A GENERAL CARGO SHIPThis type of ship has longitudinal framing at decks and in the double bottom, transverse framing at sides. To provide the necessary degree of transverse strength, transverse are fitted at decks and plate floors are fitted in the double bottom. The cargo ships ceiling is to be laid over the bilge and under hatchways. Ceiling over the bilge being arranged with portable sections that are easily removable. A wood ceiling laid in the square hatch is not be less than 6.5mm thick and should be laid directly on the tank top plating being embedded in a suitable composition, or laid on battens to provide char space for drainage.

REFEGERATED SHIPSThese ships are used for the carriage of cargoes, which would deteriorate at ordinary hold temp. to facilitate the fixing of insulation, transverse framing at the decks may be fitted longitudinal framing is still fitted in the double bottom. The holds and tween decks are insulated by packing an insulating material (fibre glass etc) between the frames. Portable hatchways re insulted by insulated beam and plugs. Shape of the plug hatch to ensure tight fit. There is to be a provision for drainage from insulated space and this is effected by brine seal traps.

OIL TANKERSThese types of ship has single flush deck ships with longitudinal and transverse bulkhead forming the tank space. The requirement for tank length not to exceed 0.2L where two or more longitudinal bulk heads are fitted. Tankers have a longitudinally framed bottom shell and deck throughout the tank spaces. In tankers not more than 150m length the side shell may be transversely framed and longitudinal bulkheads may be vertically stiffened. Such framing is called combined framing. At ships centre line deep girders are fitted at the deck and bottom (bottom girder often known as docking girder), which align with deep vertical centre line web on the transverse bulkhead. Bulkheads may be corrugated rather than stiffen, with the corrugations arranged vertically on transverse bulkhead and horizontally on longitudinal bulkhead. In double bulk tankers, double bottom had longitudinal framing with supporting plates and bracket transverse floors. The double hull side space and any hopper tanks are also longitudinally framed with support from transverse aligned with the bottom floors, bulkheads etc. at the end of the tank space cofferdams with two adjacent oil tight bulkheads are also to be fitted. A pump room aft or a ballast tank forward may be accepted in lieu of a cofferdam. The openings for oiltight hatchways are kept as small as possible and corners are well rounded.

BULK CARRIERThis ship is designed to load a maximum deadweight of any type of bulk cargo, form heavy ore to light grain. The ship is constructed on the combined framing system having longitudinal framing in the double bottom, bottom of wing tanks and at the deck, with

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transverse framing being fitted at the sides. The ship has two longitudinal watertight bulkheads which permit the ship to have a minimum freeboard.

BULK ORE CARRIERThese are designed to carry a high density cargo, and the particular requirement of this trade is to have adequate strength for heavy loading. The ship has its cargo space divided into six self trimming cargo holds and is so designed that full cargo of grain can carried without the use of shifting boards. Hatches are sealed with hydraulically operated steel hatches. Adequate ballast capacity is given by tankage formed by the topside wing tanks and hopper tanks.

OBO CARRIER (ORE/BULK/OIL)The major design characteristic peculiar to this ship is the double skin at the sides, having all the stiffening without the narrow wing tanks. Advantage of double skin tanks 1 It makes it easier steaming of the holds. 2 The inner skin reduces free surface in the large cargo holds. 3 Clean ballast capacity of the ship is increased. Transverse bulkheads are usually of the cofferdam type will are the stiffening in the cofferdam. Though easier to clean, the holds, these is a loss of capacity. Usually there is a rise in floor of the inner bottom which facilitates drainage to drain recess.

LPG AND LNG GAS CARRIERThe hull construction of this type of ship is often similar to that of an ore carrier, topside wing and hopper tanks being fitted for the carriage of water ballast. Longitudinals or transverse framing may be used at the sides with an inner hull occasionally being fitted. The cargo of liqvified gases is carried in independent tanks or membrane tank. Membrane tanks are those which provide only containment for the liquid and rely on structural support from the adjacent ship structure.

PASSENGER SHIPSIn the construction of these ships the SOLAS requirements predominate in relation to subdivision intact and damage stability and structural fire protection. The super structure are frequently constructed of aluminium alloy, which in addition to the reduction in weight, improves the stability.

ROLL ON/ROLL OFF PASSENGER SHIPSThe feature of the vehicle deck is a char deck uninterrupted by transverse bulkhead. Transverse strength is maintained by fitting deep closely spaced web frames in conjugation with deep beams. The lower deck divided by watertight transverse bulkhead, have hydraulically operated and cheated sliding watertight doors to facilitate the movement of vehicles.

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LODE LINESUnder the International Convention on Load Lines all ships which are 24m or more in length, except ships of war, flashing boats and pleasure boats, must have a load line. Such ships trading internationally are marked with a load line assigned by the maritime authority of the flag state or a classification society authorized by the flag state. The initial letters of the assigning authority are cut in on each side of the load line disc. shown are a full set of markings assigned under the International Convention on Load Lines which include the zone, seasonal and freshwater allowance markings. On the left are shown the additional freeboard markings assigned to a ship carrying timber deck cargoes. On the assumption that the timber cargo provides additional buoyancy it will be noted that the ship may load to a deeper draught except in the case of the Winter North Atlantic (WNA) zone.

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