3.

The Primary Structural Members of a Ship

Engine room - the propulsion machinery spaces of the vessel. To increase a vessel's
safety and chances of surviving damage, the machinery necessary for operations
may be segregated into various spaces. The engine room is one of these spaces,
and is generally the largest physical compartment of the machinery space. The
engine room houses the vessel's prime mover, usually some variations of a heat
engine - diesel engine, gas or steam turbine. On some ships, the machinery space
may comprise more than one engine room, such as forward and aft, or port or
starboard engine rooms, or may be simply numbered.
Cofferdam a narrow vacant space between two bulkheads. A double watertight
bulkhead.
Camber the athwartship rise or crown of a deck. The curvature of the deck
transversely. It is measured by the the by the difference in height between the deck
at center and the deck at side.
Base Line a straight horizontal line at or near the bottom of the moulded surface
from which vertical heights are measured. Usually, the base line is the very lowest
part of the moulded surface
After Perpendicular (A.P.) a vertical line usually at the after end of the rudder post
post. If there is no rudder post, it usually is taken at the center of the rudder stock
Forward Perpendicular (F.P.) a vertical line through the intersection of the stem
with the load water line.
Flare the sudden widening of the shell at top near the bow.
Parallel Middle Body the straight part at the center of the ship where the water
lines and buttocks have no curvature; that is, where all the fore and aft lines are
parallel.
Rake slope aft of a mast, kingpost or stack.
Sheer curvature of the deck in a fore and aft direction as seen in profile.
Tumble Home an inboard slant of a ships side above the bilge.
Peak Tanks - a tank which is at the bow or stern end of a ship and is low in the ship,
usually kept empty and dry but sometimes used to carry portable water.
Double Bottom Tanks - is a ship hull design and construction method where the
bottom of the ship has two complete layers of watertight hull surface: one outer
layer forming the normal hull of the ship, and a second inner hull which is somewhat
higher in the ship, perhaps a few feet, which forms a redundant barrier to seawater
in case the outer hull is damaged and leaks.
Hatchway - an opening in the deck of a vessel to provide access below

Tween Decks - are general cargo ships with two or sometimes three decks. The
upper deck is called the main deck or weather deck, and the next lower deck is
the tweendeck. Cargo such as bales, bags, or drums can be stacked in
the tweendeck space, atop the tweendeck. Beneath the tweendeck is the hold
space, used for general cargo.
Position of Bulkheads - is an upright wall within the hull of a ship or within
the fuselage of an aeroplane. Other kinds of partition elements within a ship
are decks and deckheads.
Pumproom - Cargo pump-room is a space containing pumps and their accessories
for the handling of the products covered by the Code.
Cargo Tanks Rise of Floor - The bottom shell of ship is sometimes sloped up from the keel to the
bilge to facilitate drainage. The rise of floor is very small.
Entrance - The immersed part of a ship's hull forward of the middle body.
Run - The after part of the bottom shape of a hull, generally just aft of amidships to
the stern The concept suggests that at this point the passing vessel is no longer
exerting as great a force outward or downward on the water, which is therefore
allowed to run or flow by.
Lenght on the Waterline (LWL) - is the length of a ship or boat at the point where it
sits in the water. It excludes the total length of the boat, such as features that are
out of the water. Most boats rise outwards at the bow and stern, so a boat may be
quite a bit longer than its waterline length. In a ship with such raked stems,
naturally the waterline length changes as the draft of the ship changes, therefore it
is measured from a defined loaded condition.
Lenght Overall (LOA) - is the maximum length of a vessel's hull measured parallel to
the waterline. This length is important while docking of the ship.
Moulded Depth - is the vertical distance measured from the top of the keel to the
top of the freeboard deck beam at side.
Beam - is its width at the widest point as measured at the ship's nominal waterline.
The beam is a bearing projected at right-angles from the fore and aft line, outwards
from the widest part of ship. Beam may also be used to define the maximum width
of a ship's hull, or maximum width plus superstructure overhangs.
Draught - is the vertical distance between the waterline and the bottom of the hull
(keel), with the thickness of the hull included; in the case of not being included the
draft outline would be obtained. Draft determines the minimum depth of water a
ship or boat can safely navigate.

Extreme Depth - Depth of vessel at ships side fromupper deck to lowestpoint of

keel.
Bilge keel - is used to reduce a ship's tendency to roll. Bilge keels are employed in
pairs (one for each side of the ship).
4. Internal Shear Force (V) equal in magnitude but opposite in direction to the
algebraic sum (resultant) of the components in the direction perpendicular to the
axis of the beam of all external loads and support reactions acting on either side of
the section being considered.
Internal Bending Moment (M) equal in magnitude but opposite in direction to
the algebraic sum of the moments about (the centroid of the cross section of the
beam) the section of all external loads and support reactions acting on either side of
the section being considered.
5. Hogging is the stress a ship's hull or keel experiences that causes the center or the keel to
bend upward.
Sagging is the stress a ship's hull or keel is placed under when a wave is the same length as
the ship and the ship is in the trough of two waves.
6. HOGGING DUE TO DISCONTINUITY IN LOADING - Consider a ship loaded
with the weights concentrated at the bow and the stern, which tends to droop. This
leads to hogging of the ship hull.
SAGGING DUE TO DISCONTINUITY IN LOADING - Consider heavy weights
concentrated at the midships of a ship. The middle hull part tends to droop more
than the ends. This causes sagging of ship hull.
7.

