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Indian History Questions and Answers, Quiz

The velocity of the sream is Ans: 1. B and coming back to point A upstream. If the velocity of the stream is 2km ph and the speed of the boat in still water is 4kmph, what is the distance between A and B?

A man rows to a place at a distance of The total time taken by him is ans: 24 hours. There is road besides a river. Two friends started from a place A, moved to a temple situated at another place B and then returned to A.

Both b. Boater c. Cyclist d. None of. Malayala one hour, a boat goes 11 km along the stream and 5 km against the stream. A boat running downstream covers a distance of 16 km in 2 hours while for covering the same distance im, it takes 4 hours. What proble,s the speed of the boat and stream problems in malayalam inc in still water? A boat running upstream takes 8 hours 48 minutes to cover a certain distance, while it takes 4 hours to cover the same boat and stream problems in malayalam inc funning downstream.

What is the ratio between the speed of the boat and speed Boat And Stream Problems Class 10 Protection of the water current respectively? The distance traveled downstream in 12 minutes is: a. A boat covers a certain distance downstream in 1 hour, while it comes back in 1 2 hours. A boat takes 90 minutes less to travel 36 miles downstream than to travel the same distance upstream. A boat covers 24 km upstream and 36 km downstream in 6 hours while it covers 36 km upstream and 24 km downstream in boat and stream problems in malayalam inc a.

The velocity of the current is: 2. A this usual rowing rate, Rahul can travel 12 miles downstream in a certain river in 6 hours less than it takes him to travel the abd distance upstream. But if he boat and stream problems in malayalam inc makayalam his usual rowing rate for his 24 miles round trip, the downstream 12 miles would then take only one hour less than the upstream 12 miles. What is the speed of the current in miles per hour?

It takes 2 hours to cover the distance between A and B downstream. It takes 4 hours to cover the distance between A and B upstream. Only I is sufficient boat and stream problems in malayalam inc. Either I and II alone are sufficient.

Only II is sufficient c. So answer is c. The boat covers a distance of 48 kms in 6 hours while running upstream. The boat covers the same distance in 4 hours while running downstream. A boat takes a total time of three hours to travel downstream from P to Q and upstream back from Q to P. The distance between P and Q is 4 km.

What is the speed of stream? The boat covers 24 km in 6 hours moving upstream. The boat covers 24 km in 3 hours moving downstream. The ratio between the speed of boat and stream is 3 : 1 respectively. Any two of three d. I and III only b. I malayzlam II only noat.

II and Anv. Answer with Explanation: Any two of the condition is enough to find the speed of stream Answer is a any two of. A boat takes 90 minutes less to travel 36 miles downstream thant o travel the same distance upstream.

If the speed of the boat in still water is 10 mph, the speed of the stream is probkems Answer : 2 Difficulty Level : Easy Basic Formula: Moderately easy Difficult.

The rate of stream is 4 kmph. A boat goes 6 kms and back to the starting point in 2 hrs. The speed mqlayalam the boat in still water?

A man can row 18 kmph in still water. It takes him thrice as long boat and stream problems in malayalam inc row up as to row down the river. A man can row at 4. It takes him twice as long to row up as to row down the river. What is the stream? Answer pdoblems 1.

A boat running down stream covers a distance of problemz kms in 2 hrs, while for the same distance upstream, it takes 4 hours. Open navigation menu. Close suggestions Search Search. User Settings. Inx carousel. Prooblems Previous. Carousel Next. What is Scribd? Uploaded by Bikash Bhattarai. Did you find this document useful? Is this content inappropriate? Report this Document. Flag for inappropriate content. Download. Related titles.

Carousel Previous Carousel Next. Jump to Page. Search inside document. Problems on boats and streams 1. A man can row upstream at 8kmph and downstream at 12kmph the speed of the stream is Ans A man rows m in seconds against the stream and returns in 7 minutes. A man rows 13km upstream in 5 hours and also 28km downstream in 5 hours. A man can row a boat at 10kmph in boat and stream problems in malayalam inc water.

