Seamanship techniques

Instrument Flying Rating Hydrographic Office IIP International Ice Patrol Organization IMDG International Maritime Dangerous Goods code IMO International Maritime Organization INF Irradi

SEAMANSHIP TECHNIQUES

3rd Edition for: Shipboard & Maritime Operations

Seamanship Techniques (Combined Volume) 2001, Heinemann ISBN 07505 5231 4

Seamanship Techniques Volume III, ‘The Command Companion’ 2000, Butterworth/Heinemann ISBN 07506 4443 5

Marine Survival and Rescue Systems (2nd Edition) 1997,Witherby, ISBN 1856091279

Navigation for Masters (2nd Edition) 1995, Witherby ISBN 1856091473

An Introduction to Helicopter Operations at Sea – A Guide to Industry (2nd Edition) 1998, Witherby, ISBN 1856091686

Cargo Work (Kemp and Young, 6th Edition) Revised Butterworth/Heinemann ISBN 0750639881 Anchor Practice – A Guide to Industry, 2001, Witherby ISBN 1856092127

Marine Ferry Transports – An Operators Guide, 2002, Witherby ISBN 1856092313

Dry Docking and Shipboard Maintenance, 2002, Witherby ISBN 1856092453

Website: www.djhouseonline.com

SEAMANSHIP TECHNIQUES

OXFORD AMSTERDAM BOSTON LONDON NEW YORK PARIS SAN DIEGO SAN FRANCISCO SINGAPORE SYDNEY TOKYO

Linacre House, Jordan Hill, Oxford OX2 8DP

200 Wheeler Road, Burlington, MA 01803

First published as two volumes 1987

Volume 1 first published as paperback 1989

Volume 2 first published as paperback 1990

Single volume edition 1994

Reprinted 1995, 1997, 1998, 1999 (twice)

Second edition 2001

Reprinted 2003

Third edition 2004

Copyright © 1987, 1994, 2001, 2004, D J House All rights reserved.

No part of this publication may be reproduced in any material form (including photocopying or storing in any medium by electronic means and whether or not transiently or incidentally to some other use of this publication) without the written permission of the copyright holder except in accordance with the provisions of the Copyright, Designs and Patents Act 1988 or under the terms of a licence issued by the Copyright Licensing Agency Ltd, 90 Tottenham Court Road, London, England W1T 4LP.Application for the copyright holder’s written permission to reproduce any part of this publication should be addressed to the publishers.

Permissions may be sought directly from Elsevier’s Science and Technology Rights Department in Oxford, UK: phone: ( 44) (0) 1865 843830; fax: (44) (0)

1865 853333; e-mail: permissions@elsevier.co.uk.You may also complete your request on-line via the Elsevier Science homepage (http://www.elsevier.com),

by selecting ‘Customer Support’ and then ‘Obtaining Permissions’.

ISBN 0 7506 6315 4

British Library Cataloguing in Publication Data

A catalogue record for this book is available from the British Library

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A catalogue record for this book is available from the Library of Congress

Typeset by Charon Tec Pvt Ltd., Chennai, India

Printed and bound in United Kingdom

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website www.djhouseonline.com

Preface to 1st edition (Part One) xiii

Main structural members – compensating stress factors

Steel hatch cover 141

Marine evacuation system (MES) 248

Single letter meanings – International code of signals 282

Sample messages employing international code of signals 288

The gyro compass 335

Heavy weather precautions (general cargo vessels)

Single-letter signals between ice-breaker and assisted vessels 393

Damage control 450

Deck department checklist for watertight integrity

Engine room department checklist for machinery

Inward and outward procedures for hydrolift docking systems 465

Turning vessel short round 597

Mediterranean moor – modern vessel: equipped

Interaction 605

Introduction 616

OF POLLUTION

Introduction 659

Contracting governments to the convention as of

Appendix II: Officer of the watch – certificate of competency 685Appendix III: Chief officer (1st mate) – certificate of

Appendix IV: Ship’s master – certificate of competency 700

This single volume edition of general seamanship provides a comprehensivecover to the needs of marine students and serving seafarers It is ideal forMerchant Navy Officers from Cadet rank to Master Mariner and incorp-orates all recent amendments to collision regulations.

