NAVAL ARCHITECTURE QUESTION AND ANSWERS (OOW ENGINE)

1) a) GIVE A DESCRIPTION OF THE PROCESS LEADING TO A

SUCCESSFUL DRY DOCK OF A SHIP
b) DESCRIBE THE EXAMINATIONS WHICH SHOULD BE CARRIED OUT
WHEN THE SHIP ENTERS A DRY DOCK.
c) GIVE STEP BY STEP PRECAUTION TO BE OBSERVED BEFORE AND
DURING FLOODING OF THE DOCK.
Ans
1(a)
This procedure is basically the dry docking procedure observed for gravity dry
docking of ship. On completion of port formalities (berth arrangement). The dock is
flooded by gravity through the valves that communicate with the exterior water.
Once the tide change is reached, the gate is lowered and the ship will proceed to
the dock with the assistance of tug boats and ship yard personnel. The positioning
of the ship in the dock is according to its specific keel dock arrangement. Once the
gate is closed, the water would be pumped out and gradually the ship is seated on
the blocks until the dock is completely emptied. It is important that the ship is
gradually de-ballast while the dock is emptied so as to prevent overloading on the
blocks, on the dock floor and on the ship structure.
1(b)
The examinations carried out when ship enters dry dock are as follows:
i) SHELL PLATING – The shell plating must be thoroughly examined for
corrosion of welds, damage, distortion and cracks at openings and
discontinuities. Any hull attachment such as lug, bilge and keel etc. must be
checked for corrosion. All openings for grid and sea boxers must be
examined.

ii) CATHODIC PROTECTION – Sacrificial anodes should be checked for

security attachment to the hull and the degree of wastage that has taken
place. With impressed current system the anodes and reference anode
must be checked again for security of attachments. The inert shields and
paint work near the anode should be examined for any damage or
deterioration.

iii) RUDDER – Visible structure of the rudder should be examined for cracks
and distortion. The drain plugs should be removed and checked for ingress
of water. Pintle and bearing wear and clearance should be measured. The
coupling bolt of rudder stock should be checked.

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 iv) STERN FRAME – The surface of the stern frame should be checked for
cracks particularly in the area where a change of section occurs or where
large bending moment is expected.

v) PROPELLER – The cone of the propeller should be checked. The rope

guard should be checked, the blades should be examined for cavitation and
corrosion damages.

vi) PAINT WORK – The shell plating should be examined for repairs, the shell
plating should be cleaned and then be prepared for recoating.

vii) ANCHORS AND CABLES – Clean the anchor and examine it for head
pivoting mechanism. Clean the chain locker. Cable should be laid out in the
dry dock, anchor links should be hammer tested.

1(c)
THE PRECAUTIONS TAKEN BEFORE FLOODING THE DOCK ARE AS
FOLLOWS –
i) All departments are to confirm that repairs assigned under their
departments are successfully completed with survey test carried out.

ii) Check rudder plug, double bottom plugs, vent are secured and anode are
fitted back on rudder.

iii) Check impressed current cathodic protection are fitted properly on the hull
and covers removed.

iv) Check all sea inlet, sea chest gratings, echo sounder and logs are fitted
with cover removed where necessary.

v) Check propeller and rudder are clear from any obstruction also ensure that
anchor and anchor chains is secured on board.

vi) Ensure all external connections are removed and all repaired overboard
valves are in place and secure any moving item inside the ship.

vii) Check sounding of all tank and match them with the value obtained before
entering the dry dock.

viii) Go through the checklist again and satisfactory checklist to be signed by

the mater and mater also sign authority to flood certificate.

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 ix) When flooding reaches overboard valve level, stop it and check valves and
stern tube for leaks.

x) Every crew member should be instructed to be vigilant while un-docking.

2) a) DRAW THE OUTLINE AMIDSHIPS SECTION OF A A BULK CARRIER

AND SHOW THE POSITION OF THE FOLLOWING:
i) WATER BALLAST
ii) UPPER HOPPER
iii) LOWER HOPPER
iv) CARGO HOLD
v) DOUBLE BOTTOM
b) USING A SIMPLE SKETCH, SHOW THE SIX FREEDOM OF MOVEMENT OF
SHIP FLOATING FREELY IN WATER.
Ans. 2(a)

MIDSHIP SECTION OF A BULK CARRIER

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 2(b)

HEAVE – This motion is the lifting up and down of the ship.

