Contents

8.1 Displacement

• 8.1.1 States that, for a ship to float, it must displace a mass of water equal to its own mass

• 8.1.2 Explains how, when the mass of a ship changes, the mass of water displaced changes by an equal amount

• 8.1.3 Defines the displacement of a vessel as its mass measured in tonnes

• 8.1.4 States that displacement is represented by the symbol ∆

• 8.1.5 Explains that a graph or scale can be drawn to show the relationship between the displacement and mean draught of a ship

• 8.1.6 Given a displacement/draught curve, finds:

  • 8.1.6.1 Displacements for given mean draughts

  • 8.1.6.2 Mean draughts for given displacements

  • 8.1.6.3 The change in mean draught when given masses are loaded or discharged

  • 8.1.6.4 The mass of cargo to be loaded or discharged to produce a required change of draught

• 8.1.7 Defines 'light displacement' and 'load displacement'

• 8.1.8 Defines 'deadweight'

• 8.1.9 Uses a deadweight scale to find the deadweight and displacement of a ship at various draughts in seawater

• 8.1.10 Defines 'tonnes per centimetre immersion' (TPC)

• 8.1.11 Explains why TPC varies with different draughts

• 8.1.12 Uses a deadweight scale to obtain TPC at given draughts

• 8.1.13 Uses TPC obtained from a deadweight scale to find:

• 8.1.14 The change of mean draught when given masses are loaded or discharged

• 8.1.15 The mass of cargo to be loaded or discharged to produce a required change of draught

• 8.1.16 Defines 'block coefficient' (Cb)

• 8.1.17 Calculates displacement from given Cb and dimensions

• 8.1.18 Calculates Cb from given displacement and dimensions

8.2 Buoyancy

• 8.2.1 Explains what is meant by 'buoyancy'

• 8.2.2 Defines the force of buoyancy as an upward force on a floating object created by the pressure of liquid on the object

• 8.2.3 States that the buoyancy force is equal to the displacement of a floating object

• 8.2.4 Explains what is meant by reserve buoyancy

• 8.2.5 Explains the importance of reserve buoyancy

• 8.2.6 Explains how freeboard is related to reserve buoyancy

• 8.2.7 Explains the purpose of load lines

• 8.2.8 Explains the requirements for maintaining watertight integrity

• 8.2.9 Demonstrates an understanding of damage stability requirements for certain vessels

• 8.2.10 Explains reasons for damage stability requirements

• 8.2.11 Identifies damage stability requirements for Type A vessels, Type (B-60) and Type (B-100) vessels

• 8.2.12 Identifies equilibrium condition after flooding for Type A, and all Type B vessels

• 8.2.13 Identifies damage stability requirements for passenger vessels

8.3 Fresh Water Allowance

• 8.3.1 Explains why the draught of a ship decreases when it passes from fresh water to seawater and vice versa

• 8.3.2 States that when loading in fresh water before proceeding into seawater, a ship is allowed a deeper maximum draught

• 8.3.3 States that the additional draught is called the fresh water allowance (FWA)

• 8.3.4 Given the FWA and TPC for fresh water, calculates the amount which can be loaded after reaching the summer load line when loading in fresh water before sailing into seawater

• 8.3.5 Uses a hydrometer to find the density of dock water

• 8.3.6 Given the density of dock water and TPC for seawater, calculates the TPC for dock water

• 8.3.7 Given the density of dock water and FWA, calculates the amount by which the appropriate load line may be submerged

• 8.3.8 Given the present draught amidships and the density of dock water, calculates the amount to load to bring the ship to the appropriate load line in seawater

8.4 Statical Stability

• 8.4.1 States that weight is the force of gravity on a mass and always acts vertically downwards

• 8.4.2 States that the total weight of a ship and all its contents can be considered to act at a point called the centre of gravity (G)

• 8.4.3 Defines the centre of buoyancy (B) as being the centre of the underwater volume of the ship