In changing times the design and build of ships has altered and theneeds of the professional mariner must be adapted to meet these moderntimes However, old vessels do not disappear overnight and the old practices

of basic seamanship are still required in all quarters of the globe.The tical seaman must adapt alongside a developing hi-tech industry and be able

prac-to improvise when the need arises

This work takes account of many types of vessel engaged on manycommercial trades and is expected to continue to be the accepted refer-ence on general seamanship It incorporates all the subjects required by theprofessional mariner, including: anchor work, rigging, cargo work, survivaland boatwork, communications, search and rescue practice, watchkeeping,meteorology, marine instruments, tanker work and pollution, togetherwith marine emergencies and ship handling

The marine industry is demanding in nature It absorbs not only theships which create its very existence, but also the personalities of the pro-fessional men and women cast within its perimeter It has been my greatfortune to have made the acquaintance of a number of these professionals,without whose teaching and understanding this work could never haveevolved My personal thanks are sincerely given, especially to the following:J.W Riley, Lt, Cdr (SCC, RNR Retd)

Mr A R Ollerton, Senior Lecturer, Nautical Studies, Master Mariner,DMS, AMBIM

Mr J Finch, Senior Lecturer, Nautical Studies, Master Mariner and to

my wife Lucia, just for being there

Since the first edition of Seamanship Techniques, many facets of modern

seamanship have been caused to change, considerably New equipmentlines have influenced procedures, new legislation has altered legal con-cepts, while the overall design of ships’ hulls have provided a potency towhat, for many years, was a staid and traditional industry

Equipment and methods of operation have clearly been changed to suit

an age of technology Electronic Charts are rapidly turning the face of gation, while major advances with AIS and VDR units are encroaching onthe practice of collision avoidance Highspeed craft have influenced allaspects of the industry Fortunately, such refinements are envisaged to make

navi-a more effective navi-and snavi-afer environment for our senavi-afnavi-arers

Decisions about the format of this revised edition had to be taken toretain the old terms, for historical use, or jettison obsolete topics in favour

of bringing the text into the twenty-first century As the author, I realisedthat many readers use sections of the book for reference, while the mod-ern marine student requires up-to-date modern information I would like

to think that the optimum balance has been taken, with some of the datedprocedures being reduced or eliminated, while the new ideas for today’sseafarers have been incorporated

Tomorrow’s ships will be driven by the principles of today’s seafarers.While the safety of life at sea must still prevail, it is anticipated that ourmaritime heritage will continue to steer a course of prosperity for all onthe high seas

I would like to express my appreciation and thanks to the following fortheir assistance in supplying diagrams, photographs and information rele-vant to this work:

Additional artwork by A Benniston

AFA – Minerva Ltd., Marine and Offshore Division

AGA Spiro Ltd

Anker Advies Bureau b.v

Anschutz & Co., GMBH

Ateliers et Chantiers de Bretagne – ACB

Beaufort Air-Sea Equipment Ltd

British Ropes Ltd

Bruce Anchor Ltd

Bruntons (Musselburgh) Ltd

Butterworth Systems (UK) Ltd

C.M Hammar Handels A.B

Creative Ropework (published by G Bell & Sons Ltd) by

Stuart E Grainger

Dubia dry docks

Dunlop Beaufort Canada

Dunlop Ltd

E & FN Spon Ltd for references from Cargo Access Equipment

E.H Industries Ltd

Elkem a/s Stalog Tau

Elliott Turbomachinery Ltd/White Gill Bow Thrusters

F.R Fassmer & Co

F.R Hughes & Co., Ltd

General Council of British Shipping

General Council of British Shipping/MNTB

Heien – Larssen A/S

Henry Brown & Son Ltd

HM Coastguard – Maritime Rescue Sub Centre Formby, LiverpoolHMSO – British Crown Copyright Reserved

Holland Roer – Propeller,The Netherlands

Hydrographic Department of the Navy

I.C Brindle & Co

Imtech Marine and Industry,The Netherlands

J.M.Voith GmbH

James Robertson & Sons, Fleetwood

John Cairns Ltd (for extracts from the International Manual

of Maritime Safety and The S.O.S Manual )

Kelvin Hughes Ltd, Naval & Marine Division of Smiths Industries Aerospace

Lisnave Estaleiros Navais, S.A

Litton Marine SystemsLloyds Beal Ltd.

