operations – seafarer certification … naval... · ship and the terms and coefficients of design...

GUIDANCE NOTE Document No. GOP-531.10 SAMSA Code:

Naval Architecture Revision No, Date 5 21.05.13 Effective Date 01.08.11 of 27

South African Maritime Safety Authority (SAMSA) © Copyright. All rights reserved. This Document is uncontrolled if printed.

Compiled by Approved by

Chief Examiner Syllabus Committee, 26th July 2013

OPERATIONS – SEAFARER CERTIFICATION

GUIDANCE NOTE

SA MARITIME QUALIFICATIONS CODE

Naval Architecture




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COMPETENCE

KNOWLEDGE, UNDERSTANDING AND PROFICIENCY

METHODS FOR DEMONSTRATING COMPETENCE

CRITERIA FOR EVALUATING COMPETENCE

MODULE 1

1. Small vessel construction and stability

1 Able to:

.1 name the principal parts and fittings of a small vessel including: bow, stern, bulwarks, hull, hatch access, rudder, propeller, etc.;

.2 describe by means of a diagram: .1 a bilge pumping system .2 a fire main .3 a steering system

2 Understands the: .1 reasons for making the deck and

superstructure watertight; .2 purpose of watertight bulkheads

and the collision bulkhead; .3 reason for a hull survey, the

items surveyed at the hull survey and the period between surveys for the issue of a local general safety certificate;

.4 drawing the propeller shaft(s) and the opening of hull fittings and the period between the inspections of these items;

.5 relationship between centre of gravity, centre of buoyancy and metacentric height;

.6 the conditions of a : .1 stiff ship .2 tender ship and the dangers associated with them;

.7 the reasons for having efficient means of drawing water rapidly from the deck and the danger of water trapped on deck;

.8 reasons for stowing heavy cargo items below and lighter items on top;

.9 purpose of load lines, free board and reserve buoyancy;

.10 meaning of the terms displacement, deadweight and gross tonnage.

3 Knows the danger of stowing cargo on deck only with nothing below.

By oral examination, completion of approved education and training, written theoretical examination and assessment of evidence obtained from one or more of the following: .1 approved in-service

experience. .2 approved training ship

experience. .3 approved simulator training,

where appropriate. .4 approved laboratory

equipment training.

1. The safe

operating limits of the ship are not exceeded in normal operations.

2. The ship is never

loaded beyond the appropriate load line.

3. The ship is always

properly stowed ensuring that she is always safe.

.4 Able to deliver

clear and understandable reports using ship construction terminology.

.5 The ships is

always securely battened down for proceeding to sea and for severe weather conditions.

.6 Bilge pumping

systems are properly operated and maintained.

.7 Fire mains are

properly operated and maintained.




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MODULE 2

1. Basics of ship

dimensions and form

2. The fundamental

concepts of ship stresses

1. .1 Understand the names and principal parts of a

ship. .2 illustrates the general arrangement of common

ship types found in the merchant fleet. .3 draws an elevation and plan view of a:

.1 general cargo ship

.2 crude oil carrier

.3 container ship

.4 passenger ship

.5 roll-on roll-off

.6 bulk carrier

.7 liquefied gas tanker .4 defines and illustrates the main dimensions of a

ship and the terms and coefficients of design ship including amongst others: camber, rise of floor, sheer, rake, forward perpendicular (FP), length overall (LOA), base line, moulded depth, beam and draught

2. .1 describes in qualitative terms shear force and

bending moments .2 explains what is meant by hogging and by sagging

stresses and: .1 loading and sea state conditions which give

rise to hogging and sagging .2 effects on hull structure caused by hogging

and sagging stresses .3 describes:

.1 racking, tensile, compressive, local and twisting stresses on a ship’s hull and measures taken to reduce them

.1 water pressure loads on the ship’s hull

.2 liquid pressure loading on the tank structures

.3 Sloshing effect and the associated stresses

.4 describes racking stress and its causes

.5 pounding or slamming and states which part of the ship is affected

.6 panting and states which parts of the ship are affected

.7 the dynamical forces acting on the hull .4 calculates the pressure at any depth below the

liquid surface, given the density of the liquid

As for module 1

As for module 1




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MODULE 3

1. Flotation and

displacement 2. Buoyancy and

reserve buoyancy 3. The use of fresh

water allowance 4. Forces on a ship’s

structure

1. .1 Understands;

.1 the principle of Archimedes for a ship to float

.2 the relationship between the mass of a ship and the volume of water displaced by the hull form and that volume changes with charged in mass of ship

.2 defines: - displacement (light and load displacement) - deadweight - tonnes per centimetre immersion= (TPC)

.3 able to calculate the displacement from density of water and volume of ship

.4 able to use a: - displacement/draught curve - deadweight curve/scale - TPC scale and derive the formulae for TPC

.5 defines block coefficient and calculates Cb and dimensions

2. .1 Describes:

.1 buoyancy

.2 the relationship between force of buoyancy and displacement

.3 reserve buoyancy, its importance and the relationship between it and freeboard

.2 understands the purpose of load lines 3. .1 understands the relationship between draught and

density of seawater/dock water .2 defines fresh water (FWA) and dock allowance .3 able to use:

.1 a hydrometer to find the density of dock water

.2 the FWA and/or dock allowance to calculate the mass that can be loaded beyond the summer load line in fresh or dock water

.4 able to read draughts. 4. .1 Describes the imbalance of weight and buoyancy

along the length of a ship. .2 Sketches a typical weight curve. .3 Sketches a typical load curve, shear-force

diagram, bending-moment diagram. .4 Sketches typical buoyancy curves when in still

water, a wave crest amidships, a wave through amidships.

