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[Link] Waris C.P

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▪ Stem
▪ On many conventional ships a stem bar, which is a solid round bar, is fitted from the keel to the
waterline region, and a radiused plate is fitted above the waterline to form the upper part of the
stem. This forms what is referred to as a ‘soft nose’ stem, which in the event of a collision will
buckle under load, keeping the impact damage to a minimum.

▪ Older ships had solid bar stems which were riveted and of square section, and as the stem had no
rake it could cause considerable damage on impact because of its rigidity. Small ships such as
tugs and trawlers may still have a solid stem bar extending to the top of the bow, and some
existing large passenger ships may have steel castings or forgings forming the lower part of the
stem. A specially designed bow is required for ships assigned Ice Class AC notations and
additional scantlings are required for the stems of ships assigned other ice classes.

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▪ The solid round bar is welded inside the keel plate at its lower end, and inside the
radiused stem plate at its upper end, the shell being welded each side (Figure 20.1).
It is necessary to support that part of the stem which is formed by radiused plates
with ‘breast hooks’, i.e. horizontal plate webs, between the decks and below the
lowest deck, in order to reduce the unsupported span of the stem. Where the plate
radius is large, further stiffening is provided by a vertical stiffener on the centre line.
The thickness of these plates will be in excess of that required for the side shell
forward, but the thickness may taper to that of the side shell at the stem head.

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▪ Panting stringers are longitudinal stiffening members formed in a closed rounded-triangular shape
(peak being the fore end) by the side stringers on both sides and the collision bulkhead at its end.
▪ A perforated bulkhead often exists at the centreline. Although its main function is dedicated to cargo
storage and reduction of Free Surface Effects, they add to the longitudinal strength of the fore peak
tank. Most of the time the angle pillars along with the panting beams are joined to the wash bulkhead.
They are also very useful when the unsupported span of panting beams become large.
▪ Sometimes for fuller form ships like bulk carriers, the fore part is stiffened by large perforated non-
watertight flats to cater to enhanced transverse strength.
▪ Breast hooks to stiffen the stem plate and behave as the support tip of the panting and side stringers.
They also play the pivotal role of transverse strengthening of a large number of plates in the forward
and side regions. However, the usability of breast hooks become pointless when there are tween
decks.

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▪ Vessels operating at higher speeds, and those with high block coefficients, are often found to have a
bulbous or protruding bow below the waterline. The arguments for and against fitting some form of
bulbous bow are the province of text-books on naval architecture, but it may be indicated that like
most peculiarities of the immersed hull form this feature is usually intended to reduce the vessel’s
resistance to motion under certain conditions. From the construction point of view the bulbous bow
does not present any great difficulty if this aspect has been considered when the bulb form is
designed. In general however a greater degree of plate curvature is involved, unless a rather
convenient cylindrical form is adopted and fitted into the bow as a single unit. This has in fact been
done successfully; but in general the protrusion forms a continuation of the side shell. Floors are fitted
at every frame space in the bulb, and a centre line wash bulkhead is introduced when the bulb is
large.
▪ Transverses are fitted at about every fifth frame in long bulbs (). Smaller bulbs have a centre line web
but not a wash bulkhead; and in all bulbous bows horizontal diaphragm plates are fitted. Shell plating
covering the bulb has an increased thickness similar to that of a radiused plate stem below the
waterline. This increased thickness should in particular cover any area likely to be damaged by the
anchors and chains; and in designing the bow fouling of the anchors should be taken into
consideration.

