1

CHAPTER NO. 1

COMPRESSED AIR SYSTEM

_______________________________________________________________
Learning Objectives: After studying this chapter you will be able to understand
the following: -
! Air Compressor.
! Types of Air Compressors.
! Centrifugal Compressor.
! Reciprocating Compressor.
_______________________________________________________________

Structure: -
• Introduction.
• Air compressor.
• Type of compressed air.
• Uses of compressed air onboard ship.
• Types of compressors.
! Centrifugal compressor.
! Reciprocating compressor.
! Comparison between centrifugal compressor and reciprocating
compressor.
! Important factor related to performance of compressor.
• HP Air System.
• Piping and Valves-Pneumatic Systems
• Parts of a Compressor.
• Parts of a HP Air Panel.
• Acoustic Emission Tests.
• Questions for self-assessment.
• Sources of information/References for further reading.

Introduction

1. Air compressors are used to charges compressed air the bottles. These
are usually electrically driven. A connection for charging these compressed air
means of a compressor from the shore is also provided. The working pressure of
the high-pressure air system is usually between 3000 and 4000 psi. At each
connection a reducing valve, usually denoted as R, is fitted so that the served
system should get the requisite pressure as tested earlier. The reduction of
pressure is usually achieved by means of two reducing valves, the first one at the
ring main reducing the pressure to about 50 psi and the second one reducing the
pressure to 15 psi or other pressure as required.

Air Compressor

2. A machine used to raise the pressure of air by reducing its volume is

known as a compressor.
 2

Types of Compressed Air

3. There are two types of compressed air: -

(a) High-pressure air (generally knows as HP air).
(b) Low-pressure air (generally knows as LP air).

HP Air

4. Compressed air with pressure above 120 psi is knows as HP air.

LP Air

5. Compressed air pressure below 120 psi is knows as LP air

Uses of Compressed Air Onboard Ships

6. An Air compressor is used for following:

(a) Starting a diesel generator/Engines (HP Air).

(b) Charging of diving set.
(c) Operating of pneumatic motors.
(d) Emergency steering gear operations during ship’s manoeuvering.
(e) Ballasting and de-ballasting (pneumatically operated
pumps/ejectors).
(f) Operation of armaments.
(g) Operation of ventilation system.
(h) Charging of BA sets.
(j) Cleaning of filters/ATU filters (LP Air).
(k) For trial run of steam auxiliaries.
(l) For pressure testing of tanks (LP Air).

Types of Air Compressors

7. Mainly there are two types of air compressors: -

(a) Centrifugal compressor

(b) Reciprocating compressor

Centrifugal Compressor

8. In case of a centrifugal compressor compression takes place due to

centrifugal action of the compressor, the pressure increasing towards the axis of
rotation of compressor. Advantages of a centrifugal compressor are: -

(a) Suitable for drive by electric motors or steam turbines.

(b) Centrifugal compressors are smaller in dimensions, light in weight
and free from vibrations as compared to equivalent reciprocating
compressors.
(c) Very flexible and easy to regulate
 3

Reciprocating Compressor

9. In case of a reciprocating compressor compression takes place due to

reciprocating (repeated pressurizing) action of the compressor. These consist of
a cylinder, piston, and inlet and out let valves. Advantages of a reciprocating
compressor are: -

(a) In single stage reciprocating compressor about 180 strokes take

place in one revolution of the crankshaft.
(b) In a double acting reciprocating compressor the suction,
compression and delivery of air takes places on both side of the piston i.e.
double the volume of air.
(c) Maximum delivery pressure is as high as 1000Kgf/sqcm.
(d) Maximum free air discharge is about 300 cu in/min.
(e) Reciprocating compressor are comparatively simple in construction
and operation to centrifugal compressors. These are also less costly as
compared to centrifugal compressors.

Comparison between reciprocating and centrifugal compressors

10. Comparison between reciprocating and centrifugal compressor are as

follows: -

Reciprocating compressors Centrifugal compressors

Low speed High speed
Air supply intermittent Air supply continuous
Low discharge at high pressure Large discharge at low pressure
Lubricating system complicated Lubricating system simple
Max delivery pressure Max delivery pressure 10kg/fsqcm
1000kgf/sqcm.
Coupled to low speed engines Coupled to high speed engines
Advantageous for high pressure, Advantageous for low pressure,
low discharge application high discharge application

Important Factors Related to Performance of Compressors: -

11. Important factors related to a compressor are as follows: -

(a) Inlet pressure

(b) Discharge pressure
(c) Compression ratio
(d) Compression capacity
(e) Free air delivery
(f) Swept volume

HP Air System

12. The HP air system usually consists of two/three ring mains as required by
the ship at forward, mid-ship and aft, cross connected amidships. HP air is stored
in three or more groups of bottles paced in the ship and feeding into a bottle
 4

group control chest in the control room. Manipulating the valves in the control
chest one or more of the bottle groups can be used to serve one or more of the
main rings. Air compressors charge the bottle, which are usually electrically
driven. A connection for charging by means of compressor from the shore is also
provided. The working pressure of the high-pressure air system is usually
between 3000 and 4000 psi. in. At each connection a reducing valve, R, is fitted
so that the served system should get requisite pressure as tested earlier. The
reduction of pressure is usually achieved by means of two reducing valves, the
first one at the ring main reducing the pressure to about 50 psi and the second
one to 15 psi or other pressure as required. Separate relief valves are also fitted,
as necessary, to guard against damage by excessive pressure should the other
reducing valves (primarily fitted for reduction of pressure) fail.

Piping and Valves-Pneumatic System

13. Pipes forming part of the HP air blowing system are usually made of
cupro- nickel, whereas those in the LP air blowing system are of hot solid drawn
steel galvanized, inside and out. Valves and valve chests and other fittings in this
system are usually made of gunmetal or other suitable non-ferrous material.
Valves are made in such a way as to give minimum pressure drop, greatest
resistance to erosion and corrosion and can be easily maintained. Valves in HP
air system are normally made of gunmetal. LP air system uses diaphragm type
valves made of gunmetal. ‘O’ seals rings of synthetic nylon and synthetic rubber
used extensively in pneumatic systems.