Macgregor & Co (Naval Architects) LtdMaritime and Coastguard AgencyMitsubishi Heavy Industries Ltd., Shimonoseki Shipyard and Machinery Works

MPJ Waterjets, SwedenNegretti & Zambra (Aviation) LtdNEI Clarke Chapman Ltd, Clarke Chapman Marine

P & O European (Irish Sea) FerriesPains Wessex Schermuly LtdRFD Inflatables LtdSchilling RuddersSiebe Gorman & Company LtdSperry (Marine Systems) Ltd

Stanford Maritime Ltd for references from The Apprentice and His Ship

(Charles H Cotter)

Stanford Maritime Ltd., for references from Tugs by Captain Armitage and from Basic Shiphandling for Masters & Mates, by

P.F WillertonThe British Broadcasting Corporation

The Motor Ship (published by IPC Industrial Press Ltd) The Motor Ship (published by IPC Industrial Press Ltd)

The Nautical College, Fleetwood - Lancashire Education Committee

The Solid Swivel Company LtdThe Welin Davit & Engineering Company LtdThomas Mercer Chronometers Ltd

Thomas Walker & Son LtdUnited States CoastguardWagner Engineering Associates LtdWatercraft Ltd - Survival Craft DivisionWestland Helicopters Ltd

Whessoe Systems and Controls LtdWhittaker Corporation - Survival Systems Division

Additional Photography

Capt J.G Swindlehurst Master Mariner (MN)Capt K Millar Master Mariner (MN)

Mr A.P.G House (Research Assistant)

Mr G Edwards Ch/Eng., (retd)

Mr E Hackett Senior Lecturer, Nautical Studies

Mr C.D House (I.T Consultant)

David House has written extensively on marine disciplines and has, to

date, twelve maritime titles to his credit including: Helicopter Operations at Sea, Anchor Practice, Marine Ferry Transports, Dry Docking, Cargo Work, and Navigation for Masters (3rd Edition).

His works draw on a sea-going background on the following types ofvessel: General cargo, container, reefer, dredger, passenger liner, ferry,Ro-Ro and Ro-Pax and some warship experience

David House is a Senior Lecturer to all grades of marine students at theFleetwood Nautical Campus in the North West of England

AB Able Seaman

Shipping

A.C (i) Admiralty Class (Cast)