As for module 1

As for module 1




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MODULE 4

1. The construction of

specific parts of the hull structure

1. .1 identifies the structural components of a ship’s hull on

ship’s plans and drawings. Includes items such as frames, floors, beams, knees, brackets, shell plating, decks, bulkheads, pillars, hatch girders, coamings, bulwarks, cant beams and breast hooks

.2 describes and illustrates standard steel sections used in ship construction

.3 identifies longitudinal, transverse and combined systems of framing on transverse sections of ships, describes advantages and disadvantages of the different systems and sketches the arrangement of frames, webs and transverse members for each system

.4 illustrates: .1 double-bottom structure for longitudinal and

transverse framing .2 bilge structure .3 different keel structures .4 connection of superstructures to the hull at the

ship’s side .5 sketches:

.1 different deck edge connections

.2. deck-freeing arrangements,

.3 a plane and corrugated bulkhead, showing connections to deck, sides and double bottom and the arrangement of stiffeners

.6 describes the stress concentration in the deck round hatch openings

.7 understands why transverse bulkheads have vertical corrugations and fore-and-aft bulkheads have horizontal ones

.8 explains compensation for loss of strength at hatch openings

.9 describes and illustrates: .1 the purpose of bilge keels and how they are

attached to the ship’s side .2 the provision of additional structural strength to

withstand pounding and panting .3. function of the stern frame and stem .4 the transom stern, showing the connections to

the stern frame .10 understands why the shaft tunnel must be of watertight

construction and how water is prevented from entering the engine-room if the tunnel becomes flooded

As for module 1

As for module 1




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2. Structure and

attachment of various hull fittings

3. The function and

construction of rudders

4. The purpose and

use of load lines and draught marks

2. .1 describes and sketches:

.1 a cargo ship arrangements of modern weather-deck mechanical steel hatches

.2 an oil tight hatch cover showing how water tightness is achieved at the coamings and cross joints where applicable

.2 sketches a cross-section of a shaft tunnel

.3 describes the arrangement of portable beams, wooden hatch covers and tarpaulins

.4 sketches and describes typical forecastle mooring and anchoring arrangements including the leads of moorings, rollers, multi-angle, pedestal and Panama fairleads

.5 describes: .1 winch to deck connection .2 anchor handling and securing arrangements

from hawse pipe to spurling pipe. Water tightness of spurling pipe.

.3 the construction of chain lockers and securing of cables

.4 construction and use of a cable stopper .6 describes:

.1 the construction of masts and Sampson posts and how they are supported at the base

.2 the construction of derricks and deck cranes .7 describes and sketches :

.1 the bilge piping system of a cargo ship, with screw-down non-return suction valves, strum boxes and sounding pipe arrangements

.2 a ballast system in a cargo ship and the necessity of fitting air pipes to ballast and fuel tanks

.3 a fire main and states what pumps may be used to pressurize it

.8 describes the arrangement of fittings and lashings for the carriage of container on deck

3. .1 describes and sketches: .1 modern rudders: semi balanced, balanced and

spade .2 the connection of the rudder to the ship .3 how the weight of the rudder is supported .4 how watertight integrity is maintained about the

stock/hull .2 describes the action of the rudder in steering the ship

4. .1 draws to scale the load line mark and the load lines for a ship of a given summer moulded draught, displacement and tonnes per centimetre immersion in salt water

.2 defines freeboard

.3 understands: .1 where the deck line is marked .2 assigned summer freeboard .3 how freeboard is used to check that the ship is

within its permitted limits of loading .4 Able to use the chart of zones and seasonal areas to

find the applicable load line




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MODULE 5

1. fundamental statical

stability, assessment of initial stability and the curve of statical stability

2. the movement of the

centre of gravity

1. .1 defines:

- centre of gravity - centre of buoyancy - metacentre - metacentric height - righting lever - righting moment

.2 describes: .1 stability as the ability of the ship to return

to an upright position after being heeled by an external force

.2 how the value of GM is a useful guide to the stability of the ship

.3 (with the aid of diagrams) a stable and unstable ship and the position of neutral equilibrium (positive, negative and zero GM)

.4 a Stiff and Tender ship

.5 describes (with the aid of diagrams) the relationship between stability, the righting lever and righting moment for small and large angles of heel lever (uses the positions of G, B, M and Z)

.6 a capsizing moment

.7 .1 the angle of Loll and the dynamics resulting in a zero moment at the angle of loll

.2 the potentially dangerous situation of a ship rolling about the angle of loll

.4 able to: .1 identify and use:

- cross curves (KN curves) - hydrostatic curves to determine the metacentre above the keel (KM) - determine the GM given the KG

.2 derive the formula GZ = KN - KG sin α

.3 derive and draw a GZ curve for stable and initially unstable ships from KN. curves

.4 obtain from a given curve of statical stability:

- the maximum righting lever and the angle at which it occurs

- the angle of vanishing stability - the range of stability

.5 show how lowering the position of G increases all values of the righting lever and vice versa