ROLL – This motion occur when the ship is tripping from side to side.
PITCH – This motion is the sea sawing up and down of the ship.
YAW – This motion is the fish tailing type, that is the ship is not in a straight cours
but producing a zigzag movement.
SURGE – This motion, the ship is being retarted and speeded up as the result of
wave action.
SWAY – In this motion, the ship moves from one side to the another.
3) a) EXPLIAN WHAT IS MEANT BY AND THE PURPOSE OF WHICH THE
FOLLOWING TERMS ARE USED.
i) GROSS TONNAGE
ii) NET REGISTERED TONNAGE

b) WHAT IS MEANT BY THE FOLLOWING:

i) DISPLACEMENT
ii) DEAD WEIGHT
iii) DERIVE A RELATIONSHIP BETWEEN DISPLACEMENT AND DEAD
WEIGHT.
Ans 3(a)
GROSS TONNAGE – This is the measurement of the total volume capacity of the
ship .
NET REGISTERED TONNAGE – This is the remaining volume of the ship after the
none earning space have been deducted from the gross tonnage.
Tonnage measurement is an essential aspect of registration of ship and
consequential levying of dues against ships, the measurement may also be for the
purpose of ascertaining the capacity of the earning/measurable space.

3(b)

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 i) Displacement of a ship is the combination of its light weight and its
deadweight.
ii) Dead weight tonnage of a ship is a measure of how much mass of ship is
carrying or can safely carry which includes the weight of cargo, crews,
water, luggages, stores etc. but does not include the weight of the ship
structure.
iii) The relationship between displacement and dead weight is:

Displacement = Dead weight + Light weight

4) a) STATE ARCHIMEDES PRINCIPLE OF LAW OF FLOATATION?

b) A PIECE OF BRASS OF RELATIVE DENSIDY 8.4 HAS A VOLUME OF
0.06 m AND SUSPENDED IN OIL OF RELATIVE DENSITY 0.8 , CALCULATE
3

THE APPARENT MASS OF THE BRASS. TAKE DENSITY OF WATER AS

3
1000 kg /m

Ans 4(a)
Archimedes Principle: It states that if a body (solid) is immersed in a liquid there is
an apparent loss in weight. This loss in weight is the upthrust exerted by the liquid
on the body and its equal to the weight of the vulume of liquid which the body
displaced.
Relative Density “R.D”= Mass of the body / Mass of equaly volume of fresh water
R.D = Weight of the body in air / weight in air – Weight in fresh
water
R.D = weight of body in air / Upthrust in fresh water
R.D = Mass of body / Apparent loss in mass in fresh water
4(b)
Given that:
Volume of brass = 0.06 m3
Density of water = 1000 kg /m3
Therefore:
Density = Relatove Dansity x 1000 kg /m3
= 8.4 × 1000 kg /m3
= 840 kg /m3
Recall that:
Density = Mass of the solid / volume of solid
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Implies that:
Mass of solid in air = Density x Volume of solid
= 840 × 0.06
= 50.4 kg
Also recall:
Relative Density = Mass of body / Apparent loss in mass in oil
0.8 = 50.4 kg / Apparent loss in mass in oil
Therefore:
Brass apparent loss in mass in oil = 50.4 kg / 0.8 = 63kg
= 63kg - 50.4kg
= 12.6 kg