A.C (ii) Alternating Current

ACV Air Cushion Vessel

AHV Anchor Handling Vessel

AIS Automatic Identification

AMIRIS Advanced Maritime

Infrared Imaging System

AMVER Automated Mutual Vessel

Reporting system

APP Aft Perpendicular

ARCS Admiralty Raster Chart

Service

ARPA Automatic Radar

Plotting Aids

ATT Admiralty Tide Tables

AUSREP Australian Ship

BP (i) Between Perpendiculars

BP (ii) British Petroleum

CCTV Close Circuit Television

CD (i) Chart Datum

CD (ii) Compact Disc

the Prevention of Collisions at Sea

Practice for Cargo Stowage and Securing

(DNV notation) DOC(Alt.DoC) Document of

Allowance d.w.t Alt.(dwt) Deadweight Tonnage

Room

Breathing Device (IMO shipping by July 2002) EFSWR Extra Flexible Steel

Critical Analysis

Perpendicular

FPSOs Floating Production

Storage Offloading system

Vessel

FRD (Fwd) Forward

FSU Floating Storage Unit FSW Friction Stir Welding FSWR Flexible Steel Wire

Rope

FWE Finished With Engines

G Ships centre of gravity

GG 1 That distance measured

from the ships original

C of G, to a new position of the ships

GRP Glass Reinforced Plastic grt (GT) Gross Registered Tonnage

HDOP Horizontal Dilution of

HMSO Her Majesty’s Stationary

Office HMAS Her Majesty’s Australian

Ship H.P (i) Horse Power (ii) High Pressure HPFWW High Pressure Fresh

Water Wash

Unit

of Lighthouse Authorities IAMSAR International

Aeronautical and Marine Search &

Rescue manual

Chemical Code ICAA International Civil

Aviation Authority

of Shipping

I.F.R Instrument Flying

Rating

Hydrographic Office IIP International Ice Patrol

Organization IMDG International Maritime

Dangerous Goods (code)

IMO International Maritime

Organization INF Irradiated Nuclear Fuel

System IOPPC International Oil

Pollution Prevention Certificate

Management System

System (Controllable

‘Podded’ propulsion)

ISM International Safety

Management (code)

Organization of Standardization ISPS International Port Facility

Security (code) ITP Intercept Terminal Point ITU (i) International Transport

Union (ii) International

Telecommunications Union

position of the ships keel

from the Keel to the Ships

C of G

from the keel to the Metacentre ‘M’

Gravity LCV Landing Craft Vessel

Certificate

(salvage) Lo-Lo Load on, Load off

LSA Life Saving Appliances

MARPOL Marine Pollution

MEC Marine Evacuation Chute

Medivac Medical Evacuation

Protection Committee

MES Marine Evacuation System

MEWP Mobile Elevator Work

Platform (Cherry Picker)

(300 kHz to 3 MHz)

MFAG Medical First Aid Guide

(for use with accidents

involving dangerous goods)

MGN Marine Guidance Notice

MODU Mobile Offshore Drilling

Committee (of IMO)

NVE Night Vision Equipment

NVQ National Vocational

Qualification

OBO Oil, Bulk, Ore (Carrier)

OIM Offshore Installation

Manager

Operation

OPIC Oil Pollution Insurance

P & I (club) Protection & Indemnity

PSC & RB Personal Survival Craft

& Rescue Boat psi Pounds per square inch

Deaths RCDS Raster Chart Display

Certificate

Passenger Vessel

Vehicle

SARSAT Search and Rescue

Satellite

Transponder SATCOM Satellite Communications S.B.E Stand By Engines

SCBA Self Contained Breathing

SOLAS Safety Of Life At Sea

(Convention) SOPEP Ships Oil Pollution

Emergency Plan SPC Self Polishing Copolymer

SWATH Small Waterplane Area

Twin Hull

TCPA Time of Closest Point of

Approach TEMPSC Totally Enclosed Motor

Propelled Survival Craft TEU Twenty foot Equivalent

TSS Traffic Separation Scheme TWI The Welding Institute

U.A.E United Arab Emirates

UHP Ultra High Pressure

UKOOA United Kingdom Offshore

Operators Association UKOPP United Kingdom Oil

Pollution Prevention (cert) ULCC Ultra Large Crude Carrier

Space

UN ECE United Nations Economic

Commission for Europe USA United States of America USCG United States Coast Guard

VCG Vertical Centre of Gravity

VDU Visual Display Unit VFI Vertical Force Instrument

VLCC Very Large Crude Carrier VLGC Very Large Gas Carrier VTMS Vessel Traffic Management

System VTS Vessel Traffic Services

(GMT)