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▪ A chain locker is often arranged in the position forward of the collision bulkhead, below either the
main deck or the second deck. It can also be fitted in the forecastle or aft of the collision bulkhead, in
which case it must be watertight and have proper means of drainage.
▪ Chain locker dimensions are determined in relation to the length and size of cable, the depth being
such that the cable is easily stowed, and a direct lead at all times is provided to the mouth of the chain
pipe. Port and starboard cables are stowed separately in the locker, and the inboard ends of each are
secured to the bottom of the centre line bulkhead or underside of deck It is desirable to have an
arrangement for slipping the cable from outside the chain locker.
▪ CONSTRUCTION OF CHAIN LOCKER
▪ The locker does not as a rule have the same breadth as the ship, but has conventionally stiffened
forward and side bulkheads, the stiffeners being conveniently arranged outside the locker if possible
to prevent their being damaged. A false bottom may be formed by perforated plates on bearers
arranged at a height above the floor of the locker. Where fitted this provides a mudbox which can be
cleaned and is drained by a centre line suction, the bottom plating sloping inboard. To separate the
locker into port and starboard compartments a centre line bulkhead is fitted. This bulkhead does not
extend to the crown of the locker, but allows working space above the two compartments. Access to
the bottom of the locker is provided by means of foot holes cut in the bulkhead,and the stiffeners
fitted to this bulkhead are of the vertical flush cope bar type

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▪ Any projections which would be damaged by the chains are thus avoided. The upper edge of the
bulkhead is similarly stiffened and may provide a standing platform, with a short ladder leading from
the hatch in the deck forming the crown of the locker. Each cable is fed to the appropriate locker
compartment through port and starboard chain pipes from the forecastle deck. These chain pipes or
spurling pipes are of tubular construction with castings or other rounded end mouldings to prevent
chafing

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▪ To provide an easy lead for the cable from the windlass to the anchors, the hawse pipes must be
carefully fitted. It is not uncommon for a temporary scale model of the relevant fore end structure to
be constructed, and the positions of the hawse pipes may be experimented with in order to obtain
the best lead. This model need not be elaborate but made simply of cardboard and wood, and the
best hawse pipe arrangement will permit the anchor to be raised and lowered smoothly, and housed
properly. Tubular hawse pipes are generally fabricated, and castings are welded at the shell and
deck to prevent chafing . Additional stiffening in way of the hawse pipes is required at the side shell.
On higher speed vessels a recess is often provided in the shell for anchor stowage; this helps to
reduce any drag caused by the stowed anchor and prevents serious damage in the event of a
collision.

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▪ An anchor system provides:
▪ A simple reliable means of safely holding the ship in a relatively fixed position in shallow water
▪ Assistance in stopping or controlling the ship in an emergency to avoid grounding or a collision
▪ In adverse circumstances the safety of the crew, the ship, and its cargo may be totally dependent on
the holding power of the anchor system
▪ The anchor system consists of
▪ Anchor
▪ Chain cable
▪ Windlass

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▪ securing system consists of
▪ A Hawse pipe Inside which the anchor is stored and
▪ The chain stowed in a chain locker where the chain cable is stored.

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▪ The shank is the stem of the anchor in which direction is pulled to set (bury) the anchor. Weak
shanks will bend when the boat pulls from another direction
▪ The crown connects the various parts of the modern anchor
▪ The stock turns the anchor into an attitude that enables the flukes to dig into the sea bed. Fortress,
Danforth and Fisherman anchors are examples of anchors with a stock to help guide the points into
the seabed
▪ The flukes will be buried into the seabed. The very tip of a fluke is sometimes called the bill
▪ Most of the modern anchors for large ships are now made of cast steel so that they are tough and can
resist shock loading any breakage especially if the anchor strike a rock surface during anchoring
▪ Stainless steel, brass and bronze alloy LWT (Lightweight) anchors are normally used by yachts,
pleasure craft, and small fishing boats; the heavy cast iron and forged type being used on deep-sea
ships.
▪ Modern anchors are subjected to non-destructive testing

