CHIEF MATE PHASE 2

Maximum permissible length of compartments - Ships are to be as efficiently subdivided as is possible

having regard to the nature of the service for which they are intended. The degree of subdivision is to vary
with the length LS of the ship and with the service, in such manner that the highest degree of subdivision
corresponds with the ships of greatest length, primarily engaged in the carriage of passengers. The
prescribed requirements detailed in regulations are used for calculating the maximum permissible length of a
compartment having its centre at any point in the ships length LS. The maximum permissible length of a
compartment having its centre at any point in the ships length is obtained from the floodable length as
calculated by multiplying with an appropriate factor called the factor of subdivision as calculated. The factor
of subdivision is calculated using the criterion of service as indicated.
Floodable length calculation - The floodable length at any point of the length LS of a ship is to be
determined by the method of calculation which takes into consideration the form, draught and other
characteristics of the ship in question.
In a ship with a continuous bulkhead deck, the floodable length at a given point is the maximum portion of
the length LS of the ship, having its centre at the point in question, which can be flooded under the definite
assumptions without the ship being submerged beyond the margin line.
In the case of a ship not having a continuous bulkhead deck, the floodable length at any point may be
determined to an assumed continuous margin line which at no point is less than 76 mm below the top of the
deck (at side) to which the bulkheads concerned and the shell are carried watertight.
Where a portion of an assumed margin line is appreciably below the deck to which bulkheads are carried, the
Society may permit a limited relaxation in the watertightness of those portions of the bulkheads which are
above the margin line and immediately under the higher deck.
Permeability
a. The definite assumptions relate to the permeabilities of the spaces below the margin line.
In determining the floodable length, a uniform average permeability is to be used throughout the
whole length of each of the following portions of the ship below the margin line:
o the machinery space
o the portion forward of the machinery space
o the portion aft of the machinery space.
b. The uniform average permeability throughout the machinery space is to be determined from the
formula:

where:
a

: The volume of the passenger spaces, which are situated below the margin line within the limits of the machinery space

: The volume of "tweendeck spaces below the margin line within the limits of the machinery space which are appropriated
for cargo, coal or stores

: The whole volume of the machinery space below the margin line.

c. The uniform average permeability throughout the portion of the ship forward or aft of the machinery
space
is
to
be
determined
from
the
formula:

where:
a

: The volume of the passenger spaces, including the volume of spaces for the accommodation and use of the crew, forward or
aft of the machinery space

: The whole volume of the portion of the ship below the margin line forward or aft of the machinery space.

Factor of subdivision - The factor of subdivision is to depend on the length LS of the ship, and for a given
length is to vary according to the nature of the service for which the ship is intended. It is to decrease in a
regular and continuous manner:

as the length LS of the ship increases, and

from a factor A, applicable to ships primarily engaged in the carriage of cargo, to a factor B,
applicable to ships primarily engaged in the carriage of passengers.

The variations of the factors A and B are to be expressed by the following formulae:

for LS equal to or greater than 131 m:

for LS equal to or greater than 79 m:

a. The factor of subdivision is to be calculated as reported hereafter, using the criterion of service
(criterion numeral) e.g. the subdivision abaft the fore peak of ships of 131 m in length and upwards
having a criterion numeral of 23 or less is to be governed by the factor A given by the above formula;
of those having a criterion numeral of 123 or more by the factor B given by the above formula; and of
those having a criterion numeral between 23 and 123 by the factor of subdivision F obtained by linear
interpolation
between
the
factors
A
and
B,
using
the
formula:

Criterion of service - For a ship of given length the appropriate factor of subdivision is to be determined by
the criterion of service numeral (hereafter called the criterion numeral) as given by the following formulae:

where:
CS

: The criterion numeral

: The volume of the machinery space, in m3

: The whole volume of the ship below the margin line, in m3

: The whole volume of the passenger spaces below the margin line, in m3

P1

: Factor, to be taken equal to: P1 = K N

Where the value of KN is greater than the sum of P and the whole volume of the actual passenger spaces above the
margin line, the figure to be taken as P 1 is that sum or two thirds KN, whichever is the greater.

