GOP-531.10 Revision No, Date 5 21.05.13 SAMSA Code: Effective Date 01.08.11 Naval Architecture Page 1 of 27

GUIDANCE NOTE Document No. GOP-531.10 Revision No, Date 5 21.05.13 SAMSA Code: Effective Date 01.08.11 Naval Architecture Page 1 of 27

Compiled by Approved by

Chief Examiner Syllabus Committee: 26 July 2013

OPERATIONS – SEAFARER CERTIFICATION

GUIDANCE NOTE

SA MARITIME QUALIFICATIONS CODE

Naval Architecture

GUIDANCE NOTE Document No. GOP-531.10 Revision No, Date 5 21.05.13 SAMSA Code: Effective Date 01.08.11 Naval Architecture Page 2 of 27

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COMPETENCE KNOWLEDGE, UNDERSTANDING AND METHODS FOR CRITERIA FOR PROFICIENCY DEMONSTRATING EVALUATING COMPETENCE COMPETENCE

MODULE 1

1. Small vessel 1 Able to: By oral examination, completion of 1. The safe construction and .1 name the principal parts and approved education and training, operating limits of stability fittings of a small vessel written theoretical examination the ship are not including: bow, stern, bulwarks, and assessment of evidence exceeded in hull, hatch access, rudder, obtained from one or more of the normal operations. propeller, etc.; following: .2 describe by means of a diagram: .1 approved in-service 2. The ship is never .1 a bilge pumping system experience. loaded beyond the .2 a fire main .2 approved training ship appropriate load .3 a steering system experience. line. 2 Understands the: .3 approved simulator training, .1 reasons for making the deck and where appropriate. 3. The ship is always superstructure watertight; .4 approved laboratory properly stowed .2 purpose of watertight bulkheads equipment training. ensuring that she and the collision bulkhead; is always safe. .3 reason for a hull survey, the items surveyed at the hull survey .4 Able to deliver and the period between surveys clear and for the issue of a local general understandable safety certificate; reports using ship .4 drawing the propeller shaft(s) construction and the opening of hull fittings terminology. and the period between the inspections of these items; .5 The ships is .5 relationship between centre of always securely gravity, centre of buoyancy and battened down for metacentric height; proceeding to sea .6 the conditions of a : and for severe .1 stiff ship weather .2 tender ship conditions. and the dangers associated with them; .6 Bilge pumping .7 the reasons for having efficient systems are means of drawing water rapidly properly operated from the deck and the danger of and maintained. water trapped on deck; .8 reasons for stowing heavy cargo .7 Fire mains are items below and lighter items properly operated on top; and maintained. .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.

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MODULE 2

1. Basics of ship 1. .1 Understand the names and principal parts of a dimensions and ship. As for module 1 As for module 1 form .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. The fundamental 2. .1 describes in qualitative terms shear force and concepts of ship bending moments stresses .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

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MODULE 3

1. Flotation and 1. .1 Understands; As for module 1 As for module 1 displacement .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. Buoyancy and 2. .1 Describes: reserve buoyancy .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. The use of fresh 3. .1 understands the relationship between draught and water allowance 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. Forces on a ship’s .4 able to read draughts. structure 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.

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MODULE 4

1. The construction of 1. .1 identifies the structural components of a ship’s hull on specific parts of the ship’s plans and drawings. Includes items such as As for module 1 As for module 1 hull structure 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

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2. Structure and 2. .1 describes and sketches: attachment of .1 a cargo ship arrangements of modern weather- various hull fittings 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. The function and 3. .1 describes and sketches: construction of .1 modern rudders: semi balanced, balanced and rudders 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. The purpose and 4. .1 draws to scale the load line mark and the load lines use of load lines and for a ship of a given summer moulded draught, draught marks 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 1. .1 defines: As for module 1 As for module 1 stability, assessment - centre of gravity - centre of buoyancy of initial stability and - metacentre - metacentric height the curve of statical - righting lever - righting moment stability .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. the movement of the 2. .1 describes: centre of gravity (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)

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.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. The effect 3. .1 shows (with the aid of a diagram) the effect on the centre of of slack gravity (G) when the liquid in a partly filled tank moves during tanks 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 1. .1 has a knowledge of: As for module 1 As for module 1 and use of other .1 the properties and composition of steels including: metals are .2 Classification Society specification, grading and .1 Ship’s understood testing of steels and aluminium alloys steelwork is .3 mild steel’s grading A to E and its use in most parts properly of the ship maintained. .4 the use of and advantages and disadvantages of .2 Dry dock high tensile steel in areas of high stress maintenance .5 where castings and forgings are used in ship and repair construction work is .6 the advantages and disadvantages of the use of properly aluminium alloys in the construction of supervised. 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

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2. Welding as 2. .1 Understands: applied to ship .1 the principles involved in welding two metals together construction. 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 Shipbuilding materials .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. The factors causing 3. .1 describes the: corrosion and .1 principles and process of corrosion using the methods of corrosion cell, cathode and anode and gives prevention 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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As for module 1 .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. Distortion of 4. .1 States that: the hull: .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.