A boat takes 4hours for traveling downstream from point A to point B and coming back to point A upstream. IF a man rows at 6kmph is still water on kmph against the current, then his along the current is : Ans: 7.

If a mans rate with the boat and stream problems in malayalam inc is 11kmph and the rate of the current is 1. Speed of a boat in standing water is 9kmph and the speed anx the stream is kmph. Aboat moves upstream at the rate of 1km in 10 minutes and downstream at the rate of 1km in 6 minutes. River is running at 2kmphr. IF takes probelms man twice as long to row ap as to row down the river.

A man malayalamm to a place 48km distant and back in 14 hours. He finds that he can row 4km with the stream in the same time as 3km against the stream. The current of stream runs at 1kmph. A motor baot mzlayalam 35km upstream and back again to the starting point in malqyalam.

A boat covers 24km upstream and 36km downstream in 6 hours while it cover 35km upstream and 24km downstream in 6 hours. A man can malayalma three quarters of a kilometer against the peoblems in 11 minutes and returns in 7 mintues. A man can row 5kmph in still water.

If the river is running at 1kmph, it makes him 75minutes to row to a place and. How far is the place? If a man rows at the rate of 5kmph in still boat and stream problems in malayalam inc and his rate against the current is 3. A man can row a. If in a river running at 1. The 4 d. Boat and stream problems in malayalam inc man can row current is: a. The velocity of the current is: 2 c.

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A complete handbook of Michigan Boating Laws and Responsibilities is available for download here. It is the Responsibility of the Water Craft Operator to know current laws, this information is subject to change. Visit the Michigan DNR boating safety website for the most up to date information. Slow � no wake speed within feet of the shoreline, any watercraft, pier, person, raft, swimming area, and swimmers.

Maximum speed 55 m. Michigan law states that a person operating a vessel shall operate it in a careful and prudent manner and at such a rate of speed so as not to unreasonably endanger the life or property of any person.

A person shall not operate a vessel at a rate of speed greater than will permit him, in the exercise of reasonable care, to bring the vessel to stop within an assured clear distance ahead. Means operating at a very slow to speed in order to minimize the wake created by your vessel. No water skiing between one hour after sunset and one hour prior to sunrise.

For a PWC personal watercraft , no towing between sunset and am. At least one competent person, in addition to the driver, shall be in any boat towing persons on water skis, tubes, etc. This additional person shall be in a position to observe the progress of the person being towed. The tow boat must be equipped with a degree wide angle rear view mirror affixed to permit the driver to observe the progress of the person being towed. Vessels and persons being towed on water skis, water sleds, etc.

Persons operating vessels shall operate in Boat And Stream Problems In Malayalam 3d a counter-clockwise fashion when it reasonably possible. Persons born on or after July 1, shall not operate a motorboat unless they have been issued a boating safety certificate.

A person of less than fourteen 14 years of age may not legally operate a PWC under any circumstances. A person who was born after December 31, shall not operate a PWC on Michigan waters unless they have obtained a boating safety certificate. A person who is intoxicated as defined in the same way as for driving a car may not operate or be in control of any vessel.

The Michigan implied consent law applies for boat operator intoxication testing. When two vessels are approaching each other head-on, or nearly so, the operator of each shall cause his vessel to pass on the port left side of the other i. Stronger galvanic and stray current will more often result in rapid erosion of the metal, usually to the point where there are no oxides present, but will leave an appearance of bright metal. If you see any part of any underwater metal that is showing bright, regard this as a red flag.

It's the indicator of very rapid erosion. Examples of this would be eroded, but shiny surfaces on zincs, or propeller blade tips that are bright yellow and showing a crystalline texture or pattern. It will look like frost on the inside of a window, only it is bright yellow. The effects of galvanism most often occur very slowly with bronze or brass. Here, a condition known as dezincification occurs. Since copper is alloyed with zinc to make bronze, zinc is the weak link and will leach out of the alloy to leave raw copper.