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▪ A ships’ anchor cable is generally made of chain. Chain cable can withstand wear
and tear better than a rope
▪ The anchor chain is stored in the chain locker; where its end is secured to a ring bolt
welded to the chain locker bulkhead. This is known as the anchor chain’s “bitter
end".
▪ The length of chain provided varies between 86 m to
770m depending on the size and dimensions of the ship
▪ Equipment details of anchor and chain is calculated using rigging tables of
classification societies after calculating equipment number
▪ The chains always come in lengths of a
unit “shackle” , where 1 shackle is 15 fathoms or 90 feet.
▪ The shackle is an English unit and all chain
manufacturers make chains in one shackle length.
▪ The rule length is therefore increased to the nearest full shackle length to
meet the rule requirement .
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▪ As per the classification rules the ship has to be provided one spare shackle of chain.
This spare shackle is therefore connected to one of the chains as that is the most convenient
way of stowing the spare chain length. If it is kept in the forecastle stores, it will
occupy all the space and make it difficult to stow spare mooring ropes and wires.
Hence on most ships either the port or starboard chain is longer by one shackle and that e
xtra length is accounted for the spare shackle length.

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▪ A dimensionless parameter used to determine the size and number of anchors and chain cables for a new
ship.
▪ The equipment number is given by the formula:
▪ E N = Δ2/3 + 2 B H + 0.1 A
▪ H = effective height in m from the summer load waterline to the top of the uppermost deckhouse, to be
measured as follows:
▪ H = a + Σ hi
▪ a = distance in m from summer load waterline amidships to the upper deck at side
▪ hi = height in m on the centre line of each tier of houses having a breadth greater than B/4. For the lowest
tier, hi shall be measured at centre line from the upper deck, or from a notional deck line where there is
local discontinuity in the upper deck
▪ A = area in m2 in profile view of the hull, superstructures and houses above the summer load waterline,
which is within L of the ship. Houses of breadth less than B/4 shall be disregarded.
▪ In the calculation of Σ hi and A sheer and trim shall be ignored.
▪ Windscreens or bulwarks more than 1.5 m in height shall be regarded as parts of superstructures and of
houses when determining H and A. The total area of the mentioned items measured from the deck, shall be
included.
▪ The area of hatch coamings more than 1.5 m in height above deck at side shall be included in A.
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▪ The chain links are graded according to the
carbon content in the steel and corresponding heat treatment and the three
standards of link material are graded as CC1, CC2, and CC3. The three standards are graded as
follows :
▪ CC1———— low strength.
▪ CC2———–medium strength.
▪ CC3———–high strength.
▪ Owners are free to choose any grade of steel from the given three
qualities. Having selected a grade the same grade is to be used throughout the chain length f
or the full life
span of the ship, since the cable lifter slots are made as per the diameter according to the g
rade selected.

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▪ Horizontal Shaft windlass
▪ Vertical shaft windlass

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▪ A horizontal drum windlass or a combination of windlass/winch can also be used to operate the
anchor chain; these are located on the fo’c’sle head and normally driven from a central motor. The
entire set up of horizontal shaft windlass is same as that of vertical shaft windlass.
▪ Both windlasses and capstans have a safety device known as a devil’s claw. This is attached to a wire
strop; the other end of the strop is secured to the base of the windlass/capstan, there being a bottle
screw in the middle of the strop. When the anchor is home (has been raised against the hawsepipe)
the claw is inserted into an anchor link and the strop tightened up using the bottle screw. This
prevents any inadvertent or, accidental lowering of the anchor should the brake fail.