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MODULE 7

As for Module 1 and 6 1. Simple list 1. .1 describes (with the aid of diagrams): As for Module 1 including: and its .1 the forces which cause a ship to list when G correction is to one side of the centre line 1 .1 describes .2 shows on a diagram the formula for (with the .1 listing moment aid of .2 angle of list diagrams): .3 shows that in a listed condition the range of the forces stability is reduced which .4 calculates: cause a .1 the angle of list resulting from loading or ship to list discharging a given mass at a stated position, when G is or from moving a mass through a given to one side transverse distance, given the displacement, of the KM and KG of a ship centre line .2 the mass to load or discharge at a given .2 shows on a position, or the mass to move through diagram transverse distance to bring the ship upright the formula given the displacement, GM and the angle of for list of a ship, .1-listing .3 the increase in draught resulting from a stated mome angle o f list given the draught, beam and rise nt of the floor .2-angle of

2. .1 knows that: Appropriate use .1 a deadweight moment is mass in tonnes x of simplified vertical height of the mass above the keel stability data .2 free surface moments are to be added to the deadweight moments when using the diagram .3 shows that in of maximum deadweight moment a listed .3 if, for a stated displacement or draught, the condition total deadweight moment or KG is less than the range the maximum permissible value, the ship will of stability have adequate stability is reduced .4 curves of maximum KG or minimum GM 2. The vessel is to ensure adequate stability in operated within the event of partial loss of intact buoyancy are permissible provided in passenger ships. stress limits. 3. Prompt and .2 calculates the: correct actions .1 deadweight moment and uses the are taken to result with the diagram of deadweight minimize moment to determine if the stability is flooding adequate given the masses loaded, their 4. The ship is heights above the keel and the free surface always within moments of slack tanks, specified grain .2 maximum mass that can be loaded in a given and timber position to ensure adequate stability during a cargo stability voyage, making allowance for the fuel, water criteria. and stores consumed and for any resulting 5. Principles are free surface using the diagram of deadweight correctly applied moments to deal with stability emergencies.

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3. The basics of trim 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. Actions to be 4. .1 knows that: taken in the event .1 flooding should be contained by prompt closing of of partial loss of watertight doors, valves and any other openings intact buoyancy 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. Calculation of 5. .1 able to use: areas, volumes .1 the trapezoidal rule to find the area under a and centroids 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 6. .1 calculates: density .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. Free surface 7. .1 knows that the ; effect .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 8. .1 describes the general precautions to be taken against intact stability for capsizing passenger and .2 knows; cargo ships .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. Assessment of 9. .1 Knows: intact stability for the .1 the intact stability requirements for the carriage of carriage of grain 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

As for module 1, 1. Subdivision of 1. .1 describes the purpose of transverse bulkheads, the As for module 1 6 and 7 including ships and construction of a watertight bulkhead, its attachments to cross-curves of watertight sides, deck and tank top and how water tightness is stability and integrity maintained where bulkheads are pierced by pipes, frames KN curves are and doorways correctly used .2 distinguishes between watertight, non-watertight, collision to construct a and oil tight or tank bulkheads curve of .3 defines: - margin line statical - bulkhead deck stability for a - weather tight given .4 knows the requirements regarding: displacement .1 the positioning and heights of bulkheads on a cargo and value of ship in respect of forepeak, afterpeak, engine spaces KG, making and length correction for .2 penetrations of the collision bulkhead any free .3 the closing of watertight doors surface .4 the position of hinged watertight doors above the moments and deepest subdivision load line -explains how to .5 drills, inspections and tests of watertight doors, side use the scuttles, valves and other closing mechanisms initial .5 describes: metacentric .1 how water tightness is maintained below the tank top height as an in line with the bulkhead aid to .2 how bulkheads are tested for tightness drawing the .3 the purpose of wash bulkheads in cargo tanks or deep curve

tanks -identifies from the .4 and sketches the arrangement of a hinged watertight curve the door and a power-operated sliding watertight door approximate .6 categorises watertight doors by class angle at

which the deck edge 2. .1 Knows: 2. The importance immerses .1 the types of survey applicable - special, continuous, of surveys and -describes the hull, machinery and loadline . Their purpose, the dry-docking and effect of period between them and the items inspected at the carries out increased different surveys. relevant freeboard .2 the period required between dry-docking and the procedures on the conditions allowing longer that normal periods curve of

.2 describes: statical .1 the examination to be made to the following list of stability for items in dry-dock: a ship with - shell plating the same - cathodic protection fittings initial - 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.

