3GME101 Sem-1 Ship Construction (Units 4,5,6&7=60 hrs)

Hand out

Unit-4 : Competency No.11.1.2 (1-12) - Understanding of the fundamentals of watertight

integrity.

1. Sub division:

A ship is subdivided into number of compartments vertically by bulkheads & horizontally by

decks. These compartments are used for various requirements like cargo, stores, fuel, ballast,
fresh water, machinery, void spaces, slop, sludge, bilge etc. All these compartments may or
may not be water tight. Hence to safeguard vessel stability in case of heavy damage like
grounding or collision which may cause progressive flooding, ship needs efficient
subdivision of water tight compartments.

Degree of subdivision will depend on length and nature of service wherein highest degree
will correspond to passenger ships. For this purpose decks, inner skin, longitudinal bulkheads
will be water tight enough to restrict flow of water or have adverse effect on structures or on
stability.

As per SOLAS ch 2-1 part B reg 4:

2. Penetration of pipes and structure i.w.o. watertight bulkhead:

Water tightness of bulkheads or decks must be maintained around pipes, shafts, ventilation
ducts & electric cables passing through them. These are checked during surveys periodically
by hose test. Tanks are pressure tested. In the collision bulkhead only one penetration of
ballast line to fore peak tank is permitted and it will be fitted with an isolation valve that too
as per specifications. In other watertight bulkheads all access openings have to be fitted with
strongly attached doors with sealing & clamping arrangements that can be operated from
either side.

Permanent means of safe access are provided for all enclosed spaces like cargo holds, tanks,
DB’s & other spaces. Other structural openings like for gangways, scuttles, bow ramps, stern
doors, overboard discharge should be fitted with water tight arrangements & kept closed at
sea. Requirements for such equipment are mentioned in SOLAS ch 2-1 part B reg 13-1 as
follows:
3. Permeability, margin line, sub division

Permeability is the percentage ratio of available volume to total volume of a space. All
compartments in a ship contain items like stiffeners, web frames, longitudinals, brackets,
beam knees, equipment, piping and outfits. When water tightness of a ship is impaired the
amount of water that enters the breached compartment is according to its permeability. As per
SOLAS passenger spaces need 95%, machinery spaces 85%, dry cargo & stores 60%, liquid
tanks 0%.

Margin line is a line understood to be 76mm below the free board deck. Regulations have
stability criteria based on margin line remaining above sea surface without getting submerged
in certain conditions of flooding. Hence
ship is divided longitudinally into a number of watertight compartments to restrict the
flooding of one or more compartments in case of damage.

Solas ch-2, part B, states as follows:

4. Effect of flooding

Simple flooding is abnormal amount of water flowing where it is not wanted.

However, progressive flooding means, flooding across one compartment and overflowing
into another compartment in a series till the entire ship’s length. This can happen in case of
damage at some location and if bulkheads are not water tight. Factors that undergo change:

1) Change of trim: Ingress of water in a compartment is addition of weight at that point

along the length of the ship causing change in the trim.
2) Heeling: If flooded compartment is unsymmetrical about the centreline of the ship it
will cause her to heel. Further it may cause metacentric height to become negative
making ship unstable & would capsize.
3) Change in stability: The metacentric height of the ship changes due to flooding. The
KB rises due to flooding, and it may rise further due to change in the ship’s trim.
However, there is a significant reduction in BM, which is a function of the area
moment of the ship’s water plane.
4) Change in Freeboard: Increase in draft of the flooded ship results in reduction of
freeboard, which poses a great threat to the reserve buoyancy of the ship & decreases
the ship’s stability. This means that the ship may now capsize due to external forces of
wind or waves.
5) Loss of the ship: Once the waterline begins to go beyond the margin line at any point
along the length of the ship there is an imminent risk of capsizing.

5. Determination of draft, list, trim and stability after flooding of vessel of simple
configuration
Example-1:
Box shaped vessel of length 40m & breadth 12m floats at a uniform draft of 4m. An
amidships compartment of 12m length & 60% permeability is flooded. Determine the draft
after flooding.