5) a) WHAT ARE THE PRINCIPLE STRESSES TO WHICH SHIP HULL

PLATING ARE SUBJECTED.
b) WHAT ARE THE MAIN FUNCTION OF THE TRANSVERS BULKHEAD.
c) WHICH SHIP STRUCTURE WITHSTANDS THE HUGGING AND
SAGGING.
d) EXPLAIN THE TERM PANTING WITH RESPECT TO SHIP RIDING THE
WAVE.
Ans. 5(a)
The principle stress to which ship hull plating are subjected to are as follows:
i. POUNDING STRESS OR HITTING – This occurs mainly at the fore end
when the fore foot crashes down on the sea and during heavy pitvhing of
the ship.
ii. PANTING STRESS – This is the in and out motion of the plating particularly
at the bow. It occur during pitching at the stern. This type of stress is
reduced with panting stringer and beams.
iii. RACKING STRESS – This occurs at the beam during heavy rolling, when
the forces tend to deform the ship structure transversely.
iv. SHEAR STRESS – This happens mostly at the bulkheads due to different
loads in the compartment on either side of the bulkhead. If is contracted by
the deck, bulkheads shell and bottom plating.
v. TORSIONAL STRESS – This happens when a vessel is subjected to
corkscrew motion in oblique sea. It is also due to loading.

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 5(b)
TRANSVERSE BULKHEADS – It provides the considerable structural strength to
support the deck and prevents torsional distortion and deformation of the transverse
region caused by racking stress during the rolling of the ship.

5(c)
HOGGING AND SAGGING – This is the straining of the ship along the longitudinal
axis which causes the bow and stern to either be lower than middle portion or higher
than middle potion of the ship. This longitudinal strain could be as the result of
excess buoyance amidship or excess weight amidship. The longitudinal members of
the ship structure are responsible for withstanding hogging and sagging of the ship.
5(d)
PANTING OF SHIP HULL – This is the in and out movement of the ship shell plating
resulting from the variation of water pressure. This happens as weaves passes
along the hull and when the vessel pitches. Panting stress are reduced by panting
stringer and panting beams.

6) SUGGEST WITH REASONS WHY THE FOLLOWING CONDITION CAN

CONTRIBUTE TO REDUCTION IN SHIP SPEED.
a) DAMAGED PROPELLER BLADE
b) INDENTATION OF THE SHIP HULL
c) SHIP IN BALLAST
d) HEAVILY FOULED HULL
e) HOLE IN HOLLOW RUDDER PLATING

6(a)
Damages Propeller Blade: Mechanical Damage on ship propeller blade such as
bent or impacted blade causes local vaporization of water due to pressure reduction
on the propeller blade (cavitation). As the result of this, there would be progressive
break down in flow and consequently loss of thrust and reduction in ship speed.
6(b)
Indentation of Hull Plating: Ship colliding with the quayside takes a toll on the
smoothness of the hull or causes indentation on the hull plating. Such damage to
the hull affects the smoothness of water flow around the hull and further resistance

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to ship passage through the water will be encountered (increases frictional drag)
and consequently reducing the ship speed.
6(b)
Ship in Ballast: When a ship is heavily ballast, the surface of the ship hull displaces
some water. This increases resistance to ship movement due to increase in friction
between the water and the ship hull. The more the surfaces area of the ship hull is
immersed in water the higher the resistance in ship speed (high frictional drage).
6(c)
Heavily Fould Hull: When a vessel is frequently in port or in a river, it is highly
possible that its hull will attract a heavy growth of weed and similar organic growth
(fouling). This grow on the hull increases the ship weight and provides additional
resistance to the hull movement though the water and this eventually cases
reduction in speed performance of the ship.
6(d)
Perforation in Hollow Rudder Platin:

7) DEFINE THE FOLLOWING:

a) LENGTH OVERALL (L.O.A)
b) LENGTH BETWEEN PERPENDICULAR (L.B.P)
c) BREADTH EXTREME
d) DEPTH EXTREME
e) FREEBOARD
Ans. 7(a)
LENGTH OVERALL – This is the length measured from the extreme point forward to
the extreme point aft.
7(b)
LENGTH BETWEEN PERPENDICULAR – This is the horizontal distance between
the forward and after perpendiculars.

7(c)
BREADTH EXTREME – This is the maximum breath including all side plating, strap
and fenders.
7(d)
DEPTH EXTREME – This is the depth of the ship measured from the underside of
the keel to the top of the deck beam at the side of the uppermost continuous deck
amidship.