Parts of a Compressor

14. Parts of a compressor are as follows: -

(a) Suction strainer
(b) Suction valve
(c) Discharge valve
(d) Piston
(e) Connecting rod
(f) Cylinder head
(g) Water separator
(h) Air reservoir
(j) Sump
(k) Sump breather
(l) Lub oil pump
(m) Relief valve
(n) Drain valve
(o) Inter cooler
(p) After cooler

Parts of a HP Air Panel

15. Parts of a HP air panel are as follows: -

(a) Inlet isolating valve
(b) Strainer
(c) Reducer
 5

(d) Non-return valve

(e) Relief valve
(f) Pressure gauge
(g) Outlet isolating valve

Acoustic Emission Test

16. As HP Air systems are critical for survival of submarine it is imperative

that the system pipes, valves etc be tested thoroughly for reliable performance.
Acoustic emission testing is a method of testing such system for which extremely
high reliability is a design requirement. Hence the system and pipes are
subjected to hydraulic pneumatic pressure and the acoustic emission are
recorded and employed for defects. This is used for locating defects and testing
for satisfactory and reliable performance post repairs.

Fig. No 1: Types of Compressors

 6

Fig. No 2: Typical Layout of Reciprocating Compressors

Questions for self assessment

1. What are the various parts of compressor?

2. What are uses of HP air onboard ships?
3. Define air compressor?
4. What are the types of compressed air?
5. What are the types of compressors?
6. What is the difference between Reciprocating and Centrifugal
compressors?
7. What are the various parts of a HP air panel?

Sources of Information/References for further Reading: -

1. Practical Construction of Warships by RN Newton.

 7

CHAPTER NO. 2

FIRE FIGHTING SYSTEMS

Learning Objectives: After studying this chapter you will be able to understand
the following: -
! Introduction
! Water flooding or Spraying Systems
! Magazine Spraying or Flooding Arrangements
! Hanger Spraying System
! Smothering System
_______________________________________________________________

Structure: -
• Introduction.
• Causes of fire.
• Methods of eliminating fire.
• First aid fire fighting extinguishers.
• Fire fighting installation.
• Spraying/sprinkling system.
! Magazine spraying system.
! Hanger spraying system.
• Smoothening system.
! Steam drenching system.
! Methyl Bromide and CB/refrigerant 12 system.
! Carbon dioxide system.
• Foam installation.
• Fire fighting equipment.
• Question for self-assessment.
• Sources of information/References for further reading.

Introduction

1. Fire is a self-sustaining oxidation process with the evolution of heat and

light.

2. The problem of protecting a ship against fire is, fundamentally, the same
as that for a building on shore. It is best tackled by expending effort in two
direction; first towards preventing the occurrence of a fire, i.e. eliminating of
possible sources and causes of ignition, and secondly towards providing the most
efficient installation and equipment to fight a fire, if it does occur.

Causes of Fire.

3. The causes of fire are as follows: -

(a) Due to short circuit.
(b) Throwing of burning cigarettes butts/match sticks in areas where
combustible material are present.
 8

(c) Fire in engine/machinery while running.

(d) Sparks during ammunitioning / de-ammunitioning.
(e) Sparks during fuelling/de-fuelling.
(f) Due to missile/torpedo attack.
(g) Due to collision.

Methods of eliminating fire

4. Methods of eliminating fire are as follows: -

(a) Starving-Removing of burning materials.
(b) Smothering-Cutting of oxygen supply.
(c) Cooling-Removal of heat.

First Aid Fire Fighting Extinguishers

5. First Aid Fire Fighting Extinguishers are of following types: -

(a) AFFF Extinguishers
(b) CO-2 Extinguishers
(c) DCP Type Extinguishers

Fire Fighting Installation

Water flooding or Spraying Systems

6. Water sprinkler installations are fitted in magazines, working spaces of

petrol and avgas compartments, oxygen and acetylene compartments, weather
deck stowage’s for hydrogen and oxygen, acetylene bottles, spirit rooms,
inflammable stores, hangars of air craft carriers, helicopter hangars, paint rooms
and paint stores on large ships and liquid oxygen compartments. Shell rooms,
bomb rooms and certain magazines are fitted with arrangements for flooding
direct from sea through dedicated sea inlets.

Magazine Spraying or Flooding Arrangements

7 In small ships spraying arrangements are fitted only in those magazines,

which are too high in the ship for direct flooding from the sea to be effective. In
large ships all magazines including those selected for direct flooding are provided
with spraying arrangements.

8. The sprinkler heads are attached to a grid of pipes supplied with salt water
from the fire main. A branch is taken off the fire main at an angle above the
horizontal and laid via a SDV (locked open) and a mud box to the spray valve. An
additional valve, which must be locked open, is provided in some ships near the
spray valve on the fire main side to avoid having to drain down an excessive
amount of water before routine checking.

9. A short lead ending in an SDV and hose connection is taken off the
system between the spray valve and the mud box to facilitate draining down.
 9

10. In all ships the spray valve can normally be operated from three positions:
(a) From inside or immediately outside the magazine.
(b) From flooding locker at the upper position.
(c) From an intermediate position.

11. At least one of the last two positions should be separated from the
magazine by a main transverse watertight bulkhead.

12. In guided weapons magazines and assembly rooms, automatically

operated systems incorporating sprinklers with "quartzoid bulbs", are arranged.
The system is fed from the salt water main, but the spray valve is locked open so
that the system is always completely filled with water. These bulbs which are
combined temperature detectors and sprays are designed to burst free into
affected compartments, at a temperature of the order of 155 deg. F, thus allowing
water to be discharged from the sprinklers instantly (as a consequence of steam
injection, which triggers the spray regulating sensor).

13. The spray valve is operable only at the valve and is used in the event of
accidental operation of the sprays. Automatic system may also be fitted to other
magazines where particular fire risk exists.

14. For flooding a magazine, a seacock and a flood valve require to be

opened and can be operated from two positions. One immediately outside the
magazine and the other at the flooding locker. The system is generally operated
with rod gearings, if it is required to be operated from a lower position, and then
the gearing must be disconnected from the main lead. This is done by means of a
disconnecting coupling fitted just above the lower position hand wheel. The
coupling is secured by a cotter, which is normally pad locked and is only
unlocked when proceeding into action. Air escapes of usually 3-inch diameter are
fitted to facilitate flooding or spraying and are provided with an automatic lift valve
to guard against flash.

Hangar Spraying System

15. The hangar spraying system in aircraft carriers consists of an overhead

grid, fitted with ½ inch flat star sprinklers arranged 10 to 12 feet apart. Water is
supplied through risers to a 6-inch ring main from three or four electrically driven
centrifugal pumps, sited below the water line, each with an independent sea
suction and operated by switches from the hangar access lobbies and hangar
control position.