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▪ Anchor chains are connected to a windlass that can either be of vertical or horizontal design. A
vertical windlass is known as a capstan. The capstan has a drive wheel called a gypsy that is notched
to suit the forged steel chain links.
▪ The chain is fed from the capstan along the deck of the fo’c’sle head through a pawl and down through
a hawsepipe pipe in the deck exiting at the ships bow. From here the chain drops downwards and is
connected to the anchor using a shackle whose hardened steel pin passes through a hole drilled in
the anchor central shank
▪ The anchor chain is stored in the chain locker; where its end is secured to a ring bolt welded to the
chain locker bulkhead. This is known as the anchor chain’s “bitter end".
▪ These windlasses are generally fitted on naval ships because the greater wrap of the chain gives
better control
▪ Hydraulic machinery may be used with alternating current to drive the windlass at varying speed

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▪ A vessel is said to be moored when it is fastened to a fixed object such as a pier or
quay, or to a floating object such as a buoy.
▪ Mooring accomplished using thick ropes called mooring lines or hawsers.
▪ The lines are fixed to deck fittings on the vessel at one end, and fittings on the
shore, such as bollards, rings, or cleats, on the other end.
▪ A vessel can be made fast to any variety of shore fixtures from trees and rocks to
specially constructed areas such as piers and quays.
▪ Mooring requires cooperation between people on the pier and on a vessel.
▪ The mooring line is then attached to the bollard and is pulled tight.\
▪ For larger vessels, the tightening o f mooring lines to the bollard is achieved by
mooring winches or capstans.
▪ For the heaviest cargo ships, more than a dozen mooring lines can be required.
Sailboats generally take 4 to 6 mooring lines.
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▪ Fairleads: are welded directly on to the ship’s hull structure. Fairleads
have a roller attached to them to guide mooring wires to winches for the
correct lead. Pedestal Fairleads are commonly found on modern day
ships to guide a mooring lines lead between the chock and the winch.

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▪ Chocks: are structural reinforcements on ships which guide the mooring lines to
and from the shore / other vessels. Chocks need to be of a much higher SWL than
the mooring line to avoid structural damage and withstand various forces when a
vessel is moored.

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▪ Bollards: are generally referred to short posts on the quay / jetty used to secure
Ship’s Mooring Lines. A single bitt on ships may also be referred to as a bollard
around which the eye of the rope is attached. Oil Tankers have special bollards in the
manifold areas called cruciform bollards which are used for securing / supporting
flexible hoses for cargo operations.

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▪ Bitts: are double bollards / posts mounted vertically on ships to secure mooring lines from other
vessels, tug lines or secure Fire Wires on Tankers. Bitts are always found in pairs. It is important to
inform the pilot or tug operator, the SWL of the bitts to ensure that the tug does not exceed this force
when pulling the vessel

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▪ Materials
▪ Polyester
▪ Nylon
▪ Polypropylene
▪ Polyethylene
▪ Aramid
▪ Construction
▪ Three-strand rope(commonly used)
▪ Six-strand rope
▪ Double Braid Rope

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▪ Mooring Wires & Ropes
▪ Decision on whether wire or synthetic fibre mooring lines will influence winch drum size, types of
fairleads, bed radius of fairleads and required deck space.
▪ Mooring lines are usually made out of synthetic materials such as nylon
▪ Nylon is easy to work with and lasts for years, but has a property of very great elasticity
▪ Due to its elasticity, during high wind or close passing of another ship excess stress can be spread
among several lines
▪ Elastic wire when breaks “snapbacks” which can cause fatal injuries.

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▪ Mooring Winch
▪ Function
▪ They secure the shipboard end of mooring lines, provide for adjustment of the mooring line length to suit
the mooring pattern in each port and compensate for changes in draft and tide.
▪ They serve to store the mooring line when not in use and to haul the ship into position against
environmental or inertia forces.
▪ They also act as a safety device that releases the line load in a controlled manner once the force in the line
increases to the point of near-breakage.
▪ CLASSIFICATION OF WINCHES
▪ Control Type-Automatic and Manual Tensioning
▪ Drive Type- Steam, Hydraulic, Electric
▪ No of Drums- Single Drum, Double Drum, Triple Drum
▪ Type of Drums -Split, Undivided
▪ Brake Type- Band, Disc, Mechanical Screw, Spring applied