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 7(e)
FREEBOARD – This is the distance from the water line to the upper surface of the
freeboard deck at the side.

8) a) SKETCH THE TRANSVERSE AMIDSHIP SECTION THROUGH THE

STRUCTURE OF A BULK CARRIER. INDICATE THE MEMBERS WHICH
PROVE LONGITUDINAL AND TRANSVERSE STRENGTH.
b) COMMENT OF THE ADVANTAGES OF USING HIGH TENSILE STEEL IN
THE DESIGN OF BULK CARRIER.
c) LIST FIVE NON-FERROUS METALS USED IN SHIP CONSTRUCTION.

Ans. 8(a)

8(b)
High Tensile Steel (HTS) has been increasingly used in the construction of bulk
carrier because it greatly reduces building costs by reducing man-hours required for
welding. It also allows the handling of larger prefabricated units without increase in
weight. HTS has a significant weight advantage when compared to other steels of
the same strength, the reduction in hull weight has the additional benefit of allowing
the ship (bulk carrier) of a given size to carry additional cargo.

8(c)
Five non-ferrous metals used for ship construction are:
i) Bronze
ii) Brass
iii) Titanium
iv) Aluminium
v) Copper

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 9) EXPLAIN WITH AID OF SIMPLE SKETCHES THE TERM HOGGING AND
SAGGING WITH REFERENCE TO A SHIP MEETING WAVES HAVING THE
SAME LENGTH AS THE VESSEL.
Ans. 9
Sagging: The deck is undergoing compressive
stress while the keel is undergoing tensile
stress.

Hogging: The deck is undergoing tensile

stress while the keel is undergoing
compressive stress.

Hogging and sagging with respect to ship

meeting waves that have the same length as the ship occurs when a ship is in a
seaway, and the waves of the sea with their troughs and crests producing variation
of buoyant forces at different region of the ship length. When the tough is at centre
of the ship, the ship is said to be sagging and when the trough are at the fore and aft
of the ship, the ship is said to be hogging.

10) EXPLAIN THE PURPOSE OF THE FOLLOWING:

a) COLLISION BULKHEADS
b) TRANSVERSE WATER TIGHT BULKHEADS
c) LONGITUDINAL WATER TIGHT BULKHEADS
d) WATER TIGHT DOORS IN THE BULK HEAD
e) DOUBLE BOTTOM TANKS

Ans. 10(a)
COLLISION BULKHEADS – This is the foremost main transverse water tight
bulkhead. It extends from the bottom of the hold to the free board deck and it is
designed to keeps water out of the forward hold in case of bow collision damage.

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 10(b)
TRANSVERSE WATER TIGHT BULKHEADS – This type of bulkhead resist water
from circulating from one compartment to the other during flooding. The bulkhead
also provides considerable structural strength to support the deck and resist
deformation of the transverse region caused by racking stress during the rolling of
the ship.

10(c)
LONGITUDINAL WATER TIGHT BULKHEADS – Longitudinal water bulkheads
prevents water from circulating from one compartment to the other during flooding.
They also reduce longitudinal moment due to hugging and sagging.
10(d)
WATER TIGHT DOOR IN BULKHEAD – These are special type of doors which
prevents circulation of water from one compartment to the other, the door generally
matches the fire retarding capability and strength of the bulkhead in which they are
installed and water tight doors are mostly designed to be operated from the bridge.
The main purpose of these doors in bulkhead is to minimize the ingress of water in
case of emergency such as vessel listing due to flood.
10(e)
DOUBLE BOTTOM TANKS – These are tank compartments at the bottom of the
ship between inner bottom and the shell plating. They are basically used for ballast
water, fresh water, fuel oil etc.

11) a) DISCUSS THE ADVANTAGES AND THE DISADVANTAGES OF

WELDING COMPARE TO RIVETING IS IN SHIP CONSTRUCTION.
b) WHAT ARE THE TEST CARRIED OUT ON WELDED
STRUCTURE?
c) EXPLAIN THE WAY ALUMINIUM ARE JOINED TO THE STEEL
STRUCTURE.