• 8.4.4 States that the force of buoyancy always acts vertically upwards

• 8.4.5 Explains that the total force of buoyancy can be considered as a single force acting through B

• 8.4.6 Explains that when the shape of the underwater volume of a ship changes, the position of B also changes

• 8.4.7 States that the position of B will change when the draught changes and when heeling occurs

• 8.4.8 Labels a diagram of a midship cross-section of an upright ship to show the weight acting through G and the buoyancy force acting through B

• 8.4.9 States that the buoyancy force is equal to the weight of the ship

• 8.4.10 Labels a diagram of a midship cross-section of a ship heeled to a small angle to show the weight acting through G and the buoyancy force acting through B

• 8.4.11 Describes stability as the ability of the ship to return to an upright position after being heeled by an external force

• 8.4.12 Defines the lever GZ as the horizontal distance between the vertical forces acting through B and G

• 8.4.13 States that the forces of weight and buoyancy form a couple

• 8.4.14 States that the magnitude of the couple is displacement x lever (∆ x GZ)

• 8.4.15 Explains how variations in displacement and GZ affect the stability of the ship

• 8.4.16 On a diagram of a heeled ship, shows:

  • 8.4.16.1 The forces at B and G

  • 8.4.16.2 The lever GZ

• 8.4.17 States that the length of GZ will be different at different angles of heel

• 8.4.18 States that if the couple ∆ x GZ tends to turn the ship toward the upright, the ship is stable

• 8.Example.19 States that for a stable ship:

  • 8.4.19.1 ∆ x GZ is called the righting moment

  • 8.4.19.2 GZ is called the righting lever

8.5 Initial Stability

• 8.5.1 States that it is common practice to describe the stability of a ship by its reaction to heeling to small angles (up to approximately 10°)

• 8.5.2 Defines the transverse metacentre (M) as the point of intersection of successive buoyancy force vectors as the angle of heel increases by a small angle

• 8.5.3 States that, for small angles of heel, M can be considered as a fixed point on the centreline

• 8.5.4 On a diagram of a ship heeled to a small angle, indicates G, B, Z and M

• 8.5.7 States that the value of GM is a useful guide to the stability of a ship

  • 8.5.7.1 Describes the effect on a ship's behaviour of: A large GM (stiff ship)

  • 8.5.7.2 Describes the effect on a ship's behaviour of: A small GM (tender ship)

• 8.5.8 Uses hydrostatic curves to find the height of the metacentre above the keel (KM) at given draughts

• 8.5.9 States that KM is only dependent on the draught of a given ship

• 8.5.10 Given the values of KG, uses the values of KM obtained from hydrostatic curves to find the metacentric heights, GM

• 8.5.11 States that, for a cargo ship, the recommended initial GM should not normally be less than 0.15 m

8.6 Angle of Loll

• 8.6.1 Shows that if G is raised above M, the couple formed by the weight and buoyancy force will turn the ship further from the upright

• 8.6.2 States that in this condition, GM is said to be negative and ∆ x GZ is called the upsetting moment or capsizing moment

• 8.6.3 Explains how B may move sufficiently to reduce the capsizing moment to zero at some angle of heel

• 8.6.4 States that the angle at which the ship becomes stable is known as the angle of loll

• 8.6.5 States that the ship will roll about the angle of loll instead of the upright

• 8.6.6 States that an unstable ship may loll to either side

• 8.6.7 Explains why the condition described in the above objective is potentially dangerous

8.7 Curves of Statical Stability

• 8.7.1 States that for any one draught, the lengths of GZ at various angles of heel can be drawn as a graph

• 8.7.2 States that the graph described in the above objective is called a curve of statical stability

• 8.7.3 States that different curves are obtained for different draughts with the same initial GM

• 8.7.4 Identifies cross curves (KN curves and MS curves)

• 8.7.5 Derives the formula GZ = MS + GM sin(θ)

• 8.7.6 Derives the formula GZ = KN - KG sin(θ)