.5 knows what affect the down flooding angle has on the curve of stability

.6 knows the IMO stability requirements for a cargo ship

2. .1 describes:

(with the aid of diagrams) the movement of G mass:- is added( loaded) - removed (discharged) - moved within the ship or suspended (from a derrick hook)

As for module 1

As for module 1




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3. The effect

of slack tanks

.2 calculates the:

.1 shift of G ( horizontally and vertically) resulting from adding, removing, moving or suspending masses

.2 change in KG during a passage resulting from: - consumption of fuel and stores - absorption of water by a deck cargo - accretion of ice on decks and superstructures given the masses and their positions

3. .1 shows (with the aid of a diagram) the effect on the centre of

gravity (G) when the liquid in a partly filled tank moves during rolling (free surface effect)

.2 knows: .1 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

.2 what ship construction measures are taken to reduce the effects of free surface

.3 the procedure for ballasting tanks when the ship is at an angle of loll or when she has a small positive GM

MODULE 6

1Ships steelwork and use of other metals are understood

1. .1 has a knowledge of:

.1 the properties and composition of steels

.2 Classification Society specification, grading and testing of steels and aluminium alloys

.3 mild steel’s grading A to E and its use in most parts of the ship

.4 the use of and advantages and disadvantages of high tensile steel in areas of high stress

.5 where castings and forgings are used in ship construction

.6 the advantages and disadvantages of the use of aluminium alloys in the construction of superstructures

.7 the extruded sections of aluminium alloys available

.8 how strength is preserved in aluminium, superstructures in the event of fire

.9 the special precautions against corrosion that are needed where aluminium alloy is connected to steelwork

.2 understands what is meant by: - tensile strength - ductility - hardness - toughness - yield point -ultimate tensile - modulus of elasticity

.3 defines strain and sketches a stress - strain curve for mild steel

.4 understands the relationship between brittle fracture and : .1 toughness .2 a small crack or notch in a plate .3 cold conditions

.5 understands why mild steel is unsuitable for the very low temperatures involved in the containment of liquefied gasses

As for module 1

As for module 1 including: .1 Ship’s

steelwork is properly maintained.

.2 Dry dock maintenance and repair work is properly supervised.




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2. Welding as

applied to ship construction.

Shipbuilding materials

3. The factors

causing corrosion and methods of prevention

2. .1 Understands:

.1 the principles involved in welding two metals together and the purpose of flux during welding

.2 the processes of manual electric arc welding and automatic welding such as electro-slag, TIG and MIG

.3 that classification societies require tests on weld materials and electrodes before approving them

.4 that higher tensile steels require special electrodes and treatment

.2 understands: .1 the terms down hand, vertical and overhead welding .2 a full-penetration fillet weld, a single pass , multipass

and back run .3 throat thickness .4 how welding can give rise to distortion and describes

measures which are taken to minimize it

.3 describes .1 butt, lap, and fillet welds, chain and intermittent

welding .2 plate edge preparations .3 weld faults .4 briefly the following non-destructive tests: - visual - radiographic - ultrasonic - magnetic particle - dye penetrants .5 gas cutting of metals

3. .1 describes the:

.1 principles and process of corrosion using the corrosion cell, cathode and anode and gives examples of where it is likely to occur

.2 process of erosion of metals and gives examples of where it is likely to occur

.3 galvanic series of metals and its application in seawater

.2 understands; .1 that differences in surface condition or in stress

concentration can give rise to corrosion cells between two areas of the same metal

.2 mill scale .3 describes the principles involved in the use of paint as a

protective coating in preventing and controlling corrosion .4 understand:

.1 the composition of paint: - vehicle, solvent, pigment and the function of each

.2 treatment of steel in a shipyard and the use of holding primers (shop primers) .3 the preparation of ships steelwork prior to painting for

different types of paint .5 describes typical paint schemes for:

- underwater areas - boot topping - topsides - weather decks

- superstructures - tank interiors and the different types of paint used such as anti-fouling, self-polishing anti-fouling, Piers, epoxy and polyurethane




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4. Distortion of

the hull:

.6 knows the safety precautions to take when using paints .7 describes:

.1 the principles involved in the use of cathodic protection in the prevention and controlling of corrosion

.2 the system of cathodic protection using sacrificial anodes explaining the metals and alloys which may be used as anodes and listing the precautions to be taken to ensure proper functioning of the system

.3. the principles and practical considerations involved in the operation of a impressed-current cathodic protection system for the hull

4. .1 States that:

.1 the maximum bending moment occurs in the proximity of amidships.

.2 classification societies usually specify minimum values of the second moment of area for the midships sections scantlings and these are usually maintained for 0.2L each side of amidships.

.3 in an I-beam the flanges resist most of the bending and the web resists most of the shear.

.4 basic theory of strengths of materials can be used only to illustrate principles of structural strength and that the design of the structure is complex, requiring expert knowledge.

.5 it is essential to maintain the integrity of principal strength members.

.2 Describes: .1 how the stress varies at different depths of the

structure. .2 the structural deformation that is caused by: water

pressure, rolling, panting, pounding. .3 Relates the main component of a ship structure to the

resistance of an I-beam. .4 Sketches a midships section of a ship, naming the principal

longitudinal strength members. 5 Explains briefly how measurements of stress may be made

at sea.

