Elements describe the essential outcomes. | Performance criteria describe the performance needed to demonstrate achievement of the element. |
1 | Apply Simpson’s First and Second Rules to calculate areas, volumes and displacement of ship shapes using TPC values | 1.1 | Simpson’s (Mid-Ordinate) First Rule and Second Rule, with typical applications, using half and full ordinates is explained |
1.2 | Areas of water planes, bulkheads and elemental areas are calculated |
1.3 | Problems of immersed hull volume, appendage volumes and non-standard tank volumes are solved |
1.4 | Archimedes Principles of buoyancy are explained |
1.5 | TPC with application of Simpson’s Rules to find displacement is explained |
1.6 | Change in draught with mass addition and removal using TPC to give parallel sinkage or rise is explained |
1.7 | Problems of vessel displacement given water plane areas or TPC values are solved |
1.8 | TPC curves and displacement curves for given values are constructed |
2 | Apply ship form coefficients | 2.1 | Ship form coefficients and their uses are defined |
2.2 | Coefficients are calculated given underwater form particulars |
2.3 | Problems of ship form coefficients following change in length and draught are solved |
3 | Calculate changes in draft due to fluid density | 3.1 | Load line freeboard measurement and markings required for change in fluid density are explained |
3.2 | Formula for change in mean draft due to change in density is derived |
3.3 | Change in draft between fluids of two densities are calculated |
3.4 | Formula to derive fresh water allowance is applied |
3.5 | Changes in mean draft due to changes in density and loading are calculated |
4 | Solve stability problems | 4.1 | Calculations are performed to solve problems associated with adding, removing and transferring masses on ships |
4.2 | Centre of gravity of a suspended mass is explained |
4.3 | Calculations are performed to solve problems associated with suspended masses |
4.4 | How KG and LCG can be obtained from stability information is explained |
4.5 | Creation of overturning moments by mass addition, removal or transfer transversely, including cargo shift or loss is explained |
4.6 | Calculations are performed to solve problems of small angle transverse stability |
4.7 | Purpose of inclining experiments, weighing tests and roll period tests to determine stability characteristics are explained |
4.8 | Calculations are performed to solve problems associated with inclining experiments and roll period tests |
5 | Calculate loss of transverse stability due to fluid free surface | 5.1 | Principles of free surface loss of GM are explained |
5.2 | KG solid is differentiated from KG fluid |
5.3 | Second moment of area is applied to obtain free surface moment of inertia and is related to stability criteria for standard conditions |
5.4 | Problems of liquid free surface for simple and complex geometry compartments including variation in filling rates are solved |
5.5 | Wall-sided formula and factors that lead to negative GM creating an angle of loll are explained |
5.6 | Problems involving correction of loll angle are solved |
6 | Calculate large angle transverse static and dynamical stability | 6.1 | How GZ and KN righting levers are obtained from cross curves of stability is explained |
6.2 | KN values are converted to GZ |
6.3 | Dynamical stability is explained |
6.4 | IMO requirements for intact and damaged stability cases as well as different vessel types, using typical values from stability files are applied |
6.5 | Problems of large angle transverse stability, including changes due to redistribution of mass on board are solved and results against IMO requirements are evaluated |
6.6 | Graphical solutions to large angle transverse stability problems identifying key points are prepared |
7 | Solve problems of hydrostatics | 7.1 | Importance of area and volume centroids is explained |
7.2 | Methods of determining KB, LCB, LCF and bulkhead area centroids are explained |
7.3 | Calculations are performed to determine centroids of shipboard areas and volumes |
7.4 | Impact of hydrostatic pressure and load on vertical and horizontal surfaces is explained |
7.5 | Methods of calculating pressure, load, shear force and bending moment diagrams for typical tank structures are applied |
7.6 | Problems are solved in hydrostatics relating to pressure and loads on ship structures, including graphical solution of shear force diagrams of rectangular bulkheads and their elemental stiffeners |
7.7 | Effective weld area of bulkhead attachment is calculated |
8 | Perform trim and draft calculations | 8.1 | Meaning of trim and how trim occurs is explained |
8.2 | Standard trimming moments resulting from mass addition, removal, transfer, flooding or combinations of these factors are explained |
8.3 | Change of trim is calculated using MCT1cm, GML and BML |
8.4 | Problems of applied trimming moments to determine final vessel draughts are solved |
8.5 | True mean draft is differentiated from apparent mean draft by applying correction for layer |
8.6 | Calculations are performed to solve problems associated with true mean draft |
8.7 | Problems of combined trim and transverse stability from typical fluid transfer in both a longitudinal and transverse direction are solved |
9 | Calculate voyage and daily fuel consumption | 9.1 | Problems of fuel consumption are solved using the admiralty coefficient for various speed indexes |
9.2 | Optimum vessel speed for combined propulsive and auxiliary fuel consumptions is determined |
9.3 | Calculations are performed to show relationships between fuel consumption and displacement |
9.4 | Calculations are performed to show relationships between daily fuel consumption and speed |
9.5 | Calculations are performed to show relationships between voyage consumption, speed and distance travelled |
10 | Apply principles of loading to ship structures to determine strength characteristics | 10.1 | Distribution of concentrated and point masses, buoyancy, load, shear force and bending moments are explained using simple loaded beam principles |
10.2 | Calculations and diagrams are used to solve problems involving loaded conditions of simple box-shaped vessels, identifying location and value of maximum shear force and bending moments |
10.3 | Empirical formula is applied to solve problems involving bending and direct stress in beams |
11 | Apply empirical formula to solve vibration problems | 11.1 | Causes and adverse effects of ship vibration are explained |
11.2 | Natural hull vibration is explained |
11.3 | Schlick formula is applied to determine natural frequency of ship hull vibrations |
11.4 | Ways of preventing or reducing local vibration are identified |
12 | Solve buoyancy problems | 12.1 | Calculations are performed to solve problems of lost buoyancy and sinkage into homogeneous mud due to tide fall with insufficient under keel clearance |
12.2 | Calculations are performed to solve problems of simple box-shaped and standard hull forms involving change in trim due to flooding end compartments |
13 | Perform rudder calculations | 13.1 | Types of rudders in use on ships are outlined |
13.2 | Reasons for using balanced rudders are identified |
13.3 | Application of force acting normal to a rudder surface (Fn), its components and the influence of Propeller Race Effect is explained |
13.4 | Rudder Centre of Effort for ahead and astern conditions is obtained to determine torque on rudder stock for conventional rudders or equivalent twisting moment (ETM) for spade rudders |
13.5 | Calculations are performed involving simple and complex rudder shapes to calculate speed limitations ahead and astern for stated safety factor and material properties |
13.6 | Calculations are performed involving simple and complex rudder shapes to determine rudder stock and coupling bolt diameters |
14 | Perform rudder calculations | 14.1 | Frictional resistance to motion of a vessel given the empirical formulae for frictional coefficient ‘f’ of the form is determined |
14.2 | Froudes Laws of Comparison is explained |
14.3 | Meaning of the term ‘corresponding speed’ is explained |
14.4 | Law of comparison is applied to determine residuary resistance of a ship if residuary resistance of a scale model of vessel is known or can be determined |
14.5 | Differentiation is made between effective power (naked),
effective power and ship correlation factor |
14.6 | Effective power requirements of a full sized ship given total resistance to motion measured on a scale model of vessel towed at corresponding speed is calculated |
14.7 | Problems of resistance and powering for full size vessels and models are solved |