THE SHIP

INTRODUCTIONThe art and science of seamanship has developed from the experience ofmaritime nations over many centuries Sea travel has passed through thedays of propulsion by oars, the discovery days of sail, through the advances

of steam on to the age of oil, and finally to the atomic period of advancedtechnology The art of mastering the means of transportation on water,having seen the excitement of discovering new worlds and the conquer-ing of new boundaries, has settled for the advance of trade in all directions

of the compass

The ship, once stored and provisioned, becomes the ideal in sufficiency, capable of the transport of cargo, livestock, troops, passengersgas, fluids, minerals etc.The fact that the vessel provides a source of powerwhich can cope with varying degrees of emergency and still be able tosustain itself says a lot for the developed marine industry

self-The ship is equipped with such ancillary equipment as required to beable to load and offload, in a safe condition, all cargoes and passengers asthe vessel is designed to accommodate Bearing the function of the ship

in mind, it is not difficult for seafarers to realise how their characters have been influenced by the independent nature of their employment.Seamanship and the ships themselves have created the spirit of adventurethat turned such men as Magellan, Drake, and Nelson into more than legends

Even in today’s ships, be they of the mercantile marine or ‘Men of War’,the same spirit prevails, and it is hoped that this book will direct the menwho man them, safely into good seamanlike practices

TERMS AND DEFINITIONS

Abeam

A bearing projected at right-angles from the fore and aft line, outwardsfrom the widest part of the ship (Figure 1.1)

Figure 1.1 The ship in relation to its surroundings.

Ahead

‘Right ahead’ is the line the fore and aft line, if projected, would extend infront of the vessel (Figure 1.1) Opposite to the term ‘astern’, when used inrelation to relative bearings It may also be used as an engine-room order

to cause the engines to turn in order to move the ship ahead

The maximum beam of the vessel measured from the outside edge of the

shell plating on either side of the vessel is the extreme breadth (Figure 1.2).

The beam of the vessel measured amidships, between the inside edge

of the shell plating on either side of the vessel, is the moulded breadth(Figure 1.2)

Camber (or round of beam)

The curvature of the deck in the athwartships direction.The measurement

is made by comparing height of deck at the centre of the vessel to height

of deck at the side of the vessel (Figure 1.2)

Depth The extreme depth of the vessel is measured from the bottom side of the

keel to the top of the deck beams, the measurement being taken at the side

The moulded depth is measured from the top side of the keel to the top

of the deck beams, at the side of the vessel

Flare

The outward curvature of the shell plating in the foremost part of the vessel,

providing more width to the fo’c’sle head and at the same time helping to

prevent water coming aboard

Fore and Aft Line

An imaginary line passing from the stem to the stern through the centre

of the vessel (Figure 1.3)

Freeboard

This is the vertical distance, measured at the ship’s side, from the waterline to

the top of the freeboard deck edge.The freeboard measurement is taken at the

midships point Deck edge is marked by a painted line 25 mm 100 mm,

above the plimsoll line

Figure 1.2 Ship’s principal dimensions.

Base line

Aft

sheer

For’d sheer

Keel Rake

The inclination of the line of the keel to the horizontal (Figure 1.4)

Length between Perpendiculars (LBP)

The distance between the for’d and aft perpendiculars

Length Overall (LOA)

The maximum length of the vessel measured from the extreme for’d point

of the vessel to the extreme after point (Figure 1.2)

Perpendiculars

A perpendicular drawn to the waterline from a point on the summer line where it intersects the stempost is called the forward perpendicular (FP)

load-A perpendicular drawn to the waterline at a point where the after side

of the rudder post meets the summer waterline is called the aft dicular (AP) If a rudder post is not fitted, then it is drawn from the centre

perpen-of the rudder stock

AFT Fore and aft line After

deck

All aft accommod’n

Steering flat

After peak ballast tank

Lower hold or tank area

Forepart

Bulbous bow

Collision bulkhead Double bottom tanks

Fo’c’sle head

Figure 1.4 Keel rake.