As for module 1




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METHODS FOR DEMONSTRATING COMPETENCE As Module 1


MODULE 7

1. Simple list and its correction Appropriate use of simplified stability data

1. .1 describes (with the aid of diagrams):

.1 the forces which cause a ship to list when G is to one side of the centre line

.2 shows on a diagram the formula for .1 listing moment .2 angle of list

.3 shows that in a listed condition the range of stability is reduced

.4 calculates: .1 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, given the displacement, KM and KG of a ship

.2 the mass to load or discharge at a given position, or the mass to move through transverse distance to bring the ship upright given the displacement, GM and the angle of list of a ship,

.3 the increase in draught resulting from a stated angle o f list given the draught, beam and rise of the floor

2. .1 knows that:

.1 a deadweight moment is mass in tonnes x vertical height of the mass above the keel

.2 free surface moments are to be added to the deadweight moments when using the diagram of maximum deadweight moment

.3 if, for a stated displacement or draught, the total deadweight moment or KG is less than the maximum permissible value, the ship will have adequate stability

.4 curves of maximum KG or minimum GM to ensure adequate stability in the event of partial loss of intact buoyancy are provided in passenger ships.

.2 calculates the:

.1 deadweight moment and uses the result with the diagram of deadweight moment to determine if the stability is adequate given the masses loaded, their heights above the keel and the free surface moments of slack tanks,

.2 maximum mass that can be loaded in a given position to ensure adequate stability during a voyage, making allowance for the fuel, water and stores consumed and for any resulting free surface using the diagram of deadweight moments

As for Module 1

As for Module 1 and 6 including: 1 .1 describes

(with the aid of diagrams): the forces which cause a ship to list when G is to one side of the centre line

.2 shows on a diagram the formula for

.1-listing moment

.2-angle of

.3 shows that in

a listed condition the range of stability is reduced

2. The vessel is operated within permissible stress limits.

3. Prompt and correct actions are taken to minimize flooding

4. The ship is always within specified grain and timber cargo stability criteria.

5. Principles are correctly applied to deal with stability emergencies.




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3. The basics of trim 4. Actions to be

taken in the event of partial loss of intact buoyancy

5. Calculation of

areas, volumes and centroids

3. .1 defines: - trim - centre of floatation (tipping centre) - trimming moment - moment to change trim by 1cm (MCT 1cm)

.2 describes how trim may be changed by moving masses at a position forward of or abaft the centre of flotation

.3 able to use: .1 hydrostatic data to find the position of the centre

of flotation for various draughts .2 hydrostatic curves or deadweight scale to find the

MCT 1cm for various draughts .3 a trimming table or trimming curves to determine

changes in draughts resulting from loading, discharging or moving weights

.4 calculates: .1 the change of trim given the value of MCT 1cm,

masses moved and the distances moved forward or aft or, masses added or removed and their distance forward of or abaft the centre of flotation

.2 the new draughts given initial draughts, TPC, value of MCT 1cm, masses moved and the distances moved forward or aft or, masses added or removed and their distance forward of or abaft the centre of flotation

.3 final draughts and trim for a planned loading by considering changes to a similar previous loading

.5 knows 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 tables should not be used

4. .1 knows that:

.1 flooding should be contained by prompt closing of watertight doors, valves and any other openings which could lead to flooding of other compartment and any action which could stop or reduce the inflow of water should be taken

.2 cross-flooding arrangements, where they exist, should be put into operation immediately to limit the resulting list

5. .1 able to use:

.1 the trapezoidal rule to find the area under a curve defined by given ordinates

.2 Simpson’s rules to calculate the area under a curve defined by any number of ordinates

.2 able to; .1 decide which of Simpson’s roles is the most

appropriate to use to calculate the area under a given curve

.2 incorporates appendages into area calculations using Simpson’s rules

.3 reduce errors using half intervals

.4 calculate the volume of a ship to a stated draught by applying Simpson’s rules to given cross-sectional areas or water plane areas

.5 calculate the first moments of areas about both principal axes using Simpson’s first and/or second rules

.6 calculates the centroid of areas about both principal axes

.3 knows that the area is exact for linear, quadratic or cubic curves




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6. The effects of density

7. Free surface

effect

6. .1 calculates: .1 the displacement for a particular draught from the

seawater displacement for that draught extracted from hydrostatic data given the density of the water in the dock

.2 the TPC for given mean draught and density of the dock water

.3 derives the FWA formula

.4 knows the precautions to take when using FWA and or dock allowance

7. .1 knows that the ;

.1 formula for calculating free surface in a rectangular and a ship shape tank

.2 quantity of free surface effect may be given in one of the following ways:

- inertia in metre - free surface moments for a stated density of

liquid in the tank - as a loss of GM, in tabulated form for a

range of draughts (displacements) for a stated density of liquid in the tank

.2 describes the effect the longitudinal sub-division of a tank has on the free effect of that tank

.3 able to:

.1 use the information for calculating free surface to calculate the loss of GM due to slack tanks

.2 correct free surface moments when a tank contains a liquid of different density from that stated in the capacity table

.3. calculate the loss of GM due to slack tanks given a ship’s displacement and the contents of its tanks, uses the information from a capacity table

.4 calculate the GM on arrival at destination given a ship’s departure conditions and the daily consumption of fuel, water and stores,




