Chapter 4 Ship Structure and Structural Analysis

Contents
1- Loading 2- Structural Elements 3- Structural Analysis 4- Structural Failure 5- optimization

1- Loading

2- Structural Elements

Panmax Bulk Carrier

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Longitudinal Structural Components

Starting from the keel to the deck:

Keel
- Large center-plane girder - Runs longitudinally along the bottom of the ship

Longitudinals
- Girders running parallel to the keel along the bottom - It provides longitudinal strength

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Longitudinal Structural Components (contd) Stringer

- Girders running along the sides of the ship - Typically smaller than a longitudinal

- Provides longitudinal strength

Deck Girder
- Longitudinal member of the deck frame (deck longitudinal)

.Primary role of longitudinal members : 12 Resist the longitudinal bending stress due to sagging and hogging

Transverse Structural Components

Primary role of transverse members : to resist the hydrostatic loads

Starting from the keel to the deck: Floor

- Deep frame running from the keel to the turn of the bilge

Frame
- A transverse member running from keel to deck

- Resists hydrostatic pressure, waves, impact, etc.

- Frames may be attached to the floors (Frame would be the part above the floor)

Deck Beams
- Transverse member of the deck frame
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 Plating
- Thin pieces closing in the top, bottom and side of structure
- Contributes significantly to longitudinal hull strength - Resists the hydrostatic pressure load (or side impact)

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LONGITUDINAL MEMBERS

TRANSVERSE MEMBERS

DECK GIRDERS

STRINGERS

PLATING

LONGITUDINAL

KEEL FLOOR

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LONGITUDINAL MEMBERS

TRANSVERSE MEMBERS

DECK GIRDERS

STRINGERS

PLATING

LONGITUDINAL

KEEL FLOOR

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The ships strength can be increased by: - Adding more members - increasing the size & thickness of plating and structural pieces

All this will increase cost, reduce space utilization, and allow less mission equipment to be added Optimization

Longitudinal Framing System Transverse Framing System Combination of Framing System

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Longitudinal Framing System

Primary role of longitudinal members : to resist the longitudinal bending stress due to sagging and hogging

A typical wave length in the ocean is 300 ft. Ships of this length
or greater are likely to experience considerable longitudinal bending stress

Ship that are longer than 300ft (long ship) tend to have a greater number of longitudinal members than transverse members
Longitudinal Framing System : - Longitudinals spaced frequently but shallower - Frames are spaced widely
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Transverse Framing System

Primary role of transverse members : to resist the hydrostatic loads

Ships shorter than 300ft and submersibles Transverse Framing System: - Longitudinals are spaced widely but deep. - Frames are spaced closely and continuously Transverse members: frame, floor, deck beam, platings

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Combined Framing System

Optimization of the structural arrangement for the expected loading to minimize the cost

Combination of longitudinal and transverse framing system Typical combination : - Longitudinals and stringers with shallow frame - Deep frame every 3rd or 4th frame

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Double Bottoms
Two watertight bottoms with a void space Resists: - Upward pressure - bending stresses - bottom damage by grounding and underwater shock The double bottom provides a space for storing: - fuel oil - ballast water & fresh water Smooth inner bottom which make it easier to arrange cargo & equipment and clean the cargo hold 22

Watertight Bulkheads
Large bulkhead which splits the the hull into separate sections

Primary role - Stiffening the ship - Reducing the effect of damage

The careful positioning the bulkheads allows the ship to fulfill the damage stability criteria The bulkheads are often stiffened by steel members in the vertical and horizontal directions

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Bulk Carrier

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Common corrosion additions

Deck, external surface Internals in upper portion of WBT

Deck and Sheerstrake in WBT

Stringer in WBT

Sideshell in WBT
Stiffeners in WBT

Long.b h 2 d

Webplate in WBT

Faceplate in WBT

Stiffeners in WBT

Long girders in WBT

Bottom and bilge

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Hatch covers
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3- Structural Analysis

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Longitudinal Bending Stress

Sagging Weather deck : compression
Bending Moment

Stern Hogging

Keel : tension

Bow

Stern

Weather deck : tension

Bow
Bending Moment 47

Keel : compression

Logitudinal Bending Stress

Sagging & Hogging on Waves
Sagging condition

Crest

Trough

Crest

Hogging condition

Trough

Crest

Trough48

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Distributed Forces
Distributed Buoyancy
- Buoyant forces can be considered as a distributed force.
50 ft barge 2 LT/ft

2LT FB 50ft 100LT ft

uniformly distributed force

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Distributed Forces
Distributed Weight
-Weight of ship can be presented as a distributed force. - Case I : Uniformly distributed weight 2 LT/ft

50 ft

barge

2 LT/ft

2LT s 50ft 100LT ft FB

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Distributed Forces
Distributed Weight
- Case II : Non-uniformly distributed weight 10ft 2 LT/ft 1 LT/ft 50 ft 4 LT/ft 2 LT/ft 1 LT/ft

barge 2 LT/ft

1LT 2LT 4LT 2LT 1LT 10ft 10ft 10ft 10ft 10ft 100LT ft ft ft ft ft 53 100LT FB

Shear Stress
-Shear stress present at points P, Q, R, S & T due to unbalanced forces at top and bottom. - Load diagram can be drawn by summing up the distributed force vertically. 4 LT/ft 1 LT/ft O P 2 LT/ft Q R 2 LT/ft S 1 LT/ft T 2 LT/ft