Stem Rake

The inclination of the stem line to the vertical

Tonnage

All ships constructed on or after 8 July, 1982 are measured in accordance

with the IMO 1969 International Conference on Tonnage Measurement

Existing ships built prior to this date were allowed to retain their existing

tonnage if the owner so desired, for a period of 12 years All ships must

now comply with the 1969 Convention from 18 July, 1994

Gross Tonnage (GT ) is defined as that measurement of the internal capacity

of the ship

The Gross Tonnage value is determined by the formula:

when K1 0.2  0.02 log10V

V total volume of all enclosed spaces measured in cubic metres

Net Tonnage (NT ) is that measurement which is intended to indicate the

working/earning capacity of the vessel Port and harbour dues are based

on the gross and net tonnage figures

Net Tonnage for Passenger Ships, carrying more than 13 passengers is

determined by the formula:

Net Tonnage for other vessels:

where

VC total volume of cargo spaces in cubic metres

d  moulded draught at midships in metres (Summer loadline draught

or deepest subdivision load line in passenger vessels)

D  Moulded depth in metres amidships

K2  0.2  0.02 log10VC

N1 Number of passengers in cabins with not more than 8 berths

N2 Number of other passengers

NT is not to be taken as less than 0.30 GT.The factor [4d/3D]2is not

taken to be greater than unity

The expression K V [4d/3D]2is not to be taken as less than 0.25 GT

N10

W = Area of water planeArea of rectangle WXYZ

Figure 1.5 Coefficient of fineness.

is very rarely the exact midships point.

Coefficient of Fineness (of the water-plane area) Cw

The ratio of the water-plane area to the area of the rectangle having the sameextreme length and breadth (Figure 1.5) Block coefficient of fineness of dis-placement is similarly applied, using the values of volume instead of area

Displacement

The displacement of a vessel is the weight of water it displaces, i.e theweight of the vessel and all it contains It is the immersed volume of theship in cubic metres density of the water, expressed in tonnes per cu m

It is normal practice to regard the ship’s displacement as being that placement when at her load draught (load displacement)

dis-Equilibrium

A body is said to be in stable equilibrium (Figure 1.7) if, when slightly

dis-turbed and inclined from its initial position, it tends to return thereto

A body is said to be in a state of neutral equilibrium if, when slightly disturbed

from its initial position, it exhibits no tendency to return thereto or to move

to another new position.A body is said to be in unstable equilibrium if, when

slightly disturbed from its initial position, it tends to move further from it

Figure 1.7 shows a vessel in stable equilibrium As the vessel heels to ° by

an external force (e.g waves, wind), G remains in the same position and Bmoves to B1 A righting couple is formed WGZ, where W is the weighteffect of the ship acting through G (due to gravity) GZ, being known

as the righting lever In triangle MGZ, GZ GM sin °.Therefore W 

GZ W GM sin °, bringing the vessel back to the upright position.This

is the situation when G is below M, i.e when GM is positive.

Weight

B

Buoyancy G

Figure 1.6

(a) Centre of buoyancy

The centre of buoyancy (C of B) is that point through

which the resultant of all the forces due to buoyancy may

be considered to act It is the geometric centre of the

underwater volume of the ship.

(b) Transverse metacentre

The transverse metacentre (M) is that point of

intersec-tion of a vertical line through the centre of buoyancy, in

the upright position, with a vertical line through the new

centre of buoyancy (B I ) in a slightly inclined position.

(c) Forces acting on a vessel in still water

The force of buoyancy must be equal and opposite to the

forces of gravity if no vertical movement of the body is

to take place For the body to float in the upright

posi-tion, both forces must act in the same vertical plane.

margin line Note: in determining this length account must be taken of the

permeability of the compartment

Lightship Displacement

Lightship is defined as the extreme displacement of a ship, when fully

equipped and ready for sea but without cargo, crew, passengers, fuel, ballast

water, fresh water and, consumable stores.The boilers are filled with water

to their working level

NB Displacement of a vessel can be expressed as a volume, in cubic metres or as a weight

determined by the Volume  Density of the water displaced In sea water the density

con-stant is taken as 1025 kg/m 3

Load Deadweight

Deadweight is defined by the difference in tonnes between the displacement

of a ship in water of a specific gravity of 1.025 at the load waterline

corre-sponding to the assigned summer freeboard and the lightweight of the ship

It consists of the total weight of cargo, stores, bunkers etc., when the

vessel is at her summer loadline

Margin Line

Defined by a line at least 76 mm below the upper surface of the bulkhead

deck, as measured at the side of the vessel

Permeability

In relation to a compartment space means the percentage of that space

which lies below the margin line, which can be occupied by water

Note: various formulae within the Ship Construction Regulations are used to determine

the permeability of a particular compartment.