K = 0,056 LS
LS

: The length of the ship, in m

: The number of passengers for which the ship is to be certified.

Standard fire test - A standard fire test is a test in which specimens of the relevant bulkheads or decks are
exposed in a test furnace to temperatures corresponding approximately to the standard time-temperature
curve in accordance with the test method specified in the Fire Test Procedures Code.
Basic principles for passenger ships - The basic principle is that the main vertical zoning required by may
not be practicable in vehicle spaces of passenger ships and, therefore, equivalent protection must be
obtained in such spaces on the basis of a horizontal zone concept and by the provision of an efficient fixed
fire-extinguishing system. Based on this concept, a horizontal zone which may include special category
spaces on more than one deck provided that the total overall clear height for vehicles does not exceed 10 m.
The requirements of ventilation systems, openings in A class divisions and penetrations in A class divisions
for maintaining the integrity of vertical zones shall be applied equally to decks and bulkheads forming the
boundaries separating horizontal zones from each other and from the remainder of the ship.
Special Category Spaces and their Protection - A special category space is an enclosed space above or
below the bulkhead deck used for carriage of motor vehicles with fuel for their own propulsion in their own
tanks and to which passengers have access. Obvious examples are the garage spaces in ro-ro passenger
ferries and vehicle decks in ro-ro cargo ships. Such spaces cannot have the normal mail vertical fire zoning
without interfering with the working of the ship.
Equivalent protection is provided in such spaces by ensuring that the horizontal and vertical boundaries of
the space are treated as main fire zone divisions and an efficient fixed fire-fighting extinguishing system is
fitted within the space. This takes the form of a fixed pressure water spraying system generally in
association with an automatic fire detection system. Special scupper arrangements are provided to clear the
deck of the water deposited by the system in the event of a fire to avoid a drastic reduction in stability.
Ship Structural Access Manual - The access manual provides for safe conduct of overall and close-up
inspections and thickness measurements on a regular basis throughout ships operational life, and gives
necessary information and instructions for that purpose, under the provisions of SOLAS regulation II-1/3-6
adopted by resolution MSC.134(76) as amended.
It has long been recognized that the only way of ensuring that the condition of a ships structure is
maintained to conform to the applicable requirements is for all its components to be surveyed on a regular
basis throughout their operational life. This will ensure that they are free from damage such as cracks,
buckling or deformation due to corrosion, overloading, or contact damage and that thickness diminution is
within established limits. The provision of suitable means of access to the hull structure for the purpose of
carrying out overall and close-up surveys and inspections is essential and such means should be considered
and provided for at the ship design stage.
Ships should be designed and built with due consideration as to how they will be surveyed by flag State
inspectors and classification society surveyors during their in-service life and how the crew will be able to
monitor the condition of the ship. Without adequate access, the structural condition of the ship can
deteriorate undetected and major structural failure can arise. A comprehensive approach to design and
maintenance is required to cover the whole projected life of the ship.
Question: Write short note on the functional requirements of fire protection and detection
Answer: SOLAS Chapter II-2, is titled Construction - Fire Protection, Fire Detection and Fire Extinction. Part
A, Regulation 2 of the chapter lists the fundamental requirements on fire safety of ships and provides the fire
safety objectives and functional requirements for the chapter.
The fire safety objectives of this chapter are to:
1. Prevent the occurrence of fire and explosion; .
2. Reduce the risk to life caused by fire; .
3. Reduce the risk of damage caused by fire to the ship, its cargo and the environment; .
4. Contain, control and suppress fire and explosion in the compartment of origin; and
5. Provide adequate and readily accessible means of escape for passengers and crew.
In order to achieve the fire objectives set out in above paragraph the following basic principles called
Functional Requirements underlie the regulations in this chapter and are embodied in the regulations as
appropriate, having regard to the type of ships and the potential fire hazard involved
The functional requirements of the chapter are:

1. Division of the ship into main vertical and horizontal zones by thermal and structural boundaries;
2. Separation of accommodation spaces from the remainder of the ship by thermal and structural
boundaries;
3. Restricted use of combustible materials;
4. Detection of any fire in the zone of origin;
5. Containment and extinction of any fire in the space of origin;
6. Protection of means of escape and access for fire fighting;
7. Ready availability of fire-extinguishing appliances; and
8. Minimization of possibility of ignition of flammable cargo vapour.
A ship shall be considered to meet the functional requirements set out above and to achieve the fire safety
objectives set out when the ships designs and arrangements comply with or reviewed and deemed to comply
with the relevant prescriptive requirements in this chapter.

