Big Ships Are Designed to Bend // TRAIN BRAIN

Big Ships Are Designed to Bend

Ships may look completely rigid, but their hulls flex under load and wave action. Engineers call the two main bending shapes hogging and sagging.
A simple beam explains it: support the ends and its middle sags; support the middle and its ends rise into a hog. A ship experiences the same forces on a much bigger scale.
#ShipEngineering #NavalArchitecture #Hogging #Sagging #CasualNavigation

Casual Navigation

Your Window Into The Maritime World Casual Navigation creates content that explores many different aspects of the maritime industry, with the aim of making it fun and interesting for anyone to enjoy. We publish new videos on the Second and Last Friday o...

How Moonpools Affect Ship Performance

A Moonpool Can Shake Like a Giant Piston

The Water Inside This Ship Can Turn Violent

Moonpool Water Levels and Air Pressure

Why Doesn’t the Ocean Flood This Hole?

The Secret Hole Used to Steal a Submarine

Why Ships Can Snap in Half

When the Sea Turns Into a Giant Support Beam

These Numbers Tell You If a Ship Is Bending

Why Ships Cannot Be Loaded Evenly

How Buoyancy Bends a Ship

Big Ships Are Designed to Bend

Why Don’t All Ships Use This Ring?

How Ships Reduce Propeller Cavitation

Why Water Can “Boil” on a Propeller

How an Aerofoil Nozzle Creates Thrust

Aerofoil Theory in Ship Propulsion

The Origin of the Kort Nozzle

How a Kort Nozzle Generates Its Own Thrust

Why Tugboats Put a Wall Around Their Propellers

Why Propeller Tip Vortices Waste Energy

The Pressure Difference Moving a Ship Forward

Why Tugboats Use Kort Nozzles

Are Ropes Finally Being Replaced?

Why Ships Cannot Just Use Unbreakable Rope

The Most Dangerous Place on a Ship During Mooring

More Ropes Cannot Always Save the Ship

A Giant Ship Is Held Still by Geometry

One Rope Can Turn Deadly in Seconds

Why Don't Free-Fall Lifeboats Flip Over?

Why Every Detail of a Ship Door Matters

The Same Door That Saves You Can Hurt You

One Ship. Three Doors. Three Different Dangers

The Barrier Between a Flooded Room and a Lost Ship

How Quick-Acting Ship Doors Work

These Clamps Are What Actually Stop the Water

The Most Annoying Part of a Ship Door Has a Job

The Flood Helps Keep This Door Shut

This Door Is Basically Part of the Hull

Your Front Door Could Never Do This Job

Did Wet Cargo Sink This Ship?

The Paperwork Said “Safe”, The Rain Said Otherwise

Why Liquefied Cargo Can Capsize a Vessel

When Solid Cargo Starts Acting Like Liquid

How Can a Pile of Rock Sink a Ship?

The “Missing” Hull Section That Connects Two Ships

Why ATBs Are So Flexible

The Oil Spill Law That Made ATBs Take Off

Why a Locked Tug Handles Like a Ship

A Barge Snapped in Half While Leaving Harbour

When Two Vessels Become One Ship

The Steel Lock That Lets a Tug Ride the Waves

One Steering Failure Broke the Whole Connection

How a Notch Barge Is Secured to a Tug

How Pushing a Barge Solved the Towline Problem

The Dangerous Problem With Pulling a Barge

Why Barges Have Notches in Their Sterns

Lessons From the Nomadic Mild Accident

Can a Ship’s Master Manoeuvre Without a Pilot in an Emergency?

Missed Opportunities in the Nomadic Mild Accident

More Anchors Didn’t Mean More Holding Power

The Final Crash Cost $11 Million

How a Collision Became a Chemical Terminal Strike

Nomadic Mild Collides With Atlantic Venus

The Call That Left the Ship Trapped

Two Anchors Turned Into a Trap

The First Signs of a Dragging Anchor

The Anchoring Setup That Went Wrong

One Dragging Anchor Caused $16 Million in Damage

The One Tilt You Should Never Ignore

How Cargo and Ballast Affect Ship Trim

The “Fix” That Can Capsize a Ship

The Physics Behind a Ship Suddenly Capsizing

This Lean Can Mean a Ship Is About to Capsize

Why Ships Heel During Turns and Wind

A Leaning Ship Can Still Be Safe

Why Ships Lean and Stay Leaning

The Four Ways a Ship Can Tilt

Why a Ship Compass Needs Regular Retuning

How Navigator’s Balls Correct Induced Magnetism