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8. Assessment of

intact stability for passenger and cargo ships

9. Assessment of intact stability for the carriage of grain

8. .1 describes the general precautions to be taken against

capsizing .2 knows;

.1 the recommended criteria for passenger and cargo ships

.2 what stability information should comprise of

.3 the additional stability criteria required for: - timber ships - off-shore supply vessels - passenger ships

.3 determines whether the ship meets the recommended criteria given the initial metacentric height and the GZ curve,

9. .1 Knows: .1 the intact stability requirements for the carriage of

grain .2 that before loading bulk grain the master is

required to demonstrate that the ship will comply with the stability criteria at all stages of the voyage

.3 knows what information the grain loading stability book has to contain

.4 what are volumetric heeling moments

.5 how the shift of grain surfaces is taken into account in filled compartments and in partly filled compartment

.2 able to plan and complete a grain loading calculation for a conventional tween deck ship and a purpose built bulk carrier, with or without partly filled spaces, given a grain loading plan ( or book), tank statement, voyage details and amount of cargo booked and able to compare the results of such calculation with the grain loading requirements to determine if the grain loading plan is in order

.3 able to draw a heeling-arm curve on the righting-arm curve for a given ship and KG, corrected for free surface liquid, and - - determine the angle of heel - calculate the residual dynamical stability to the

angle laid down SOLAS chapter VI using Simpsons rules,




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MODULE 8

1. Subdivision of

ships and watertight integrity

2. The importance

of surveys and dry-docking and carries out relevant procedures

1. .1 describes the purpose of transverse bulkheads, the

construction of a watertight bulkhead, its attachments to sides, deck and tank top and how water tightness is maintained where bulkheads are pierced by pipes, frames and doorways

.2 distinguishes between watertight, non-watertight, collision and oil tight or tank bulkheads

.3 defines: - margin line - bulkhead deck

- weather tight .4 knows the requirements regarding:

.1 the positioning and heights of bulkheads on a cargo ship in respect of forepeak, afterpeak, engine spaces and length

.2 penetrations of the collision bulkhead

.3 the closing of watertight doors

.4 the position of hinged watertight doors above the deepest subdivision load line

.5 drills, inspections and tests of watertight doors, side scuttles, valves and other closing mechanisms

.5 describes: .1 how water tightness is maintained below the tank top

in line with the bulkhead .2 how bulkheads are tested for tightness .3 the purpose of wash bulkheads in cargo tanks or deep

tanks .4 and sketches the arrangement of a hinged watertight

door and a power-operated sliding watertight door .6 categorises watertight doors by class 2. .1 Knows:

.1 the types of survey applicable - special, continuous, hull, machinery and loadline . Their purpose, the period between them and the items inspected at the different surveys.

.2 the period required between dry-docking and the conditions allowing longer that normal periods

.2 describes: .1 the examination to be made to the following list of

items in dry-dock: - shell plating - cathodic protection fittings - rudder - stern frame - propeller - anchors and chain cable

.2 the cleaning, preparation and painting of the hull in dry-dock

.3 able to calculate paint quantities for painting the hull.

As for module 1

As for module 1, 6 and 7 including

cross-curves of stability and KN curves are correctly used to construct a curve of statical stability for a given displacement and value of KG, making correction for any free surface moments and

-explains how to use the initial metacentric height as an aid to drawing the curve

-identifies from the curve the approximate angle at which the deck edge immerses

-describes the effect of increased freeboard on the curve of statical stability for a ship with the same initial




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MODULE 9

1. Calculation and

assessment stability at moderate and large angles of heel.

2. Trim and list

1. .1 knows that:

.1 the formula GZ - GM sin θ does no t hold for angles in excess of 10º

.2 initial KM is calculated from: KM =KB + BM

.3 transverse BM = I / V

.4 for a rectangular water plane: I = ( LB3 / 12 )

.5 for moderate and large angles of heel, values of GZ found by calculating the position of the centre of buoyancy are provided by the shipbuilder for a range of displacements and angles of heel for an assumed position of the centre of gravity

.6 the righting lever, GZ, may be found from the wall-sided formula up to the angle at which the deck edge is immersed

.7 cross-curves and KN curves are drawn for the ship with its centre of gravity on the centre line

.2 shows that, for a box-shaped vessel: KM + (B2 / 12d) + (d / 2)

.3 uses : .1 a metacentric diagram to obtain values of KM, KB

and BM for draughts 2. .1 defines:

- longitudinal centre of gravity (LCG) - longitudinal centre of buoyancy (LCB)

.2 understands: .1 that a ship trims about the centre of flotation until

LCG and LCB are in the same vertical line .2 that the LCG must be at the same distance from

amidships as LCB when the ship floats on an even keel

.3 that the couple ( with the aid of a diagram), of a ship constrained to an even keel, that is formed by the weight and buoyancy forces when LCG is not at the same distance from amidships as LCB

.4. how to distinguish between list and loll and describes how to return the ship to the upright in each case

.3 calculates: .1 the final position of LCG given initial displacement,

initial position of LCG, masses loaded or discharged and their LCGs

.2 the trim, the mean draught and the draughts at each end using a ship’s hydrostatic data and a given disposition of cargo, fuel, water and stores,

.3 the mass to move between given positions to produce a required trim or draught at one end