16. The ring main is connected to the 3 1/2 inch spray grid by short branches,
each fitted with a rapid opening valve operated by large wheels (hand) in the
hanger access lobbies. Any two-hanger sections can be sprayed simultaneously
with an average pressure at sprinkler heads of 15psi. Pumps and lines are to be
tested periodically for efficiency checks and accumulation of marine growth. Sight
drains are lead from the discharge side of each spray valve in the hangar to
detect leakage. The fire main and the hangar spraying main are cross connected
by 6 inch pipe each fitted with a SDV which is normally locked shut, so that one
system can be used to supplement the other.
 10

17. Hangar in Aircraft Carrier is divided in to a number of sections by fire

curtains made of reinforced asbestos cloth, which act as fire breaks. They may
be hand or power operated. Provision of large diameter scuppers to drain off the
water is provided to prevent the accumulation of water in hangar from affecting
the stability. The scuppers are fitted with long perforated covers, so that they are
prevented from becoming chocked by clothing and rubbish.

Smothering System

(a) Steam Drenching: One of the most common smothering systems

is the steam smothering system. Steam drenching systems are fitted in
boiler rooms and main and auxiliary machinery compartments, which have
steam available and are adjacent to oil fuel tanks. Steam from the auxiliary
superheated or saturated steam range is introduced into the
compartments through open-ended discharge pipes, which terminate at
high level to allow continuous operation if the compartments are parallel
flooded. Control valves are operated outside the compartment and if
possible from above, with a single hand wheel controlling two valves
geared together. Master valve, opening first allows steam to sound a
warning whistle before the steam stop valve opens, providing an audible
alarm to personnel in the compartment, which must be evacuated before
steam is introduced.

(b) Methyl Bromide And CB/Refrigerant 12 Installations: Methyl

Bromide smothering system are fitted in engine room and tank
compartments of certain classes of petrol engine driven coastal craft but
this being highly toxic, is being superseded by CB/Refrigerant 12, which
has equal fire fighting properties and is considerably less toxic.
Smothering installation using either chemicals are generally similar
consisting of a battery of gas cylinders, ranges of distributing piping,
discharge nozzles and controls incorporating a cylinders seal piercing
device.

(c) Carbon Dioxide Installations: CO-2 smothering systems are fitted

in main machinery spaces in diesel driven ships and in some auxiliary
diesel generator compartments.

18. CO-2 systems are generally similar in design to methyl bromide and
CB/Refrigerant 12 installations describe above. Cylinder capacity is calculated on
a 50%gas concentration in the protected compartments, based upon1pound of
liquid CO-2 being equivalent to 8 cubic feet of gas. Control position are generally
situated over the compartments they serve and each position incorporates a
safety switch to actuate an audible warning in the compartments, to give prior
warning of gas discharge.

19. When any one of the above systems is operated it is essential that
compartments affected are evacuated, ventilation stopped and all openings
closed.
 11

Foam System

20. Foam is the most effective means for dealing with fire involving flammable
liquids, such as FFO, diesel oil, or petrol. The extinguishing action of foam is to
interpose a heat retardant layer between the fuel surface and the air. Once
applied, a foam blankets will remain effective for a considerable length of time.
Foam is generated mechanically using the AFFF compound.

21. The foam system fitted comprises the following: -

(a) Foam-making branch pipes
(b) Foam sprinkler system
(c) Low level foam system
(d) Foam inlet tubes

Fire Fighting Equipments

24 Following equipments are used during fire fighting: -

(a) First aid fire fighting extinguishers.
(b) Fire main system.
(c) Spray-jet nozzles.
(d) Jet-spray nozzles.
(e) Foam making branch pipes.
(f) Communication system/Main broadcast.
(g) Fire main hose.
(h) Portable pumps.
(j) Portables eductors.
 12

Fig. No 3: Section of Aircraft carrier hangar Spray system

 13

Fig. No 4: Fire Fighting Equipments

 14

Fig. No 5: Rod Geared Magazine Spraying System

 15

Fig. No 6: Typical Arrangement of Emergency Rising Main

Questions for self assessment

1. What can be the causes of fire?

2. Name the methods of eliminating a fire.
3. Name the first aid fire-fighting extinguishers used in the Navy?
4. What are the equipments used during fire fighting?
5. What are the fixed fire fighting installations used onboard ships?

Sources of Information/References for further Reading: -

1. Practical Construction of Warships by RN Newton.

16
 17

CHAPTER NO. 3

STEERING GEAR SYSTEM

Learning Objectives: After studying this chapter you will be able to understand
the following: -
! Purpose of steering gear
! Types of steering gear
! The Steering control system
! The Power system
! Hunting Gear
_______________________________________________________________

Structure: -
• Introduction.
• Purpose of steering gear.
• Types of steering gear.
• Position of steering the ship.
• Components of a steering gear.
• The steering controls system.
• The power system.
• Hydraulic rams and tiller.
• Hunting gear.
• Steering by main engine in a twin-screw ship.
• Question for self-assessment.
• Source of information/References for further reading.

Introduction

1 Steering gear is used onboard ships to steer the ship. The steering gear
system is mainly divided into two systems i.e. the power system, which actually
moves the rudder and the control system, which links the power system to the
steering position.

Purpose of Steering Gear

2 To turn the rudder to achieve required turning of the ship for maneuvering,
entering and leaving harbor etc.

Types of Steering Gear

3 Steering gears used in warships are of following types: -

(a) Mechanical.
(b) Electrical.
(c) Hydraulic.
(d) Electro-Hydraulic.
 18

Position of Steering the Ship

4 The steering gear can be operated from following positions:

(a) Bridge
(b) Wheel house/Emergency steering post
(c) Aft steering position

5 The steering gear system is mainly divided into two systems i.e. the power
system, which actually moves the rudder and the control system, which links the
power system to the steering position.

Components of a Steering System

6 The components of a steering system are as follows:-

(a) Pump
(b) Hand pump
(c) Transmitter
(d) Receiver
(e) Hunting gear
(f) Hydraulic cylinder
(g) Replenishment tank
(h) Relief valve

The Steering Control System

7 Most naval vessels now in service use voice communication from the
bridge to a helmsman in a protected position, often below the waterline in large
ships. The helmsman’s wheel moves a hydraulic ram, connected by piping to a
similar ram in the tiller flat. This ram is connected to the control mechanism of the
power-pumping unit. These ramps are known respectively as the transmitter and
receiver of the telemotor system.