Buoyancy lost = 12 x 12 x 4 x 0.6 = 345.6 cbm

Intact w/p area = (40 x 12) – (12 x 12 x 0.6)
= 480 – 86.4 = 393.6 sqm
Change in draft = 345.6 / 393.6 = 0.88m
Draft after flooding = 4 + 0.88 = 4.88m

6. Floodable length calculations

Floodable length is the maximum length of a compartment with its centre at the given point,
which can be flooded, taking permeability into account, without any part of the ship getting
submerged beyond the margin line.
In other words, floodable length is the length of a compartment which if flooded will cause
the ship to sink up to the margin line.

SOLAS ch2-1, part B-1, reg 6 & 7, has specified safety limits & provided method of
calculation for obtaining desired result. Two indices need to be worked out, namely index A-
attained subdivision and index R-required subdivision. Index A to be above 0.9R for
passenger ships & 0.5R for cargo ships.
7. Freeboard, reserve buoyancy
Freeboard is the vertical distance of deck line from the water line.
Water line is vertical distance of water plane from the base line. (Outer edge of keel to water
level is called draft at that frame).
Deck line is horizontal mark amidships on each side, upper edge coinciding with upper edge
of freeboard deck at outer surface of ship side.
Buoyancy is the up thrust on a body & is equal to the weight of liquid displaced hence
proportional to the volume & relative density. It is equal & opposite to the force due to the
weight of the floating body.

Reserve buoyancy is volume of ship above the water plane that can be made watertight to
increase the ship's buoyancy. Reserve buoyancy is a very important factor in determining a
ship’s seaworthiness as minimum freeboards are assigned to a ship to ensure that there is
adequate reserve buoyancy at all times.
Reserve buoyancy = Above water tight volume / Total volume of ship.

8. Understanding of damaged stability requirement for Type A vessels, Type (B-60) and Type
(B-100) vessels

Type A – tankers and other liquid carriers with high integrity of the main deck
Type B – those which are not Type A

Consideration for some Type-B ships:

B-60 and B-100 Freeboards (Regulation 27 of ICLL) Certain Type B ships in which the
structure can be demonstrated to have additional provisions to obtain integrity similar to Type
A ships, then they can claim a further deduction in freeboard. The deduction can be between
60% and in some cases also 100% of the difference in freeboard of the Type B and Type A
vessel. Such Type B vessels are called B-60 or B-100 vessels (the numbers indicate the
percentage deduction)

The additional conditions required for a Type-B ship to get the deduction are specified in Reg
27 of ICLL

Correction for wooden hatches (Regulation 27 of ICLL) – Type B ships which have
wooden/tarpaulin hatches and hatches not made of steel will need a higher freeboard
Correction for type B ships with length less than 100 m (Regulation 29 of ICLL) – Type
B ships which are less than 100 m in length and with superstructure whose effective length is
less than 35% of the vessel’s length will have a higher freeboard. This is due to the fact that a
smaller vessel with smaller superstructure will pitch more, and the reserve buoyancy
provided by the superstructure will not be sufficient.
RELEVANT DAMAGE STABILITY CRITERIA
For a bulk carrier or a general cargo ship being constructed today there are two regulations
which may apply:

(a) Regulation 27 of the International Convention of Load Lines (ICLL)1966

(b) SOLAS Chapter II-1, Part B-1.
The ICLL Regulations have been in use for many years and decide the minimum
freeboard that a ship can have. Regulation 27 of this Convention lays down minimum
requirements for Type B ships and permits a reduction of this minimum for vessels which
meet certain criteria set down in the Regulation, including damage stability criteria. Ships
assigned a reduced-type freeboard are commonly known as having a B-60 or B-100
freeboard.

The method is purely deterministic, which means that the vessel, when homogeneously fully
loaded, will be able to survive damage to any one compartment (B-60) or two adjacent
compartments (B-100), which for the purpose of the calculations are assumed empty. These
damage stability requirements can therefore basically be regarded as constructional
requirements only, giving no operational restrictions on the ship.