.4 where to load a given mass to produce a required trim or draught at one end

5 how to divide a loaded or discharged mass between two positions to produce a required trim or draught at one end

.6 where to load a mass so as to keep the after draught constant

.7 the correction for trim to apply to the displacement corresponding to the draught amidships given the forward and after draughts, the length between perpendiculars and hydrostatic data,

As for module 1

As for module 1,6,7 and 8




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.8 the second correction to displacement given Nemotos

formula, .4 corrects:

.1 the draughts indicated by the marks given the distance of draught marks from the perpendiculars and the length between perpendiculars,

.2 the draught amidships for hog or sag .5 calculates the:

.1 maximum list during loading or discharging a heavy lift, using a ship’s derrick, given the relevant stability information and the dimensions of the derrick

.2 minimum GM required to restrict the list to a stated maximum when loading or discharging a heavy lift

.3 quantities of fuel oil or ballast to move between given locations to simultaneously correct a list and achieve a desired trim

.6 determines the equilibrium angle of heel resulting from a transverse moment of mass by making use of curves of statical stability, including those for ships with zero or negative initial GM.

.7 quantities of fuel oil or ballast to move between given locations to simultaneously correct a list and achieve a desired trim

.8 determines the equilibrium angle of heel resulting from a transverse moment of mass by making use of curves of statical stability, including those for ships with zero or negative initial GM,

.9 Understands the theory of squat (shallow water effect) and conditions under which it occurs.




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KNOWLEDGE, UNDERSTANDING AND PROFICIENCY METHODS FOR DEMONSTRATING COMPETENCE


3. Dynamic

stability and assess its significance

3. defines:

.1 dynamical stability at any angle of heel as the product of displacement and the area under the curve of statical stability up to that angle)

.2 uses Simpson’s rules to find the area in metre-radians up to a stated angle given a curve of statical stability,

.3 understands that: .1 the dynamical stability at a given angel of heel

represents the potential energy of the ship and that the potential energy is used partly in overcoming resistance to rolling and partly in producing rotational energy as the ship returns to the upright

.2 in the absence of other disturbing forces, the ship will roll to an angle where the sum of the energy used in overcoming resistance to rolling and the dynamical stability are equal to the rotational energy when upright

.3 a heeling moment is formed, equal to the force of the wind multiplied by the vertical separation between the centres of the lateral areas of the

portions of the ship above and below the waterline - a steady wind will cause a ship to heel to an

angle at which the righting lever is equal to the heeling lever

- a ship under the action of a steady wind would roll about the resulting angle of heel

.4 calculates on a curve of righting levers, the angle of

equilibrium under the action of a steady wind and - shows the areas which represent the dynamical

stability at angles of roll to each side of the equilibrium position

- describes by reference to dynamical stability, the effect of an increase in wind pressure when a vessel is at its maximum angle of roll to windward

.5 summarizes the recommendation on severe wind and rolling criterion for the intact stability of passenger and cargo ships.

.6 describes by reference to a curve of righting levers and dynamical stability, describes the effect of a listing moment on the rolling of the ship about the equilibrium position

.7 describes the Pauling effect

As for module 1 As for module 1,6,7 and 8




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4. Shear force,

bending moments and torsional stress, and assessment thereof

5. Calculation of

approximate GM by means of rolling period tests

4. .1 understands:

.1 a shearing stress

.2 the shear forces for a beam in equilibrium

.3 a bending moment

.4 that shear forces and bending moments arise from difference between weight and buoyancy per unit length of the ship

.5 the load

.6 how wave profile affects the shear-force curve and bending-moment curve

.2 calculates and draws diagrams of shear force and bending moment for simply supported beams

.3 shows that the bending-moment curve has a turning point where the shear force has zero value

.4 draws: .1 a load curve from a given buoyancy curve and weight

curve .2 a diagram of shear force and bending moment for a

given distribution of weight for a box-shaped vessel .5 knows the requirements for the carriage of a loading

manual or a loading instrument .6 describes the use and purpose of a loading instrument .7 describes:

.1 torsional stresses

.2 how torsional stresses in the hull are set up

.3. how wave-induces torsional stresses are allowed for in the design of the ship

.4 how torsional stresses are a problem mainly in container ships

.5 maximum permissible torsional moments at a number of specified cargo bays

.8 calculates cumulative torsional moments for stated positions given details of loading

5. .1 calculates GM given values of F and T and the equation

GM = F / T2, for ships up to 70 m in length, using the rolling period

.2 knows: .1 that for small angles of roll in still water, the initial

metacentric height, GM is given by: GM = [ fB / Tr]2 where: f = rolling factor B = breadth of the ship Tr = rolling period in seconds

and that GM = F / Tr

2 where: the F-value is provided by the

Administration .2 the procedures for determining a ship’s stability by

means of the rolling period test .3 the limitations of the method




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6. Principles of

inclining test and procedures involved

7. Dry-docking

and grounding

6. .1 knows:

.1 why a ship undergoes an inclining test

.2 what is to be determined from the inclining test

.3 the conditions under which an inclining test is carried out

.4 what data is required to carry out the inclining test

.5 that, at intervals not exceeding five years, a light ship survey must be carried out on all passenger ships to verify any changes in light ship displacement and longitudinal centre of gravity

.6 any ship must be re-inclined whenever, in comparison with the approved stability information, a deviation in the lightship displacement or the LCG exceeding the norms stated by the flag state or classification society is noted.