8 Duplicated and even sometimes quadruplicated telemotor transmitter and

receivers, controlled by the same wheel are fitted, the telemotor leads between
these transmitter and receivers are separated, some to port and some starboard,
to guard against action damage. Bypass valves are provided on each pair of
telemotor leads to allow them to be taken out of action in the event of damage.
The telemotor fluid used is a 50/50 mixture of glycerin and water to prevent
freezing in cold weather. The system is charged from a tank in the tiller flat, a
small hand pump being provided for the charging process and to enable fluid to
be circulated through the telemotor leads to remove air from the system. A large
spring in the telemotor receivers ensures that this, and hence the whole system,
has a self-centering tendency. An emergency steering position is sometimes
provided linked to the tiller flat by a telemotor system entirely independent of that
normally used. Finally a direct hand control of the power unit within the tiller flat is
provided, as the last line of defence. The modern trend is to have control of both
the engines and wheel centralized in a console incorporating an automatic pilot
 19

on the bridge, increasing use being made of electrical system to link wheel and
power system on the tiller flat.

The Power System

9 The power required to move the rudder is normally provided by electric

motors driving duplicated variable delivery pumps. In large ships, emergency
diesel driven and turbo driven units, have often been provided in addition. The
strokes of the variable delivery pump, and hence the telemotor receiver, which
follows the wheel movements, controls its output. The pump output is normally
applied to the rudder through rams, which are connected to the rudder crosshead
by a tiller and gudgeon mechanism. A hand pump is provided to enable the
rudder to be moved in the event of loss of the telemotor power.

10 To prevent any sudden shock to the system, due to changes of pressure

on the rudder in rough weather, or when turning at speed, buffer springs are fitted
in control rods.

11 To impart angle to (clockwise rotation) the ruder, oil is pumped into

cylinders 1 and 3 and withdrawn from cylinders 2 and 4 and vice versa. The
pipelines are so arranged that if the steering wheel is turned to the starboard, i.e.
clockwise, oil is pumped into from cylinders 2 and 4 and withdrawn from 1 and 3,
thus turning the rudder anti-clockwise and the ship to starboard. Similarly if the
wheel is turned anti-clockwise the rudder turns clockwise and the ship to port.

12 It is clear that when the rudder is turned, there will be a side thrust on the
rams and to relieve the latter of undue strain they are supported by arms, which
slide along strong guides running parallel to the cylinders on each side.

Hunting Gear

13 When movement of the wheel causes displacements of the telemotor

receiver, The VSG pumps starts pumping and rudder begins to turn. The rudder
movement must be arrested when it has reached an angle corresponding to the
original wheel movement. This is achieved by the hunting gear, which applies
negative feed back from rudder cross head from VSG pump control rod via a
floating lever.

Steering by Main Engines in a twin-screw ship

14 In case of total steering failure a twin-screw ship can steered by both main
engine (propellers) after locking the rudder amidships. In this condition one main
engine will run at constant rpm and by controlling the speed of other main engine
(ahead/astern) we can steer the ship. Steering by main engine is done in
emergency only.
 20

Fig. No 7: Typical Arrangement of Electric-Hydraulic Steering Gear

 21

Fig. No 8: Typical Arrangement of Telemotor Steering Gear

Questions for self assessment

1. What is the purpose of steering gear?

2. What are the types of steering gear fitted onboard Naval ships?
3. Name the places from where steering gear can be operated.
4. Explain steering controls system with a diagram?
5. Name the components of a steering gear.

Sources of Information/References for further Reading: -

1. Practical Construction of Warships by RN Newton

22
 23

CHAPTER NO. 4

VENTILATION SYSTEM
Learning Objectives: After studying this chapter you will be able to understand
the following: -
! Purpose of Ventilation System
! Sources of Heat load
! Types of Ventilation System
! Types of Fan
! Design Condition
! Arrangements in Typical Compartments
! Maintenance Routine
_______________________________________________________________

Structure: -
• Introduction.
• Purpose of Ventilation system.
• Sources of heat load.
• Types of Ventilation system.
• Types of fans.
• Centrifugal fan.
• Axial flow fan.
• General consideration in design of Ventilation systems.
• Design condition for Ventilation system in warships.
• Ventilation arrangements in typical compartments.
• Funnel uptakes.
• Gas turbine uptakes.
• Boiler uptakes.
• Maintenance routines.
• Ventilation supply and exhaust and exhaust trunking system.
• Ventilation gas flaps and re-circulation flaps.
• Hinged watertight louvers and hinged louvers.
• Hangar ventilation system.
• Ventilation flameproof gauges.
• Ventilation grease filters.
• Question for self-assessment.
• Sources of information/References for further reading.

Introduction

1. This system in which air is supplied to the compartment by means of a fan

drawing fresh air from the open, and exhausted naturally or forced is called
Ventilation system. Naval stores and working spaces etc where, generally, large
numbers of personnel are liable to be staying for a long periods and which are
not air-conditioned are provided with ventilation system. With fan supply, good
control can be exercised over the delivery of fresh air to suit requirements of the
occupants and the compartment conditions.
 24

Purpose of Ventilation System

2. Ventilation system supplies natural air (and removes toxic air/hot air by
natural exhaust) from the compartments/group of compartments for comfort of
men and smooth running of machinery.

Sources of Heat Load

3. The heat generated or heat load as it is called, arises from four sources:-
(a) The men in the compartment
(b) Machinery, electrical apparatus, lighting, etc. In the compartments.
(c) Conduction through the boundaries of the compartments from
adjacent compartments from the sun and sea.
(d) Fresh air which has to be cooled from outside air temp to the
compartment temperature.

Types of Ventilation System

(a) Fan supply and Natural exhaust: This system in which air is
supplied to the compartment by means of a fan drawing fresh air from the
open, and exhausted naturally, is adopted in cases where the supply of
fresh air, and not the removal of foul air, is the primary objective eg. Naval
stores and working spaces where large numbers of personnel are liable to
be staying for long periods have this type of ventilation. With fan supply,
good control can be exercised over the delivery of fresh air to suit
requirements of the occupants and the compartment conditions.

(b) Fan exhaust and natural supply: This method is used where the
removal of heated air, noxious gases or inflammable vaporous is the
primary objective e.g. in auxiliary machinery rooms, sprit room, petrol
compartments, paint store, aircraft hanger, etc.

(c) Fan supply and fan exhaust: Compartments in which the

prevailing temperatures are high owing to the amount of heat-producing
equipments in them, and in which personnel are stationed for any
appreciable time must be ventilated by this system, e.g. main engine
rooms, galleys, laundries. The exhaust ventilation arrangements are
designed to be capable of removing 20 percent more air per minute than
the supply arrangements to ensure that a pressure is not build up which
would tend to move the heated air into adjoining compartment’s. Certain
compartments such as bathroom, WCs battery rooms have other over-
riding requirements but all these compartments are subject to a minimum
airflow of 30 cubic feet per minute per man.

