20.

A bow thruster is a device used on large ships to aid docking and exiting a dock without the
assistance of a tug boat. The most common style of bow thrusteris is a propeller system that is
mounted in the lower area of the ship's bow. Directed from port to starboard, or left to right, the
bow thruster is used to push the bow area of the ship away from the dock when exiting port and
towards the dock when tying up the ship to the dock
21. Vessel yaw curve described by the center of gravity of the ship change the road, until the coming
of the new ship's path.

Ship Yaw phases are:

- The initial phase;
The initial phase of Ship Yaw initial commencing when the steering angle
changes depending on the value of the new road; aboard ship moves
laterally opposed placing the rudder, it lasted more than a few tens of
seconds.

- Stage of evolution

Development phase starts from the point from which the ship is turning
curve (center of gravity of the vessel describe this curve which has a
spiral). Longitudinal axis of the vessel formed by the tangent to the curve
bends yaw angle which increases with the yaw displacement curve, up
to a maximum and then decreases to zero, with the arrival of the new road

- Phase of gyration.
Phase gyration, is uniform - called beginning at the end of phase
evolution and trajectory moving ship and the approximate shape of a
circle, the angle of derivation remains constant, the speed is kept
constant at amounting to 30.40% of the initial rate of yaw.

22. wind waves or, more precisely, wind-generated waves are surface waves that occur on the free
surface of oceans, seas, lakes, rivers, and canals or even on small puddles and ponds. They usually
result from the wind blowing over a vast enough stretch of fluid surface. Waves in the oceans can travel
thousands of miles before reaching land. Wind waves range in size from small ripples to huge waves over
30 m high

23. significant hight formula

Characteristics period formula

24.

Six degrees of freedom

The motion of a ship at sea has the six degrees of freedom of a rigid body, and is described as:[2]
Translation:
1. Moving up and down (heaving);
2. Moving left and right (swaying);
3. Moving forward and backward (surging);
Rotation
1. Tilts forward and backward (pitching);
2. Swivels left and right (yawing);
3. Pivots side to side (rolling).

Ship movements on the wave.

1 - Heave
2 - Sway
3 - Surge
4 - Yaw
5 - Pitch
6 - Roll

25.

26.There are three special axes in any ship, called vertical, lateral and longitudinal axes. The movements
around them are known as roll, pitch and yaw.
Roll
is the rotation of a vessel about its longitudinal (side-to-side) axis
Pitch
is the rotation of a vessel about its transverse (front/back) axis
Yaw

is the rotation of a vessel about its vertical axis

27.

28 Free surface tanks

A single partially filled tank that extends across the full breadth of the vessel. Its shape, size and
internal baffles allow the liquid inside to slosh from side to side in response to the roll motion of the ship.
The phasing of the roll moments acting on the ship and the resultant liquid motion will be such that it
reduces the roll motion. This type of tank was first investigated by William Froude, but did not receive
much attention until the 1950s when it was revived and used in many naval vessels. They have the added
advantage that it is possible to vary tank natural frequency by changes in water level and thus

accommodate changes in ships metacentric height. Free Surface Tanks are commonly referred to as
"Flume" tanks.

29. U Tube Tanks

These partially filled tanks consists of two wing tanks connected at the bottom by a substantial crossover
duct. The air column above the liquid in the two tanks are also connected by a duct. As in the Free
Surface Tanks as the ship begins to roll the fluid flows from wing tank to wing tank causing a time varying
roll moment to the ship and with careful design this roll moment is of correct phasing to reduce the roll
motion of the ship. They do not restrict fore and aft passage as space above and below water crossover
duct is available for other purposes.

30.

31 Slamming phenomenom
Slamming is the impact of the bottom structure of a ship onto the sea surface. It is mainly observed while
sailing in waves, when the bow raises from the water and subsequently impacts on it. Slamming induces
extremely high loads to ship structures and is taken into consideration when designing ships

Whipping response
Slamming induced whipping can significantly increase the structural loading of ships. Although this is
well-known, the whipping contribution to the structural loading is rarely taken into account when
computing the structural loading. An exception are the "dynamic loading" factors found in
Classification Societies rules. Currently there are no commercial tools available to compute the
seakeeping response including slamming induced whipping. This is the main reason for not accounting
for the effects of whipping. Extensive research has been done on the subject of slamming impact and
whipping response but an integral and computationally efficient method is not yet available for ship
structure designers.

32.mooring sketch
A typical mooring scheme

Number

Name

Purpose

Bow line

Prevent backwards movement

Forward Breast line

Keep close to pier

After Bow Spring line

Prevent from advancing

Forward Quarter Spring line

Prevent from moving back

Quarter Breast line

Keep close to pier

Stern line

Prevent forwards movement

The transport ships, bow anchor installation is made, usually of two

anchor lines such mechanisms, while the stern anchor line has a single
anchor.