.2 describes how an inclining test is carried out and the precautions to be taken to ensure an accurate result

.3 calculates the KG given the mass and the distance through which it was moved, the displacement, length of the plumb line and the deflection

7. .1 Knows

.1 the stability criteria for dry-docking a ship

.2 the effect of the upthrust at the stern causes on metacentric height

.3 why a ship should be drydocked with a small or moderate trim by the stern

.2 calculates the: .1 minimum GM to ensure that the ship remains stable at the

critical point of taking the blocks overall and explains why this GM must remain positive until the critical instant is reached

.2 maximum trim to ensure that the ship remains stable on taking the blocks overall for a given GM

.3 virtual loss of GM and the draughts of the ship after the water level has fallen by a stated amount

.4 draughts on taking the blocks overall .3 derives the formula for the up thrust at the stern

P = ( MCT x t ) / 1 where: P = up thrust at the stern in tonnes t = change of trim in cm 1 = distance of the centre of flotation from aft

.4 shows:

.1 by taking moments about the centre of buoyancy for a small angle of heel θ,

righting moment = Δ x GM sin θ - P x KM sin θ where GM is the initial metacentric height when afloat

.2 that the righting lever is that for the ship with its metacentric height reduced by ( P x KM ) / Δ

.3 that by using the equation in 33.4.1 above and Km = KG + GM, that righting moment = ( Δ - P ) x GM sin θ - P x KG sin θ

.4 that the righting lever is that for a ship of displacement ( Δ - P ) and with metacentric height reduce by ( P x KG ) / ( Δ - P ) and explains that it remains positive providing Δ x GM is greater than P x KM or, equivalently, ( Δ - P ) x GM is greater than P x KG

.5 explains that

.1 the stability of a ship aground at one point on the centre line is reduced in the same way as in dry-docking

.2 when grounding occurs at an off-centre point, the upthrust causes heel as well as trim and reduction of GM

.3 the increase in up thrust as the tide falls increases the heeling moment and reduces the stability




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MODULE 10

1. The factors

affecting rolling of ships, and its prediction

2.The dangers of flooding of components and predicts its effects on stability and trim

1. .1 describes:

.1 the effect of GM, increase of draught and/or of displacement and the distribution of mass within the ship influence rolling and the rolling period

.2 what synchronization is, the circumstance in which it is most likely to occur and the actions to take if synchronization is experienced

.3 how bilge keels, anti-rolling tanks and stabilizer fins reduce the amplitude of rolling

2 explains the forces acting on a ship when heeling during a turn and specifically the: -acceleration towards the centre of the turn -underwater centre of lateral resistance -centripetal force, given by:

F = (Mv2) / r where: M = mass of the ship in tonnes v = speed in metres per second r = radius of turn in metres R = centripetal force in kilo Newton’s fact that the ship will heel until the resulting righting moment equals the heeling couple, ie M x g x GM sin θ = (Mv2/r) [KG-d/2] cos θ where: g = acceleration due to gravity

θ = angle of heel .3 given relevant data, calculates the angle of heel from

tan θ = ( v2 [ KG - ( d / 2 ) ] ) / ( g x GM x r ) 2. .1 has an understanding of the regulations concerning the

subdivision of passenger ships .2 describes how the damage to compartments may cause a

ship to sink as a result of: - insufficient reserve buoyancy, leading to progressive

flooding - progressive flooding due to excessive list or trim - capsizing due to loss of stability - structural failure

.3 explains the stability calculation for the methods: - added mass ( hull not damaged or pierced) - loss of buoyancy ( hull damaged or pierced)

.4 understands that : .1 when a compartment is holed the ship’s displacement

and its centre of gravity are unchanged .2 that a heeling arm is produced, equal to the

transverse separation G and the new position of B for the upright ship

.3 the area of intact water plane is reduced by the area of the flooded spaces at the level of the flooded waterline multiplied by the permeability of the space

.4 if the flooded space is entirely below the waterline there is no reduction in intact water plane

Assessment by written examination only

As for module 1 to 9 including a deeper theoretical understanding of the construction of ships, the forces and stresses acting on a ship, the statical and dynamical stability applicable to a ship and the stability of a dry-docked grounded or damaged ship.




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MODULE 11

1.The causes and dangers of vibration in machinery

1. .1 Explains:

.1 what is meant by synchronous or resonant vibration.

.2 the seriousness of synchronous or resonant vibration.

.3 how local vibration might be overcome.

.3 Describes local vibration.

.4 Names the normal sources of vibration.

.5 States that: .1 empirical formulae are

used in vibration problems.

.2 once built, little can be done to alter a ship’s natural frequencies

As for module 1

Correctly describes / calculates resistance and propeller effects

MODULE 12

1. Resistance to ship’s propulsion.

1. .1 Explains: .1 what is meant by:

- wave-making resistance

- frictional resistance - form drag and form

resistance - eddy-making

resistance - air resistance (and

compares it to the total water resistance)

- appendance resistance (and compares it to the total resistance of the hull)

.2 what is meant by boundary layer and describes the two types of fluid flow.

.3 the effect of interference of bow

stern waves

.4 the reasons for fitting bulbous bows.

