SHIP’S
STRESSES
The ship at sea or lying in still water is constantly
being subjected to a wide variety of stresses and
strains, which result from the action of forces
from outside and within the ship.
These forces may initially be classified into
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.
Shearing force and bending moments
• The upthrust over any length of the ship
depends upon the immersed cross-sectional
area of the ship at that point
DYNAMIC FORCES
They result from
• The ship’s motion at sea.
• The action of wind and waves.
• The effects of operating machinery.
HOGGING
1.Hogging due to waves
If the wave crest is considered at mid-ships
then the buoyancy in this region will be
increased. With the wave trough positioned at
the ends of the ship, the buoyancy here will
be reduced. This loading condition will result
in a significantly increased bending moment,
which will cause the ship to hog. This will be
an extreme condition giving the maximum
bending moment that can occur in the ship’s
structure.
HOGGING
• Wave crest at mid-ships, buoyancy in this
region is increased.
• Wave trough at the ends of the ship,
buoyancy is reduced.
• This loading condition will result in a
significantly increased bending moment.
• This causes the ship to hog.
• Extreme condition giving maximum bending
moment in a ship’s structure.
• This is a result of Dynamic forces.
HOGGING DUE TO WAVES
2. HOGGING DUE TO DISCONTINUITY IN
LOADING
Consider a ship loaded with the weights
concentrated at the bow and the stern, which
tends to droop. This leads to hogging of the
ship hull.
SAGGING
1. Sagging due to waves
• If the wave trough is now considered at
midships then the buoyancy in this region will
be reduced. With the wave crest positioned at
the ends of the ship, the buoyancy here will
be increased. This loading condition will
result in a significantly increased bending
moment.
• This causes the ship to sag.
• This is a result of Dynamic forces.
SAGGING
2. Sagging due to discontinuity in loading
Consider heavy weights concentrated at the
midships of a ship. The middle hull part tends to
droop more than the ends. This causes sagging of
ship hull.
RACKING
When a ship rolls in a seaway, it results in
forces in the structure tending to distort it
transversely and may cause deformation at
the corners.
RACKING
• Shell on one side tends to
move vertically relative to
other side.
• This is termed racking.
• Greatest effect felt when
ship is in light or ballast
condition.
• This is a result of Dynamic
forces.
TORSION
When any body is subjected to a twisting
moment, which is commonly referred to as
torque, that body is said to be in ‘torsion’. A
ship heading obliquely to a wave will be
subjected to righting moments of opposite
direction at its ends twisting the hull and
putting it in ‘torsion’.
TORSION
Stresses due to water pressure
STRESSES DUE TO
DRY-DOCKING
• Tends to set the keel
upwards.
• Due to the up-thrust of
the keel blocks.
• Tendency for the ship’s
sides to bulge outwards.
• Bilges tend to sag.
• This is a result of Static
forces.
Stresses due to dry-docking
Dry- docking tends to set the keel upwards
because of the up-thrust of the keel blocks. There
is a tendency for the ship’s sides to bulge outwards
and for the bilges to sag.
Stresses due to localized loading
Heavy weights, such as equipment in the
machinery spaces are particular items of
general cargo, can give rise to stresses due to
localized distortion of the transverse section.
The fitting of transverse bulkheads, deep plate
floors and web frames reduce such stresses.
Stresses due to discontinuity
A stress concentration is a localized area in a
structure at which the stress is significantly
higher than in the surrounding material.
Two types of discontinuity in ships
• Built into ship unintentionally by the methods of
construction e.g. rolling, welding, casting.
• Introduced into structural design deliberately for
reasons of architecture, use, access, e.g.
superstructures, deckhouses, hatch openings,
door openings.
Examples
1.If the ends of the superstructures are
ended abruptly, there is a major
discontinuity of the ships structure, which
may give rise to localized stresses resulting
in cracking of the plating.
2.Holes cut in the deck plating create areas
of high local stress due to discontinuity
created by the opening.
3.The high stresses at the corner of the
hatch may result in cracking.
SLAMMING OR POUNDING
• While heaving or pitching, the forward end
leaves and re-enters the water with a slamming
effect.
• Flat areas of plating are brought into violent
contact with water at a very acute angle.
• There is a loud bang and the ship shudders.
• Momentum of the ship receives a check and
energy is imparted to the ship girder to make it
vibrate.
• This is also known as pounding and is a result
of Dynamic forces.
DMS-DO
SLAMMING OR POUNDING
DMS-DO
SLAMMING
DMS-DO
PANTING
• Movement of waves along a ship causes
fluctuations in water pressure on the plating.
• This tends to create an in-and-out movement of
the shell plating, known as panting.
• Effect is particularly evident at the bows as the
ship pushes its way through the water.
• Pitching motion of the ship produces additional
variations in water pressure, particularly at the
bow and stern, which also causes panting of the
plating.
Corrosion
• is a natural process, which converts refined metal to their
more stable oxide. It is the gradual destruction of materials
(usually metals) by chemical reaction with their
environment. In the most common use of the word, this
means electrochemical oxidation of metal in reaction with
an oxidant such as oxygen
Causes of corrosion
• Reactivity of metal
• Presence of impurities
• Presence of air, moisture, gases like SO2 and CO2
• Presence of electrolytes
Two methods are used for the
protection of materials from
corrosion.
• Cathodic protection
• Corrosion inhibitors.
- Both methods are based on charge control of
the metal surface by measuring the potential of
the metal.
