SKETCH AND LABEL

PLAIN BULKHEAD
• PLATING GENERALLY WELDED IN HORIZONTAL
STRAKES.
• VERTICAL STIFFENERS ARE FITTED TO
TRANSVERSE WATERTIGHT BHDS GENERALLY ,
ORDINARY ANGLE BARS OR OFFSET BULB
BARS.
• THE VERTICAL STIFFENERS MAY BE
SUPPORTED BY HORIZONTAL STRINGERS.
 PLAIN BULKHEAD
• THE BOUNDARIES OF THE BULKHEAD ARE
DOUBLE CONTINUOUSLY FILLET WELDED
DIRECTLY TO THE SHELL , DECKS AND TANK TOP.
• AT THE LINE OF THE TWEEN DECKS A SHELF
PLATE (300mm TO 400mm AWAY) IS FITTED TO
THE BULKHEAD.
• WHEN THE TWEEN DECK IS ERECTED IT LANDS
ON THE SHELF PLATE, LAP WELDED WITH
ABOUT 25 MM OVERLAP.
 CORRUGATED BULKHEAD
• CORRUGATED AND SWEDGED BULKHEADS
ARE USED TO PROVIDE SUFFICIENT RIGIDITY
TO THE PLATE BULKHEAD IN ORDER THAT
CONVENTIONAL STIFFENERS MAY BE
DISPENSED WITH.
• BOTH SWEDGES AND CORRUGATIONS ARE
ARRANGED IN THE VERTICAL DIRECTION LIKE
THE STIFFENERS IN TRANSVERSE BULKHEADS.
 CORRUGATED BULKHEAD
• SO PLATING IS ERECTED NOT HORIZONTALLY
BUT VERTICALLY AND WILL BE OF UNIFORM
THICKNESS THROUGHOUT EQUIVALENT TO
WHAT IS REQUIRED AT THE BASE OF THE
BULKHEAD.
• HENCE THE BULKHEAD WILL BE HEAVIER THAN
A CONVENTIONAL BULKHEAD AND WILL TO A
LARGE EXTENT OFFSET ANY SAVINGS IN
WEIGHT GAINED BY NOT FITTING STIFFENERS.
 DUCT KEEL
• DUCT KEELS ARE PROVIDED IN THE DOUBLE
BOTTOMS OF SOME VESSELS.
• RUN FROM THE FORWARD ENGINE ROOM
BULKHEAD TO THE FORWARD COLLISION
BULKHEAD AND CARRY THE DOUBLE BOTTOM
PIPING.
• ENABLES ACCESS TO PIPING WHEN CARGO IS
LOADED IN THE HOLDS , AN ENTRANCE TO THE
DUCT BEING PROVIDED AT THE FORWARD END
OF THE ENGINE ROOM.
 DUCT KEEL
• NO DUCT IS REQUIRED AFT OF THE ENGINE
ROOM AS THE PIPING MAY BE CARRIED IN
THE SHAFT TUNNEL.
• A WIDTH OF NOT MORE THAN 2 METRES IS
ALLOWED FOR THE DUCT.
• RULES REQUIRE INCREASE OF FLAT KEEL
THICKNESS IN WAY OF THE DUCT.
 DECK EDGE ATTACHMENT BETWEEN SHEER
STRAKE AND DECK STRINGER
• THE GUNWALE CONNECTION BETWEEN THE
SIDE SHELL SHEERING STRAKE AND THE
WEATHER DECK STRINGER PLATE IS A VERY
IMPORTANT JOINT WHERE MAXIMUM
STRESSES OCCUR DUE TO THE HORIZONTAL
BENDING OF THE SHIP IN WAVES DUE TO
ROLLING.
• A TYPICAL JOINT USES NOTCH TOUGH STEEL
FOR BOTH PLATES.
DECK EDGE ATTACHMENT BETWEEN SHEER
STRAKE AND DECK STRINGER
• A VARIATION TO CONNECTING THE TWO
PLATES DIRECTLY IS TO USE A ROUNDED
INSERT PLATE IN -BETWEEN.
• HOWEVER THIS REDUCES DECK AREA.
• ALSO IT POSES CONSTRUCTIONAL
DIFFICULTIES TO REVERT TO THE T JOINT AT
THE END OF THE PARALLEL MIDDLE BODY
FORWARD AND AFT.
• INVOLVES ADDL. COST.
CONNECTION OF SUPERSTRUCTURE TO THE
HULL AT THE SHIP’S SIDE
• AT THE ENDS OF DECK HOUSES IE. ERECTIONS
WHICH DO NOT EXTEND TO THE SIDE OF THE
SHIP A DOUBLER FLEXIBLE PLATE IS USED LAP
WELDED TO THE DECK.
• THE END OF THE DECKHOUSE IS BROUGHT
DOWN TO THE CENTRE OF THE DECK
DOUBLER PLATE ATTACHED TO THE DECK
ONLY AT THE EDGES.
• EXPANSION JOINTS ALSO ARE USED.
 PANTING AND POUNDING ARRGTS.
• PANTING
• REFERS TO THE TENDENCY FOR THE SHELL
PLATING TO WORK “ IN” AND “ OUT “ IN A
BELLOWS – LIKE FASHION CAUSED BY
FLUCTUATING PRESSURES ON THE HULL AT THE
FORWARD AND AFT WHEN THE SHIP IS
AMONG WAVES.
• MOST SEVERE WHEN THE SHIP IS RUNNING
INTO WAVES AND PITCHING HEAVILY.
 PANTING AND POUNDING ARRGTS.
• PANTING
• LARGE PRESSURES OCCUR OVER A SHORT
TIME CYCLE.
• THE SIDE SHELL PANTING STRINGERS AND
PANTING BEAMS AND BREAST HOOKS RESIST
THE PANTING STRESSES FORWARD.
 PANTING AND POUNDING
ARRGTS
• POUNDING
• SEVERE STRESSES OCCUR IN WAY OF THE
BOTTOM SHELL AND FRAMING FORWARD
WHEN THE VESSEL IS DRIVEN INTO HEAD SEAS.
• THESE ARE CALLED POUNDING STRESSES AND
ARE MOST SEVERE IN LIGHTLY BALLASTED
CONDITION. OCCUR OVER AN AREA OF THE
BOTTOM SHELL AFT OF THE COLLISION
BULKHEAD
 PANTING AND POUNDING
ARRGTS
• POUNDING
• ADDITIONAL STIFFENING IS REQUIRED IN
THIS AREA BY INCREASING NO. OF SIDE
GIRDERS AND HAVING SOLID PLATE FLOORS
AT ALTERNATE FRAMES.