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The most likely areas for shearing stresses are at about 25% of the ship's length from stem or stern, particularly at the transverse watertight divisions at this length. For bulk carriers, it has been found that the highest shearing stresses occur at the boundary of the accommodation and the last cargo hold. Shearing Stress is calculated by the formula : Shear Stress = F / A , where F = Shear Force, and A = Area of cross section. The Chief Officer must plan the stowage to ensure that loads are distributed evenly within the ship at all stages. Structural members that increase a vessel's resistance to shearing forces are the centre girder, intercostal side girders, deck and side plating and longitudinal frames where fitted. They should be given particular attention during inspections to detect any signs of damage to the structure. Since shear forces are greatest at the bulkheads, this is compensated for by placing angle brackets at each side of the bulkheads. The stresses on ships can be categorised by the forces causing them Static Stresses These result from differences in the weights loaded/ discharged or moved within a ship. They tend to act constantly and continuously as long as the source of stress is not moved, eg by a change in load distribution on the ship. These stresses can be caused by any load, from the weight of the ship itself, its structure, equipment, machinery, cargo, bunkers, stores or the constant pressure of seawater on the hull. Dynamic Stresses These result from the movement of the ship at sea, the varying effects of sea and swell, and the motion of the ship through the water. The ship may also be subjected to internal dynamic stresses caused by the movement of liquids within holds or tanks. Localised Stresses These include all stresses not classified as static or dynamic stresses. They tend to change with the operation, eg using a crane causes vibration and point load stresses.
Related article: Categories of ship stresses :Pounding, hogging, sagging, panting, drydocking, racking and more
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