Professional Documents
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Stresses on Ships
STATIC: weight of ship—down force, weight of buoyancy—upforce
VIBRATION
DRY DOCK
Consider fore & aft axis the X axis& left to right axis the
Y axis
LONGITUDINAL:
HOGGING
SAGGING
BENDING MOMENTS
POUNDING, severe local stresses occur in the btm shell and framing forward when a v/l is driven into
head seas.
TORSION, when a body is subject to a twisting movement eg. When a ship is 45° to the waves, v/l
subject to righting moments of opposite directions at it’s ends twisting thew hull and putting it in
torsion.
PANTING, : tendency for the shell plating to “work in & out” in a bellows like fashion, caused by
fluctuation pressure on the hull. Greatest when in large seas, pitching heavily and punching into seas.
TRANSVERSE STRESSES
RACKING; when a v/l is rolling the accelerations on the ships structure are liable to cause distortions
in the transverse sections. Greatest effect when the ship is under lightship conditions.
HYDROSTATIC STRESSES, due to the pressure of the water on the outside shell, the deeper the draft
the greater the pressure/ stress
Ships structures- to withstand stress
a) Shell plating, compensates for all ships stresses. Plating is thickened about the keel area in the
garboard strake and in the sheer strake. Also increased thickness to combat localised stresses,
eg. Shell door openings
b) Frames, compensate for water pressure, panting effects and dry dock stresses. Ships may be
constructed with longitudinal or Transverse framing re-inforcing the outer hull of the v/l.
c) Longitudinal girders, compensate for hogging & sagging effects. Dry docking and pounding
stresses together with localised shear9ng forces.
d) Beams, compensate for racking stresses and influence from water pressure. Local stress from
heavy weights.
e) Pillars, extensively found in general cargo v/l’s in lower hold structures to compensate for
stresses caused by heavy weights, racking, dry-docking and water pressure influences.
f) Bulkheads, tend to compensate for most stresses, inc racking, hogging & sagging, shear forces,
dry docking and from heavy concentrated weights.
g) Beam knees, compensate for heavy weights and localised stresses as well as racking.
h) Floors, compensate for pounding and vibration, dry dock stresses and localised stress from
water pressure, heavy weights and racking.
i) Decks, compensate for hogging, sagging, shearing, bending, water pressure. Decks & deck
stringers provide compensation to stresses incurred from heavy loading.
j) Water pressure, water pressure acts perpendicular to shell platingand all forces are
considered to act through the ships C o Buoyancy. Fluctuates more with increased pitching
and rolling in a seaway. Causes panting.
k) Vibration, due to propellers and ships machinery. A real killer in increasing fatigue in ships
metal plates and beams.
Bulkheads
Floors of double bottoms
Beam knees-joining deck beams & side frames
Tank side brackets-connecting floors to frames
Pillars in holds and tween decks
Pillars in E/R
Keels
Deck plates
Sheer strakes
Bilge strakes
Keel strakes
Frames
Intercostals
LONGITUDINAL FRAMING IS REQUIRED FOR V/LS OVER 120M LENGTH.
INTERCOSTALS—A longitudinal strength member of the ships bottom structure. It tends to tie
together the athwartships floors. It is first and foremost a steel girder used in way of the plate keel as
a centre-line intercostals, running from forward to aft. Centre line and side intercostals are generally
interspersed with secondary longitudinal but of a smaller depth size and are considered to be a lesser
strength member.
TR
A
N
SV
> ER for ships <120m
Usually
> SE girder fitted as keel
Centre
> SolidFR
plate floors fitted, NMT 3m lengthwise
> A
To reduce the span of the t’verse framing, vertical angles/ struts are fitted NLT 2.5m apart
> Side girders will be fitted either side of the centre girder
> BRACKET FLOOR-Large flanged brackets are welded to t’verse frames and attached to centre
girder inboard and to margin plate (outboard)
> Side girders will be fitted either side of the centre girder
> Pounding region 30% of ships length from FP has solid floors at alternate frames
> Solid floors at every frame in E/R & under boilers
> Bulkies have solid floors every frame under the cargo hold where grabs operate
> Solid floors are fitted under Watertight Bulkheads to provide water tightness b’w tanks in a
longitudinal direction.