.2 Describes: .1 the relationship

between frictional resistance and:

- ship speed - the wetted area - the surface

roughness - the length of the

vessel 2. the three types of wave

formed when a ship

As for module 1

Correctly describes / calculates resistance and propeller effects




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moves through the water.

.3 States that: .1 total resistance = residuary

resistance + frictional resistance and lists the components of residuary resistance.

.2 ship resistance is estimated by carrying out tank tests on models of similar form.

.3 at moderate speeds, frictional resistance may be up to 75% of the total resistance.

.4 there are several formulae available to determine the wetted surface area of a ship.

.4 Knows Froude’s formula for calculating frictional resistance, a formula for estimating the wetted surface and values of the constant for different lengths, estimates the frictional resistance of ships of various lengths and varying displacements at different speeds.

.5 Uses Froude’s law of comparison to determine the residuary resistance of similar ships.

.6 States that: .1 if speed in knots is:

- less that 1.0 a ship is said to be slow.

- more than 1.5 a ship is said to be fast.

.2 high speeds, wave-making resistance may be 50 to 60% of the total resistance.

.3 ship speed and length have a major influence on the effect of wave interference.

.4 wind force is proportional to the wind direction.

.5 in still air the air resistance is proportional to the square of the ship’s speed.

.6 in a headwind the air resistance is proportional to the square of the combined ship’s speed and wind speed.

.7 with a stern wind the air resistance will be negative if the wind speed exceeds the ship’s speed.

.7 Calculates simple proportional changes in air resistance with head and stern winds.

.8 Given values of the admiralty coefficient, determines propulsion power, using the equation:




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power = displacement 2/3 x speed 3

admiralty coefficient and explains its derivation.

.9 States that in parts of a ship’s operating speed range

- fuel consumption per unit time will be directly proportional to the power developed

- that the speed range where such conditions occur, should be available from the ship and engine trials data

- that the fuel consumption in such condition per unit time is proportional to displacement2/3 x speed3.




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- where the displacement is constant, the approximate

daily fuel consumption is proportional to speed3 hence daily fuel consumption1 = speed3

1 daily fuel consumption2 speed2

and that if the ship’s speed is outside the range stated above, then the fuel consumption per unit time is normally increased, and this must be allowed for in estimates.

.10 Uses the information in 49.9 above to estimate variations in daily fuel consumption at varying speeds.

.11 States that approximate fuel consumption on a voyage is proportional to speed2 x distance travelled:

voyage fuel consumption1 = speed1 x voyage distance1 voyage fuel consumption2 speed2 voyage

distance2

.12 States the general expression: voy fuel consumption1 = displacement1 xspeed voy fuel consumption2 displacement2 Xspeed2

x distance1

distance2

.13 Estimates potential fuel consumptions and variations when running at:

- different speeds over repeat voyages - similar speeds on different voyages

- different speeds during a voyage




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MODULE 1 3

1. Principles of

propellers and propulsion systems

1. .1 Explains briefly how the power of a

.1 propulsion turbine is measured.

.2 diesel engine is measured as: - shaft power - indicated power

and is able to solve simple problems related to shaft and indicated power.

.2 Explains what is meant by delivered power and effective power.

.3 Defines: - hull efficiency - propeller efficiency

and is able to solve simple problems related to hull efficiency and propeller efficiency. 4 Able to relate shaft and indicated power and effective power to

each other. .5 Describes:

.1 how thrust power is determined.

.2 the fundamental principle of a propeller.

.3 the following parts of a propeller: - face - back - leading edge - training edge - diameter - pitch - rake

.4 the usual rotation of propellers in a twin-screw ship.

.5 the basic geometry of a propeller face.

.6 the effect of cavitation on: - the thrust and torque - the propeller blades

.7 how wake is produced

.8 the procedure of speed, power, and fuel-consumption trials.

.6 Compares the speed of the propeller through the wake to the speed of the ship.

.7 States that: .1 the propeller action creates a reduction in pressure on

the after part of the hull and explains the effect of this on propeller thrust.

.2 the thrust varies directly with the surface area excluding the boss.

.3 without slip there would be no thrust. .8 Explains what is meant by:

.1 left- and right-handed propellers.

.2 cavitation.

.3 the singing of a propeller. .9 Defines apparent slip.

As for module 1.

Correctly describes / calculates the principles of propellors and propulsion systems.




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MODULE 1 4

1. Principles of

rudder operation and it’s effects.

1. .1 States:

.1 the equation for centrifugal force and develops an equation to find the angle for heel when turning.

.2 that the centre of pressure of a rectangular rudder is approximately:

- 0.35 of its width behind the leading edge if it is behind deadwood.

- 0.31 of its width behind the leading edge if it is in the open.

.2 Calculates the angle of heel when turning, given all the necessary rudders.

.3 Sketches simple diagrams illustrating balanced and unbalanced rudders.

.4 Explains: .1 the considerations which govern the size and

shape of a rudder. . .3 in principle, how the torque on the rudder

stock is established. .4 the effect on the torque when running astern. .5 the effect of low ship speed on the

performance of a rudder. .6 the purpose of special rudders.

.5 Lists the variables which affect the force on a rudder.

.6 Describes the effect on the rudder stock of different rudder configurations

As for module 1.

Correctly describes / calculates the principles of rudder operation and it’s effects.

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