Ans. 11(a)
ADVANTAGES OF WELDED OVER RIVETED STRUCTURES:
i) WATER AND AIR TIGHT – It is very difficult to maintain complete water
and air tightness in a riveted structure during services but a welded
structure is ideal for such application.

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 ii) REDUCTION IN WEIGHT – The weight of a hull structure can be reduced
as much as 10% to 20% if welded.
iii) LIMIT OF THICKNESS – It is difficult to rivet plates that are more than
2inches thick but welding virtually has no limit of thickness.
iv) SIMPLE DESIGN – In welded structure, members can be simply butted
together or fillet welded but in riveted structures, complex joint are required.
v) HIGH JOINT EFFICIENCY – Value of joint efficiency of welded structures
are higher than those of most riveted joints. Joint efficiency is defined as
Fracture strength of a joint / Fracture strength of base plate

DISADVANTAGES OF WELDED OVER RIVETED STRUCTURES:

i) DIFFICULTY IN ARRESTING FRACTURE – Once crack starts to
propagate in welded structure it is difficult to arrest. If crack occurs in
riveted structure, the crack stops at the end of the plate.
ii) RESIDUAL STRESS AND DISTORTION – Due to local heating during
welding, complex thermal stress occurs during welding resulting to
residual stress and distortion after weld.
iii) SENSITIVE TO MATERIAL – Some materials are more difficult to weld
than others; for example, steel with higher strength are generally more
difficult to weld without cracking and sensitive to small defect.
Aluminium is prone to porosity in the weld metal.
iv) POSSIBILITY OF DEFECT – Weld are often plagued with various type
of defect which include porosity, cracks, slag, inclusion etc.

11(b)
THE TEST CARRIED OUT ON WELDED STRUCTURES ARE AS FOLLOWS:
i) X- ray test
ii) Ultrasonic test
iii) Physical inspection test
iv) Magnetic particles method
v) Dye method of testing welded structure.
11(c)
THE TWO MOST COMMON METHODS USED FOR JOINING STEEL AND
ALUMINIUM STRUCTURAL MEMBERS ARE:
i) Bimetallic transition insert method
ii) Hot deep aluminizing method
BIMETALLIC TRANSITION INSERT METHOD – The inserts are best described as
section of materials that comprised of one part aluminium with an equal part steel
and both bonded to the aluminium. The method used for the bonding of these
12
dissimilar materials to form the bimetallic transition is either by rolling or explosion
welding or friction welding or flash welding or arc welding. With this method, one
side of the insert is welded steel to steel while the other side is welded aluminium to
aluminium. During the process, it’s advisable to weld the aluminium before welding
the steel to avoid over heating of the insert.
HOT DEEP ALUMINIZING METHOD – This method entails that before welding, the
steel has to be coated with molten aluminium. Once coated, the joining is done
carefully with arc welding to prevent the arc from impinging on steel. A special
technique is used during welding to direct the arc onto the aluminium for the weld
pool to flow onto the aluminized coated steel.

12) EXPLAIN THE FOLLOWING TERMS AND THEIR FUNCTION WITH

RESPECT TO SHIP TANKS
a) FLAME TRAP
b) SOUNDING PIPE
c) VENT PIPE
d) STRIKING PLATE
e) BREATHERS
Ans. 12(a)
FLAME TRAP – Also known as flame arrestor, it is a passive device (no moving
part) which allows gas to flow through it but stops the passage of flame in order to
prevent fires breakout or explosion. When flame trap is fitted in the venting system
of a tank which contains flammable liquid, under normal operating condition the
device permits a relative free flow of gas or vapour through the system. Once such
vapour is ignited and flame begins to travel back through the pipe to the source of
the vapour, the flame trap will prohibit the flame, therefore extinguishing the fire.
12(b)
SOUNDING PIPE – Sounding pipe is a steel pipe use in ship for measuring the
amount of liquid in tanks. The pipe is open at the bottom so that when dipped into a
tank containing liquid, the liquid gets filled up into the steel pipe as the same level as
in the tank. It’s important that sounding pipes extends from the bottom of the tank to
a level which is safe to sound the content of the tank. Upon taking sounding, as the
liquid in the tank rises also the liquid in the sounding pipe increases, thus the
quantity of liquid in the tank can be known.