>
C
A
N
TI
LE
VE
RE
D A curved frame set b’w the shell plate and the underside of deck stringers,
common to continer
FR stringers. Common to container v/ls as they lent towards the construction of the
under deck construction of the under deck through passageway.
Hatch-end beams are increased in size as are the sheer strake plating.
KEELS
Flat plate, heavier flat keel plate with a vertical centre girder plate
Duct keel, hollow watertight fabricated duct no more than 2m wide and usually about 1 to 1.5m high.
Used to house pipework and electic cable runs, These run from E/R to the collision bulkhead. Pipes are
accessible when cargo is loaded thru manhole, usually in E/R.
1-1.5m but NLT 630mm depends on CS rules & regs for depth of centre girder
Depends on the operational requirements for FW, BW and fuel to be carried for ships intended
BULK
operations
Depth of HEADS
DB below the machinery space depends on the size of prop & level of prop shaft
&
SHELL
FUNCTION OF SHELL PLATING
PLATI
NG >Keep water outside the hull ie., watertight skin
>Contributes to longitudinal strength
> Aids in resisting vertical shear forces, high tensile
sheer strake
Where stiffeners are connected to the shell plating it is by continuous welds in the areas;
o Aft peak
o 30% of for’ard region due to panting stress
o When high tensile steel is used
o At the end of stiffeners
o Where the stiffener crosses butt or seam welds then the stiffener will be scalloped to ensure the
bar sits hard up against shell
Intermittent welding is used for welds attaching stiffeners to shell in other areas.
BOTTOM PLATING
Sheer strake
Bilge strake
Keel strake
o Thickness of the keel strake shall remain constant and shall never be less than the adjoining shell
plates.
o Strakes b’w the keel & bilge have their greatest thickness over 40% of ships length, about
midships. Ie 20% either side where bending moments are greatest
o Bottom plating tapers to lesser thickness towards the ends, except through the pounding area
o Like bottom shell the side shell has increased thickness over the 40% of midship region
o This helps to counter vertical shear forces
o Thickness and high stress areas eg, hawse pipe, stern frame, shaft brackets and panting region
o Sheer strake is usually same thickness of surrounding plating, however it will be high tensile
steel
o Due to the high tensile steel in use, there can be no welded components of ship structure eg.
Bulwarks, scuppers or hand rails
o Radius of gunnel area has to be min 15 x plate thickness, eg 20mm plate = 100mm radius
VERTICAL FRAMES
o Longitudinal framed v/l’s have transverse web frames to support the side shell
o T’verse webs to support the side longitudinal are to be nmt 3.8m apart
o Peaks (aft & frd) the spacing is 2.5m max
o Transverse webs are in line with the floors in the double bottom
Transverse section of bulk carrier
To subdivide a ships hull into a number of watertight compartments, transversely & longitudinally
To help withstand bending forces-tranverse
To carry the vertical load of the cargo on decks
To act as an effective fire barrier
To enhance a ships reserve buoyancy
# of BULKHEADS
Collision bulkhead
A “MARGIN LINE” a theoretical line 76mm below the deck line. POTENTAIL ORALS Q
MCA INFO
Margin line
2.1.2.1 For a ship which has a continuous bulkhead deck, the margin line is to be taken as a line drawn not less than
76 mm below the upper surface of the bulkhead deck at side, except that where there is a variation in the thickness of the
bulkhead deck at side the upper surface of the deck should be taken at the least thickness of deck at side above the
beam. If desired however, the upper surface of the deck may be taken at the mean thickness of the deck at side above
the beam as calculated for the whole length of the deck, provided that the thickness is no greater than the least thickness
plus 50 mm.
CONSTRUCTION OF BULKHEADS
Horizontally straked, with thinner plates up top, thicker at base due to increase hydrostatic pressure
when compartments are full of liquid
Vertical stiffeners (offset bulb sections, angle iron) are welded to offset deflection
Corrugated bulkheads are fabricated to do without stiffeners
Top & btm of bulkheads are connected to the deck/tank tops with brackets, or with bulkies with
bulkhead stools which are fitted with shedder plates
Ordinary bulkheads are only tested by hose test.
Collision & aft peak b’head are to be tested by filling the peaks with water to the level of the load
waterline
The boundaries of watertight b’heads are double continuously fillet welded directly to the shell, decks
and tank top
Watertight Doors
Pillars
Prime function is to carry the loads of the decks & weights on the decks vertically down to the ships
bottom structure