O
1LT/ft

Q 2LT/ft P

Load Diagram

1LT/ft Shear Force at point P 54

Shear Stress
How to Reduce Shear Stress of ship
To change the underwater hull shape so that buoyancy distribution matches that of weight distribution. - The step like shape is very inefficient with regard to the resistance. - Since the loading condition changes every time, this method is not feasible. To concentrate the ship hull strength in an area where large shear stress exists . This can be done by - using higher strength material - increasing the cross sectional area of the structure.
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Logitudinal Bending Stress

Longitudinal Bending Moment and Stress
Uneven load distribution will produce a longitudinal Bending Moment. Bending Moment

- Buoyant force concentrates at bow and stern. - Weight concentrates at middle of ship. The longitudinal bending moment will create a significant stress in the structure called bending stress. 56

Logitudinal Bending Stress

Quantifying Bending Stress
Sagging condition Compression
A B Tension Neutral Axis Bending Stress : B y y A

My I

M : Bending Moment I : 2nd Moment of area of the cross section y : Vertical distance from the neutral axis 57 : tensile (+) or compressive(-) stress

Longitudinal Bending Stress

Quantifying Bending Stress
Hogging condition
Tension A A

B
Compression Neutral Axis Neutral Axis : geometric centroid of the cross section or transition between compression and tension
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Longitudinal Bending Stress

Example :Bending Stress of Ship Hull
Stern
NeutralAxis A B

Deck

Bow

Keel
Tickness A

cross section

Deck : Compression Keel : Tension

B Ship could be at sagging condition even in calm water . 59 Generally, bending moments are largest at the midship area.

Longitudinal Bending Stress

Example :Bending Stress of Ship Hull
Stern
Neutral Axis A B Tickness Keel A N.A. cross section

Deck

Bow

This ship has lager bending stress at keel than deck.

Keel

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Longitudinal Bending Stress

Reducing the Effect of Bending stress
Bending moment are largest at midship of a ship. Ship will experience the greatest bending stress at the deck and keel. The bending stress can be reduced by using: - higher strength steel - larger cross sectional area of longitudinal structural elements

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Logitudinal Bending Stress

Hull Structure Interaction
Bending stress at the superstructure is large because of its distance from the neutral axis. In Sagging or Hogging condition, severe shear stresses between deck of hull and bottom of the superstructure will be created. This shear stresses will cause crack in area of sharp corners where the hull and superstructure connect.

This stress can be reduced Expansion Joint

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Longitudinal Bending Stress

Expansion Joint Compression or Tension on bottom Compression or Tension on deck

By using Expansion Joint, the super structure will be allowed to flex along with the hull.
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Example : Bending Stress

Solid Beam b h

b=ftm h=1ft
1 3 1 4 I bh ft 12 12
I 2 1 ( 12

I-Beam 0.6h 0.3b

b h

(0.3b)(0.6h )3 I 2 12

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Torsion

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Zone and Local Strength

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Liquid Natural Gas (LNG) Ship

Global finite element model

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4- Structural Failure

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Modes of Structural Failure

1. Tensile or Compressive Yield
Slow plastic deformation of a structural component due to an applied stress greater than yield stress To avoid the yield, Safety factors are considered for ship constructions. Safety factor = 2 or 3 (Maximum stress on ship hull will be 1/2 or 1/3 of yield stress.)

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2. Buckling
Substantial dimension changes and sudden loss of stiffness caused by the compression of long column or plate Buckling load on ship : cargo, waves, impact loads, etc. Ex : Deck buckling : by sagging or hogging, loading on deck Side plate buckling : by waves, shock, groundings column bucking : by excessive axial loading

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Buckling

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3. Fatigue Failure
The failure of a material from repeated application of stress such as from vibration Endurance limit : stress below which will not fail from fatigue Fatigue failure is effected by - material composition (impurities, carbon contents, internal defects) - surface finish - environments (corrosion, salinities, sulfites, moisture,..) - geometry (sharp corners, discontinuities) - workmanship (welding, fit-up) The fatigue generally create cracks on the ship hull. 86

Hull Structure

Fatigue
Fatigue damages are caused by dynamic loading

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Fatigue Crack

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Fatigue Crack

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Fatigue Crack

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4. Brittle Fracture
A sudden catastrophic failure with little or no plastic deformation Brittle fracture depends on - Material Low toughness & high carbon material - Temperature Material operating below its transition temperature - Geometry Weak point for crack : sharp corners, edges - Type/Rate of Loading Tensile/impact loadings are worse

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5. Creep
The slow plastic deformation of material due to continuously
applied stresses that are below its yield stress. Example : piano wires

Creep is not usually a concern in ship structures.

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Structural Monitoring system

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4- Optimization

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Questions?

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