Damage Stability (covering answer to question - With respect to subdivision of ships, briefly
explain Required Sub-division Index R and Attained Sub-division Index A)
In 2006, comprehensive amendments were adopted to SOLAS chapter II-1 in relation to subdivision and
damage stability requirements in order to harmonize the provisions for passenger and cargo ships. The
revision of SOLAS chapter introduced the "probabilistic" method of determining damage stability, which is
different from the previously used "deterministic" method.
However, although the method is different, the objective of both methods is the same as, i.e. Ships shall be
as efficiently subdivided as is possible having regard to the nature of the service for which they are
intended. The degree of subdivision shall vary with the subdivision length of the ship and with the
service, in such manner that the highest degree of subdivision corresponds with the ships of
greatest subdivision length, primarily engaged in the carriage of passengers.
The deterministic regulations for passenger ships in SOLAS were such that, based on the assumed damage
scenario (i.e. one-compartment or group of compartments flooding) according to the ships factor of
subdivision (function of length, number of passengers and other elements), the maximum permissible length
of a compartment (between two adjacent bulkheads: subdivision) is obtained, which should ensure the ship
remains afloat and stable.
The probabilistic requirements are such that the attained subdivision index A (A=p isi), calculated as the
summation of pi (the product of the probability that the one compartment or group of compartments under
consideration may be flooded) by the si (probability of survival after flooding of the compartment or group of
compartments in question), is not less than the required subdivision index R (function of length).
The subdivision of a ship is considered sufficient if the attained subdivision index A, is not less than
the required subdivision index R
Required subdivision index R is calculated in accordance with this regulation and if, in addition, the partial
indices As, Ap and Al, are not less than 0.9R for passenger ships and 0.5R for cargo ships.
The degree of subdivision to be provided shall be determined by the required subdivision index R, as follows:

Attained subdivision index A is obtained by the summation of the partial indices As, Ap and Al, (weighted
as shown) calculated for the draughts ds, dp and dl in accordance with the following formula:

Question: Explain how a wire-frame model in modern shipyard practice helps in advantages of:
a) Plate nesting
b) Prefabrication
Answer: Surface and wire-frame models are three-dimensional. The wire-frame model only depicts edges or
centrelines of parts and is significantly less costly than a solids model.

However, a wire-frame model, especially in combination with attributes, can encode all of the data to
actually build and maintain a ship. Only the path of the numerically controlled torch that burns out a part is
required to fabricate it. Likewise, the only data needed to cut and install a stiffener is its length, end
treatments and location. Information can even be in a separate database, provided the product model can
automatically link to such a database. The fact that the product model consists of multiple files is completely
transparent to the user.
In its simplest form, a wire frame model which is a 3-D model, list of key points (usually corners) and a list
of lines that connect them can be prepared. The key points are called vertices, connecting lines edges and a
file containing this data can be prepared.
The data thus prepared, can be used to create algorithms which can be used for:
a) Plate Nesting - Nesting refers to the process of laying out cutting patterns to minimize the raw material
waste. The nesting of parts cut from steel plate has for many years been a subject of interest to the
shipbuilder. An optimized steel plate cutting plan helps shipyard both time and material savings, increase
production efficiency, in return enhance the companys competition capability. The data collected from the
wire-frame modelling becomes vital for plate nesting.
b) Prefabrication - Modern shipbuilding makes considerable use of prefabricated sections. Entire multi-deck
segments of the hull or superstructure will be built elsewhere in the yard, transported to the building dock or
slipway, and then lifted into place. This is known as "block construction". The most modern shipyards preinstall equipment, pipes, electrical cables, and any other components within the blocks, to minimize the
effort needed to assemble or install components deep within the hull once it is welded together. The wireframe model is handy in dividing the ship into different blocks for pre-fabrication.