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Linglis OOW Module study > Ship Construction Terminology > Flashcards

Ship Construction Terminology Flashcards

1
Q

Measurements

A
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2
Q

Measurements Continued

A
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3
Q

Summer Load Line

A

The measured load line depicting the vessels assigned freeboard

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4
Q

Define Aft and Fwd Perpendiculars

A

AP: Vertical Line Perpendicular to the Base line where the summer load line crosses the stern
Usually passes through the Rudder Stock on a conventional Ship

FP
Vertical line perpendicular to the base line where the Summer Load Line crosses the Stem

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5
Q

-Length between perpendicular

-Amidships

A

The length of the measured value between the forward and aft perpendiculars

Amidships, Mid point along LBP

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6
Q

Length Overall

A

Extreme length of the vessel

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7
Q

Length on the waterline

A

Length at waterline measured at any given draught

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8
Q

-Sheer

-Depth

A

Sheer: Longditudinal curvature of the deck, adding buoyancy to the ends of the vessel, and gives protection for the crew in a seaway

Depth: The vertical distance between the baseline and the freeboard deck at amidships

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9
Q

Flare

A

The curvature of the bow plating. Allows anchors to drop clear and increases the buoyancy of the bows in a seaway

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9
Q

Camber

A

Transverse curvature of the deck, allowing the deck to shed water

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10
Q

Light displacement

A

The mass of a ship when complete and ready for sea, but with no passengers, cargo, fuel or stores. an Empty ship

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11
Q

Load/Summer Displacement

A

Mass of the vessel when fully loaded, floating at her assigned freeboard

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12
Q

Displacement

A

Mass of the vessel floating at any given draught between light displacement and summer draught marks

Δ = Underwater Volume (V) x Relative Density (RD) of the water.

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13
Q

Deadweight

A

Difference between lightship displacement and Displacement at any given time/Draught

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14
Q

Summer deadweight

A

Difference between lightship displacement and Summer displacement at the assigned freeboard

Summerdisplacement - Light displacement

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15
Q

Gross Tonnage

A

Internal volume less certain exemptions, calculated at a rate of 2.83 m cuber per tonne

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16
Q

Net tonnage

A

Obtained by deducting the non-freight spaces from the GT (accomodation etc)

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17
Q

Freeboard Deck

A

The uppermost continuous watertight deck having permanent means for closing all openings to maintain watertight integrity. Below which all Openings in the vessels side have permanent means for watertight closure

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18
Q

Superstructure

A

Parts of a ship, apart from its Masts and rigging, Built above the hull and main deck

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19
Q

Superstructure Deck

A

Deck forming an upper boundary around the superstructure

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20
Q

Assigned freeboard

A

The vertical distance amidships between the upper edge of the freeboard deck, to the upper edge of the Summer Load Line

21
Q

Beam

A

The greatest measured breadth measured to the outside of the shell plating

22
Q

Draught/Draft

A

The vertical distance between the baseline and the current waterline

23
Q

Reserve Bouyancy

A

The volume of the enclosed spaces between the waterline and freeboard deck. Expressed as a % of the total enclosed volume of the Ship.

This should be enough that if the largest watertight compartment is holed, the vessel will stay afloat

24
Q

Tonnes per Centimetre Immersion

A

The mass required to load/discharge in order to change the mean draught by 1cm

25
Q

Simple Beam

A

Simple Beam
When a uniform beam is sagged (its centre droops) the upper layer is compressed and the
lower experiences tension. Between the two there will be neither tension nor compression, the
neutral axis.

26
Q

Motions

A
27
Q

What reduces Longitudinal stresses?

A

Centre Girders
Side Girders
Longitudinal Girders
Stringers
Hull and Shell Plating

28
Q

What reduces Transverse Stress (racking)

A

Transverse Bulkheads

Web frames

Beams

Beam Knees

29
Q

Transverse stiffener

A

Similar to transverse frames but these are smaller and not full height

30
Q

Longitudinal stiffener

A

Run longitudinally parallel to the centre girder, resist hogging and sagging

31
Q

Vertical Stiffeners

A

These run vertically perpendicular to the waterline, adding strength to girders if required

32
Q

Stringer

A

Horizontal stiffeners running parallel to the waterline to help resist forces such as panting

33
Q

Continuous Centre Girder

A

Large steel one section girder running longitudinally along the ship, and resting on the Keel Plate. This helps to resist hogging and sagging by giving longitudinal strength to the ship.

34
Q

Plate floor

A

Made up of Vertical/horizontal plates running across the ship

Gives transverse strength

Supports the bottom plating and transfers the weight of the surrounding ship into the water downwards

Can have lightening holes, manholes and limber holes for drainage

35
Q

Hull / Shell Plating

A

The outer layer, skin of the ship. Designed to keep water out and support the structure.

Upper and lower ‘strakes’ are thicker to give added strength and resist hogging/sagging

36
Q

Transverse Frame

A

The ‘ribs’ of the ship giving support to the plating, deck and deck beams, As well as transferring the load from the deck down

37
Q

Beam Knee

A

Supports the join between the deck beam and the transverse frame. Resists racking and helps to transfer load from the deck into the frames

38
Q

Deck girder

A

Supports the deck and secures the deck beams adding longitudinal strength and helping to resist hogging and sagging

39
Q

Deck Beam

A

Supports the deck and transfers load from the deck to the transverse frames. Adds transverse strength to help to resist Racking

40
Q

Pillar

A

Supports the deck beam, transfers load to the plate floor

41
Q

Side Stringer

A

Horizontal longitudinal girder giving support to the frames and adding longitudinal strength to the structure

42
Q

Hogging

A

A vessel is said to be hogging when she is supported amidships, with unsupported bows and stern, causing them to droop

43
Q

Sagging

A

A vessel is said to be sagging when she is supported on the bow and stern by two crests of waves, and unsupported amidships, causing the bow and stern to bend upwards

44
Q

Racking Stress

A

When a vessel rolls in a seaway, the deck tends to move laterally relative to the bottom structure. This also tends to move the shell vertically on one side relative to the other. A stiff ship is prone to racking

45
Q

Local Stresses of:
Sheering stress
Point loading

A

The force exerted on a ship structure when two external parallel forces act in opposite directions to each other, to break it or shear it apart.

Point loading, caused by large amounts of force being exerted in place. Often caused due to incorrect loading arrangements, the mast of a sailing vessel etc

46
Q

Panting

A

The in and out movement of the shell plating due to changes in pressure, experienced most heavily in the bows of the vessel

47
Q

Local Force of: Pounding

A

Occurs in the bottom shell forward, when the vessel is driven head onto rough seas.

It creates a loud bang followed by a shudder vibration as the stresses transfer back through the hull

48
Q

Reducing pounding

A
  • Alter Course (do not drive directly into waves).
  • Reduce Speed (do not fly into waves).
  • Increase Scantlings (structural elements, like a honeycomb).
  • Thicken Shell Plating.
  • Plate Floors.
49
Q

Define Fresh Water Allowance (FWA)

A

FWA = Displacement/4 x TPC (SW)

The amount in mm a ship may legally submerse the appropriate salt water mark when in Fresh water.

The difference in draught when a vessel moves from Salt water to Fresh Water

Linglis OOW Module study (43 decks)

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