• 8.7.7 Derives GZ curves for stable and initially unstable ships from KN curves

• 8.7.8 From a given curve of statical stability, obtains:

  • 8.7.8.1 The maximum righting lever and the angle at which it occurs

  • 8.7.8.2 The angle of vanishing stability

  • 8.7.8.3 The range of stability

• 8.7.9 Shows how lowering the position of G increases all values of the righting lever and vice versa

• 8.7.10 States that angles of heel beyond approximately 40° are not normally of practical interest because of the probability of water entering the ship at larger angles

8.8 Movement of the Centre of Gravity

• 8.8.1 States that the centre of gravity (G) of a ship can move only when masses are moved within, added to, or removed from the ship

• 8.8.2 States that:

  • 8.8.2.1 G moves directly towards the centre of gravity of added masses

  • 8.8.2.2 G moves directly away from the centre of gravity of removed masses

  • 8.8.2.3 G moves parallel to the path of movement of masses already on board

• 8.8.3 Calculates the movement of G (GG1) from:

  • GG1 = (Mass added or removed x distance of mass from G) / New displacement of the ship

  • GG1 = (Mass moved x distance mass is moved) / Displacement of the ship

• 8.8.4 Performs calculations as in the above objective to find the vertical and horizontal shifts of the centre of gravity resulting from adding, removing or moving masses

• 8.8.5 States that if a load is lifted by using a ship's derrick or crane, the weight is immediately transferred to the point of suspension

• 8.8.6 States that if the point of suspension is moved horizontally, the centre of gravity of the ship also moves horizontally

• 8.8.7 States that if the point of suspension is raised or lowered, the centre of gravity of the ship is raised or lowered

• 8.8.8 Calculates, by using moments about the keel, the position of G after loading or discharging given masses at stated positions

• 8.8.9 Calculates the change in KG during a passage resulting from:

  • 8.8.9.1 Consumption of fuel and stores

  • 8.8.9.2 Absorption of water by a deck cargo

  • 8.8.9.3 Accretion of ice on decks and superstructures given the masses and their positions

8.9 Resistance

• 8.9.1 Explain the Total resistance (Rt), Frictional Resistance (Rf), and Residuary Resistance (Rr).

• 8.9.2 What is the Admiralty coefficient and how does it affect resistance.

• 8.9.3 Describe the Fuel coefficient and fuel consumption.

8.10 Damage Stability

• 8.10.1 Explain Bilging and Permeability (List and Trim due to damaged compartment)

8.11 List and its Correction

• 8.11.1 State the method for correcting a list when GM is negative.

• 8.11.2 State the method for correcting a list when GM is positive.

• 8.11.3 Shows on a diagram the forces which cause a ship to list when G is to one side of the centreline

• 8.11.4 States that the listing moment is given by displacement x transverse distance of G from the centreline

  • Shows on a diagram that the angle of list (θ) is given by:

  • Tan(θ) = GG1 / GM (where GG1 is the transverse shift of G from the centreline)

• 8.11.5 States that in a listed condition the range of stability is reduced

• 8.11.6 Given the displacement, KM and KG of a ship, calculates the angle of list resulting from loading or discharging a given mass at a stated position, or from moving a mass through a given transverse distance

• 8.11.7 Explains, with reference to moments about the centreline, how the list may be removed

• 8.11.8 Given the displacement, GM and the angle of list of a ship, calculates the mass to load or discharge at a given position to bring the ship upright

• 8.11.9 Given the displacement, GM and angle of list of a ship, calculates the mass to move through a given transverse distance to bring the ship upright

• 8.11.10 Given the draught, beam and rise of the floor, calculates the increase in draught resulting from a stated angle of list

8.12 Effect of Slack Tanks

• 8.12.1 States that if a tank is full of liquid, its effect on the position of the ship's centre of gravity is the same as if the liquid were a solid of the same mass

• 8.12.2 Shows by means of diagrams how the centre of gravity of the liquid in a partly filled tank moves during rolling

• 8.12.3 States that when the surface of a liquid is free to move, there is a virtual increase in KG, resulting in a corresponding decrease in GM

• 8.12.4 States that the increase in KG is affected mainly by the breadth of the free surface and is not dependent upon the mass of liquid in the tank

• 8.12.5 States that tanks are often constructed with a longitudinal subdivision to reduce the breadth of free surface

• 8.12.6 Explain the Free surface effect and the effect of free surface area.