▪ Automatic tension winches are designed to automatically heave-in whenever the line tension falls below
a certain pre-set value, likewise they will pay out if the line tension exceeds a pre-set value.
▪ Manual Winches always require a person to handle the controls for heaving or rendering
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▪ Elliptical Stern
▪ Merchant stern or elliptical stern or counter stern was the conventional form for cargo ships during
the early 20th century. If viewed from above, the deck line and the knuckle line are roughly elliptical
in shape. Counter stern or cutaway sterns are characterized by an upwardly curved profile,
beginning fore of the aft perpendicular. They are similar to cruiser stern, however, on counter the
cutaway for the rudder occurs above the waterline, and consequentially the counter stern has a
pronounced aft overhang and exposed skeg. Benefits of having counter stern includes larger deck
space in the aft, measurable amount of reserve buoyancy is provided and it also provides an
aesthetic choice to the owner.

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▪ Cruiser Stern

▪ The cruiser stern was initially designed only to lower the steering gear below the
armor deck. A cruiser stern is characterized by an upward curved profile from the
after perpendicular to the main deck or poop. Unlike the counter stern, a cruiser
sterns cutaway for the rudder occurs below the waterline (the rudder is fully
submerged at the design waterline). The cruiser has better resistance
characteristics than the merchant stern. The length of the waterplane with a
cruiser stern is greater than Lpp. A cruiser stern presents a more pleasant profile
and is hydrodynamically efficient.

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▪ Transom Stern
▪ Basically a transom stern is a stern shape characterized by a generally flat shape extending to the
waterline. The transom stern offers a greater deck area aft, is a simpler construction, and can also
provide improved flow around the stern. The flat surface of any transom stern may begin either at or
above the waterline of the vessel. Transom stern can be viewed as a cruiser stern whose aft – most
portion is cut off.

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▪ Considerable attention is paid to the overall design of the stern in order to improve flow into and
away from the propeller. The cruiser stern was for many years the favoured stern type for ocean
going ships, but today most of these vessels have a transom stern. A cruiser stern presents a more
pleasant profile and is hydrodynamically efficient, but the transom stern offers a greater deck area
aft, is a simpler construction, and can also provide improved flow around the stern.
▪ Many forms of rudder are available and the type and form fitted is intended to give the best
manoeuvring characteristics. Both the shape of the stern and the rudder type will dictate the form of
the stern frame, and this will be further influenced by the required propeller size. Of particular
importance at the after end are the arrangements which permit both the propeller shaft and the
rudder stock to pierce the intact watertight hull. The safety of the ship may depend on these
arrangements. Where more than one screw propeller is to provide the thrust required to propel the
ship, bossings or ‘A’ brackets will be fitted to support the outboard shafts.

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▪ The construction of the stern is one of the most difficult tasks during the ship production process.
As the cruiser stern overhang may be subjected to large slamming forces, a substantial construction
with adequate stiffening is required.
▪ As the cruiser stern overhang may be subjected to large slamming forces a substantial construction
with adequate stiffening is required. Solid floors are fitted at every frame space, and a heavy centre
line girder is fitted right aft at the shell and decks. The stern plating is stiffened by cant frames or
webs with short cant beams supporting the decks and led to the adjacent heavy transverse deck
beam. Further stiffening of the plating is provided, or adopted in line of cant frames, by horizontal
stringers extending to the first transverse frame.
▪ Transom Stern:- is same as cruiser stern except that cant frame at the after end is omitted and is
replaced by flat plate called transom.
▪ Cant frames are not required where the transom stern is adopted, as the flat stern plating may be
stiffened with vertical stiffeners (Figure 21.2). Deep floors and a centre line girder are provided at
the lower region of the transom stern construction.

