MT101 Principal dimensions and structural parts Flashcards
1
Q
is the length of a ship along the waterline from the forward surface of the stem, or main bow perpendicular member, to the after surface of the stern post, or main stern perpendicular member
A
Length between perpendiculars
2
Q
is a vertical line extending from the point at which the stem of the vessel is intersected by the design load waterline on the profile view.
A
forward perpendicular
3
Q
has been located to the outside plate or forward side of the stem
A
forward perpendicular
4
Q
is the line perpendicular to the constructed waterline and the rudder post
A
Aft Perpendicular
5
Q
is the length measured at the existing waterline from forward to aft end of the ship. It varies with the draft of the ship
A
waterline length (originally Load Waterline Length, abbreviated to LWL)
6
Q
is the length measured between the extreme ends of the ship from forward to aft
A
Length over all
7
Q
A middle parts of the ship
A
MIDSHIP
8
Q
is a vertical line passing through the mid point of the LBP
A
MIDSHIP or AMIDSHIPS
9
Q
is the distance taken at midship of vessel from port to starboard ( right to left).
A
Beam ( Breadth)
10
Q
is the vertical distance from deck to waterline
A
Freeboard
11
Q
is measured at the middle of the length, from the top of the keel to the top of the deck beam at the side of the uppermost continuous deck
A
Depth
12
Q
is the vertical distance measured along the ship sides from the bottom of the keel to the waterline
A
Draft
13
Q
outward curvature of a ships hull surface above the waterline
A
flare
14
Q
is the narrowing of a ship’s hull with greater distance above the water-line.
A
Tumblehome
15
Q
it is present when the beam at the uppermost deck is less than the maximum beam of the vessel
A
Tumblehome
16
Q
is a measure of lateral main deck curvature in naval architecture.The curve is applied to a deck transversely, measured as the height of deck at centerline above the height of deck at side
A
Camber
17
Q
is measured from the base line to the heel of the upper deck beam at the ship’s side amidships
A
Depth moulded
18
Q
is measured at the midship section is the maximum moulded breadth of the ship
A
Breadth moulded
19
Q
is taken from the lowest point of the keel to the summer load line.
A
Extreme draft
20
Q
represents extreme draft
A
Draft marks
21
Q
is the rise of the bottom shell plating above the baseline , this rise is measured at the line of the moulded beam
A
Rise of floor or Dead rise
22
Q
is a horizontal line drawn at the top of the keel plate.All vertical moulded dimensions are measured relative to this line.
A
Base line
23
Q
is a curvature of decks in the longitudinal direction.measured as the height of deck at side at any point above the height of deck at side amidships
A
sheer
24
Q
is the section of the hull where the mid-ship cross section remains the same over a number of stations
A
Parallel Middle Body
25
is not seen on all ship types and is most apparent on tankers,Container ships, and Bulk Cargo carriers
Parallel Middle Body
26
The immersed body of the vessel aft of the parallel middle body
run
27
The immersed body of the vessel forward of the parallel middle body.
entrance
28
is a storage place where the cargo is loaded and stored safely
CARGO HOLD
29
is a cover for the cargo holds for the protection of the cargo from the various natural and atmospheric conditions
HATCH COVER
30
These are the tanks made in the ship's hull or say in the ship's bottom part to carry the _ i.e. sea water to enable the ship to gain some stability and draft
BALLAST TANK
31
These are the tanks constructed in the ship's hull to store the ship's fuel oil i.e. diesel and heavy oil to run the ship's machinery.
BUNKER TANK
32
is 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
Engine room, or ER
33
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 potable water
PEAK TANK
34
is a ship hull design and construction method where the bottom of the ship has two complete layers of water tight hull surface: one outer layer forming the normal hull of the ship
DOUBLE BOTTOM TANK
35
is an opening in the deck of a vessel to provide access below leading to a hold, compartment, or cellar.
Hatchway
36
is a space between two continuous decks in the hull of a vessel, as between a shelter deck and a freeboard deck
Tween deck
37
is an upright wall within the hull of a ship which separate the hull into different rooms and compartments.