Types of Fans

4. There are two types fans, which are generally used in ventilation systems
of warships. These are: -
 25

(a) Centrifugal fan

(b) Axial flow fan

Centrifugal fan

8. Centrifugal fan consists of a wheel or runner made up of radial blade

rotating in a casing of the scroll. The wheel is rotated at a high speed by an
electric motor on the same shaft. Air is drawn in at the eye of the fan i.e. into the
center of the wheel and thence between the blades, which give it rotation. The
centrifugal force due to its rotation expels the air outwards towards the
circumference and into the delivery trunk. A fan said to be right handed or left
handed according to whether the rotation is clockwise or anti clockwise when
viewed from the motor to the wheel.

Axial flow fan

9. Axial flow fan works on the same principle as the propellers of aircraft. It
consists primarily of an impeller, with blades mounted on a nacelle enclosing an
electric motor, inside a circular trunk, having a small clearance from blades.
Provided a straight length of trunk can be arranged at the inlet ends they can be
designed to be as efficient as the centrifugal type for a given volume output and
pressure, and can be used to distinct advantage where economy of space is
important. The modern practices are to use this type for group systems and
machinery spaces.

General Considerations in design of ventilation systems: -

10. General Considerations in design of ventilation systems are as follows: -

(a) Ventilation of ships, when compared with arrangements in a

building ashore, greatly complicate the problem of keeping the air fresh
and at the desired temperature and relative humidity in the numerous
compartments of a vessel.

(b) The most important of these are very limited space available for the
necessary fans, air cooling equipment, trunking and associated fittings,
and necessity for maintaining the highest standard of water tight sub
division

(c) In a warship the integrity of watertight sub-division is jeopardized

by the passage of trunking through main bulkheads or decks. These have
to be provided with suitable valves for closers where required.

(d) Limiting the size of fan supply and exhaust systems to areas
between main bulkheads is distinctly advantageous in this respect.

(e) Three main effects on the design of warship ventilation system as a

consequence of the above mentioned constraints on a warship (compared
to building) are: -
 26

(i) The adoption of several independent systems, with more

trunking, and incidental fittings.
(ii) The adoption of small size trunking with correspondingly high
velocity of flow of air to obtain a suitable output (while keeping
interference with watertight integrity as low as possible).
(iii) The acceptance of direct leads of trunking.

Design Conditions for ventilation systems in warships

11. Design Conditions for ventilation systems in warships are as follows: -

(a) Warships are required to be habitable in tropical, extreme tropical or

sub-arctic climates under ‘closed down’ conditions.

(b) In sub-arctic waters they need steam or electric heating.

(c) In tropics they need cooling arrangements.

(d) Heating of air in sub-arctic conditions is usually effected by means

of steam or hot water coils in the fan supply trunks.

(e) In diesel driven ships electric heaters are used in supply trunks.

(f) In the tropics it is essential to ‘condition’ the air in all operational

spaces, accommodation spaces etc.

(g) It is important in hot climates to impart good movement to the air,

and in cold conditions a slow movement.

(h) Various kinds of supply terminals such as louvers are to be

provided which can discharge air in a high-speed stream, or diffuse it at
slow speed.

(j) It is necessary to maintain a positive pressure in the citadel and

therefore necessary airflow is to be ensured.

Out lets from Trunking Within the Compartments

12. Outlets from air trunks supplying air to a compartment are termed
LOUVRES and in warships directional louvers are used in all compartments
ventilated by fan supply except the main machinery spaces. The two types of
louvers commonly used are: -

(a) Bell mouths

(b) Double faced slide valves

Ventilation Arrangements in Typical Compartments

13. Ventilation Arrangements in Typical Compartments are as follows: -

 27

(a) The number and size of louvers are dependent on number of

occupants.
(b) The number of inlets to the re-circulation system is based on type of
compartments.
(c) Additional heating by steam or electric radiators is positioned as
required.
(d) Bathrooms and WC’s are provided separate ventilation.
(e) Fan supply with one punkah louvre per occupant is usually provided
in all compartments, except common area such as dinning halls. Example:
central stores, clothing and issue room
(f) Paint store, spirit room, canteen store are provide with spark proof
fans.
(g) Canvas room and gunners store are to be ventilated at frequent
intervals. i.e., Fan supply and natural exhaust
(h) AVGAS, AVCAT and petrol compartment’s inlet and outlet tops are
fitted with flameproof gauges.
(i) In machinery compartments capacity of exhaust fans is 15% more
than the supply fans.
(j) In machinery rooms, separate fans are provided for supply and
exhaust. Trunks are usually led from weather decks.

Funnel Uptakes

14. With the exception of large lift openings, some of the largest openings in a
modern warship are the uptakes and down takes to the main machinery, and, if
steam plant is fitted to the boiler, the quantities of air taken in and effluent gases
expelled are very large and, unless isolated from the machinery working spaces
by suitable measure, the risk of contamination, if the ship has to pass through an
area of `fall-out’ would jeopardize fighting efficiency.

15. For this reason the supply of air to, and expulsion of gases from, boiler or
gas turbine or diesel prime mover, is arranged on the `trunk’ principle, i.e. by
closed supply trunks or uptakes connecting the actual machinery or boiler direct
to the atmosphere, so that the operating personnel are not exposed to
contaminated air.

16. In the case of uptakes from gas turbines and boiler, it is necessary also to
designed them to take account of the considerable expansion of the trunks, under
the high temperature of the effluent gases and to insulate the surrounding
compartments to achieve acceptable living and working spaces therein. These
two cases are dealt with more fully in subsequent paragraphs.

Gas Turbine Uptakes

17. The chief factors influencing the design of gas turbine uptakes are the
permissible backpressure on the turbine and the temperature and velocity of the
exhaust gases. Fig.7 shows a typical arrangement of the construction, provision
for thermal expansion, and the method of supporting the uptakes. A separate
uptake is provided for each gas turbine and care must be taken to site it’s exit
clear of the inlet opening to the turbine, to prevent re-circulation of the hot
 28

exhaust gases through the turbine. Access doors and internal ladder rungs are
fitted in each uptake to facilitate cleaning. Drainage is provided at points where
condensation and rainwater are likely to collect.