12(c)
VENT PIPE – This refers to that piping arrangement in ship which runs sideways
from/across the highest top of the tank until it reaches the ship hull and angle
upward to the vent fitting. This piping system comprises of fittings such as breathers

13
or pressure/vacuum relief valve. The function of vent pipe is to channel vapour
(flammable) out through the vent which may be located above freeboard or
superstructure deck. The size of this vent pipe is an important factor in the design of
structure of the ship tank as it enhances the in-breathing and out-breathing of the
tank during pumping in and out of the liquid.
12(d)
STRIKING PLATE – This is a small piece of heavy plate about 4 to 6 inches square
or diameter which is attached to the inside of the shall plating of a tank at the region
where sounding pipe normally impact the bottom of the tank. During sounding, a
steel flexible measuring tape with a bob attached at the bottom end of the sounding
pip, when the sounding pipe is lowered, the bob strikes the bottom of the tank. The
striking plat functions by helping the bob to make an audible sound to confirm it has
reach the bottom of the tank, it also prevents the bob from wearing a hole on the
bottom of the tank.
12(e)
BREATHER – Also known as pressure/vacuum relief valve is a protective device
fitted on the tank vent piping system. The primary function of breather is to conserve
the loss of tank content when the tank is in out breathing mode. The device controls
the in-breathing and out-breathing of the tank by protecting the tank under
pressurization and vacuum and also prevent possible rupture and imploding of the
tank.

13) COMMENT ON THE PHENOMENON OF CAVITATION AND STATE

VARIOUS CAUSES OF CAVITATION OF SHIP PROPELLERS. DISCUSS
THEIR EFFECT ON SHIP OPERATION AND EXPLAIN HOW CAVITATION
CAN BE MINIMIZED BY SUITABLE DESIGN AND OPERATIONAL
CONDITION.
Ans. 13(a)
CAVITATION – It is a phenomenon met with a highly loaded propeller in which
beyond a certain number of revolution, there is a progressive breakdown in flow and
a consequent loss of thrust.
CAUSES OF CAVITATION –
i) Pressure variation on the back of a propeller blade.
ii) Water temperature.
iii) Dissolved air or other gases.
iv) Presence of nuclei to provide an initiation point for bubbles.
EFFECT OF CAVITATION –
i) Loss of thrust.

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 ii) Erosion of blade.
iii) Vibration.
iv) Surface fatigue.
v) Noise.
MINIMIZATION/ PREVENTION OF CAVIATION WITH RESPECT TO DESIGN AND
OPERATION:
i) By using cavitation bucket (there will be no cavitation as long as designer
operates within the bucket).
ii) Use of propellers with flat blade, circular back section tends to have a less
peaky pressure distribution than aerofoil section.
iii) Use of aerofoil section that have more uniform pressure distribution.
iv) Use of more blades and greater blade area.
v) Good clearance from the hull.
vi) Reduction of velocity.
vii) Adequate immersion at the service draft.

14) DESCRIBE THE CAUSES OF CORROSION IN THE SHIP

STRUCTURE AND THE METHOD USED TO REDUCE WASTAGE. WHAT
PART OF THE SHIP ARE MOST LIABLE TO ATTACKS.
Ans. 14(a)
CAUSES OF CORROSION ON SHIP STRUCTURE:
i) GENERAL CORROSION – This occurs relatively uniformly over the surface
and take place at a predictable rate.
ii) PITTING CORROSION – It can occur under surface deposits and in
crevices. Pit can act as stress raisers and initiate fatigue crack but the main
concern with modern ship builder steels is penetration and subsequent
pollution. This type of corrosion is common in propeller.
iii) DIFFERENCIAL AERATION – Debris and fouling on the surface can lead
to differential concentrations of oxygen which triggers local corrosion.
iv) STRESS CORROSION – The combined action of corrosion and stress can
cause acceleration deterioration of the steel and cracking. The growth of
the crack depends on the metal composition, structure, environment,
temperature and strain rate.
METHOD USED TO REDUCE WATAGE –
i) PROTECTIVE COATING – Painting can provide protection while the paint
film is intact. If it fails in a local area serious pitting can occur.
ii) CATHODIC PROTECTION – There are two methods of cathodic protection
which are, A Passive System that uses a sacrificial anode placed near the
area to be protected and An Active System which impresses a current upon
the area concerned.
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 iii) GOOD DESIGN – This method is based on the knowledge of corrosion
process, it should avoid the trapping of corrosive agents in the places which
cannot be reached.