Example values are:

Spaces occupied by cargo or stores 60%

Permissible Length

Of a compartment, having its centre at any point in the ships length, is

determined by the product of the floodable length at that point and the

factor of sub-division of the vessel

Premissible Length Floodable Length  Factor of Sub-Division

Reserve Buoyancy

The buoyancy of the immersed portion of the vessel is that which is

neces-sary to keep the vessel afloat.The buoyancy of all other enclosed watertight

spaces above the waterline is therefore residual buoyancy, more commonly

referred to as ‘reserve buoyancy’ It must be assumed that in the case of the

conventionally designed ship, if water equal to the displacement and

reserved buoyancy enters the vessel, it will sink Sufficient reserve buoyancy

Figure 1.7 Vessel in stable equilibrium.

M

Z

B1B G

M

Buoyancy Z Gravity

G

u°

is necessary in all seagoing vessels in order for the ship to rise quickly, owing

to the lift effect, when navigating, especially in heavy sea conditions

Subdivision Factor

The factor of subdivision varies inversely with the ships length, the ber of passengers and the proportion of the underwater space used for passengers/crew and machinery space In effect it is the factor of safetyallowed in determining the maximum space of transverse watertight bulk-heads, i.e the permissible length

num-VARIETIES OF SHIPShips come in all forms, and Figures 1.8 to 1.21 illustrate this variety Seealso Plates 1 to 6

PLATE AND CONSTRUCTION TERMS

‘A’ Frame

Supporting framework for the stern tube of a twin-screw vessel Used as

an alternative to a spectacle frame

Gaff

Figure 1.8 Sail disposition of British topsail schooner.

Figure 1.9 Longitudinal profile plan of general cargo

vessel.

A Steering gear flat

C Upper ’tween deck

D Poop ’tween deck

E No 5 double bottom tanks

F Oil fuel tanks

G Engine room double bottom tanks

H Upper ’tween deck

I Lower ’tween deck

J No 4 double bottom tanks

K, L Upper ’tween deck

M, N Lower ’tween deck

O No 3 double bottom tanks

P No 2 double bottom tanks

Q No 1 double bottom tanks

R No 2 cargo tank

S Ballast tank

V Chain locker

W No 1 cargo tank

X No 1 upper ’tween deck

Y No 2 fo’c’ sle ’tween deck

Z No 1 fo’c’ sle ’tween deck

K M

R

U

T V

S

SCALE (metres) F

Z Y

L N

No 5 Hold

KEY Strum box (bilge) Strum box/bi-directional valves (double bottom) Pipeline

Figure 1.10 Typical hold bilge pumping system.

Figure 1.11 Profile and general arrangement plans of

passenger/car ferry Kronprinsessan Victoria

Figure 1.13 Profile and deck plans of 8030 tonne DW

products tanker Cableman.

Boiler FW

Fuel oil bunker

Main

Pump room

PMP

Deep tank

WB Bowthrustcompt Fore WB

Galley

Officers mess Foam

Store Main

Deep TK WB Fore peak

Below main deck

No 1 cargo tank centre

No 2 cargo tank centre

No 3 cargo tank centre

No 4 cargo tank centre

No 5 cargo tank centre

X X

Figure 1.14 Product carrier (tanker) Six tanks have

heating coils, and there are four main pump rooms, with a capacity of 200 tons of water per hour For the stainless steel tanks, centrifugal pumps can sup- ply 30 tons per hour.

Figure 1.15 Chemical carrier.

Figure 1.16 Lok Priti (bulk carrier).