The SOLAS Regulation mandatorily applies to all cargo ships above 100 m in length which
do not opt for the reduced freeboard permitted under the ICLL, and which are commonly
known as having an ordinary B-freeboard. This Regulation requires the vessel to comply with
what is known as the Required Subdivision Index. The Regulation states the calculations to
be made in order to check an individual vessel’s index (Attained Subdivision Index) against
that required. These calculations involve a number of factors including the ship’s internal
sub-division, its internal watertight integrity (possibility for progressive flooding), its external
watertight integrity (the position of external openings such as doors and air pipes and their
closing appliances), the probability for damage with a given location and extension to occur
(based on statistics from previous collision cases), the probability that the vessel will survive
such damage and the GM. These calculations are carried out for two drafts; the summer
draught and the partial draught at 60 per cent difference between the summer draught and the
lightship draught. The average figure obtained is the ship’s Attained Subdivision Index.

9. Explain reason for damage stability requirements.

Although continuous efforts are in progress for training personnel to achieve desired
competency & improvement, accidents continue to occur. To enable crew for a co-ordinated
approach and to safeguard environment, lives, cargo, vessel a fail-proof data is readily
provided for handling such unforeseen emergency situation. The forward compartments are
more susceptible to collision damage and bottom compartments to grounding.
A sub-division index is calculated for 3 drafts, summer load-line, light
load-line & middle. It is the sum of products of probability of zone getting flooded & survival
in such event. These standard conditions assist in guiding ship’s staff for corrective actions
towards safety.

Extent of damage is assumed as under:

i. Longitudinal extent 1/3L or 14.5m whichever is less.
ii. Transverse extent B/6 or 10m whichever is lesser for 0.3L from FP and B/6 or 5m
whichever is lesser for other parts.
iii. Vertical extent B/20 or 2m whichever is lesser.
10. Damage stability requirements for passenger vessels

Trim & stability of a passenger ship shall be determined prior to departure & shall be in
compliance with the criteria in relevant regulations.
11. Load line and its purpose

a. A ship’s waterline is the line where its hull meets the surface of the water. A load line,
also called Plimsoll mark, indicating the extent to which a load may safely submerge
a ship, by way of a waterline limit.
b. It is positioned amidships on both sides of a vessel’s hull and indicates the draft of the
ship and the legal limit to which a ship may be loaded for specific geographical areas
and seasons of the year.
c. The purpose of the load line is to ensure that a ship has sufficient freeboard and thus
sufficient reserve buoyancy.
d. It should also ensure adequate stability and avoid excessive stress on the ship’s hull as
a result of overloading.
e. Ships intended for the carriage of timber deck cargo are assigned a smaller freeboard
as the deck cargo provides protection against the impact of waves.
f. Loadline convention applies to ships of more than 24 meters in length.
g. Not all ships of more than 24 meters in length need to comply
 with loadline convention. There are some exemptions detailed in article
6 of the loadline convention.
h. The calculation regarding the freeboard, and consequently the position of the
loadlines, will be dependent on the type of vessel and its length, ships being divided
into two types ‘A’ and ‘B’.

Type ‘A’ – Vessels designed to carry only liquid, bulk cargoes, e.g. tankers.
Type ‘B’ – All other vessels not governed by the Type ‘A’ definition.

i. A load-line certificate must be displayed in a prominent place aboard the vessel. The
certificate is valid for five years, but an annual survey is held to ensure that the
conditions of assignment and the load-line marks remain unchanged.
j. All seagoing Cargo ships need to carry load-line certificate :
i. To ensure minimum freeboard.
ii. Max draught allowed on ship.
iii. Sufficient reserve buoyancy of vessel.
i. Avoid vessel overloaded with cargo

k. Computer loading programmes and software are used to avoid vessel being
overloaded.
l. Temperature will affect the load line level because warm water provides less
buoyancy, being less dense than cold water. The same is the case with salinity,
because fresh water is less dense than salty seawater.

