Professional Documents
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Rishi
Piravin
Anmol
Agilan
Arief
Immanuel
Tensioning
tendency to pull the material apart
Compression
tendency to crush the
material or to buckle
Shear
Elasticity
Ductility
A metal subjected to
continually varying loads may
eventually suffer from fatigue.
- Ability to be drawn out
lengthwise, the amount of the
extension measures the ductility.
Brittle Fracture
Low temperatures at or near freezing
points,
STATIC FORCES
DYNAMIC FORCES
STATIC FORCES
These are due to
Internal forces resulting from structural weight,
cargo and machinery weight.
External static forces including the hydrostatic
pressure of the water on the hull.
Static force
Vessel at rest
DYNAMIC FORCES
They result from
The ships motion at sea.
The action of wind and waves.
The effects of operating machinery.
Dynamic Forces
HOGGING
Hogging is when the
ship bends upwards
longitudinally. This
occurs when there is
more weight
concentrated at the
ends due to uneven
cargo distribution or
when the vessel rides a
wave crest in its
middle, causing
excessive buoyancy.
SAGGING
Sagging is the reverse of
hogging when the ship
bends longitudinally in the
downwards direction. This
occurs when there is more
weight concentrated in the
mid length of the vessel
due to uneven cargo
distribution or when the
vessel rides a wave trough
in its middle causing
excessive buoyancy at the
ends.
RACKING
When a ship is rolling,
the accelerations on
the ships structure
are liable to cause
distortion in the
transverse section.
Greatest effect is
under light ship
condition.
TORSION
A ship traversing a
wave train at angle
will be subject to
righting moments of
opposite directions
at its ends.
The hull is subject to
a twisting moment
and the structure is
in torsion.
STRESSES DUE TO
WATER PRESSURE
Water pressure
acts
perpendicular to
the surface and
increases with
depth
STRESSES DUE TO
DRY-DOCKING
Tends to set the keel
upwards.
Due to the up-thrust
of the keel blocks.
Tendency for the
ships sides to bulge
outwards.
Bilges tend to sag.
PANTING
This is a stress,
which occurs at the
ends of a vessel
due to variations in
water pressure on
the shell plating as
the vessel pitches
in a seaway. The
effect is
accentuated at the
bow when making
headway
DMS-DO
Pounding
Effect: 0.25L of the bow/stern