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▪ To prevent serious vibration at the after end there must be adequate clearances between the
propeller and stern frame, and this will to a large extent dictate its overall size
▪ The stern frame of a ship may be cast, forged, or fabricated from steel plate and sections. On larger
ships it is generally either cast or fabricated, the casting being undertaken by a specialist works
outside the shipyard. To ease the casting problem with larger stern frames and also the transport
problem it may be cast in more than one piece and then welded together when erected in the
shipyard. Fabricated stern frames are often produced by the shipyard itself, plates and bars being
welded together to produce a form similar to that obtained by casting (see Figure 21.3). Forged stern
frames are also produced by a specialist manufacturer and may also be made in more than one piece
where the size is excessive or shape complicated.
▪ Sternpost sections are of a streamline form, in order to prevent eddies being formed behind the
posts, which can lead to an increase in the hull resistance. Welded joints in cast steel sections will
need careful preparation and preheat. Both the cast and fabricated sections are supported by
horizontal webs.
▪ Two forms of stern frame are shown in Figure 21.3, one being a casting and the other fabricated, so
that the similarity of the finished sections is indicated. Of particular interest is the connection of the
stern frame to the hull structure for, if this is not substantial, the revolving propeller supported by the
stern frame may set up serious vibrations.
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▪ The rudder post is carried up into the main hull and connected to the transom floor which has an
increased plate thickness. Also the propeller post may be extended into the hull and connected to a
deep floor, the lower sole piece being carried forward and connected to the keel plate. Side shell
plates are directly welded to the stern frame (Figure 21.3), a ‘rabbet’, i.e. a recess, sometimes being
provided to allow the shell plate to fit flush with the sternpost section

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▪ A device used for steering and manoeuvring a vessel. Rudders are hydrofoils which are
pivoting on a vertical axis. They are located normally at the stern behind propeller(s) to
produce a transverse force and steering moment about the ship centre of gravity by deflecting
the water flow to the direction of the foil plane.

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▪ 1. Spade or Balanced Rudder
▪ A spade rudder is basically a rudder plate that is fixed to the rudder stock only at the top of the
rudder. In other words, the rudder stock (or the axis of the rudder) doesn’t run down along the
span of the rudder. The position of the rudder stock along the chord of the rudder (width meaning,
from the forward to aft end of the rudder) actually decides whether the rudder is balanced of
semi-balanced one. In balanced rudders, (which spade rudders generally are) the rudder stock is
at such a position such that 40% of the rudder area is forward of the stock and the remaining is aft
of it.

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▪ 2. Unbalanced Rudders
▪ These rudders have their stocks attached at the forward most point of their span. Unlike balanced
rudders, the rudder stock runs along the chord length of the rudder. The reason is simple. In this
case, the torque required to turn the rudder is way higher than what is required for a corresponding
balanced rudder. So, the topmost part of the rudder has to be fixed to the spindle so as to prevent it
from vertical displacement from its natural position. However, unbalanced rudders are not widely
used now.

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▪ a. Semi- Balanced Rudder:
▪ In fact, the rudder you see on most ships are semi-balanced in the modern industry. The name semi-
balanced itself implies, that the rudder is partly balanced and partly unbalanced. here portion of the
chord length from the top is unbalanced, and the remaining chord length is balanced. The top part
being unbalanced will help in acting as structural support to the rudder from vertical displacement.
And the balanced part will render less torque in swinging the rudder. As a result, a semi-balanced
rudder returns to the centreline orientation on its own if the steering gear equipment fails during a
turn.