m. The exact location of the load line markings is calculated and/or verified by a
classification society, which then issues a load line certificate.
n. The first international convention 1930 based on principle of reserve buoyancy. In
1966 the IMO adopted freeboard of ships by subdivision and damage stability
calculations. The International Convention on Load Lines 1966 applies to all vessels
engaged in international trade and determines the permitted draft/freeboard for a
vessel in different climate zones and seasons, which are defined in a special
 international load line zones and areas map.
o. Load line markings are punched & painted on ship sides as follows:
TF     Tropic Freshwater – deepest permitted draft in tropical freshwater.
F       Freshwater – deepest permitted draft in freshwater.
T       Tropics – deepest permitted draft in tropical waters.
S       Summer – deepest permitted draft in summer zone.
W      Winter – deepest permitted draft in winter considering rougher weather.
WNA     Winter North Atlantic – deepest draft permitted in the North Atlantic.

12. Explain fresh water allowance

Volume of water displaced by a ship is inversely proportional to the density of water. Hence,
when she goes from seawater (1025) to fresh water (1000) her draft will increase or vice
versa.
Fresh Water Allowance (FWA) is the number of millimetres by which the mean draught
changes when a ship passes from salt water to fresh water or vice-versa, at Summer
displacement. Vessel loading in fresh water can load up to fresh water draft. When she sails
from FW to SW her draft will decrease.

FWA = Summer disp/(40TPC)

Summer draft + FWA = Freshwater draft (summer).

1. A ship of 10 000 tonne displacement has a water plane area of 1300m2. The ship
loads in water of 1.010 tonne/m3 and moves into water 1.026 tonne/m3. Find the
change in mean draught.
[Ans: 11.877 cm decrease]

2. Bilge keels of mass 36 tonne and having a volume of 22m3 are added to a ship. If the
TPC is 20, find the change in mean draught in sea water of density 1025 kg/m3.
[Ans: 0.6725 cm]
Unit 5 : Competency No.11.1.3 - Understanding of the fundamental actions to be taken
in the event of partial or intact stability.

1. Actions to be taken in the event of partial loss of intact buoyancy.

Collision or grounding may lead to damage & possible flooding of a compartment. This may
lead to:
a) Loss of buoyancy.
b) Reduction in GM.
c) Large angle of heel.
d) Change in trim.

Damage control plan should include information on:

1) Water tight boundaries.
2) Arrangements of cross flooding systems.
3) Water tight closing appliances.
4) List of alarms & indicators.
5) Controls of bilge & ballast system.

In the event of partial loss of intact buoyancy immediate assistance to be given to chief mate
who is in charge of stability to achieve the following:
i. Limit the flooding to the damaged compartment.
ii. Prevent progressive flooding to adjacent compartments.
iii. Correct the heel & trim to the extent possible.
iv. Ensure that reserve buoyancy is still available.
v. Ensure stability remains intact.
vi. Ensure stresses do not exceed safe limits.

2. Closing appliances used on board ships and rules governing them

1. Portholes: Need to be water tight & those fitted below freeboard deck are provided
with steel deadlight fastening onto rubber gasket to be water tight in case glass breaks.
2. Water tight doors: are hose tested. Hinged water tight doors not permitted below water
line. Sliding doors may be manual or hydraulic with open/close indicator on deck
above and able to operate in list up to 15 degrees.
3. Cargo doors: openings are cut in the side shell & compensated with additional fittings
to maintain longitudinal strength. Three types of doors shown in diagram – sliding,
swing type and manually operated.
4. Stern doors & ramps: Fitted on Ro-Ro ships and vary in design to suit the trade. These
must be closed before sailing & their water tightness maintained.
3. Cross flooding & closing of valve and watertight doors
4. Effects of flooding on intact stability

1) Shift in centre of buoyancy, KB increases.

2) Intact water plane area decreases, reducing BM.
3) GM reduces thereby reducing stability & righting lever.
4) Approaching angle of Loll & risk of capsizing.
5) Increase in draft.
6) Adverse heel or trim as per damage location
7) Loss of manoeuvrability thereby increasing risk of further damage.
8) Loss of buoyancy is made up by reserve buoyancy which reduces.
9) Displacement remains unchanged.
10) Area under GZ curve reduces.