HOGGING DUE TO
WAVES

SAGGING DUE TO WAVES

8. Tensile Stress - Caused by forces that tend to pull the material in parallel but
opposite directions away from the centre,increasing the tension and the length of
the material before breaking it in two.
Compression Stress - Caused by forces that tend to push the material in parallel
but opposite directions towards the centre, causing thematerial to buckle or crush
and decreasing its length until the force exerted becomes equal to the strength of
thematerial.

9.

10. The liquid pressure differential for any combination of internal/external liquid
levels, with the ship on even keel or in rolled position such as:

11. The pressure exerted by a static fluid depends only upon the depth of the fluid,
the density of the fluid, and the acceleration of gravity.
The pressure in a static fluid arises from the weight of the fluid and is given by the
expression
Pstatic fluid = gh where

= m/V = fluid density

g = acceleration of gravity

h = depth of fluid

12.

13. Racking - Uneven water pressure caused by wave action leads to distortion of
the structure as shown and is resisted by the Shear Stresses in the structure
including most significantly the Transverse bulkheads and framing. Racking stresses
are highest at the corners of the box section and thus the corner brackets are
specially inspected.

14. Pounding or slamming - Caused by bow pitching clear of the water then
coming dow heavily on the sea. This is resisted by a reduction in framing pitch and
possibly increased plate thickness.
15. Panting - Caused by oscillatory motion on the shell plating at the Bow and
Stern caused by the uneven water pressure as the vessel passes through waves. It
is resisted by a system of Panting Beams, Panting Stringers, Breast Hook and a deep
floor.
16. Stresses due to localized loading - Heavy weights, such as equipment in
the machinery spaces are particular items of general cargo, can give rise to stresses
due to localized distortion of the transverse section. The fitting of transverse
bulkheads, deep plate floors and web frames reduce such stresses.
17. Corrosion - is a natural process, which converts a refined metal to a more stable form, such
as its oxide, hydroxide, or sulfide. It is the gradual destruction of materials (usually metals) by

chemical and/or electrochemical reaction with their environment. Corrosion engineering is the field
dedicated to controlling and stopping corrosion.
18. Corrosion by sea water, aqueous corrosion, is an electrochemical process, and all metals and
alloys when in contact with sea water have a specific electrical potential (or corrosion potential) at a
specific level of sea water acidity or alkalinity - the pH.

19. Protective coating method

The protective coating method is a passive corrosion protection method. The protective coating isolates the
metallic surfaces from the aggressive media, such as moisture, salts, acids etc..
The following corrosion protection agents are used:

Solvent-based anticorrosion agents

Very high quality protective films are obtained.
Once the anticorrosion agent has been applied, the solvent must vaporize so that
the necessary protective film is formed.
Depending upon the nature of the solvent and film thickness, this drying process
may take as long as several hours. The thicker the film, the longer the drying time.
If the drying process is artificially accelerated, there may be problems with
adhesion between the protective film and the metal surface.
Since protective films are very thin and soft, attention must always be paid to the
dropping point as there is a risk at elevated temperatures that the protective film
will run off, especially from vertical surfaces.
Since solvent-based corrosion protection agents are often highly flammable, they
may only be used in closed systems for reasons of occupational safety.

Water-based anticorrosion agents

Water-based anticorrosion agents contain no solvents and thus do not require
closed systems.
Drying times are shorter than for solvent-based anticorrosion agents.
Due to their elevated water content, water-based anticorrosion agents are highly
temperature-dependent (risk of freezing or increased viscosity).
The advantage of this method is that the protective film is readily removed, but the
elevated water content, which may increase relative humidity in packaging areas, is
disadvantageous.
Corrosion-protective oils without solvent
Corrosion-protective oils without solvent produce only poor quality protective films.
Good quality protection is achieved by adding inhibitors. Since these corrosionprotective oils are frequently high quality lubricating oils, they are primarily used
for providing corrosion protection in closed systems (engines etc.).
Dipping waxes
The protective layer is applied by dipping the item to be packaged into hot wax.
Depending upon the type of wax, the temperature may have to be in excess of
100C. Removal of the protective film is relatively simple as no solid bond is formed
between the wax and metal surface. Since application of dipping waxes is relatively
complex, its use is limited to a few isolated applications.