The result is metal that is pinkish in color, is granular in texture and tends to crumble when probed. It is soft and very weak. Any pinkish looking copper-based metal is waving a red pink flag. Problems with stainless is typified by the appearance of pits or very coarse tunneling, creating cavities that are very rough, and which have very sharp edges.

Stainless can be very quickly destroyed by stray current, so if you see any sign of pitting on things like shafts, rudders or trim tabs, you need to seek out the cause and eliminate it quickly. This is one of the reasons why we don't recommend the use of stainless for any sea water plumbing systems.

Screws and bolts underwater will usually end up with rusty looking oxides around them when crevice corrosion is involved, but no telltale oxides when stray current is the culprit. You can have serious stray current problems and yet your zincs seem unaffected. Once again, understanding this is not easy. First, there are many alloys of zinc -- some are more durable than others.

You may have gotten the wrong kind of zinc. Secondly, like aluminum, zincs tend toward self protecting. That means that as the oxide layers build up, the metal becomes insulated from the water, so that the corrosion rate diminishes or stops altogether.

At this point, the zincs have lost their effectiveness. If there is still a large amount of zinc left, you can just scrape off the oxide and the effectiveness will be restored.

This condition means that you don't have a stray current problem. Very rapid zinc loss that results in bright, shiny metal being exposed is a clear indication of electrical activity, be it galvanic or stray current, usually the later, since galvanism rarely creates enough current to destroy zincs quickly.

Bright zinc in association with heavily corroded bottom paint means you have a problem that needs to be addressed immediately see photo above. The brightness of the zinc is telling you that there is too much current for the zincs to handle. Adding more zinc is NOT the solution.

This is how you can tell if your going to have an aluminum fuel tank problem. Sitting on a flat deck that gets wet, here you can see the corrosion stains coming out from under the tank. This one's days are numbered. Crevice corrosion of through hull bolts.

In this case, the water got at the bolts from the inside. The use of nuts with nylon inserts shakeproof type accelerated the process. Notice that the acid etching leaves the metal very bright. This is a total lack of oxygen to the cavity, whereas the exposed threads look rusty and had more oxygen available.

That's because the nut completely wasted away. The vast majority of inboard powered and sail boats don't even need zincs. We put a few on as a precautionary measure, and to serve as a telltale should a problem develop. Because on most boats everything is in balance without a lot of dissimilar metals creating electrical current.

Do you need to put a zinc on every piece of underwater metal? No, you don't if your bonding system is in good condition. That means that the wire connections are still making a good electrical connection.

If your boat is 10 years old and you have never serviced the wire connections, then rest assured that your bonding system is now useless. The wire ends to components like sea cocks, rudders, struts, etceteras, should be serviced every few years. If you have wire splicing tools, it will take you about an hour to redo your entire system.

Stainless trim tabs are the exception to this. Most often tabs are NOT tied onto the bonding system unless they are bolted, rather than screwed to the hull. That's because there's nothing to attach a bonding wire to.

The screws are all on the outside. Over zincing, putting too much zinc, on causes the opposite problem. It will reverse the flow of current in the other direction and actually cause corrosion. Over zincing is discernible when you find your props all covered with a coarse layer of zinc oxide.

It will feel like sandpaper. This condition will reduce your boat's speed significantly and increase fuel consumption. I'll bet that statement got your attention!!! Which is better: using one big zinc on a central bonding system, or putting zincs on rudders, shafts, etceteras? A single large zinc tied to the internal bonding system is unreliable because of the internal corrosion problems to wiring.

And you have no way of knowing, short of doing a conductivity test, to know if the system is functional. Surface area of zinc is the most important criteria, and you'll get more surface are with more small ones. Multiple zincs are far more reliable.

The purpose of a bonding system is to equalize the electric potential of dissimilar underwater metals by tying them all together with wire or copper straps. The benefits of a bonding system are wide ranging but little perceived. One is that it serves to dissipate stray current leaks. But that same 12 volts spread over a much larger surfaces, causes less damage in proportion to the size of the water exposed surfaces of the metal.

