capability. The term most commonly refers to a
large, crewed, autonomous vessel. It is also sometimes used historically or colloquially to refer to
remotely operated vehicles and robots, as well as medium-sized or smaller vessels, such as the
midget submarine and the wet sub. Used as an adjective in phrases such as submarine cable,
"submarine" means "under the sea". The noun submarine evolved as a shortened form of
submarine boat (and is often further shortened to sub).[1] For reasons of naval tradition,
submarines are usually referred to as "boats" rather than as "ships", regardless of their size.
Although experimental submarines had been built before, submarine design took off during the
19th century, and they were adopted by several navies. Submarines were first widely used during
World War I (19141918), and now figure in many navies large and small. Military usage
includes attacking enemy surface ships (merchant and military), submarines, aircraft carrier
protection, blockade running, ballistic missile submarines as part of a nuclear strike force,
reconnaissance, conventional land attack (for example using a cruise missile), and covert

insertion of special forces. Civilian uses for submarines include marine science, salvage,
exploration and facility inspection/maintenance. Submarines can also be modified to perform
more specialized functions such as search-and-rescue missions or undersea cable repair.
Submarines are also used in tourism, and for undersea archaeology.
.

TUG BOAT
A tugboat (tug) is a boat that maneuvers vessels by pushing or towing them. Tugs move vessels
that either should not move themselves, such as ships in a crowded harbor or a narrow canal,[1]
or those that cannot move by themselves, such as barges, disabled ships, log rafts, or oil
platforms. Tugboats are powerful for their size and strongly built, and some are ocean-going.
Some tugboats serve as icebreakers or salvage boats. Early tugboats had steam engines, but today
most have diesel engines. Many tugboats have firefighting monitors, allowing them to assist in
firefighting, especially in harbors.

LENGTH OF TUGBOAT
Tugboat engines typically produce 500 to 2,500 kW (~ 680 to 3,400 hp), but larger boats (used in
deep waters) can have power ratings up to 20,000 kW (~ 27,200 hp) and usually have an extreme
power:tonnage-ratio (normal cargo and passenger ships have a P:T-ratio (in kW:GRT) of 0.35 to
1.20, whereas large tugs typically are 2.20 to 4.50 and small harbour-tugs 4.0 to 9.5).[4] The
engines are often the same as those used in railroad locomotives, but typically drive the propeller
mechanically instead of converting the engine output to power electric motors, as is common for
diesel-electric locomotives. For safety, tugboats' engines often feature two of each critical part
for redundancy.[5]
A tugboat's power is typically stated by its engine's horsepower and its overall bollard pull. The
largest commercial harbour tugboats in the 2000s-2010s, used for towing container ships or
similar, had around 60-65 tons of bollard pull, which is described as 15 tons above "normal"
tugboats.Tugboats are highly maneuverable, and various propulsion systems have been
developed to increase maneuverability and increase safety. The earliest tugs were fitted with

paddle wheels, but these were soon replaced by propeller-driven tugs. Kort nozzles have been
added to increase thrust per kW/hp. This was followed by the nozzle-rudder, which omitted the
need for a conventional rudder. The cycloidal propeller was developed prior to World War II and
was occasionally used in tugs because of its maneuverability. After World War II it was also
linked to safety due to the development of the Voith Water Tractor, a tugboat configuration which
could not be pulled over by its tow. In the late 1950s, the Z-drive or (azimuth thruster) was
developed. Although sometimes referred to as the Schottel system, many brands exist: Ulstein,
Wrtsil, Berg Propulsion, etc. These propulsion systems are used on tugboats designed for tasks
such as ship docking and marine construction. Conventional propeller/rudder configurations are
more efficient for port-to-port towing.

CATAMARAN
A catamaran is geometry-stabilized, that is, it derives its stability from its wide beam, rather than
having a ballasted keel like a monohull. Being ballast-free and lighter than a monohull, a
catamaran can have a very shallow draught. The two hulls will be much finer than a monohull's,
the reduced drag allowing faster speeds in some conditions, although the high wetted surface
area is detrimental in lower wind speeds. A sailing multihull will heel much less than a sailing
monohull of the same length, so on a windward course its sails spill less wind and are more
efficient. The limited heeling means the ride may be more comfortable for passengers and crew,
although catamarans can exhibit an unsettling "hobby-horse" motion and have a violent
unsettling diagonal pitching motion that is unpredictable and makes moving around hard in
rougher conditions; the noise is also much more than a monohull experiences.