15) ENUMERATE FOUR MAJOR POINTS OF DISCONTINUITY IN A

SHIP STRUCTURE COMMENT ON THE EFFECT OF SUCH
DISCONTINUITY AND DESCRIBE METHODS EMPLOYED TO MINIMIZE
THEIR POSSIBLE CONSEQUENCE.
Ans. 15(a)
Discontinuity refers to any break or change in section, thickness or amount of plating
material. There are two types of discontinuities in ship structure:
a) Discontinuity built into the ship unintentionally by the method of construction,
e.g rolling, welding and casting.
b) Discontinuity deliberately introduced into the structural design for reasons of
architecture, e.g use, access, hatch opening, superstructure, doors and
bulwarks. Therefore the four major discontinuity in ship structure are as follows
i) Hatch openings.
ii) Door openings.
iii) Manholes.
iv) Bulwarks.
EFFECTS / MINIMIZATION:
a) BULWARKS – It is fitted to prevent the loss of items, passenger and crew
overboard when vessel is rolling .When there is change in the amount of
plating material resulting to stress concentration at that point. It could be
minimized by
i) Making the change gradually.
ii) The change should be radiused.
iii) Fitting of doubling plates.
iv) Thicker insert plates.
v) Trapping down.

b) WATERTIGHT DOOR OPENING –These are doors fitted into structure above
the freeboard deck which must be of adequate strength and able to maintain
the watertight integrity of the structure. These doors leads to loss of
longitudinal material. Any sharp corner can produce notch which after
stressing could result in crack. It could be minimized by
i) Use of insert plates
ii) Radiused corners.
iii) Use of rubber gaskets.

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 c) MANHOLES – These are access holes and they also leads to the loss of
longitudinal materials resulting to stress concentration. It can be minimized by
i) Use of doubling plates
ii) Thicker insert plates
iii) Use of rubber gaskets
iv) Rounded corners.

d) HATCH OPENING – It is one of the discontinuities deliberately introduced into

the structural design for reasons of architecture, use, access. It introduces
stress concentration. It could be minimized by
i) Use of rounded corners.
ii) Added thickness of plating.
iii) The side of hatch should be aligned with the direction of stress.
iv) Use of coaming, edge stiffeners and vertical brackets.
v) Use of rubber gaskets.

16) ALL MERCHANT SHIP ARE BUILT UNDER THE RULES OF

CLASSIFICATION SOCIETY TO COMPLY WITH STATUTORY
REGULATIONS.
a) NAME AND EXPLAIN LIFE SAVING APPLIANCES (LSA) PROVIDED
FOR ALL PERSONS ONBOARD SHIPS.
b) DESCRIBE THREE SHIPBOARD FIRE PROTECTION IN USE.
Ans. 16(a)
LIFE SAVING APPLIANCES PROVIDED FOR ALL PERSONS ONBOARD SHIPS:
i) LIFE BOAT – Following the introduction of totally enclosed boats to ship in
1986. It requires that life boats has to be constructed with rigid side and
ample stability in a seaway. Sufficient freeboard when loaded with its total
complement of persons and equipment. Sufficient strength to be safely
lowered to the water fully laden and show no residual deflection when
subject to 25 percent overload.
ii) RESCUE BOAT – The function of is to enhance recovery of man
overboard, Survivor pick up, towing life rafts and marshalling survival craft.
iii) LIFE JACKET – It is of two types, the inherently buoyant and inflatable
types. All life jacket must comply with the following Donning, Jumping,
Buoyancy, Mobility, fitting and fire resistance.
iv) THERMAL PROTECTIVE AID (TPA’s) – The requirement entails that it
should be designed so that it can be worn with life jacket, it must be easily
unpacked and donned, it should be able to reduce heat loss from the body.
v) IMMERSION SUIT – It is of two types, which are the insulated and non-
insulated type. It is usually made from rot proof material and it should be
resistant to sea water, sunlight degradation.

