1 LENGTH OVER ALL :- Maximum Length of the ship taken over all extremities. Useful for manouvering operations like berthing etc.
2 AFT PERPENDICULARS :- Perpendicular draw to the water line through
the point where the aft side of the waterline through the point where the aft side rudder post meets the summer load line. 3 FORWARD PERPENDICULARS :- Perpendicular draw to the water line through the point where the fore side of the stem meets the summer load line. 4 LENGTH BETWEEN PERPENDICULARS :- Length between the forward and aft perpendiculars measured along the summer water line.
5 AMIDSHIPS :- Point midway between the forward and aft perpendiculars.
6 BREADTH :- MOULDED – maximum dimensions from side to side
(usually at midships), measured from inside of shell plating to inside of the shell plating. EXTREME – maximum dimensions from side to side (usually at midships), measured from outside of shell plating to outside of shell plating. 7 BASELINE :- Imaginary horizontal datum line drawn through the upper edge of the keel used as a reference line for all vertical measurements.
8 DEPTH :- MOULDED – Depth of the vessel at ship's side from the upper deck to the baseline (inside of ship's plating). EXTREME – Depth of the vessel at ship's side from the upper deck to the baseline (outside of ship's plating). 9 FREEBOARD :- Vertical distance measured at the ship's side between the summer load line and the uppermost continuous deck. 10 SHEER :- Curvature of the uppermost continuous deck in the longitudinal direction towards the bow and stern. 11 CAMBER :- Curvature of the uppermost continuous deck in the transverse direction, that is, towards the sides. Ensures that shipped seas drain off the decks as fast as possible especially in cases of ships which sail with low free-board, like loaded tankers. 12 RISE OF FLOOR :- Rise of the bottom shell plating in the transverse direction above the base line from the keel towards the sides. This feature is rather obsolete and rarely found on modern ships. 13 TUMBLEHOME :- Inward curvature of the shell plating at the sides. See figure Modern ships tend to have vertical ship sides, and this feature's is also seldom found on ships today. 14 FALRE :- Outward curvature of the vessel's bow plating. i) Helps increase buoyancy and prevents the bow from diving into head seas. Provides lifting power when pitching heavily. ii) Increases the breadth of the forecastle and provides space for the mooring gear to be fitted and for working. Iii) Enables anchor to fall clear when let go. 15 RAKE :- STEM – Inclination of the stem line to the vertical. KEEL – Inclination of the keel line above horizontal (base line). 2. VENTILATION & DEPTH GAUGING ARRANGEMENTS
3 GOOSE – NECK :- (or swan) type air pipes are
simpler in construction and can be used for small spaces, deep tanks etc. The closing arrangements here are by means of a gaseketed flap on hinges with butterfly nut. Whenever the air pipe serves a fuel oil tank, or other spaces containing flammable liquids, spark arrestor will be fitted in addition. 3 MUSHROOM TYPE VENTILATORS :- Ventilation to masthouses, stores, and other such spaces is usually through mushroom ventilators. The name is derived from its characteristics shape. They are capable of being closed weathertight by a screw – down arrangement with a gasket fitted underneath the mushroom head.
4 HOLD VENTILATORS :- The hold
of most dry cargo ships are supplied with air using mechanical fans in both supply and exhaust modes. The air supply is channeled to both t'ween deck and lower hold. Each ventilator is provided with a fire damper capable of being closed from outside in case of fire. The opening of the ventilator is provided with a steel gasketed cover which must be kept shut when the ventilation is not required. 3. STABILITY DEFINATIONS
PRESENT DISPLACEMENT :- It is weight of Brand new ship plus cargo, FO, DO, 10 FW, BW, provision & Stores, Crew & its effects at present .
TONNES PER CENTIMETER (TPC) :- It is the no. Of tonnes required to rise or
sink the ship by 1 cm. 11 1 Ton = 100 Cu.Ft. 1 Ton = 1000 Kg. LOAD LINE
When Ship goes from salt water to fresh water, due to decrease in density the up thrust will reduce and the draft of V/L will increase, freeboard will reduce, RB will also be reduce. When Ship goes from Fresh water to Salt waterdue to increase in density the upthrust will increase and the draft of V/L will reduce, increasing freeboard and increasing RB. When V/L is floating up to Summer load line (S) in Salt water and when she goes to Fresh water her draft will increase, she will start to float upto Fresh water Loadline (F). Hence the distance between S to F is called Fresh Water Allowance (FWA).
LIST :- When there is uneven distribution of weight within the ship then this will cause COG to shift off the center line to Port or Stbd causing Port or Stbd List. As COG moves away from Center line the List will keep on increasing.
HEEL :- Due to some external forces like – Swell, Wind, Waves the V/L inclines on one side become upright rolls on the other side and comes back. This condation as long as exernal forces is acting on V/L. This inclination due to external force is called Heel.