8.13 Trim

• 8.13.1 Defines 'trim' as the difference between the draught aft and the draught forward

• 8.13.2 States that trim may be changed by moving masses already on board forward or aft, or by adding or removing masses at a position forward of or abaft the centre of flotation

• 8.13.3 Defines 'centre of flotation' as the point about which the ship trims, and states that it is sometimes called the tipping centre

• 8.13.4 States that the centre of flotation is situated at the centre of area of the waterplane, which may be forward of or abaft amidships

• 8.13.5 Uses hydrostatic data to find the position of the centre of flotation for various draughts

• 8.13.6 Defines a trimming moment as mass added or removed x its distance forward or aft of the centre of flotation; or, for masses already on board, as mass moved x the distance moved forward or aft

• 8.13.7 Defines the moment to change trim by 1 cm (MCT 1 cm) as the moment about the centre of flotation necessary to change the trim of a ship by 1 cm

• 8.13.8 Uses hydrostatic curves or deadweight scale to find the MCT 1 cm for various draughts

• 8.13.9 Given the value of MCT 1 cm, masses moved and the distances moved forward or aft, calculates the change in trim

• 8.13.10 Given the value of MCT 1 cm, the position of the centre of flotation, masses added or removed and their distances forward of or abaft the centre of flotation, calculates the changes of trim

• 8.13.11 Given initial draughts and the position of the centre of flotation, extends the calculation in the above objective to find the new draught.

• 8.13.12 Given initial draughts and TPC, extends the calculation in the above objective to find the new draughts

• 8.13.13 Given initial draughts and TPC, extends the calculation to find the new draughts

• 8.13.14 Uses a trimming table or trimming curves to determine changes in draughts resulting from loading, discharging or moving weights.

• 8.13.15 States that in cases where the change of mean draught is large, calculation of change of trim by taking moments about the centre of flotation or by means of trimming previous loading.

• 8.13.16 Calculates final draughts and trim for a planned loading by considering changes to a similar previous loading.

8.14 Actions to be taken in the Event of Partial Loss of Intact Buoyancy Permeability

• 8.14.1 States that flooding should be countered by prompt closing of watertight doors, valves and any other openings which could lead to flooding of other compartments

• 8.14.2 States that cross flooding arrangements, where they exist, should be put into operation immediately to limit the resulting list.

• 8.14.3 States that any action which could stop or reduce the inflow of water should be taken.

8.15 Ship Dimensions and form

• 8.15.1 Illustrates the general arrangement of the following ship types:

  • 8.15.1.1 General cargo

  • 8.15.1.2 Tankers

  • 8.15.1.3 Bulk carriers

  • 8.15.1.4 Combination carriers

  • 8.15.1.5 Container

  • 8.15.1.6 Ro-ro

  • 8.15.1.7 Passenger

• 8.15.2 Draw an elevation of a general cargo ship, showing holds, engine-room, peak tanks, double-bottom tanks, hatchways and position of bulkheads.

