By.

Ramavtar Rander
1RV08ME077
*
*
*The ship design is divided generally into four parts

a) Form design
b) Arrangement design
c) Structure design
d) Fitting design

* The design of merchant ships starts with the owners
requirements such as kind and volume of cargo,
transportation route and time generally. Sometimes the
owner has a special requirement such as no bulkhead in
hold.
*
There is no description of the
material, which is one of the
most important items in the
structural design, because
mild steel, which has been a
major shipbuilding material.


However, nowadays high
tensile steel is becoming more
common as a shipbuilding
material. When the high
tensile steel and other special
materials are
used as shipbuilding material,
the ship structure designer
must pay careful attention to
these materials.

*
The principle of Ship structure design is

a) High reliability
b) Good Performance
c) Easy Maintenance

High reliability can be achieved by reliable design
stated after. Good performance means a well-balanced
structure which can carry out the given duty during the
given period. Good performance can be obtained by
rationalization. Reliability concerns the safety of ship,
crew member, and cargo, so as to prevent any failures
which could jeopardize the ships safety. Easy
maintenance means less repair cost and good
accessibility for inspection.
High
Reliability
Easy
Maintenance
Good
Performance
*
* Theoretical reliable design aims to keep reliability by gathering data on statisti- cal parameters
and calculating failure probabilities theoretically for many kinds of failure modes.
* The failure probability can be obtained by considering the distribution patterns of the forces
applied and the strength of the structure. As shown in fig 3 if probability density functions of
forces applied D (hereafter forces applied is to be called demand) and strength of structure C
(hereafter strength of structure is to be called capacity) are given with the horizontal axis
indicating stress X, the failure probability is given by the following equation:


Where
Pd{X}: probability density function of demand
Pc{X}: probability density function of capacity
Qd{X}: probability of demand exceeding certain value
Qc{X}: probability of capacity exceeding certain value
Fig4. Probability of fracture and mean safety factor
Fig3. Probability of fracture
*
The design of a hull structure is generally carried out
in three stages:
1. Basic design: Following the determination of a preliminary
structural arrangement in the planning step, the midship
section drawings are prepared, followed by the rule-based
scantling calculations, strength and vibration calculations,
and hull steel weight estimation.
2. Detail design: Following the completion of the detailed
midship section drawings, which also include the production
method; the bow, stern, engine room, and superstructure are
designed in detail. These designs take into account the fitting
arrangement and hull block assembly process.
3. Production design: To the above detailed design further
information for structure manufacturing is added.
Fig 5
*
82 4 Hull Structure Design System
Fig. 4.1.2 CAD/CAMsystem
Fig. 4.1.3 Concurrent engineering using product model
Fig 6
*In recent design systems, design data is
linked to a production system like
CAD/CAM, as shown in Fig.6 and will be
integrated in the near future by using a
product model like a CIM system. The
design data of the old systems was input
manually for the production system. By
using the product model, so-called
concurrent engineering will be
successfully applied as shown in Fig. 7, and
the design time will be shortened.
*The organization of the design department
and the design schedule depends on the
shipyard and the type of ship to be
designed, however an example is shown in
Fig.8, in which hull structure design is
carried out in four stages: (a) basic design,
(b) function design, (c) detail design, and
(d) part design.
*
Fig. 7
*
Fig. 8
* The basic design of a ship is
as Fig.9. This sequence starts
with the determination of
the principal dimensions,
followed by the ships speed
and engine horsepower, as
well as the type of engine,
and continues with the
determination of preliminary
lines, arrangement of
compartments, structural
arrangement, fittings,
engine room arrangement,
etc. until a final setting of
the list of materials,
specifications, and ship
price. Thus, starting from a
blank sheet, basic ship
design consists of making a
series of decisions on
alternative choices to obtain
the outline of a ship
possessing, the required
characteristics, and
performance in the shortest
possible time.
Fig. 9
Step 1 consists of roughly determining the structural arrangement
Step 2 the same elements will be examined in more detail to consider strength and vibration.
Step 3, the scantlings are determined for the principal members forming the midship structure, and
approval drawings are prepared, from which strength and vibration calculations are performed. The
resulting data serve to estimate hull steel weight more accurately. Figure 10 shows a ship structure basic
design system COSMOS as an example , which includes four modules
1. Rule-based scantling calculations
2. Strength calculations :- a. estimation of loads using hull motion calculations
b. direct stress calculations using FEM analysis
c. evaluation of stress, fatigue strength, and buckling strength
3. Vibration analysis
4.Ship steel weight estimation
Fig.10
*
*Ratio of ship length and depth (L/D)
*The arrangement of longitudinal and transverse bulkheads.
*Midship section shape
*Type of bulkhead in cargo hold
*Transverse (frame) space and longitudinal space
*Position of superstructure, deck house, deck machinery
*Engine particulars, machinery arrangement, propeller
particulars and rough lines should be checked by the
structure designer from strength and vibration points of view.
*
Fig. 11