BULKHEAD
38
is a temporary enclosure built within, or in pairs across, a body of water and constructed to allow the enclosed area to be pumped out, creating a dry work environment for the major work to proceed
cofferdam (also called a coffer)
39
is a room, building, or compartment in which pumps are housed or from which they are controlled
Pump room
40
is a tank intended primarily for the carriage of liquids or gases and includes appurtenances, reinforcements, fittings, and closures
Cargo tank
41
a tank in an oil tanker which is used to collect the oil and water mixtures from cargo tanks after tank washing
Slop tank
42
STRUCTURAL PARTS OF THE SHIP
smokestack or funnel. stern. propeller and rudder. portside and starboard side. anchor. bulbous bow. bow. deck. superstructure
43
is the smokestack or chimney on a ship used to expel boiler steam and smoke or engine exhaust.They are also commonly referred to as stacks
FUNNEL
44
is the back or aft-most part of a ship or boat, lies opposite the bow, the foremost part of a ship
STERN
45
is a rotating fan-like structure which is used to propel the ship by using the power generated and transmitted by the main engine of the ship
PROPELLER
46
is a device used to steer a ship, boat, submarine, hover craft or aircraft
RUDDER
47
is a device, normally made of metal, used to connect a vessel to the bed of a body of water to prevent the craft from drifting due to wind or current
ANCHOR
48
can either be temporary or permanent
anchors
49
The word derives from Latin _, which itself comes from theGreek ἄγκυρα _
ancora. ankura
50
is a protruding bulb at the bow (or front) of a ship just below the waterline
BULBOUS BOW
51
modifies the way the water flows around the hull, reducing drag and thus increasing speed, range, fuel efficiency, and stability
bulb
52
is the front most part of a ship which cuts the water along its sides as the ship proceeds.
bow
53
is a permanent covering over a compartment or a hull of a ship
deck
54
is the horizontal structure that forms the "roof" of the hull, strengthening it and serving as the primary working surface
primary or upper deck
55
upward extension of an existing structure above the main deck (baseline)
superstructure
56
are very important to a ships safety
principal structures
57
both depends on a ships structure and should never be taken for granted
life and property
58
principal structural member of the ship
hull, keel, decks, bulkheads
59
is the main body of ship exclusive of mast superstructure and forecastle
hull,
60
is the longitudinal structure along the centerline at the bottom of a vessel’s hull, on which the rest of the hull is built, in some vessels extended downward asa blade or ridge to increase stability
KEEL
61
the main structural member and backbone of a ship or boat, running longitudinally along the centre of the bottom of the hull from stem to stern
keel
62
It may be made of timber, metal, or other strong, stiff material. Traditionally it constituted the principal member to which the ribs were attached on each side and to which the stem and sternpost were also attached.
keel
63
Another type of main keel—properly, the _ —is a vertical downward extension of the boat’s hull, narrowly V-shaped;
“full keel,” or “ballast keel”
64
it is usually ballasted or weighted for stability and lateral resistance
“full keel,” or “ballast keel”
65
Vertical partition walls which subdivide the ship interior into water tight compartments
Bulkheads
66
reduce the extent of seawater flooding in case of damage and provide additional stiffness to the hull girder. They can be flat or corrugated
Bulkheads
67
technically defined as the area built up over the sternpost, extending upwards from the counter rail to the taffrail.
stern
68
lies opposite the bow, the foremost part of a ship. Originally, the term only referred to the aft port section of the ship, but eventually came to refer to the entire back of a vessel.
stern
69
TYPES OF SHIPS
General Cargo* Oil, Chemical and Gas Tankers* Bulk Carriers* Combination Carriers* Container* RO-RO / CAR CARRIER* Passenger
70
is any sort of ship or vessel that carries cargo, goods, and materials from one port to another.
general cargo (cargo ship or freighter)
71
are usually specially designed for the task, often being equipped with cranes and other mechanisms to load and unload, and come in all sizes
Cargo ships
72
is a merchant ship designed for the bulk transport of oil.
oil tanker, also known as a petroleum tanker
73
two basic types of oil tankers
crude tanker and the product tanker
74
move large quantities of unrefined crude oil from its point of extraction to refineries.
Crude tankers
75
generally much smaller, are designed to move refined products from refineries to points near consuming markets
Product tankers
76
is a type of tanker ship designed to transport chemicals in bulk
chemical tanker
77
As defined in _ , chemical tanker means a ship constructed or adapted for carrying in bulk any liquid product listed in chapter 17 of the International Bulk Chemical Code.