Unit 6 : Competency No.11.2 - Ship Construction, Fundamental principles of ship

construction

Shipbuilding covers a wide field of crafts with new developments occurring regularly, hence
the dynamism needs to be updated at all times through latest publications, books,
transactions, libraries, technical institutes and websites only after confirming their validity.
Ships are one of the largest, mobile man-made structures compared with major buildings but
have to additionally withstand enormous forces from wind & waves. Structural arrangements
are of great importance because it needs to be strong and light as possible to earn by carrying
cargo or the weight it is designed for.

Hull structures have to fulfil many important requirements including the following:
 i. Maintaining water tight integrity.
ii. Separate internal spaces for cargo, fuel, ballast, equipment etc.
iii. Resisting forces acting on the ship particularly waves.
iv. Conform with hydrodynamics i.e. efficiency in speed & fuel.
v. Material properties for fatigue & corrosion.
vi. Comply with regulatory requirements of classification, IMO and industry
recognised organisations, guilds, associations prevailing.

Unit 7 : Competency No.11.2.1 (1-22) - General Knowledge of Principle structural

members of as a ship and the proper names for various parts

1. Principal types of vessels and their general arrangement plan showing extreme dimensions,
bulkheads cofferdams, pump rooms etc.

2. Sketch outline of midship section showing camber, rise of floor, tumble home, bilge radius
gunwale etc.

Camber: Transverse curvature of the deck measured as the difference between the heights at
the sides and at the centre.

Rise of floor: Transverse rise of the bottom plating above the keel plate at amidships.

Tumble-home: Fall in the ship sides amidships, at the deck line.

Bilge: Bottom part of a cargo hold or machinery space or any other enclosed space where
rain or wash water can accumulate before it is pumped out.

Gunwale: Rounded plate that joins the deck stringer to the sheer strake.

Turn of bilge

3. Explain flare sheer, rake, parallel middle body entrance, run etc.

Flare: is the outward curvature of the side shell above the waterline at the forward end of the
ship. It increases buoyancy & limits sinkage of the bow into head seas. Promotes dryness
forward & provides a wider forecastle deck allowing anchors to drop clear of the shell
plating.

Sheer: Rise of ship’s deck fore & aft. It adds buoyancy to the ends where it is needed most.
Used in calculating freeboard.

Rake: Stem rake is the inclination of the stem line to the vertical. Keel rake is the inclination
of the keel line above the horizontal line drawn at the top of keel plate.
Parallel middle body: middle part where the transverse section remains constant in area &
shape.

Entrance: Immersed body of the hull forward of the parallel body.

Run: Immersed body aft of the hull.

4. Sketch and describe transverse, longitudinal and combined system of framing.

Longitudinal framing:
1. Used for ships exceeding 150m length and for strengthening longitudinal bending
stress.
2. Deck & bottom longitudinal frames have greatest scantlings since they are stiffening
the highly stressed part of the hull. The side shell longitudinal have least scantlings
uniformly increasing towards bilge to match with bottom scantling size.
3. Continuity of strength is maintained through the bulkhead particularly the bulkheads
 forming end of tanks. Gusset plate or specified brackets are used for the purpose.
4. Any alternate arrangement for longitudinal continuity needs to be approved by the
classification society.

Transverse framing:
1. Used on smaller ships where longitudinal stresses are not so great and transverse strength
is given more consideration.
2. Transverse framing is used where maximum bale capacity required.
3. Bale capacity is reduced when transverses support the longitudinal framing as then
transverses need to be deep.
4. Deck transverses support longitudinal of deck; the transverse floors support longitudinal
of bottom; however both the transverses need to be aligned along the same frame.