• 8.15.3 Draws an elevation of a typical crude oil carrier, showing bulkheads, cofferdams, pump-room, engine-room, bunker and peak tanks, cargo tanks and permanent ballast tanks

• 8.15.4 Draws a plan view of a tanker, showing the arrangement of cargo and ballast tanks

• 8.15.5 Defines and illustrates:

  • 8.15.5.1 Camber

  • 8.15.5.2 Rise of floor

  • 8.15.5.3 Tumblehome

  • 8.15.5.4 Flare

  • 8.15.5.5 Sheer

  • 8.15.5.6 Rake

  • 8.15.5.7 Parallel middle body

  • 8.15.5.8 Entrance

  • 8.15.5.9 Run

• 8.15.6 Defines:

  • 8.15.6.1 Forward perpendicular (FP)

  • 8.15.6.2 After perpendicular (AP)

  • 8.15.6.3 Length between perpendiculars (LBP)

  • 8.15.6.4 Length on the waterline (LWL)

  • 8.15.6.5 Length overall (LOA)

  • 8.15.6.6 Base line

  • 8.15.6.7 Moulded depth, beam and draught

  • 8.15.6.8 Extreme depth, beam and draught

  • 8.15.6.9 Watertight integrity as well as awarding the load line certificate

8.16 Ship stresses

• 8.16.1 Describes in qualitative terms shear force and bending moments

• 8.16.2 Explains what is meant by 'hogging' and by 'sagging' and distinguishes between them

• 8.16.3 Describes the loading conditions which give rise to hogging and sagging stresses

• 8.16.4 Describes how hogging and sagging stresses are caused by the sea state

• 8.16.5 Explains how hogging and sagging stresses result in tensile or compressive forces in the deck and bottom structure

• 8.16.6 Describes water pressure loads on the ship's hull

• 8.16.7 Describes liquid pressure loading on the tank structures

• 8.16.8 Calculates the pressure at any depth below the liquid surface, given the density of the liquid

• 8.16.9 Describes qualitatively the stresses set up by liquid sloshing in a partly filled tank

• 8.16.10 Describes racking stress and its causes

• 8.16.11 Explains what is meant by 'panting' and states which parts of the ship are affected

• 8.16.12 Explains what is meant by 'pounding' or 'slamming' and states which part of the ship is affected

• 8.16.13 Describes stresses caused by localized loading

• 8.16.14 Demonstrates understanding of modern methods of determining the effects of different loading and ballasting on the ship's structure

• 8.16.15 Demonstrates ability to use one of the modern mechanical or electrical aids to determining stress

• 8.16.16 Understands the input and output data from stress calculation machines and has a working knowledge of the stress tables

• 8.16.17 States the purpose of a shipboard stress finding system, including details of input data and the output obtained

• 8.16.18 Describes how output data from ship stress finding system may be used

• 8.16.19 Appreciates torsion stress, particularly with reference to container ship loading

• 8.16.20 Analyses the stress areas created by bending moments and shearing forces derived by a stress indicator

• 8.16.21 Analyses the causes and effects of shearing forces and bending moments on ships' structures

• 8.16.22 Defines bending moment as the difference between the moment of buoyancy and the moment of weight

• 8.16.23 Defines shearing forces in terms of the difference between buoyancy and weight

• 8.16.24 Extracts information from shear force and bending moment diagrams

• 8.16.25 Describes the constructional features which compensate for stress

8.17 Hull Structure

• 8.17.1 Identifies structural components on ships' plans and drawings:

  • 8.17.1.1 Frames, floors, transverse frames, deck beams, knees, brackets

  • 8.17.1.2 Shell plating, decks, tank top, stringers

  • 8.17.1.3 Bulkheads and stiffeners, pillars

  • 8.17.1.4 Hatch girders and beams, coamings, bulwarks

  • 8.17.1.5 Bow and stern framing, cant beams, breasthooks

• 8.17.2 Steel Profile and Plate used in Shipbuilding

  • 8.17.2.1 Describes and illustrates standard steel sections:

    • 8.17.2.1.1 Flat plate

    • 8.17.2.1.2 Offset bulb plate

    • 8.17.2.1.3 Equal angle

    • 8.17.2.1.4 Unequal angle

    • 8.17.2.1.5 Channel

    • 8.17.2.1.6 Tee

• 8.17.3 Identifies longitudinal, transverse and combined systems of framing on transverse sections of the ships

• 8.This.4 Sketches the arrangement of frames, webs and transverse members for each system

• 8.17.5 Illustrates double-bottom structure for longitudinal and transverse framing

• 8.17.6 Illustrates hold drainage systems and related structure

• 8.17.7 Illustrates a duct keel

• 8.17.8 Sketches the deck edge, showing attachment of sheer strake and stringer plate

• 8.17.9 Sketches a radiused sheer strake and attached structure

8.18 Deck Structures

• 8.18.1 Explain the Beams, Pillaring and Deck girders.

