What is baseline of a ship?

baseline: A line in the longitudinal plane of symmetry of the ship's hull parallel to the designed summer
load waterline, which is used as a datum in defining the heights of points on the hull, and defines the
primary axis of the coordinate system. Preferably, it shall be positioned such that no point on the
moulded surface of the hull will lie below the baseline and shall normally be defined to pass through the
lowest point on the moulded surface between perpendiculars.

Water draft: This is the vertical distance from the waterline down to the
keel. If it is to the top of the keel, then it is draft moulded. If it is to the bottom
of the keel, then it is draft extreme. Draft moulded is used mainly by Naval Architects. Draft extreme is
used mainly by masters, mates, port authorities and dry-dock personnel.

Air draft: This is the quoted vertical distance from the waterline to the highest point on the ship when at
zero forward speed. It indicates the ability of a ship to pass under a bridge spanning a waterway that
forms part of the intended route.

In order to go beneath bridges over rivers, some vessels have telescopic masts. Others have hinged masts
to lessen the chances of contact with the bridge under which they are sailing.
Occasionally, the master or mate needs to calculate the maximum cargo to discharge or the minimum
ballast to load to safely pass under a bridge. This will involve moment of weight estimates relating to the
final end drafts.

What must be remembered is that the vessel is at a forward speed.Therefore, allowances have to be made
for the squat components of mean bodily sinkage and trim ratio forward and aft.
The Williamson Turn

1. Put the rudder over full in the same direction as the person .

2. When clear of the person, go ahead full using full rudder.

3. When the heading is about 60 degrees beyond the original course, immediately shift the
rudder to full over in the opposite direction. (60 degrees is correct for many vessels, but
the exact amount must be determined through trial and error.)

4. Continue the turn until the boat is heading 180 from the original course (for example, if
the old heading was 90, the new heading will be 270) after the turn.

5. Bring the vessel upwind of the person, stop the vessel in the water with the person along-
side, well forward of the propellers.

Williamson turn is ideal method in reduced visibility. If executed properly it positions the ship on a
reciprocal course on its exact original track thereby allowing the search to commence on the track the
victim fell over, not from a parallel track. Speed should be maintained during the turn as any changes in
speed may bring the ship on a reciprocal course in a different position than the line of the initial course.

Turning radius should not be more than 5 Times the vessel length as per sea trial requirements.
RESOLUTION MSC.137(76)
(adopted on 4 December 2002)
STANDARDS FOR SHIP MANOEUVRABILITY

RESOLUTION A.601(15) IMO

i. Fouling Release paint

Fouling release is an antifouling paint, which is free from biocides.
It is normally silicone-based and leaves a non-stick surface.
The efficacy is dependent on the speed of the vessel as any
attached fouling is supposed to wash off.
 For Foul Release antifouling, the AHR increase is assumed to be
only 5 microns per year
Underwater Hull and Boottop
Coating systems for the under-water parts of a ship should be cor-rosion-inhibiting,
antifouling, abra-sion-resistant, smooth, and compat-ible with cathodic protection.
To minimise bunker (fuel) costs,the underwater hull should remain smooth during service.
Conse-quently, a coating system should be applied as evenly as possible, and it should
provide long-term protection against corrosion and fouling. Increased hull friction due to
foul-ing can result in up to 40% more fuel consumption compared to a clean hull and greater
air pollution because of the extra fuel burned to maintain a ships speed.Systems for the
underwater hull/boottop areas consist of an anticorrosive paint and an antifoul-ing paint on
top of it. Sometimes a sealer or tie coat is applied between these two paints, especially when
tar-containing anticorrosives are used. The sealer prevents the tar from bleeding into the
antifouling, thereby improving its effectiveness and adhesion

2.1.
The ISM Code is mandatory for all ships, including self -propelled MODUs,
of 500 gross tonnage (GT) and above. The following vessels are not
subject to the requirements of SOLAS:
i.Cargo ships and MODUs of less than 500 gross tonnage, measured under
the International Convention on Tonnage Measurement (1969);
ii.Offshore units which are not self-propelled;
iii.Pleasure yachts for the private use of their owner and not engaged in
commercial trade.
2.2.Any ship measured as less than 500 GT under previous national
Arrangements but more than 500 GT under the International Convention
on the Tonnage Measurement of Ships 1969 (Tonnage 1969 Convention)
falls under the scope of the ISM Code.

A mini-ISM is a safety management system based on the ISM Code but tailored specifically to the needs
of commercial yachts over 24 meters and under 500GT which otherwise, under international maritime
law, have to comply with a full ISM system.

Purpose

The purpose of a mini-ISM system is to:

Promote and ensure safety at sea for the yachts crew and guests and third parties
Prevent human injury or loss of life to the yachts crew, guests and third parties
Avoid damage to the yacht
Avoid damage to the environment

Requirements

The requirements of a mini-ISM have been summarised by the MCA as part of the rules and
regulations governing the operation of commercial yachts over 24 metres in length.

Docking Drawing Plan View:

The plan view would show the location of the keel blocks along the centerline of the ship. Most
large ships with wide beam are also placed on a series of side blocks, and the layout of the same
is laid out in the plan view. The position of every hull opening and hull protrusions (both, above
and below the waterline) are also marked in this drawing, in order to make sure they do not
interfere with the dock blocks.

Keel Profile:

The keel profile shows the elevation of the keel line along the ships length. This profile is used
to determine the height of the keel blocks at each longitudinal position, taking into consideration
the load distribution curve of the ship.
Load Distribution and Block Pressure:

Since the keel blocks bear the weight of the ship, the load distribution curve for the keel blocks is
derived from the weight curve of the ship, which is comprised of a combination of distributed
and concentrated weights. The weight of the hull girder and superstructure are distributed along
the ships length. But weights like that of machinery, equipment, transverse bulkheads, fuel oil,
fresh water are considered as concentrated weights.