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MODULE 9 As for module 1 As for module 1. Calculation and 1. .1 knows that: 1,6,7 and 8 assessment .1 the formula GZ - GM sin θ does no t hold for angles in stability at excess of 10º moderate and .2 initial KM is calculated from: KM =KB + BM .3 transverse BM = I / V large angles of 3 heel. .4 for a rectangular water plane: I = ( LB / 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: 2 KM + (B / 12d) + (d / 2) .3 uses : .1 a metacentric diagram to obtain values of KM, KB and BM for draughts 2. Trim and list 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,

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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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As for module 1 As for module 1,6,7 3. Dynamic 3. defines: and 8 stability and .1 dynamical stability at any angle of heel as the product assess its of displacement and the area under the curve of significance 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

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4. Shear force, 4. .1 understands: bending .1 a shearing stress moments and .2 the shear forces for a beam in equilibrium torsional stress, .3 a bending moment and assessment .4 that shear forces and bending moments arise from thereof 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 5. Calculation of 2 GM = F / T , for ships up to 70 m in length, using the rolling approximate period GM by means .2 knows: of rolling .1 that for small angles of roll in still water, the initial period tests metacentric height, GM is given by: 2 GM = [ fB / Tr]

where: f = rolling factor B = breadth of the ship Tr = rolling period in seconds and that 2 GM = F / Tr 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 6. .1 knows: inclining .1 why a ship undergoes an inclining test test and .2 what is to be determined from the inclining test procedures .3 the conditions under which an inclining test is carried out involved .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 7. Dry-docking height and .3 why a ship should be drydocked with a small or moderate grounding 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 1. .1 describes: Assessment by written As for module 1 affecting rolling .1 the effect of GM, increase of draught and/or of examination only to 9 including a of ships, and its displacement and the distribution of mass within the ship deeper prediction influence rolling and the rolling period theoretical .2 what synchronization is, the circumstance in which it is understanding most likely to occur and the actions to take if of the synchronization is experienced construction of .3 how bilge keels, anti-rolling tanks and stabilizer fins reduce ships, the the amplitude of rolling forces and 2 explains the forces acting on a ship when heeling during a turn stresses acting and specifically the: on a ship, the -acceleration towards the centre of the turn statical and -underwater centre of lateral resistance dynamical -centripetal force, given by: 2 stability F = (Mv ) / r where: applicable to a M = mass of the ship in tonnes ship and the v = speed in metres per second stability of a r = radius of turn in metres dry-docked R = centripetal force in kilo Newton’s fact that the ship will heel grounded or until the resulting righting moment equals the heeling couple, ie damaged ship. 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.The dangers of .2 describes how the damage to compartments may cause a flooding of ship to sink as a result of: compartments and - insufficient reserve buoyancy, leading to progressive predicts its effects flooding on stability and trim - 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

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MODULE 11

1.The causes and 1. .1 Explains: As for module 1 Correctly describes / calculates resistance and dangers of vibration .1 what is meant by propeller effects in machinery 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

MODULE 12 1. .1 Explains: 1. Resistance to .1 what is meant by: As for module 1 Correctly describes / calculates resistance and ship’s propulsion. - wave-making propeller effects 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

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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 3 hence daily fuel consumption1 = speed 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 2 voyage fuel consumption2 speed voyage distance2

.12 States the general expression: voy fuel consumption1 = displacement1 xspeed 2 voy fuel consumption2 displacement2 Xspeed

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 1. .1 Explains briefly how the power of a As for module 1. Correctly propellers .1 propulsion turbine is measured. describes / and .2 diesel engine is measured as: calculates the propulsion - shaft power principles of systems - indicated power propellors and and is able to solve simple problems related to shaft and propulsion indicated power. systems. .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.

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MODULE 1 4

1. Principles of 1. .1 States: As for module 1. Correctly describes / rudder .1 the equation for centrifugal force and calculates the operation develops an equation to find the angle for principles of rudder and it’s heel when turning. operation and it’s effects. .2 that the centre of pressure of a rectangular effects. 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