MARPOL Annex II
78
is a merchant ship specially designed to transport unpackaged bulk cargo, such as grains, coal, ore, and cement in its cargo holds. It is commonly known as loose cargo
bulk carrier, bulk freighter, or bulker
79
is a ship designed to be capable of carrying wet or dry cargoes.The idea is to reduce the number of empty (ballast) voyages, in which large ships only carry a cargo one way and return empty for another.
ore-bulk-oil carrier, also known as combination carrier or OBO
80
are cargos hips that carry all of their load in truck-size intermodal containers, in a technique called containerization
Container ships
81
They are a common means of commercial intermodal freight transport and now carry most seagoing non-bulk cargo
Container ships
82
are vessels designed to carry wheeled cargo, such as cars, trucks, semi-trailer trucks, trailers, and railroad cars, that are driven on and off the ship on their own wheels or using a platform vehicle, such as a self-propelled modular transporter.
Roll-on/roll-off (RORO or ro-ro) ships
83
use a crane to load and unload cargo
lift-on/lift-off (LoLo) vessels
84
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
Passenger Ship
85
is a type of vessel that maneuvers other vessels by pushing or pulling them either by direct contact orby means of a tow line
tugboat or tug
86
is a boat or ship used to catch fish in the sea, or on a lake or river.
FISHING VESSEL
87
refers to the practice of loading barges(lighters) aboard a bigger vessel for transport.
lighter aboard ship (LASH) system
88
It was developed in response to a need to transport lighters, a typeof (usually but not always) unpowered barge, between inland waterways separated by open seas
LASH SHIP
89
are typically towed or pushed around harbors, canals or rivers and cannot be relocated under their own power.
lighters
90
are cargo vessels used to transport cattle, sheep, goats, cows, buffaloes, etc.
Livestock carriers
91
They are crucial links in the world's food supply chain where several nations profit from exporting cattle at higher rates, and many countries access good quality meat and other extractives
Livestock carriers
92
of a ship is its width at its widest point
Beam
93
is the distance between planes passing through the outer extremities of the ship
maximum beam(BMAX)
94
is the maximum width where the hull intersects the surface of the water.
Beam at waterline (BWL)
95
is a force which tends to break or shear a beam across (perpendicular to)its major axis
Shear force
96
at any point on abeam is the total moment tending to alter the shape of the beam
Bending moment
97
are forces pushing one part of a body in one direction, and another part of the body in the opposite direction
Shear Force
98
is the algebraic sum of the vertical forces acting to the left or right of a cut section along the span of the beam
Shear Force
99
When two external parallel forces act in opposite directions on any part of a structure to break it apart or shear it, the forces are known as
shearing forces
100
are measured in tonnes.
shearing forces
101
the stress that may break or shear the structure apart
Shearing stress
102
is the reaction induced in a structural element when an external force or moment is applied to the element causing the element to bend
bending moment
103
is the algebraic sum of the moment of the forces to the left or to the right of the section taken about the section
bending moment
104
is the amount of bending caused to the ship's hull by external forces
bending moment
105
When the ship's ends are supported by crests of a wave known as
sagging
106
positive bending
sagging
107
When the ship is riding the crest of a wave at its midships, the bending moment is known as
hogging
108
negative bending
hogging
109
are measured in tonne- metres
BENDING MOMENT
110
is the straining of a ship heavily loaded amidships and more lightly forward and aft, causing the bow and stern to be higher than the middle section
SAGGING
111
is the straining of a ship lightly loaded amidships and more heavily forward and aft, causing the bow and stern to be lower than the middle section
hogging
112
are usually expressed in terms of percentage, with 100% being the ceiling limit.
Stresses
113
must be kept to the minimum as practicable and must never exceed 100%. It is recommended that as far as possible, _ be maintained below 90% or thereabout.
Hull stresses
114
may be reduced by adjusting the vessels Ballast / Fuel condition
High stresses
115
Ship floating at rest in still water
Static forces
116
Two major forces acting
- the weight of the ship acting vertically down- buoyancy acting up
117
refers to a constant force applied to a stationary object
static force
118
is too weak to move an object because it is being countered by equally strong opposite forces
static force
119
is the pressure exerted by a fluid at hydrostatic equilibrium on the contact surface due to gravity
Hydrostatic pressure
120
is due to the motion of the ship and the sea the structural stresses, caused by the above forces
DYNAMIC FORCES
121
DYNAMIC FORCES to which the ship structure is subjected may be categorized as:
Longitudinal stresses (hogging and sagging) Transverse stresses (racking and the effects o water pressure) Local dynamic stresses (panting and pounding)
122
LONGITUDINAL STRESSES
Hogging and sagging
123
If the buoyancy in midship is greater the ship will
Hogging
124
If the buoyancy in midship region is lesser the weight of the ship will
sagging (sag)
125
TRANSVERSE STRESSES
Racking and WATER PRESSURE
126
When a ship is rolling in a seaway or is struck by beam waves , the ship’s structure is liable to distort in a transverse direction
Racking
127
acts perpendicular to the shell of the ship, increasing with depth.