18. The steel used for the uptakes is of a corrosion resisting type and of
thickness compatible with the temperature and velocity of the gases.

19. Each uptake comprises of two sections divided by a diaphragm plate, fitted
approximately at 01 deck level. The weight of the lower section is supported clear
of the gas turbine exhaust volute by means of brackets welded to the uptakes
and the lower and upper section of the uptake space below the diaphragm plate.
The brackets at the lower end are designed to accommodate the transverse
thermal expansion of the uptakes, while those at the upper end are designed for
transverse thermal expansion and the thrust produced by the gas velocity. The
weight of the upper section is supported on the diaphragm plate and brackets
fitted to the structure of the funnel casing.

20. Expansion bellows, manufactured from an asbestos metallic woven

material are provided to accommodate the longitudinal thermal expansion, the
movement between the gas turbine exhaust volute and the lower end of the
uptake, and between the diaphragm plate and the upper end of the uptakes.

21. The wild heat emitted from the uptakes to the machinery spaces and the
transference of heat to the accommodation and working spaces adjacent to the
uptake space must be kept to a minimum. This is achieved by fitting insulating
lagging on the outer surfaces of supporting brackets as shown in the Fig.7.

Boiler Uptakes

22. The construction of the uptakes, there method of support, type of

expansion joint and method of insulation are similar to those for gas turbines.

23. The temperature of the effluent gases is lower than the case for gas
turbines. This is one reason why the insulation thicknesses involved are generally
less and the overall expansion allowed for is smaller. The other reason is that the
down-take air, passing between the uptake and trunked access has a cooling
effect.

24. The actual boiler are enclosed within a `boiler box’ and fired from the
steam turbine room to which the down take air does not therefore penetrate, and
the uptakes are connected direct to the economizer which are also within this
airtight box. All the auxiliary machinery necessary to run the boiler is housed in
the steam turbine room with the exception of the forced draught blowers, which
are sited in the compartments or on a `blower flat’ within the boiler box on
the deck above the main boiler.

25. Instruments and equipment are fitted in each boiler uptake above the
economizer for taking the temperature of the flue gases, drawing off samples of
the gases and observing smoke density.
 29

Maintenances Routines

26. Maintenances Routine on Ventillation Supply and Exhaust Trunking

System are as follows:-

Weekly

W–1 Remove drain plugs and lubricates plugs. Grease to be used XG-
274.

W-2 Space containing inflammable material to be checked whether

there is adequate flow of air or not. If not, clean trunking by HP air and
clean filters and wire mesh.

W-3 Remove fluff and dust from slots and grills of exhaust ventilation
trunking and from fine wire mesh opening in ventilation trunking and
bulkheads.

Monthly

Month-1 Inflammable stores magazines and explosive stores, operate

through full extent all valves and flaps in ventilation trunking

4 Monthly

4Months Clean all exhaust slots and grills.

8 Monthly

8Months Ensure that valves and flaps and associated swing bolts and
butterfly nuts fitted in trunking operates freely. Lubricate as necessary.
Return valves or flaps to original position on completion.

27. Maintenance Routines for Ventilation Gas Flaps And Re-circulation

Flaps

Monthly

Month-1 Inflammable stores magazines, explosive stores operate

through full extent all valves and flaps in ventilation trunking.

28. Maintenance Routines for Hinged Water Tight Covers and hinged
Louvres

Weekly

W-1 Lubricate watertight cover hinges, swing bolt and butterfly nuts.
Ensure that rubber seals are free from wedges and are working. Ensure
that wedges are chained in position. Grease to be used: XG-274
 30

29. Maintenance Routines for Hangar - Ventilation Systems

Weekly

Week-1 Remove drain plugs, drain trunking, lubricate and replace

plug. Grease to be used: XG-274

8Monthly

8 Month-1 Test the working of relief valves where fitted in supply

trunking by closing all terminals and running fans at full speed

8 Month-2 Clean all exhaust slots and grills

30. Maintenance Routines for Ventilation Flame Proof Gauges

Daily

Day-1 Examine flame proof gauges in known dirty areas and clean
as necessary.

Weekly

Week-1 Examine and clean flameproof gauges.

31. Maintenance Routines for Ventilation Grease Filters

Daily

Daily-1 Clean grease filters. Where the grease filters consists of a

singly sheet of copper gauge in grease frame which slides into housing in
exhaust trunking, the filter is to be tightly scrubbed in a hot detergent
solution and rinsed in clear water.

Weekly

Week-1 Where the grease filters consists of layers of wire mesh

enclosed in a metal frame and housed in the slopping face of the trunking
under the canopy, the filter is to be cleaned by passing running detergent
solution through it followed by water washing.
 31

Fig. No 9: Typical Arrangement Basic Air Conditioning and Ventilation

System
 32

Fig. No 10: Typical Arrangement of Centrifugal and Axial Compressor

 33

Fig. No 11: Typical Arrangement of Air Condition Plant

 34

Fig. No 12: Typical Arrangement of Trunking Inlet and Outlet

 35

Fig. No 13: Typical Arrangement of Boiler Room and Engine Room

Ventilation
 36

Fig. No 14: Typical Arrangement of Gas Turbine Uptakes

Questions for self assessment

1. What is the purpose of ventilation system?

2. What are the sources of heat load?
3. What are the types of ventilation systems?
4. What are the types of fans?
5. Explain the working of a centrifugal fan?
6. Explain the working of an axial flow fan?
 37

7. What are the designed conditioned of a ventilation system in a warship?

8. List the arrangements in typical compartments.
9. What is the purpose of funnel uptake?
10. Write short notes on gas turbine uptake with a neat sketch.
11. Write short notes on boiler uptake.
12. What are the maintenances routines carried out on ventilation supply and
exhaust trunking system?
13. What are the maintenances routines carried out on hangar ventilation
system?

Sources of Information/References for further Reading:

1. Practical Construction of Warships by RN Newton.

2. NES 102
3. Maintops number 15023 For INS MAGAR and INS KUKRI Class of Ships
38
 39

CHAPTER NO. 5

BOW DOOR, BOW RAMP, CARGO HATCH AND HATCH

RAMP-LANDING SHIP TANKS
Learning Objectives: After studying this chapter you will be able to understand
the following: -
! Purpose of Bow door, Ramp door and Cargo Hatch
! Bow Door -Do’s and Don’ts
! Operating Instructions
! Bow Ramp -Do’s and Don’ts
! Operating Instructions
! Hatch/Ramp -Do’s and Don’ts
! Operating Instructions
! Maintenance
_______________________________________________________________

Structure: -
• Introduction.
• Purpose of Bow door, Bow Ramp, Cargo Hatch and Hatch Ramp.
• Bow Door.
• General description.
• Do’s and Don’ts
• Operating instructions.
• Bow Ramp.
• General description.
• Do’s and Don’ts
• Operating instructions.
• Hatch Ramp.
• General description.
• Do’s and Don’ts
• Operating instructions.
• Maintenance Instruction- Bow Door, Bow Ramp, Cargo Hatch and Hatch
Ramp.
• General maintenance.
• Mechanical maintenance.
• Hydraulic maintenance.
• Question for self-assessment.
• Source of information/References for further reading.