Figure 7: Weight Curve of a ship.

The figure above shows the nature of the weight curve for a ship (shown in blue). In case of dry
docking, the buoyancy curve becomes non-existent. However, there is an important change that
is made in the weight curve. If you notice carefully, when a ship is afloat, it is supported by
buoyancy throughout its length. But a ship on a dry dock is not supported by keel blocks
throughout its length. This is because of the shape of the ships hull. Notice in the figure below,
that a significant length of the ship forward and aft are not supported by the keel blocks directly,
due to the overhangs at the bow and stern.
Figure 8: Keel bearing length and Overhang.

Though the weight of the overhang regions is not directly exerted on the keel blocks, the total
weight of the ship is supported by the total area of the keel blocks. To compensate for this effect,
the weight curve of the ship is accordingly changed so as to transfer the weights of the overhang
regions onto the region supported by the blocks (also called keel bearing length).

The maximum pressure that can be exerted on the blocks is a function of the material used for
the blocks. This value being a constant, the minimum block area required for each block is
calculated. If you observe the nature of the weight curve, it is usually high at the mid ship region
and decreases at the forward and aft. It is due to this reason that the weight bearing area of the
keel blocks increase as we move towards the mid ship. The pressure exerted on the keel blocks is
called the block pressure, and the Average Block Pressure is the total weight of the ship divided
by the total bearing area.

Now, docking plans are created for every ship taking into consideration the dry dock where it is
likely to be dry docked during most of its major repair and refits. But there may arise situations
where a vessel is to be dry docked at a different dock, where the docking plan is to be modified
to suit the dry dock. There are a number of conditions that must be met in order to prevent any
structural failure in such cases:

The number of blocks may be different from the original docking plan, but the total
bearing area must be sufficient to maintain the block pressure below the material safe
limits. This ensures that the hull does not have excessive loads that could cause damage
to itself.

The floor of the dock has its own strength limits, which depends on the material of the
dock floor. This makes the load on the dock floor per unit length a limiting parameter too.
Now, if any block is removed or repositioned from the original plan, the load on the dock
floor per unit length must be recalculated and checked for the given factor of safety.

The dock floor is strengthened underneath by transverse frames that run along the breadth
of the dock. When keel blocks or side blocks are repositioned from the original dock
plan, it should be ensured that the new position of the block is such that it comes under a
strength bearing member of the ship (bulkhead, longitudinal girder, etc.) and also sits on
 top of a dock floor transverse. This is to ensure that there is a proper stress flow from the
ships hull to the keel blocks, and finally to the dock floor.

It must be checked that the new positions of the keel blocks do not interfere with any
underwater opening or protrusion. The heights of the new blocks should be calculated by
interpolating the values of the two closest values from the original docking plan.
Fuel injection system, rate shaping capability
The optimum combustion (thus also the optimum thermal efficiency) requires an
optimised fuel injection pattern which is generated by the fuel injection cam shape in a
conventional engine. Large two-stroke engines are designed for a specified max. firing pressure,
and the fuel injection timing is controlled so as to reach that firing pressure with the given fuel
injection system (cams, pumps, injection nozzles, etc.).
For modern engines, the optimum injection duration is around 18-20 degrees crank angle
at full load, and the max. firing pressure is reached in the second half of that period. In order to
obtain the best thermal efficiency, fuel to be injected after reaching the max. firing pressure must
be injected (and burnt) as quickly as possible in order to obtain the highest expansion ratio for
that part of the heat released.
From this it can be deduced that the optimum rate shaping of the fuel injection is one
showing increasing injection rate towards the end of injection, thus supplying the remaining fuel
as quickly as possible. This has been proven over many years of fuel injection system
development for our two-stroke marine diesel engines, and the contemporary camshaft is
designed accordingly.
The fuel injection system for the Intelligent Engine is designed to do the same but in
contrast to the camshaft- based injection system, the IE system can be optimised at a large
number of load conditions.

RESOLUTION A.868(20)
adopted on 27 November 1997
GUIDELINES FOR THE CONTROL AND MANAGEMENT OF SHIPS' BALLAST
WATER TO MINIMIZE THE TRANSFER OF HARMFUL
AQUATIC ORGANISMS AND PATHOGENS

Ballast water management options

.1 Ballast water exchange
.2 Non-release or minimal release of ballast water
.3 Discharge to reception facilities
.4 Emergent and new technologies and treatments

Ballast water exchange

Near-coastal (including port and estuarine) organisms released in mid-ocean, and oceanic organisms
released in coastal waters, do not generally survive.
When exchanging ballast at sea, guidance on safety aspects of ballast water exchange as set out in
appendix 2 should be taken into account. Furthermore, the following practices are recommended:
- where practicable, ships should conduct ballast exchange in deep water, in open ocean and as
far as possible from shore. Where this is not possible, requirements developed within regional
agreements may be in operation, particularly in areas within 200 nautical miles from shore.
Consistent with 9.1.2 above, all of the ballast water should be discharged until suction is lost,
and stripping pumps or eductors should be used if possible;
- where the flow-through method is employed in open ocean by pumping ballast water into the
tank or hold and allowing the water to overflow, at least three times the tank volume should be
pumped through the tank;
where neither form of open ocean exchange is practicable, ballast exchange may be accepted
by the port State in designated areas; and
- other ballast exchange options approved by the port State.
MSC/Circ.878 MEPC/Circ.346, Nov 1998 define the HEAP a practical tool designed
to address
the human element, to be used for consideration of maritime safety and
environmental issues
at IMO.
The steps outlined in the flowchart list a series of questions that should be
considered to appropriately
address the human element in the regulatory development process.