• 8.18.2 Describe the Shell and Deck Plating (Plating system, Plating at sheerstrake, Tween deck at ship side).

• 8.18.3 Explain the Lloyds classification of plating.

• 8.18.4 Describes the stress concentration in the deck round hatch openings

• 8.18.5 Explains compensation for loss of strength at hatch openings

• 8.18.6 Sketches a transverse section through a hatch coaming, showing the arrangement of coamings and deep webs

• 8.18.7 Sketches a hatch corner in plan view, showing the structural arrangements

• 8.18.8 Sketches deck-freeing arrangements, scuppers, freeing ports, open rails

• 8.18.9 Illustrates the connection of superstructures to the hull at the ship's side

8.19 Anchoring arrangement

• 8.19.1 Describes the anchor handling arrangements from hawse pipe to spurling pipe

• 8.19.2 Describes the construction of chain lockers and how cables are secured in the lockers

• 8.19.3 Explains how to secure anchors and make spurling pipes watertight in preparation for a sea passage

• 8.19.4 Describes the construction and use of a cable stopper

• 8.19.5 Chain locker bilge system

8.20 Bulkheads

• 8.20.1 Sketch and explain the Watertight doors and bulkheads. Their purpose.

• 8.20.2 Describe the Non-watertight bulkheads.

• 8.20.3 Sketches a plane bulkhead, showing connections to deck, sides and double bottom and the arrangement of stiffeners

• 8.20.4 Sketches a corrugated bulkhead

• 8.20.5 Explains why transverse bulkheads have vertical corrugations and fore-and-aft bulkheads have horizontal ones

• 8.20.6 Describes the purpose of bilge keels and how they are attached to the ship's side

8.21 Aluminum used in Shipbuilding

• 8.21.1 Explain the General use of Aluminum and

• 8.21.2 Aluminum alloys

8.22 Explain the construction and the material of Superstructures and Deckhouse.

8.23 Describe the Engine and Boiler Rooms General arrangements

8.24 Structures and Construction

• 8.24.1 Sketch and explain Bow, Stern and Keels and System of Construction.

• 8.24.2 Explain the Single Bottom Construction

• 8.24.3 Describe the Double Bottoms. And Side Structures

• 8.24.4 Additional structural strength and Methods used to give additional strength

8.25 Bow and Stern

• 8.25.1 Describes the provisions of additional structural strength to withstand pounding

• 8.25.2 Describes and illustrates the structural arrangements forward to withstand panting

• 8.25.3 Describes the function of the sternframe

• 8.25.4 Describes and sketches a sternframe for a single-screw ship

• 8.25.5 Describes and illustrates the construction of a transom stern, showing the connections to the sternframe

8.26 Ballast Tanks

• 8.26.1 Explain the Deep tanks purpose and construction.

• 8.26.2 What is the Use of cofferdams and testing.

8.27 Piping Deck cranes and Cable stoppers Forecastle

• 8.27.1 Sketch and describe

8.28 Fittings

• 8.28.1 Describes and sketches an arrangement of modern weather-deck mechanical steel hatches

• 8.28.2 Describes how water tightness is achieved at the coamings and cross joints

• 8.28.3 Describes the cleating arrangements for the hatch covers

• 8.28.4 Describes the arrangement of portable beams, wooden hatch covers and tarpaulins

• 8.28.5 Sketches an oil-tight hatch cover

• 8.28.6 Describes roller, multi-angle, pedestal and Panama fairleads

• 8.28.7 Sketches mooring bitts, showing their attachment to the deck

• 8.28.8 Sketches typical forecastle mooring and anchoring arrangements, showing the leads of moorings