Introduction

1. Bow door, ramp door and cargo hatch are installed in LST’s (Landing Ship
Tanks) and used for loading and unloading of cargo, Vehicle, Tanks and other
equipments, into LSTs.
 40

Purpose of Bow Door, Bow Ramp, Cargo Hatch and Hatch Ramp

2. Purpose of Bow Door, Bow Ramp, Cargo Hatch and Hatch Ramp are as
follows: -

(a) Loading and unloading of cargo.

(b) Loading and unloading of Vehicle, Tanks and other equipments.

Bow Door

3. General description of Bow door is as follows: -

(a) Bow doors are arranged in two panels, hinged outboard port and
starboard
(b) The bow doors are operated from push buttons located on a control
stand.
(c) Weight of each door panel is approximately 7.5 Tones for the standard
LSTs in the Indian Navy.
(d) Each Bow door panel is opened and closed by means of two direct
acting hydraulic cylinders. Four sets of hydraulic cleat assemblies are
provided.
(e) Four hydraulic locking bolts are provided for securing the doors in the
closed position.
(f) Water seal rubber located in a housing around the opening, and
compressed by steel compression bars seal the doors.
(g) In the event of total breakdown of the hydraulic systems, arrangements
have been made for emergency operation using the capstan.

Dos and Donts – Bow Door

4. Dos and Donts while operating Bow door are given below

Don’ts
(a) Do not alter settings of hydraulic valve without proper authority.

Dos
(a) Check that all equipment and stowage areas are clear of personnel
and obstructions before operating.
(b) Observe operating instructions and ensure that warning nameplates
are permanently displayed in control compartments and area adjacent
to bow doors.
(c) Ensure securing bolts and cleats are disengaged before opening port
and starboard bow door panels. Afterwards ensure bolts and cleats are
engaged after closing bow doors panels.
(d) Lock all control boxes when not in use to prevent accidental operation
by unauthorized personnel.
(e) Carry out maintenance routines time to time, for maximum efficiency
and life of equipment.
 41

Operating Instructions-Bow Doors

5. The operating Instructions for closing Bow door are as follows:-

(a) Ensure area of doors is clear of obstructions.

(b) Move bow door control valve lever to close.
(c) With both bow door panels fully closed, move bolts/cleats control
valve lever to bolts/cleats on.
(d) With bolts and cleats engaged, release bolts/cleats and door control
valve levers.
(e) Switch off power pack.
(f) Read the operating instructions of particular type of ship before
operation.

Bow Ramp

6. General description regarding Bow Ramp is as follows: -

(a) Three leaf watertight ramp comprising of inner section, outer

section and landing flap is commonly used in LSTs. The ramp
would be wire operated from a jigger winch. The folding action of
the ramp would be achieved by a hydraulically operated link
mechanism built in to the ramp structure.
(b) Cleating at sides and top of ramp would be hydraulically operated
and the ramp would be fitted with hydraulically operated latches.
(c) Total weight of Bow Ramp and associated equipment is
approximately 20 Tonnes for the standard LSTs in the Indian Navy
(MAGAR CLASS).
(d) Both section of the ramp (inner and outer) are secured by means of
latches, which engage automatically and are released by means of
hydraulic cylinders.
(e) Hydraulic cleating is provided across the top and bottom at each
side of the inner leaf to ensure water tightness.
(f) Four hinges are fitted along the bottom of bow and ramp inner leaf,
four hinges between ramp sections and four hinges between ramp
and landing flaps.
(g) Rubber seal is fitted all-round the opening in the ship structure to
ensure watertightness when the bow ramp is fully cleated.

Dos and Donts - Bow Ramp

7. Dos and Don’ts while operating Bow ramp are given below: -

Don’ts

(a) Do not stand on bow ramp during operation.

(b) Do not alter setting of hydraulic valves without proper authority.
 42

Dos

(a) Ensure bow doors are opened before lowering bow ramp.
Afterwards, ensure that bow doors are closed after raising bow ramp.
(b) Check that all equipments and stowage area i.e. doors position
(when ramp raised) or at shore position (when ramp lowered) are clear of
personnel and obstruction before operating.
(c) Observe operating instructions and ensure that warning nameplates
are prominently displayed in control compartments and area adjacent to
bow ramp.
(d) Ensure securing latches and cleats are disengaged before lowering
bow ramps. Afterwards, ensure latches and cleats are engaged after
raising bow ramps.
(e) Lock all control boxes when not in used to prevent accidental
operation by unauthorised personnel.
(f) Observe maintenance instructions for maximum efficiency and life
of equipments.
(g) Ensure wire leads are in proper contact with sheave grooves.

Operating instructions-Bow Ramp

8. The operating Instructions for Bow ramp are as follows:-

To raise Bow Ramp

(a) Ensure ramp and stowage area is clear of obstructions and

personnel.
(b) Move ramp control valve lever to rise. Ramp will raise and outer leaf
will fold during raising operation.
(c) With ramp fully raised move latch control valve lever to latches on.
(d) With latches on, release latch control valve lever and move cleat
control valve lever to cleats on.
(e) With cleat engaged, release cleats and ramp control valve levers.
(f) Close bow doors.
(g) Switch off power pack.

To Lower Bow Ramp

(a) Switch on power pack.

(b) Ensure bow doors are open.
(c) Ensure ramp-landing area is clear of personnel and obstructions.
(d) Move ramp control lever to raise and hold for 2 to 3 seconds and
release.
(e) Move cleats control valve lever to cleats off
(f) Move latches control valve lever to latches off.
(g) With cleats and latches retracted, move ramp control valve lever to
lower.
(h) Operation of ramp is automatic and with ramp at approximately 40
degrees to the horizontal, the ramp will stop lowering and the outer leaf will
 43

extend, with outer leaf fully extended, the ramp will again start to lower to
fully lowered position.
(j) Release control valve lever after ramp contacts shore
.
Hatch Ramp

9. General description regarding Hatch Ramp is as follows:-

(a) The hatch ramp is opened /closed by means of a jigger winch

mounted transversely, forward and aft clear opening. Hydraulic cleats
secure the hatch ramp in a closed condition.