Combined system:
1. Composite framing is used to combine advantages of both systems.
2. Longitudinal framing is used for decks & bottom structure and transverse framing is used
where longitudinal stress is less but shear stress is more. Also in way of fore & aft peaks
pounding stress is more than the longitudinal stress.
3. Double bottoms below the engine room are transversely framed with solid plate floors
providing principal support between inner bottom & shell.
4. Transverses are built of a plate web & heavier flat face bar, the depth being adequate to
allow sufficient materials abreast the slots through which the longitudinal pass.
5. Explain with sketches construction of double bottom & frames in a bulk carrier & tanker
etc.
6. Sketch a grid - section of bulk carrier.

Bulk carrier: double hull mid-ship section.

7. Functions of deck beam and shell plating & methods of securing the shell plating.

Basic function of any deck beam is to strengthen the deck. Beams assisted by stiffeners lead
towards the girder at suitable intervals to form a strong networked support for the deck.
Girders, beams and angle stiffeners are fitted on the underside of decks. Decks are
strengthened to take cargo load, machineries mounted onto them and are part of strong
structure over the hull. Loads are transmitted to the bottom structure through pillars &
bulkheads. Beams, girders, stiffeners are well aligned for load distribution.
Beams & girders are shaped as per the camber & sheer. Decks in way of large hatch
openings and in between hatchways are additionally strengthened. Besides thickness
adequate deck beams are fitted to withstand transverse and torsion stresses. Plates adjoin ship
side are called deck stringers. Decks maybe joined to the ship side through rounded gunwale
of same thickness as the sheer strake.

8. Functions of stem frame & rudder, different types of rudder, advantages etc.

Function of the stern frame is to provide a strong & adequate arrangement to mount the
rudder and move it for steering the vessel. Stern frames must be efficiently attached to
adjoining hull structure. It is connected on to the flat plate keel for 2-3 frame spaces. The
after most plate of the keel is called the ‘coffin plate’ and is rounded at this extension. The
rudder post extends upwards and is connected to the transom floor which holds the rudder
post that supports the stern frame. Stock is connected to the rudder for moving it. Gudgeons
are forged on the rudder post and pintles inserted to hold the rudder with suitable means to
reduce friction.
Rudders are described by the arrangement about their axis.
a) Unbalanced rudder: all area aft of the turning axis.
b) Semi-balanced: small part forward of turning axis.
c) Balanced rudder: more than 25% of area forward of turning axis thus
reducing required torque.
Rudders are stream lined & of double plate construction. Internal webbed framework are
used for the heavy forgings that form housings of the rudder. The upper is like a horizontally
flat palm acting as coupling point of rudder stock. Lifting hole is provided in the rudder to
enable a vertical in line lift. Every rudder is tested for its water tight integrity. Internal
surfaces are coated with bitumen or float coat. Drain hole is provided at the bottom of the
rudder to check for water entry during examination in dry dock.
9. Stern & bow construction.
10. Different types of propeller and its geometry. How propeller is attached to tail shaft.

11. Tonnage

1.The number of tons of water that a ship displaces when afloat.

2. The capacity of a merchant ship, often measured in units of 100 cubic feet.
3. A duty or charge per ton on cargo, as at a port or canal.
4. The total shipping of a country or port, figured in tons, with reference to carrying capacity.
5. Weight measured in tons.

Tonnage is a measure of the cargo-carrying capacity of a ship, and is commonly used to