33. A ships anchor is used to prevent the ship from drifting from its location due to wind and
tidal currents, larger ships having two bow and one stern anchor. There are numerous types of
ships anchors and the heavy ones are normally produced through casting or drop-forged from
carbon steel.
This appendix discusses anchoring systems by type, performance, holding capacity, and design, as
commonly used in salvage operations. An
anchoring system consists of the anchor itself, the mooring line that transmits forces from moored vessels
or pulling systems to the anchor, and
an attachment point or tensioning system on the moored vessel or work platform. The anchor line
normally consists of chain, wire rope, or some
combination of the two, but may include fiber line or rigid elements. The anchor provides the majority of
the resistance to motion, or holding

capacity, but the contribution of portions of the anchor line buried in or lying on the seafloor may be
significant, especially with chain. The
portion of anchoring system outboard of the attachment point or tensioning system, including the anchor,
anchor line, and other ancillary devices,
is sometimes called the ground leg

34. To provide a hydraulic system used for opening and closing hatch cover, in
which a sequence valve having a large hysteresis is provided in a hydraulic circuit
for opening and closing a folding hatch cover whose opening and closing is
controlled by means of hydraulic cylinders, whereby it is enabled to open and close
the hatch cover by a single changeover valve and to prevent hunting of the
sequence valve. CONSTITUTION: Hydraulic cylinders 3, 4 used for opening and
closing a folding hatch cover are operatively associated with a sequence valve 15
having a large hysteresis and having therein a small-diametered pilot chamber 20
and a large-diametered pilot chamber 21 and operation of these cylinders 3, 4 is
controlled by changeover valve 18. When the valve 18 is operated, cylinder 3 is
actuated at first. When operation of cylinder 3 is finished, pressure in conduit 16 is
raised and sequence valve 15 is switched, which in turn causes actuation of cylinder
4. Here, sequence valve 15 is required to have a large hysteresis so as to prevent
hunting of the same which is possibly caused after operation of cylinder 4 is finished

35. Operation

of multifold crocodile hatch covers is effected by

hydraulic
cylinders articulated between the deck and hinge arms on the
leading
cover panel of the first pair. As this pair is opened to its vertical,
stowed
position the second (trailing) pair is drawn along the longitudinal
hatch
coaming to a position above a hinged crocodile arm on each side
of it.A

hydraulic cylinder between the deck and the crocodile arm is

actuated,
rotating the arm about its hinge, which lifts this trailing pair of
covers into
its stowed position.The operation is repeated for the third trailing
pair, if
fitted, for which additional crocodile arms are provided. All pairs
are
secured in place on reaching their stowed positions.
Safe closing of the covers is ensured by a hydraulic interlocking
system in
which the panels are moved sequentially, with the outermost
trailing pair
being operated first.
Partial opening of the cover is easily achieved by disconnecting
the hinge
between the leading and trailing pairs. In this way only the
leading pair of
panels is opened allowing partial loading/unloading and
backstowing of
containers to be carried out.
In addition to their use for closing weatherdeck hatches,multifold
crocodile hatch covers may also be installed for tweendeck
hatches as well
as for reefer vessels with small hatches.Another major benefit of
the system
is seen in tweendeck installations where the full height between
the
tweendeck and weatherdeck girders is used for stowing the
covers in their
open position.
System advantages:
up to three folding pairs per hatch cover stowage space
no risk of hydraulic oil contamination of the cargo holds
easy on-deck access to the operating system
facility for partial opening between folding pairs

 no requirement for a hydraulic wheel lifter

allows for box girder design of cover panels

36. Roll-on/roll-off (RORO or ro-ro) ships are vessels designed to carry wheeled cargo, such as
automobiles, trucks, semi-trailer trucks, trailers, and railroad cars, that are driven on and off the
ship on their own wheels. This is in contrast to lift-on/lift-off (LOLO) vessels, which use a crane
to load and unload cargo.
RORO vessels have built-in ramps that allow the cargo to be efficiently rolled on and off the
vessel when in port. While smaller ferries that operate across rivers and other short distances
often have built-in ramps, the term RORO is generally reserved for larger oceangoing vessels.
The ramps and doors may be stern-only, or bow and stern for quick loading.
Roll-on/roll-off ferries (RORO) are large, conventional ferries named for the ease by
which vehicles can board and leave.

37. Container ships are cargo ships that carry all of their load in truck-sizeintermodal containers, in a
technique called containerization. They are a common means of commercial intermodal freight
transport and now carry most seagoing non-bulk cargo.

38.

pipelaying ship is a maritime vessel used in the construction of subsea infrastructure. It

serves to connect oil production platforms with refineries on shore. To accomplish this goal a
typical pipelaying vessel carries a heavy lift crane, used to install pumps and valves, and
equipment to lay pipe between subsea structures.
39.

Lay methods consist of S-lay and J-lay and can be reel-lay or welded length by length.
Pipelaying ships make use of dynamic positioning systems or anchor spreads to maintain the
correct position and speed while laying pipe.
Recent advances have been made, with pipe being laid in water depths of more than 2,500
metres.

The term "pipelaying vessel" or "pipelayer" refers to all vessels capable of laying pipe on the
ocean floor. It can also refer to "dual activity" ships. These vessels are capable of laying pipe on
the ocean floor in addition to their primary job. Examples of dual activity pipelayers include
barges, modified bulk carriers, modified drillships semi-immersible laying vessels among others.
[1]

40.A cable

layer or cable ship is a deep-sea vessel designed and used to lay underwater cables
for telecommunications, electric power transmission, or other purposes. Cable ships are
distinguished by large cable sheaves[1] for guiding cable over bow or stern or both. Bow sheaves,
[2]
some very large, were characteristic of all cable ships. Newer ships are tending toward pure
stern layers with stern sheaves only as seen in the photo of CS Cable Innovator at the Port of
Astoria on this page. The names of cable ships are often preceded by "C.S." as in CS Long Lines.
[3]

The first transatlantic telegraph cable was laid by cable layers from 185758. It briefly enabled
telecommunication between Europe and North America before misuse resulted in failure of the
line. In 1866 the SS Great Eastern successfully laid two transatlantic cables, securing future
communication between the continents.