Water pressure
128
The effect is to push the ship’s sides in and the bottom up. It is resisted by frames, bulkheads, floor and girders
Water pressure
129
LOCAL DYNAMIC STRESSES
panting and pounding
130
is an in and out motion of the plating in the Bow of a ship and it cause by unequal water pressure as bow passes through successive waves
Panting
131
The effect is particularly evident at the bows as the ship pushes its way through the water.
Panting
132
refers to the ability for the body to move freely in that particular motion.
degree of freedom
133
These six freedoms are divided into two categories
three translational degrees, and three rotational degrees
134
three translational degrees arising out of ship motions
heaving, swaying, surging
135
The forward and aft linear motion(along x) of a ship is called
surging
136
he vertical up and down linear motion (along y) of a ship is called
heaving
137
The side to side linear motion(along z) of a ship is called
swaying
138
The rotational motion of a ship about longitudinal axis is called
rolling
139
The rotational motion of a ship about vertical axis is called
yawing
140
The rotational motion of a ship about transverse axis is called
Pitching
141
when a materials bent and it can with stand that bending without getting fractured, it is known as a
tough material
142
It requires a lot of cycles of bending before the material actually fails
Toughness
143
this refers to the property of the material to get deformed before it actually fails due to tension
Ductility
144
This property is dependent on temperature and decreases with rise in temperature
Ductility
145
a material tends to crack under compression or when its shape is changed due to operations such as extrusion, forging and so forth
Malleability
146
increases with temperature as against ductility which follow the reverse trend
malleability of a metal
147
also known as join ability, of a material refers to its ability to be welded
weldability
148
weldability, also known as
joinability
149
are also very critical to it’s over all strength , durability and toughness
welds
150
is the ability of a material to absorb energy and plastically deform without fracturing
Toughness
151
is the amount of energy per unit volume that a material can absorb before rupturing
material toughness
152
refers to the breakdown or degradation of metallic materials due to an electrochemical reaction when the surrounding environment
Marine corrosion
153
is defined as the ability of a material to resist plastic deformation, usually by indentation.
Hardness
154
The term hardness may also refer to resistance to:
Scratching, Abrasion, Cutting, Penetration
155
is the maximum stress that a material can withstand while being stretched or pulled
Ultimate tensile strength(UTS)
156
are a large family of metals. All of them are alloys in which iron is mixed with carbon and other elements.
Steels
157
are described as mild, medium- or high-carbon steels
Steels
158
is the construction of ships and other floating vessels. It normally takes place in a specialized facility known as a shipyard
Shipbuilding
159
follow a specialized occupation that traces its roots to before recorded history
Shipbuilders, also called shipwrights
160
is the most common material.It is to meet rather strict requirements: strength, flexibility, high manufacturability, weldability, cost, reparability, etc
Shipbuilding steel
161
is commonly used for plates of main deck, corrugation bulkhead, collision bulkhead, sheer strake, double-bottom tank top, cross deck etc.These are areas subjected to high stresses which ordinary strength steel cannot support
High tensile steel
162
was used in the deck and bottom structure, but lately it has also been used in side-structure and transverse element
High tensile steel
163
is defined as the load put on a piece of material or a structure.
Stress
164
is defined as the permanent deformity or weakness caused by excessive stress
Strain
165
A measure of the ability of a material to withstand a longitudinal stress, expressed as the greatest stress that the material can stand without breaking
TENSILE STRENGTH
166
The widest point and the width of the vessel is the
BEAM
167
Is a force which tend to break or shear a beam across (perpendicular to} its major axis.
SHEAR FORCE
168
It is the total moment tending to alter the shape of the beam
BENDING MOMENT
169
When the ship's end are supported by the crest of a wave known
SAGGING or positive bending
170
When the ship is riding the crest of a wave at its midships the bending moment is known as
HOGGING or negative bending
171
When ship is floating at rest in still water is called
STATIC FORCE
172
The 2 major forces acting on static force is
weight of the ship acting vertically down and buoyancy acting up.
173
A pressure acted by the fluid at hydrostatic equilibrium on the contact surface due to gravity is
HYDROSTATIC PRESSURE
174
There are six freedom divided into 2 categories; Give two translational ship motion?
heaving, swaying and surging.
175
shown as a horizontal line
latitude
176
shown as a vertical line;
longitude