*
1. Design of Beams
2. Design of Girders
3. Design of Pillar
4. Design of Plates
5. Deflection of Hulk Structure
6. Welding
7. Hulk Structure Vibrations



*
* Considering the strength, the stiffened panel will be assumed to be a collection of beams which include
some parts of the attached plate. The breadth of this plate is called the effective breadth or effective
width
1. The effective breadth is represented as follows:

Be: effective breadth
B: distance between stiffeners

x
:stress of longitudinal direction along with
max: maximum stress at connection line of a stiffener
Fig 12 :Effective breadth of stiffened plate
2. Span Point of Beams
Yamaguchi proposed a formula for
bending which was obtained
theoretically and experimentally





Fig. 13 Span points for shearing
deformation
3. Design of Cross section
4. Optimal Design of Beam Section

a) Balanced girder b) with plate
a) Elastic Design b) plastic design
*
* A girder is a structural member which supports lateral forces imposed by
beams. Beams, stiffeners, frames, longitudinal, etc. are called secondary
members. Girders, web frames, transverse webs, etc. are called primary
members for which the shearing force has to be taken into consideration
during design
M: bending moment
F: shearing force
t: thickness of web plate
I: sectional moment of inertia
m1: moment of the part farther than
distance y1 from the neutral axis
a) Web only
b) With plate and face
*
* Pillar supports the axial force and generally supports the axial compression but
sometimes it supports the axial tension.
* A slender pillar under a compressive load will break by bending when the load
exceeds some limit which is called buckling. The stress at buckling is decided by the
slenderness ratio of the pillar. The slenderness ratio is given by l/k , where l is
length of pillar and k is radius od gyration
Fig.14 Slenderness and buckling critical stress of pillar
*
* Plates make up the main hull structure such as shells, decks and bulkheads, in con- junction
with secondary supporting members such as stiffeners and primary supporting members such
as girders
w: deflection at plate center
a: coefficient
q: intensity of uniformly distributed load
a: length of shorter edge of plate
b: length of longer edge of plate
D: flexural rigidity of a plate
E:Youngs modulus
:Poissons ratio
t:plate thickness
*
1. Deflection in Hulk Girder
a. Expansion and contraction of pipes and rods fitted in longitudinal direction on the upper deck
or bottom.
b. Increase of draft caused by deflection of hull girder.
c. Generation of secondary stress by the deflection of hull girder.
d. Flexural vibration of hull girder, whipping.

2. Deflection in Beam
Fig.14 Deflection of Optimum Beam
*
* Before the use of welding methods in hull construction, the steel plates were joined by rivets
Water Stopping Welding
a) In case
of
tension



a) In case
of
bending
Fillet welding
*
* The vibration itself cannot be not clearly
defined, unless these three parameters
direction, frequency and amplitude are
specified.
Concept to minimize hull viberation
1) Prevent resonance
2) Reduce exciting force
*
The change in boundary conditions of ship vibrations
*boundary conditions caused by energy saving
*
*
* In the hull structure this framework is most important and should be defined before
longitudinal, transverse and local strength. The strength of this framework is called
basic strength hereafter. In Fig. 15 the technical conditions, which led to the
scaling up of ships, are shown.
Fig. 15
*
*CATIA V5
*RINA MARINE
*Nupas Cadmatic
*
*Design of Ship Hull Structures by Yasuhisa Okumoto Yu Takeda
Masaki Mano Tetsuo Okada
*Ship Design and Construction by The Society of Naval Architects and
Marine Engineers 601 Pavonia Avenue Jersey City, NJ 07306
*Millennium Class Tanker Structural Design From Owner Experience
to Shipyard Launching Ways --James Read, Arne Stenseng, Rod Hulla
and Darold Poulin
*Analysis and Design of Ship Structure by Philippe Rigo and Enrico
Rizzuto
*COMPARATIVE STUDY OF SHIP STRUCTURE DESIGN STANDARDS by
Ship Structure Committee RADM Craig E. Bone U. S. Coast Guard
Assistant Commandant, Marine Safety and Environmental Protection
Chairman, Ship Structure Committee