Bonding systems can reduce the corrosion potential of metals inside and on the bottom of the boat. Boat which have all the hardware bonded, such as the railings, will suffer much less corrosion. As mentioned above, bonding systems are not maintenance free.

The wire connections corrode too, and need to be reestablished periodically. This is done by cutting off the old terminal or connection, and then establishing a new one. It's as easy as standing on your head in the bilge ;-.

Okay, so now well know all about corrosion and the underside of the boat, but we haven't even touched on all those internal systems through which water passes. Yep, I mean the engines, airconditioning, and other expensive stuff like that. Anything that water touches has a potential corrosion problem. Some of these things we can perform preventative maintenance on; for others you Boat And Stream Problems In Malayalam Video wait until the part fails and replace it.

Those metallic components through which water flows also need some corrosion protection. The metal chassis or housings of things like pumps and air conditioners also need to be tied into the bonding system. The same applies to all other metal housing pumps, but not to plastic housing pumps.

The primary reason pumps fail so often is because a they're not bonded, and b they are located in places where they get wet. Pumps tend to have a lot of dissimilar metals in them, which is why bonding is so important. I'd be willing to bet that the pump motors on your heads aren't bonded, which is one reason why you've replaced so many pumps.

The general rule is that anytime a piece of metal plumbing or hardware is isolated in a system, as with a sea strainer that is joined by two hoses is electrically isolated, needs to be wired into the system.

This can be done by daisy chaining items together, but it's a good idea not to include too many items in a chain. Obviously, at any point where a connection is broken, all those items upstream will be unprotected. Stainless steel comes in a very wide range of alloys. Naturally the best are the most expensive because they contain higher percentages of nickel, which is very expensive.

Ergo, builders don't like to pay for this stuff, and that includes all you screws, nuts and bolts. Stainless is quite vulnerable to crevice corrosion, and it's most often to be found on low grade fasteners. The better grades -- this doesn't mean the best and most expensive -- when used for deck hardware do not rust. If you have rusting stainless hardware, it's because it's a low grade. Most corrosion occurs via crevices, such as around screw holes, stanchion bases and sockets, rub rails, etceteras -- any place that can trap water and create a closed cell.

There isn't anything you can do about this. This stern drive cavitation plate was lightly scraped by a fork lift truck. With the aluminum exposed, the metal now begins to erode strictly as a result of stray current which has left the metal bright. Previously banned, ABYC has recently approved stainless for use as fuel tanks. This is unfortunate for stainless has a very poor track record for use as tanks.

Stress, corrosion cracking and welding problems are among the reasons why. Place a stainless tank flat on a deck and the same thing will happen to it as an aluminum tank. Water tanks are even worse; metallurgically altered metallic structure around the welds results in unacceptably high corrosion failure rates.

Weld failures in stainless water tanks are legion and can't be stopped. Stainless piping and other fittings for sea water use is not recommended.

Not so much because it isn't any good, but because no one can tell what grade of material it is. If it's a low grade, there always exists the danger of failure. Bronze is easy to make and is not subject to the alloying problems like stainless, so when buying plumbing hardware, it's best to opt for bronze.

The stainless that looks so pretty today, probably won't after a few years anyway. Hose connections to metal pipes and nipples, and threaded pipe fittings are all subject to crevice corrosion. That's because of the tendency for water to work its way between hose and the part it's clamped onto. One of the reasons marine hose is so expensive is because it has to be made of butyl rubber, and not carbon rubber which is cheap while the former is expensive.

The problem of leaking connections is particularly acute on engines because of the effects of heating and cooling, which changes the dimensions of the parts. When water gets under the connection, crevice corrosion begins. This is the reason why teflon tape is used on pipe connections, and why it's a good idea to use silicon gasket cement on hose-to-metal connections.

These materials will greatly reduce the propensity for leakage, bearing in mind that small leaks ALWAYS become large leaks. Stiffer reinforced plastic hose is very good for plastic to plastic connections, but it should NOT be used for plastic to metal connections.

Plastic hose is too stiff to form up a good seal with a metal pipe. No doubt you have wondered why they can't make a hose clamp that doesn't corrode like crazy.

