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Table of Content

1. Task 1
2. Task 2
3. Reference list

Task 1

1.1

The support beam of the ship plays a major role as it will be circumspect to different forces that stabilizes the movement of the ship. It is important for the fact that the wind resistance and the buoyant force are the important draining forces that would drain in the movement of vessel. As the vessel will be designed in accordance to the standards for traveling purpose, the support beam is to be identified through the calculation of the bending moments.  As the beam is going to be operating under the influence of the concentrated load and uniformly distributed load the major reaction force that would be acting on the beam would recline to the prefects of the buoyant force. It will act as the major support reaction. The manner in which the single ship will enact on the beam is termed as the primary structure. The concept involves the design of the hull girder. The strength that is associated with the hull is dependent on the cross section. The beam would be observant to the forces that are predominantly associated with the semi monocloque structure. In the semi monocloque structure, the loads are collected through the help of the framing under the skin construction (Engr.mun.ca, 2019). The support reaction would act to the buoyancy (R_a), dead weight and the live weight. The reaction would involve (R_a) and (R_b) and would act on the opposite ends of the beam. The reaction force is to be calculated with the help of the vertical and horizontal equilibrium. It has been understood the presence of the I-beam would be beneficial to the hull structure. The use of the diverse force would always apply restraining drag and thus the structure has to be flexible enough in order to accommodate the changes in the shear stress. It could be accomplished through the introduction of the I- beam section.  The maximum deflection has to be calculated in terms of gaining on the results of how stable the hull structure is. It is given by the formula

W = Load

L = Span

E = Young Modulus

Max Deflection = 5WL³/ 384EI

The aspect of the support reaction necessary to balance the force if the waves and spread them across the beams. It has been identified that the support beams need to be of constant thickness as the pressure of the live weight will be a continuously uniform load that would cause the beam to break down if it passes the Yielding point, which is mentioned in the Hooke’s law. Thus in the designing of the ship, the beam has been selected to be of uniform thickness in order to prevent it from yielding point. It will also facilitate the support reactions that are acting at the end points of the beam to be equally negating the weight of the live weight and drag forces. Thus in turn reducing the chances of putting acute pressure and weakening of the ends of the beam, which acts as the area that stabilizes the ship while the waves hit hard on the hull? The beams at hull will be designed by taking into account of the two forces and that includes the buoyant force and viscous drag. The Persian Gulf has to be taken into account while devising the beam of the hull of the ship. The local wind, termed as Shabal, which rarely spirals down to the extremities of a gale, but has a significant impact on the tidal currents. The beams have been designed in order to negate the reaction force that is generated due to the air resistance caused by the Shabal. The aquatic conditions of the Persian Gulf have been understood to be inclining to the high indexes of salinity. This has shed a new light while devising the equations of the reaction support that is associated with the ends, as the high salinity levels increases the buoyant force and disturbs the couple of stable equilibrium that exists between the weight of the body and the buoyancy force. Thus, the centre of the gravity of the beam has to be maintained effectively in order to stop the ship from toppling and the evaluation of the support reaction plays a key role in preventing it.

Figure 1: Support Reaction at the end of Beam with uniformly distributed load
(Source: Created by Learner)

 

Figure 2: Design of the beam within the ship
(Source: Created by Learner)

 

Figure 3: Reaction forces

(Source: Created by Learner)

1.2

The maximum load bearing capacity is determined through the plotting of the hydrodynamic capacity, which is measured in MPa, and the diameter clearance, which is measured in mm. The load carrying hydrodynamic capacity is deducted by the Archimedes principle.

Figure 4: maximum load bearing capacity
(Source: Ashok, 2017)

Using Archimedes principle, the load carrying hydrodynamic capacity is resolved through

W=12 μ ω R³LW’/C²

Where = C Radial clearance (m)

R= Journal Radius (m)

W = Total Load (N)

W’ = Non Dimensional Load Carrying Capacity

L = Bearing length (m)

ω= Angular Velocity of Journal

μ= mbl Viscosity of base oil (Pa-s)

The following free body diagram provides the unknown forces acting on the ship in accordance to Archimedes principle:

Figure 4: Free Body Diagram
(Source: Created by Learner)

1.3

As we know the temperature changes within the materials ends up with the possible volume change. The increase in temperature would expand the steel and weaken the hull structure of the ship. As the above data incline to the fact that the average sea temperature is on the higher index, thus the selection of the steel with appropriate amount of carbon content has to be determined with precise evaluation as carbon is a good conductor of heat and would further exaggerate the expansion problem. It is also understood that mild steel has a high index of thermal expansion, which values at 0.0055. Thus, extra precaution has been taken to approve the solid material for design.

Stress F,

E=dl/l
E=F/e
=>F/dl/l ..(2)
Substituting (1) and (2), we get
E= F*l/ α xDt x l
F=E α x Dt
Where E=Modulus of elasticity
e= strain

The above relation reflects on the changes in temperature and the stress created within the structure.

Task 2

The metals and non-metals are evaluated for the characteristic properties with Non Destructive Testing (NDT) (Ashok, 2017). It involves assessing the materials without causing damage to it.  The NDT methods of ultrasonic and liquid penetration testing have been implemented. Liquid penetration has been used, as it is essential to evaluate if the hull of the ship is susceptible to leakage.  The ultrasonic detection revealed two discontinuities and the liquid penetration testing exposed no in discrepancy in the lattice structure. Ultrasonic detection reflected seven cracks and three geometrical flaws within the Type 304 SS specimens. The NDT revealed that the non-metallic structure had ten cracks and more than twenty geometrical flaws. Thus, the load sustained by the metals will be much higher as compared to the non-metals because the former had less number of flaws. Hence, the use of the mild steel is recommended for the ship body.

Figure 5: Ultra sonographic illustration of Type 304 SS mild steel
(Source: Reddy, 2017)

 

Figure 6: Ultra sonographic detector
(Source: Reddy, 2017)

Types of Degradation In Metal and Non-Metals

Selective leaching: it inclines to the selective eradication of the metal from its element and the measure that has been enforced revolves around the implementation of the cathodic protection. The adversities that are related with such degradations would put the structural integrity of the ship at risk.

Erosion- Corrosion: The mechanical actions are the prime reason of driving such accelerated rate of corrosion. The metals are extremely susceptible to this type of corrosion. It has an adverse impact for the metal body with the passive scales (Nptel.ac.in., 2019).

Stress Concentration: It occurs due to the increased combined resultant forces due to the tensile stresses in the corrosive environment. It is termed as the Stress Corrosion Cracking (SCC).

Elastic and Magnetic Hysteresis

Elastic Hysteresis: Beyond the elastic limit, when the deforming force is exerted it is not able to cause change in stress with the correspondent changes made within stress (Elger et al., 2013). The prevalent lag in stress behind the strain is described as elastic hysteresis. The material A is the mild steel, which is a metal, and the material B is the rubber which is a non-metal and has been described through the following diagram:

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