After more than 100 years of the Titanic shipwreck, a recent article in the physical world journal Physics World named "Perfect Storm" supported the findings of the survey, arguing that the cause of the "never sinking" ship was caused by some "squeezing rivets". .
Joe Greenslade of the Industrial Fasteners Institute (IFI) of the American Industrial Fasteners Association said that, of course, this statement about the poor quality of the Titanic rivet is not a "new discovery", and mentioned that "my son is In 1994, he also wrote an engineering semester report on this topic."
But the scientific research that continues to develop in this "perfect storm" seems worth reading. Greenslade described the journal article as "an accurate report of the role of the rivet in the shipwreck." "The article points out that the rivet in front of the hull breaks when it first hits the impact. After that, as the ship continues to move forward, the other rivets are like a button that pulls open the shirt.
In 1998, the global fastener news network FIN had an article in the history of fasteners titled “Which rivet is the cause of the shipwreck of the Titanic?â€, the content mentioned: “The investigation found that there are two The wrought iron rivets from the Royal Cruises Titanic hulls contain high amounts of slag concentrate. According to the New York Times, this phenomenon indicates that the ship was the largest and the most inconspicuous. Parts - a few rivets that create fatal structural weaknesses that cause sinking."
Although this view is not new, it also allows the new generation to understand the possible causes.
With the advent of the 100th anniversary of the shipwreck, media from all walks of life will focus on this article in Physics World, summarizing Dr. Richard Corfield's analysis in the article, blaming the cause of the Titanic shipwreck on "defective engineering design" "."
Scotsman, the Scottish news network, said: "The inferior rivets used in the assembly of the hull are responsible for the disaster of the legendary ship sinking in the Atlantic."
For this study, Corfield surveyed reports from the National Institute of Standards (NIST) metallurgist Tim Foecke and Jennifer Hooper McCarty, as well as Johns Hopkins University.
Corfield wrote: "These scholars systematically collected the records of the Harland and Wolff shipyards of the Titanic in Belfast and added their metallurgical analysis results. This combines physical and historical analysis to prove that it is a A powerful approach."
The book "The Real Reasons for the Titanic Shipwreck - The Latest Forensic Discovery" published by these scholars in 2008 helped to confirm the rivet theory, which examined 48 broken rivets in the Titanic wreck and found that the wrought iron material contained 9% of slag, which is a glass-like substance, usually increases the force when the concentrate reaches 2 to 3%, but if it exceeds this level, it will consume metal materials.
Foecke used the same size rivets in the experiment, mounted it on the steel plate, and then bent the rivet. The rivet head ruptures when the load reaches 4,000 kg (9,000 lbs). If the rivet contains the correct amount of slag, the rivet should have a load of approximately 9,000 kg.
Corfield continues to write: "Foecke and McCarty found that the rivet composition of the low-carbon steel plate on the Titanic was inconsistent with the quality and was not embedded in a uniform installation. Foecke and McCarty clearly pointed out that the Titanic Two-fifths of the rivets at the end of the head are made of "excellent" quality iron, but not the "best" quality, and are embedded by humans. Because the Titanic was built in the middle of the year. Three-fifths of the rivet's hydraulic presses cannot be operated in areas where the hull bends too sharply (ie, the bow and stern).
The two scholars speculated that shipbuilders might use lower quality rivets to save costs, even if the higher the concentrated slag represents the rivet will not be able to withstand the specific shear stress; this happens to be the night of April 1912 The impact of the N.
"Experimental tests have shown that the head of such a rivet will rupture under extreme pressure, and the steel plate on the Titanic ship will be cracked, causing the exposed internal cabin to be slammed by sea water."
Despite this, Corfield's article does not blame iron rivets for the single sinking of the 46,000-ton wheel. The argument is more comprehensive and detailed than the oversimplified “defective engineering designâ€. Corfield believes: "It is not correct to regard the Titanic as a rough design. Just as we rely on air transportation today, the Titanic relied on shipping trade to maintain the communication between Europe and the United States. It can be said that it is one. The most modern ship. The Titanic incorporates the most innovative technological innovations of this generation to help ensure its safety."
To confirm this statement, Corfield gave the natural forces the explanation that “the North Atlantic iceberg disintegrated on the west coast of Greenland and then flowed in the opposite direction to the Labrador Sea before drifting to the North Atlantic coast of Newfoundland.†When the icebergs meet in the Gulf Stream, the two streams of temperature and density are different, where the icebergs are integrated into an "iceberg barrier." Human error also caused disasters, ranging from taking more than recommended speeds to "almost a satirical shortage of lifeboats."
Corfield concludes: "Nothing directly causes Titanic to sink into the bottom of the North Atlantic. It should be said that this ship was in bad luck in a perfect storm. The series of incidents were studied for disasters. Scholars are familiar with it; they are often called "event cascades".
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