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Ship Construction Questions

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19 views4 pages

Ship Construction Questions

Uploaded by

Kamran Mehmet
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOC, PDF, TXT or read online on Scribd
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SHIP CONSTRUCTION QUESTIONS & ANSWERS

1. Describe the circumstances which cause panting and pounding stresses.


i.Panting stresses is an in and out motion of the plating in the bows of a ship and is caused by
unequal water pressure as the bow passes through successive waves.
ii. Pounding stresses is exist when ships is pitching. Ship’s bows lift clear of the water and
come down heavily. It causes damage to the bottom and girder at the bow.
i.Explain what are the structural arrangements which resist the stresses in Panting stress.
 Tiers of panting beams are fitted forward of the collision bulkhead below the lowest
deck. These are similar to deck beam and are connected to frames by beam knees, but
are only fitted at alternative frames. Tiers of beams are spaced 2 meters apart vertically
and supported by wash plates or pillars.
 Panting stringers, similar to deck stringers, are laid on each tier of beams.
 To stiffen the joint between each beam and the inner edge of the stringer, the plate
edge may be shaped or gussets fitted.
 At intermediate frame without beams, the stringer is support by a beam knee of half its
depth.
 At fore ends, the stringers are joined by flat plate called “Breasthooks”.
ii. Pounding stress is resisted by strong cellular double bottom. For a large cargo vessel,
longitudinally framed bottom is used.
 The outer bottom plating covering the flat of the bottom must be thickened.
 The connections of the shell and inner bottom girder-work are made stronger
 Plate floors are fitted at alternate frames
 Longitudinal are stronger than normal
 Side girders are no more than 2.1 meters apart.

2. Explain the reasons for this arrangement of compartments.


i. Large, clear holds without tween deck – to load and discharge cargo quickly
ii. Large hatches with steel covers for safety
iii. Engine place aft
iv. Topside tank – enable water ballast to be carried high up to reduce GM
v. Sloping side tanks at the bilge – assist in handling bulk cargo since it helps the self-trimming
of cargo

3. structural members of a ship which are designed to resist the main longitudinal stresses in a ships
hull. // State briefly how structural continuity is maintained in these members to enable them to
perform their designed function.
i. Longitudinal stress: hogging, sagging
ii. Longitudinal work in the double bottom:
 Deck stringer and sheer-strake thicken
 Deck girder and longitudinal bulkhead
 Special steel for sheer-strake and bilge strake
 Longitudinal frames and beams in the bottom and under the strengthen deck
 Stress is greatest amidships, so strengths of the parts is made greater amidships
iii. Hull is strengthen at about the half-depth of the ship to resist the shearing stress
It is useless to make one part very strong if an adjacent part which has to resist the same stress is weak.
Hence, it is important to maintain structural continuity

When material has to be cut away, compensations must be made to preserve continuity of strength.
Square corners should be avoided as far as possible since it has been found that these are always a
source of weakness.

Parts which are very strong compared to the neighboring parts should not be ended suddenly, as there
would be a tendency for them to tear away where they end. They should be gradually tapered off and
merge into the weaker parts.

4. List the functions of : bilge wells, stern tubes


i. Stern tube: to support the shaft and to make a watertight joint where the shaft enters the
hull.
 Steel tube. The fore end with flange bolted to after peak bulkhead and a large nut in aft
end
 Inside tube, a brass bush which has grooves in it
 Strips of lignum vitae in grooves act as bearing for shaft
 Studding box to prevent water getting into hull
ii. Bilge well: when the cellular double bottom extends out to the ship’s side there are no proper
bilges. In this case the holds drain into bilge well, which are sunken compartments in the
double bottom. It is to collect water from rain, cargo sweat, ship sweat, refrigerated container
water, etc

5. List the functions of longitudinal framing.

Functions of longitudinal framing: Resist hogging and sagging, water pressure, pounding, dry-docking
and shear stresses.

6. Draw a sketch showing the contact between a steel hatch cover and the hatch coaming indicating
how watertightness is achieved.
i.The lower rollers are mounted on an eccentric bush which enables them to be raised or lowered.
This enables the hatch covers to be raised for rolling and stowage, or lowered so that they
can be secured and made watertight.
ii. The hatches are made watertight by rubber jointing, being pull down by cleats and cross-
joint wedges.

7. List the functions of floors and double bottoms in a general cargo ship.

Floor: resist water pressure, dry-docking stresses, heavy weights, local stresses, racking, vibration and
pounding.

Double bottom: resist pounding, etc

8. Explain the reason for separate pipelines to each bilge.


i.Not pass through deep tank, double bottom tanks and oil fuel bunkers
ii. Bilge pipes are fitted with non-return valve to avoid hold flooding
iii. Suction are usually placed at the aft end of each hold since ship normally trim by the stern
and water can be collected at the aft end of the bilges
iv. Separate pipelines to each bilge since:

9. State the structural members which resist: Racking stresses and Water pressure.

iii. Racking – Resisted by tank side brackets and beam knees. Also, transverse bulkhead, web
frames or cantilever frames, floor, shell plating and pillar. (Ship racked by wave action or
rolling. Stresses come on the corners.)
iv. Water pressure – Resisted by bulkheads and by frames and floors, also beam, deck,
longitudinal girder, pillar and shell plating (water pressure push-in the side and bottom of
ship)
10. List the three basic types of ship construction. (1997)

i. Transverse system – closely spaced transverse frames to hold the planks together so that
the seams could be caulked . It provides considerable transverse strength to resist the
racking stress. Mostly for small ship and sailing ships
ii. Longitudinal system – has longitudinal frame at the bottom, sides and decks, supported by
widely spaced transverse web. Strong longitudinal strength resists hogging and sagging
stresses for long ships.
iii. Combination system – longitudinal frames in the bottom and strength deck, transverse
frames on the ship side where longitudinal stresses are smaller. Plate floor and transverse
beams are fitted at intervals to give transverse strength.

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