In the vast world of maritime transportation, ship collisions, sadly, aren’t a rarity. But what happens when a ship’s hull takes a hit? That’s precisely what Redyarsa Dharma Bintara, from State University of Malang, Indonesia, and his team set out to explore. Their findings, published in the Journal of Mechanical Engineering Science and Technology, shed light on how different hull structures fare under impact, and the results could shake up the way we think about ship design.
Imagine a ship’s hull as a barrier between the vast ocean and the vessel’s precious cargo. Now, picture that barrier taking a beating at 10 meters per second—about 22 miles per hour. That’s the scenario Bintara and his team simulated in their study. They tested three types of hull structures: a single wall, a double wall, and a double wall with an added infill structure made of Polylactic Acid (PLA) polymer. Why PLA? Bintara explains, “PLA provided convenience in the manufacturing process.” It’s a biodegradable, eco-friendly material, so it’s a win for sustainability too.
So, what did they find? Well, it turns out that the double wall with the PLA infill structure absorbed the most energy—3643.49 Joules, to be exact. That’s a lot of impact energy, safely dissipated. But it’s not just about energy absorption. The deformation patterns varied too. Without the infill, the double wall deformed outward. But with the PLA infill, the deformation was inward. This could be a game-changer for ship design, as it might help protect the ship’s internal structures better.
But here’s where it gets interesting for maritime professionals. The stress distribution varied too. The single wall had concentrated stress, the double wall had uniform stress, and the double wall with infill had a combination of both. This could have significant implications for how we design and build ships in the future. The findings suggest that using double walls with infill structures could enhance crashworthiness, potentially reducing the risk of catastrophic failures during collisions.
Now, let’s talk opportunities. For shipbuilders, this research could open doors to new design philosophies, focusing on sustainability and safety. For maritime insurers, it could mean more predictable risk assessments. And for policymakers, it could inform new safety standards. But it’s not just about new ships. Retrofitting existing vessels with these principles in mind could also be a viable option.
Bintara’s work is a step forward in understanding how to make our ships safer and more resilient. As maritime professionals, it’s our job to take this knowledge and turn it into action. After all, every collision averted is a step towards safer seas.