assess fees on commercial shipping. The term derives from the taxation paid on tuns or casks
of wine. In modern maritime usage, "tonnage" specifically refers to a calculation of the
volume or cargo volume of a ship. Although tonnage (volume) should not be confused with
displacement (the actual weight of the vessel), the Imperial ton of 2240 lbs is derived from
the fact that a "tun" of wine typically weighed that much.
Tonnage measurements are governed by an IMO Convention (International Convention on
Tonnage Measurement of Ships, 1969 (London-Rules)), which initially applied to all ships
built after July 1982, and to older ships from July 1994.[1]
Gross tonnage (GT) is a function of the volume of all of a ship's enclosed spaces (from keel
to funnel) measured to the outside of the hull framing. The numerical value for a ship's GT is
always smaller than the numerical values of gross register tonnage (GRT). Gross tonnage is
therefore a kind of capacity-derived index that is used to rank a ship for purposes of
determining manning, safety, and other statutory requirements and is expressed simply as GT,
which is a unitless entity, even though it derives from the volumetric capacity in cubic
metres.
Net tonnage (NT) is based on a calculation of the volume of all cargo spaces of the ship. It
indicates a vessel's earning space and is a function of the moulded volume of all cargo spaces
of the ship.
A commonly defined measurement system is important, since a ship's registration fee,
harbour dues, safety and manning rules, and the like may be based on its gross tonnage (GT)
or net tonnage (NT).
Gross register tonnage (GRT) represents the total internal volume of a vessel, where one
register ton is equal to a volume of 100 cubic feet (2.83 m3); a volume that, if filled with fresh
water, would weigh around 2.83 tonnes. The definition and calculation of the internal volume
is complex; for instance, a ship's hold may be assessed for bulk grain (accounting for all the
air space in the hold) or for bales (omitting the spaces into which bulk, but not baled cargo,
would spill). Gross register tonnage was replaced by gross tonnage in 1982 under the
Tonnage Measurement convention of 1969, with all ships measured in GRT either scrapped
or re-measured in GT by 1994.[2][1]
Net register tonnage (NRT) is the volume of cargo the vessel can carry—that is, the gross
register tonnage less the volume of spaces that do not hold cargo (e.g., engine compartment,
helm station, and crew spaces, again with differences depending on which port or country
does the calculations). It represents the volume of the ship available for transporting freight
or passengers. It was replaced by net tonnage in 1994, under the Tonnage Measurement
convention of 1969.
The Panama Canal/Universal Measurement System (PC/UMS) is based on net tonnage,
modified for Panama Canal purposes. PC/UMS is based on a mathematical formula to
calculate a vessel's total volume; one PC/UMS net ton is equivalent to 100 cubic feet (2.83 m
3
) of capacity.[3]
Suez Canal Net Tonnage (SCNT) is derived with a number of modifications from the
former net register tonnage of the Moorsom System and was established by the International
Commission of Constantinople in its Protocol of 18 December 1873. It is still in use, as
amended by the Rules of Navigation of the Suez Canal Authority, and is registered in the
Suez Canal Tonnage Certificate.
Thames measurement tonnage (TM) is another volumetric system, generally used for small
vessels such as yachts; it uses a formula based on the vessel's length and beam.

12. Outline of ships survey rules & certificates carry onboard.

13. Arrangement & layout of accommodation, cargo spaces, machinery

spaces etc.
14. Bottom Structure - Single & double bottom construction, Keels, types of floors, girders,
bottom frames, transverse and longitudinal framing, side shell and decks, transverse and
longitudinal framing side, transverse deck / bilge keel / longitudinal, stingers, deck girders.
Bilge keel
15. Hold drainage system

16. Bulkheads corrugates, ordinary, transverse, longitudinal and stiffening angle pillars

17. Hatches and hatch covers. How water tightness is achieved between hatch cover and
coming.
18. Superstructures.
19. Structural strains on ships (i.e, panting, pounding, racking, torsion, sloshing load etc)
20. Material used in construction of ship and standard steel sections.

21. Describe fitting of air pipe, sounding pipe to tanks on a ship.

22. Shaft tunnel and stern tube
Stern Tube
Damage stability criterion varies from ship to ship and the requirement for the same is given
in SOLAS chapter II-1. It may be single compartment flooding, multi compartment flooding,
engine room flooding etc.

Change in disp vol = Disp/SWd – Disp/DWd

= change in draft x WPA

So, Disp (SWd – DWd) / (SWd x DWd) = change in draft x 100TPC /SWd
Change in draft = Disp (SWd – DWd) / 100TPC x DWd

For fresh water,

DWd = 1.000t/cbm & SWd = 1.025 t/cbm.

Change in draft = Disp x .025 /100TPC

= Disp / 4000TPC in m.
= Disp / 40TPC in cms.