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▪ Many of the rudders which are found on present-day ships are semibalanced, i.e. they have a small proportion of
their lateral area forward of the turning axis (less than 20 per cent). Balanced rudders with a larger area forward
of the axis (25 to 30 per cent), and un-balanced rudders with the full area aft of the axis are also fitted. The object
of balance is to achieve a reduction in torque since the centre of lateral pressure is brought nearer the turning
axis. However the fully balanced rudder will at low angles tend to drive the less satisfactory with any form of
direct hand gear. Designs of rudders are various, and patent types are available, all of which claim increased
efficiencies of one form or another. Two common forms of rudder are shown in Figure 21.4 each being associated
with one of the stern frames shown in Figure 21.3.
▪ RUDDER CONSTRUCTION
▪ Modern rudders are of streamlined form epexct those on small vessels, and are fabricated from steel plate, the
plate sides being stiffened by internal webs. Where the rudder is fully fabricated, one side plate is prepared and
the vertical and horizontal stiffening webs are welded to this plate. The other plate, often called the ‘closing
plate’, is then welded to the internal framing from the exterior only. This may be achieved by welding flat bars to
the webs prior to fitting the closing plate, and then slot welding the plate as shown in Figure 21.4. Other rudders
may have a cast frame and webs with welded side and closing plates which are also shown in Figure 21.4.
▪ Minor features of the rudders are the provision of a drain hole at the bottom with a plug, and a lifting hole which
can take the form of a short piece of tube welded through the rudder with doubling at the side and closing plates.
To prevent internal corrosion the interior surfaces are suitably coated, and in some cases the rudder may be filled
with an inert plastic foam. The rudder is tested when complete under a head of water 2.45 m above the top of
the rudder.

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▪ RUDDER PINTLES :Pintles on which the rudder turns in the gudgeons have a taper on the
radius, and a bearing length which exceeds the diameter. Older ships may have a brass or
bronze liner shrunk on the pintles which turn in lignum vitae (hardwood) bearings fitted in the
gudgeons. Modern practice is to use synthetic materials like ‘Tufnol’ for the bearings, and in
some cases stainless steels for the liners. In either case lubrication of the bearing is provided
by the water in which it is immersed.

▪ RUDDER STOCK: A rudder stock may be of cast or forged steel, and its diameter is determined
in accordance with the torque and any bending moment it is to withstand. At its lower end it is
connected to the rudder by a horizontal or vertical bolted coupling, the bolts having a cross-
sectional area which is adequate to withstand the torque applied to the stock. This coupling
enables the rudder to be lifted from the pintles for inspection and service.

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▪ RUDDER BEARING: The weight of the rudder may be carried partly by the lower pintle and
partly by a rudder bearer within the hull. In some rudder types, for example, the spade type
which is only supported within the hull, the full weight is borne by the bearer. A rudder bearer
may incorporate the watertight gland fitted at the upper end of the rudder trunk as shown in
Figure 21.5. Most of the rudder’s weight may come onto the bearer if excessive wear down of
the lower pintle occurs, and the bearers illustrated have cast iron cones which limit their wear
down.

▪ RUDDER TRUNK:Rudder stocks are carried in the rudder trunk, which as a rule is not made
watertight at its lower end, but a watertight gland is fitted at the top of the trunk where the
stock enters the intact hull (Figure 21.5). This trunk is kept reasonably short so that the stock
has a minimum unsupported length and may be constructed of plates welded in a box form
with the transom floor forming its forward end. A small opening with watertight cover may be
provided in one side of the trunk which allows inspection of the stock from inside the hull in an
emergency.
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KMSME,CUSAT 74
KMSME,CUSAT 75
KMSME,CUSAT 76
KMSME,CUSAT 77
KMSME,CUSAT 78
KMSME,CUSAT 79
▪ Shaft bearings are of two types, the aftermost tunnel bearing and all others. The aftermost
tunnel bearing has a top and bottom bearing shell because it must counteract the propeller
mass and take a vertical upward thrust at the forward end of the tailshaft. The other shaft
bearings only support the shaft weight and thus have only lower half bearing shells.

KMSME,CUSAT 80
▪ The usual journal bush is here replaced by pivoting pads. The tilting pad is better able to
carry high overloads and retain a thick oil lubrication film. Lubrication is from a bath in the
lower half of the casing, and an oil thrower ring dips into the oil and carries it round the
shaft as it rotates. Cooling of the bearing is by water circulating through a tube cooler in
the bottom of the casing.

KMSME,CUSAT 81