(b) Total weight of hatch ramp is approximately 12 tonnes for the

standard LSTs in Indian Navy ( class).

(c) The sealing gasket around the perimeter of the hatch ramp opening
is of water seal quality. It is held in position with Tivoli ‘K’ adhesive. A steel
compression bar located all around the periphery of the hatch ramp
compresses the gasket throughout, when closed.

(d) Hydraulically actuated cleats are provided port, starboard and

forward side for securing the hatch ramp.

(e) Anchor and rigging screw brackets are provided for wire rope
securing to hatch ramp.

(f) In the event of total breakdown of the hydraulic systems,

arrangements have been made for emergency operation using the
capstan.

Dos and Don’ts-Hatch Ramp

10. If hatch ramp is stopped for any reason in an intermediate position, the
ramp should always be secured by lashing to prevent any movement.

11. Dos and Donts while operating Ramp Hatch are given below: -

Don’ts

(a) Do not stand on the hatch ramp when it is being operated.

a. Dos

(a) Check all equipment and stowage area is free of personnel and
obstructions before operating.

(b) Observe operating instruction and ensure that warning nameplates

prominently displayed in the vicinity.
 44

(c) Lock all control boxes when not in use to prevent, accidental
operation use by unauthorized personnel.

(d) Observe maintenance instructions for maximum efficiency and life

of the equipment.

Operating instructions-Hatch Ramp

12 The operating Instructions for Hatch Ramp are as follows

To open Hatch Ramp

(a) Ensure that there are no obstructions to the operation of the hatch
ramp and that personnel are clear of the area.

(b) Switch on power pack/starter motor.

(c) Move hatch ramp control valve lever to raise and hold.

(d) Move cleat control valve lever to release. When cleats are free,
return to neutral.

(e) Move hatch/ramp control valve lever to lower and hold until fully
lowered.

(f) Switch power pack off.

To close Hatch Ramp

(a) Ensure that there are no obstructions to the operation of the

hatch ramp and that personnel are clear.

(b) Move hatch ramp control valve lever to raise and hold.

(c) When fully raised move cleat control valve lever to engaged.

(d) When cleats are fully engaged, return both cleat and hatch/ramp
control valve levers to neutral.

(e) Switch off power pack.

 45

Maintenance Instructions- Bow door, Bow Ramp, Cargo Hatch and Hatch
Ramp.

General Maintenance

13. General Maintenance Instructions are as follows: -

Yearly

(a) Check the entire structure for cracks. A check should be always
carried out if the equipment has been loaded beyond its “safe working
load” for any reason.

(b) Nipples are to be removed and cleaned. Check that the nipple allow
grease to penetrate through. Check that the compressed grease does not
leak out of the nipples.

Mechanical maintenance

14. Mechanical Maintenance Instructions are as follows: -

Rubber packing

(a) Considering the life span and the compression properties of the
packing is important to check at for mechanical damages. Damage to the
compression bar can cause damage to the rubber and allow water leakage
through the door.

(b) The water tightness of the rubber packing can be checked with a
water jet test on cleated cover.

(c) Check for mechanical damage on other areas.

(d) Damaged packing should be replaced as soon as possible.

3 Monthly

(a) Check all locking plates, split pins etc.

(b) Check the operation of cleating devices and adjust them if

necessary.

(c) Check that the chains are in good condition, and tighten them if
necessary.

(d) Check wire ropes for broken strands and other damage. Check wire
fittings.
 46

Yearly

(a) Check the entire structure for cracks. A check should be always
carried out if the equipment has been loaded beyond it “safe working load”
for any reason.

(b) Nipples are to be removed and cleaned. Check that the nipples
allow grease to penetrate through.

(c) Check that the compressed grease does not leak out of the nipples.

Hydraulic maintenance

15. Hydraulic Maintenance Instructions are as follows:-

Monthly

(a) Check if the cylinder rod seals are leaking.

(b) Check the pipelines for leakage. If a leaking coupling is found it

should be tightened carefully since excessive torque would damage the
coupling.

(c) Check oil suction and return filters in tank. These filters to be
checked while operating the equipment. Choked filters are usually
indicated by a visual signal.

Yearly

(a) Spread a thin layer of technical Vaseline or glycerin onto the

weather deck and bow equipment hoses.

(b) Tighten mounting bolts of motor and pump.

(c) Drain oil into clean containers.

(d) Remove all dirt collected in the bottom of the tank carefully with
rubber scrapers and clean rags.

(e) Exchange the filter cartridges.

(f) Allow the oil in the containers to stand for about four hours and then
refill with the same oil or with the new oil. The filling should be done by
means of a pump, without moving the container. Further the pump suction
tube should be at a height about 10 cm above bottom of the cistern in
order to leave any unclean oil in the bottom of the container. Add new oil
of the same type if necessary.

(g) Tighten fixing bolts of tank hatches and valves.

 47

(h) Laboratory test the oil and record the results.

Routine maintenance-Hydraulic

16. Routine maintenance Instructions are as follows:-

(a) The fluid level should be checked before starting the pump motors.

NOTE: - FOR SPECIFIC INSTRUCTION ON MAINTENANCE, REFER

MAINTENANCE SCHEDULE FOR PARTICULAR TYPE OF SHIP.

Fig. No 15: Typical Arrangement of Bow and Ramp Door

Questions for self assessment

1. What is the purpose of bow door, ramp door and cargo hatch?
2. What is bow door?
3. What are the DOS and DONTS for bow door operations?
4. What are the operating instructions for bow door operations?
5. What is the bow ramp?
6. What are the DOS and DONTS for bow ramp operations?
7. What are the operating instructions for bow ramp operations?
 48

8. What is a hatch ramp?

9. What are the DOS and DONTS for hatch ramp operations?
10. What are the operating instructions of hatch ramp operations?
11. What are the general maintenance instructions for maintenance of bow
door, bow ramp and hatch ramp?
12. What are the hydraulic maintenance instructions for maintenance of bow
door, bow ramp and hatch ramp?
13. What are the mechanical maintenance instructions for maintenance of bow
door, bow ramp and hatch ramp?

Sources of Information/References for further Reading: -

1. Practical construction of Warships by RN Newton.

2. Maintops number 19322 For INS MAGAR Class of Ships