• 8.28.9 Describes the construction and attachment to the deck of tension winches and explains how they are used

• 8.28.10 Describes the construction of masts and Sampson posts and how they are supported at the base

• 8.28.11 Describes the construction of derricks and deck cranes

• 8.28.12 Describes the bilge piping system of a cargo ship

• 8.28.13 States that each section is fitted with a screw-down non-return suction valve

• 8.28.14 Describes and sketches a bilge strum box

• 8.28.15 Describes a ballast system in a cargo ship

• 8.28.16 Describes the arrangement of a fire main and states what pumps may be used to pressurize it

• 8.28.17 Describes the provision of sounding pipes and sketches a sounding pipe arrangement

• 8.28.18 Describes the fitting of air pipes to ballast tanks or fuel oil tanks

• 8.28.19 Describe the arrangement of overboard discharge valve

• 8.28.20 Describes the arrangement of fittings and lashings for the carriage of containers on deck

8.29 Rudder and Propellers

• 8.29.1 Rudder and Propeller Theory

  • 8.29.1.1 Describe the Rudders and stern frames

  • 8.29.1.2 Types of rudders

  • 8.29.1.3 CPP

  • 8.29.1.4 FPP

  • 8.29.1.5 WSP

  • 8.29.1.6 Rudder trunk

  • 8.29.1.7 Rudder stock

  • 8.29.1.8 Shaft tunnel

  • 8.29.1.9 Stern tubes

• 8.29.2 Describes the action of the rudder in steering a ship

• 8.29.3 Produces drawings of modern rudders: semi-balanced, balanced and spade

• 8.29.4 Explains the purpose of the rudder carrier and pintles

• 8.29.5 Explains how the weight of the rudder is supported by the rudder carrier

• 8.29.6 Describes the rudder trunk

• 8.29.7 Describes the arrangement of a watertight gland round the rudder stock

• 8.29.8 Propellers – Practical, Describes the:

  • 8.29.8.1 Built, Solid and C.P Propellers.

  • 8.29.8.2 Diameters and Pitch determination

  • 8.29.8.3 Materials, Maintenance, Inspections, Corrosion and method of repairs

  • 8.29.8.4 Propeller mounting and procedures for removing propellers.

  • 8.29.8.5 Ducted Propellers

• 8.29.9 Explains the principle of screw propulsion

• 8.29.10 Describes a propeller and defines, with respect to it:

  • 8.29.10.1 Boss

  • 8.29.10.2 Rake

  • 8.29.10.3 Skew

  • 8.29.10.4 Face Back

  • 8.29.10.5 Tip

  • 8.29.10.6 Radius

  • 8.29.10.7 Pitch

• 8.29.11 Compares fixed-pitch with controllable-pitch propellers

• 8.29.12 Sketches the arrangement of an oil-lubricated stern tube and tail shaft

• 8.29.13 States how the propeller is attached to the tail shaft

• 8.29.14 Sketches a cross-section of a shaft tunnel

• 8.29.15 Explains why the shaft tunnel must be of watertight construction and how water is prevented from entering the engine-room if the tunnel becomes flooded

8.30 Welding and Cutting Processes

• 8.30.1 Explain Welding and Electric arc welding (slag shielded, Gas shielded, Another welding processes.)

• 8.30.2 Describe the Cutting processes.

• 8.30.3 Explain the method of testing welds.

8.31 Load Lines and Draught Marks

• 8.31.1 Sketch and explain the Deck Line and Freeboard, Load line mark

8.32 Strengthening for Navigation in Ice

• 8.32.1 Introduction

• 8.32.2 Explain the Ice class notation.

8.33 State the Ship Types Requiring Special Consideration (Icebreakers, Buoy tenders, LPG and LNG, VLCC and Double Hull tankers, High speed craft and Ro-Ro ferries.)