17
 16(b)
THREE SHIPBOARD FIRE PROTECTION IN USE:
i) EMERGENCY FIRE PUMP – It’s arranged to supply the ship’s fire main
when the machinery space pump fails or not available. This fire pump is an
independent pump with its own prime mover, it must be situated outside the
engine room and connected to the fire main. In case of fire outbreak in the
engine room, the emergency fire pump would be started and the engine
room isolating valve in the main close.
ii) FIRE HYDRANTS – Every ship shall be provided with water pipes, hydrants
and fire hoses. The diameter of the water pipe shall be sufficient to enable
the adequate supply of water to provide simultaneous operation of at least
two fire hoses and for the projection thereby of two powerful water jets. The
position of the hydrants shall be such that at least the two jets may be
directed to any parts of the ship by means of fire hose supply from a
hydrant, each not exceeding 18m in length.
iii) PORTATBLE FIRE EXTINGUISHERS – There are four principle types of
potable fire extinguishers use in firefighting and prevention are Carbon
dioxide, with colour code black for fighting class B and C fires. Dry
Chemical powder, with colour code blue for fighting all classes of fire
without cooling effect. Foam extinguisher with colour code cream, for
fighting class B fire. And Water extinguisher with colour code red for fighting
for fighting class A fires.

17) a) ALL SHIPS SUFFERS STEAN DAMAGE DUE TO COLLISION

WITH THE QUAY. EXPLAIN HOW THE SHIP WOULD BE INSPECTED TO
DETERMIN THE EXTENT OF DAMAGE.
b) IF THE PROPELLER WAS DAMAGED, STATE THE PRECEDURE
INFITTING THE SPARE PREPELLER.
Ans. 17(a)
If a vessel suffers stern damage as the result of an impact with the quay, report has
to be made and an inspection needs to be carried out by crew member entering the
stern compartment to ascertain the level of damage, divers may also be needed to
investigate the rudder and the propeller if they are in good condition. All these are
the initial inspection that has to be carried out before the vessel would be taken to
dry dock.

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 17(b)
If the propeller was damages, the following procedure should be adhere to for
replacement –
i) The fastener should be removed using the appropriate tool.
ii) Use extractor to pull out the damages propeller.
iii) Check the cutlass bearing for clearance.
iv) Check the shaft for misalignment, and correct it if necessary before fixing a
new propeller.
v) Ensure to replace the correct type of propeller.
vi) Fasters are tightened orderly using the using the correct tools.

18) a) EXPLAIN THE HAZARDOUS ATMOSPHERE THAT EXIST IN

SPACES WHICH ARE NORMALLY ENCLOSED, PARTIALLY ENCLOSED
AND POORLY VENTILATED.
b) EXPLAIN THE PRECAUTIONS TO BE TAKEN BEFORE
ENTERING SUCH SPACES.
Ans. 18(a)
The hazardous atmosphere associated with such space is the accumulation of
harmful gases such as carbon dioxide, carbon monoxide, chlorine, ammonia,
hydrogen etc. tanks, holds coal bunkers etc. are example of spaces which contains
such harmful gases with less percentage of oxygen. Oxygen deficiency in such
space may be as the result of decomposition of organic substance stored in such
space which may be considered toxic. Oxygen deficiency may cause suffocation,
choking etc.
PRECAUTION BEFORE ENTERING SUCH SPACE –
i) Obtain a work permit.
ii) Ventilate the space.
iii) Ensure the space comprises of oxygen between 16 – 21%.
iv) Personnel entering such space must wear the correct PPE.
v) There must be a stand by person to ensure the worker is always conscious.
vi) Mode of communication must be discussed before entry.

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