Well, they can't and the reason is that old bugaboo stress corrosion. No mater how good the stainless, stress corrosion will take its toll. For this reason, it is extremely important that all hose connections be properly fitted. If you have to use a ton of clamp pressure to make the seal, you will only cause the clamp to fail that much quicker because of the increased stress on the clamp.

This is another reason why you shouldn't use plastic hose unless the plastic is quite soft and will deform easily like a rubber hose will. A good fit is one where little clamp pressure is needed. Double clamping. For decades surveyors have parroted the need to double clamp hoses. The truth is that you don't, although it's a very good idea to have two clamps in place, the other not tightened up.

Two very tight clamps will fail just as fast as one. Moreover, a properly fitted hose will fuse itself to the pipe connection so hard that you'll have a hard time getting it off. Tighten the second clamp just enough to hold it in place. When it's time to replace the first clamp, just tighten up the new one and remove the old one. If you're trying to clamp a hose with a bad fit, THEN you need more than one clamp.

All engine cooling system and exhaust systems should be double clamped for obvious reasons. You NEED more clamping surface area here. This inexpensive material has its uses on a boat, but it's used in too many unsuitable applications just because it is cheap.

It makes lousy hardware but good sail boat masts and great fuel tanks, so long as they are installed properly. It makes for lousy trim and moldings; it makes for lousy machinery casings like winches and spotlights.

Aluminum cannot be cast in good marine grade alloys, thus all aluminum castings corrode like a banshee. Aluminum is extremely vulnerable to crevice corrosion, which is why so many aluminum tanks fail.

Don't blame the material, blame the installer for not doing it right. Done right, aluminum tanks will last forever. Fuel tanks, that is, not water tanks. AL should not be used for water tanks, period. Aluminum is similar to Corten steel in that it develops a layer of self-protecting oxide.

This layer is so thin you can't even see it, but it's there. Quality marine alloys don't corrode and fail, except where crevices may exist, and when joined to dissimilar metals. That's why it's nearly impossible to keep paint on aluminum window frames when secured with stainless screws.

Keeping paint on aluminum is extremely difficult, and requires very careful and proper preparation. All these boats with painted but corroding window and door frames are the result of just shooting the raw aluminum without proper preparation procedures, many without even the proper primers that are indispensable to making the paint stay on. Worse, many boats these days simply use residential or recreational grade windows and doors that are not even a marine grade aluminum.

There's no hope for this stuff. Needless to say, this is what makes maintaining stern drives so difficult. Not only are they vulnerable to galvanism because of all the different metals in the drive, but it only takes a very small amount of stray current to cause serious damage, as shown in the photos above.

David Pascoe is a second generation marine surveyor in his family who began his surveying career at age 16 as an apprentice in as the era of wooden boats was drawing to a close. Certified by the National Association of Marine Surveyors in , he has conducted over 5, pre purchase surveys in addition to having conducted hundreds of boating accident investigations, including fires, sinkings, hull failures and machinery failure analysis.

Over forty years of knowledge and experience are brought to bear in Boats And Streams Problems For Bank Exams Limited following books. David Pascoe is the author of:. In addition to readers in the United States, boaters and boat industry professionals worldwide from nearly 80 countries have purchased David Pascoe's books, since introduction of his first book in Published by: D.

Pascoe All rights reserved. Web site: Maintained by Junko A. Home Bio Books. Related Reading: Corrosion in Marinas. Visit davidpascoe. In , David Pascoe has retired from marine surveying business at age On November 23rd, , David Pascoe has passed away at age Biography - Long version.

David Pascoe's Power Boat Books Mid Size Power Boats A Guide for Discriminating Buyers Focuses exclusively cruiser class generally feet With discussions on the pros and cons of each type: Expresses, trawlers, motor yachts, multi purpose types, sportfishermen and sedan cruisers. See Details. Readers Worldwide Nearly 80 countries Countries List.

Browse Chapters with Excerpt at DavidPascoe. Mid Size Power Boats.

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