Deadweight, total at 10.67 m draught 26 000 dwt

Deadweight, total at 10.88 m draught 27 000 dwt

Capacities:

Holds, including wing tanks and hatches 35 091 m 3

Ballast, including No 4 hold 11 330 m 3

(9 188 bhp) at loaded draught 15.00 knots

Endurance 12 000 nautical miles

WB WB

WB WB

Stores Sea men

No 2 Store

Store

Rope store

WB WB

WB FO

FO

FO FO

Double bottom Main deck

Hydraulic pump

Hold No 1

Hold No 2 Hold No 3

Hold No 4 Hold No 5

Hold No 6 Hold No 7

Figure 1.17 Refrigerated cargo lines (reefer) – modern design.

W.ballast tank Empty

Fresh tank Empty

Fore W.B peak tank

2 fixed deck cranes, 25 tonnes.

Plate 1. The P & O, Class 1, Passenger Liner ‘Oriana’

seen lying Port side to the berth The ship is

seen dressed overall with flags along the fore

and aft stays.

Plate 2. The cable vessel ‘Pacific Guardian’ lies Starboard side to the berth The type of ship is distinctive with cable fitments at the bow and the stern positions.

Plate 3. The Greek Roll On–Roll Off, vehicle ferry

‘Mykono  ’ operating in the greek islands and Mediterranean ports.

Plate 4. The modern tanker at sea.

NB New tankers are now required to be built with double bottoms/double hulls to satisfy regulations.

Figure 1.19 Engine-room layout and disposition of

equipment on 13,230 DW container ship

Nathalie Delmas.

1 Main engine: SEMT-Pielstick 10PC4V-570

2 Main engine driven alternator:Alsthom 950 kW

3 Reduction gear/thrust bearing:ACB 386/77 rev/min

4 Seawater pump for No 1 diesel alternator

5 Seawater pump (refrigerated provisions)

6 Main engine local control

7 Oil transfer pump

8 Main engine freshwater heating pump

9 Swimming pool pump

10 Main engine oil cooler

11 Freshwater/high temperature/main engine cooler

12 Freshwater/low temperature/main engine cooler

13 Bilge and ballast pumps

14 Ballast pump

15 Boiler feed pumps

16 Seawater filter

17 Starboard water intake

18 Evaporator ejector pump

19 Tunnel access

20 Seawater general service pump

21 Main engine oil filters

22 Main engine oil emergency pump

23 Main engine pre-lube pump

24 Reduction gear oil coolers

25 Step up gear for electric motor

26 Heel pump

27 Main engine seawater pump

28 Main engine/high temperature/freshwater pump

29 Main engine/low temperature/freshwater pump

30 Main fire pump

31 Sludge transfer pump

32 Fuel oil automatic pump

33 Diesel oil/fuel oil transfer pump

34 Fuel oil transfer pump

35 Accommodation fresh water pump

36 Oil separator pump

37 Lube oil tank and pumps for rocker arms

38 Oily water separator

39 Seawater pump for No 2 diesel alternator

40 Bilge automatic pump

41 Shaft line

42 Level indicator panel

43 Diesel alternators: 2  SEMT-Pielstick 6P A6L-280 engines driving Unilec 1350 kW alternators

44 Step up gear for main engine pumps: Citroen-Messian

45 Travelling crane

46 Brake:Twiflex

47 Rails for dismantling rotors of turbocharger

48 ‘Cocooned’ spare pumps

49 Main engine oil return to ballast tank

50 Reduction gear oil pump

51 Main engine oil pump

52 Fuel oil leakage protection pump

53 Bilge water ballast tanks

54 Diesel alternators’ polluted oil ballast tank

55 Sterntube oil drainage

56 Aft well

57 Evaporator

58 Reduction gear oil emergency pump

59 Fuel oil/diesel oil treatment room:Alfa-Laval separators

60 Control air tank

61 Slop tanks

62 Port side fuel oil reserve bunker for diesel alternators

63 Starboard diesel oil reserve bunker

64 Feed pressure tank

65 Drain cooler

66 Main engine oil reserve tank

67 Fuel oil/diesel oil overflow tank