DNV - Hull Structure Course PDF

Hull Structure
Course
DNV
2005
How are the
loads taken
up by the
structure? Where is it likely
to find cracks?
Consequence
of a crack in
this detail?
Hull Structure Course
Objective:
After completion of the course, the participants

should have gained knowledge of basic hull
strength and understanding of how to perform
better hull inspections.
Hull Structure Course
Purpose:
To train technical personnel about the basics of hull

structure.
Target group is technical personnel within ship
owner / manager organization in need of
improved competence in structural matters, with
special focus on Bulk Carriers and Oil Tankers.
Course breakdown:
Day 1
• Introduction
• Single beams & loads
• Structural connections
• Hull structure failure types
Day 2
• Fore & aft ship
• Hull structural breakdown Oil Tanker
Day 3
• Hull structural breakdown Bulk Carrier
Day 4
• Fore & aft ship
• Hull structural breakdown Container Carrier
Agenda day 1
09.00-09.15 Welcome & Introduction

09.15-09.45 Expectation & presentation of participants
10.00-11.30 Beams + Buzz group
11.30-12.30 Loads
12.30-13.15 Lunch
13.15-14.15 Structural connections

14.15-15.45 Failure mode fatigue
15.45-16.45 Buckling & Indent
16.45-17.45 Corrosion
17.45-18.00 Review questions
Agenda day 2
09.00 – 09.15 Answers to review questions
09.15 – 10.30 Structural breakdown fore and aft ship
10.30 – 10.45 Introduction to tank
10.45 – 11.00 Coffee break
11.00 – 11.45 Ship side & longitudinal bulkhead
11.45 – 12.15 Webframes
12.15 – 13.00 Lunch
13.00 – 13.30 Case: Oil Tanker Part A

13.45 – 14.30 Deck
14.30 – 15.00 Bottom
15.15 – 16.15 Case: Oil Tanker Part B
16.15 – 16.45 Transverse Bulkhead
16.45 – 17.00 Review quiz
Agenda day 3
09.00 - 09.30 Answers to review questions
09.30 - 10.00 Introduction to Bulk
10.00 - 10.45 Side
11.00 - 11.45 Bottom
11.45 - 12.15 Deck
12.15 - 13.00 Lunch
13.00 - 13.45 Case: Side hold no 1

13.45 - 14.30 Transverse Bulkhead
14.30 - 15.00 Hopper tank & topside tank
15.15 - 15.45 Hatch coaming & covers
15.45 – 16.30 Case: Ore Carrier
16.30 - 17.00 Review Quiz and closing
Agenda day 4
09.00 - 09.30 Answers to review questions from day 1
09.30 - 10.30 Structural breakdown fore and aft ship
10.30 - 11.00 Introduction – Container Carriers
11.15 – 12.15 Bottom and Ship Sides
12.15 - 13.00 Lunch
13.00 – 14.00 Hatch Covers, Deck & Hatch Coamings

14.00 – 15.00 Case: Container Carriers
15.00 - 15.15 Coffee Break
15.15 – 15.45 Bulkheads
15.45 – 16.00 Closing
16.00 – 16.30 Review Quiz
Module 2: Basic Hull Strength Basic Hull Strength
Slide 1
Objectives Basic Hull Strength
After completion of this module the participants should have

gained:
1. Understanding of:
The behaviour of simple beams with loads and corresponding
shear forces and moments.
The applicable local and global loads on the hull girder and the
corresponding shear forces and bending moments.
Slide 2
Simple beam properties Basic Hull Strength
Bending
moment
Load
A Compression
Section A-A
Tension
A Shear
force
Bending: When a beam is loaded it will bend dependent on its stiffness

and its end connections. A single load from above causes compression
stress on the upper side and tension stress on the lower side of the beam.
Shear area: The beam has to have a sufficient cross sectional area to
take up the external load and transfer this towards the end supports.
Slide 3
Simply supported beam Basic Hull Strength
- concentrated load
ℓL/2 F
Single beam with
concentrated load,
simply supported ends
F/2 F/2
F
Shear
Q=F/2
Force
Q=F/2
Bending
Moment
M=Q x ℓL/2
Slide 4
Simply supported beam
Basic Hull Strength
– distributed load
p
Single beam with
distributed load,
simply supported ends
pL/2 pL/2
L
Shear
Q=pL2
Force
Q=pL/2
Bending
Moment
M=pL2/8
Slide 5
Beam with fixed ends - distributed load Basic Hull Strength
No rotation!
p
Single beam
with distributed
load, fixed ends
pL/2 L pL/2
Shear
Force Q=pL/2
Q=pL/2
Bending
M=pL2 /12
Moment
M=pL2 /24
Slide 6
Beam with spring supported ends Basic Hull Strength
Spring Spring
k k
Shear force and bending moment distribution varies with degree of

end fixation (spring stiffness)
Degree of end fixation = 0 Simply supported

Degree of end fixation = 1 Fixed ends
Slide 7
End fixation Basic Hull Strength
Structural clamping – spring support
Symmetrical load – full fixation
Slide 8
Beam – fixation at ends Basic Hull Strength
• Load on structure is important with regard to fixation

bottom longs connection to transverse bulkhead
Empty Empty
Loaded
Symmetric load gives full
fixation
Non symmetry in loads

gives less fixation or even
forced rotation
Slide 9
Axial stress Basic Hull Strength
Force
Force
Stress =
Area
Area
σ = ε x E (Hook’s Law)
ε : Relative elongation
E: Youngs modulus
(2,06E5 N/mm² - steel)
Slide 10
Stress levels – elastic & inelastic region Basic Hull Strength
Elastic region: σ < σyield

σ
- A beam exposed to a stress level below
the yield stress, will return to its original
shape after the load is removed, Simple fracture
beam theory valid
Yield
In-elastic region: σ = > σyield Inelastic region

- A beam exposed to stresses above the
yield stress will have a permanent
deformation after removing the load
(yielding, buckling, fractures) ε (elongation)
Elastic region
Slide 11
σ=ε*E
High Tensile Steel (HTS) Basic Hull Strength
Material grades NVA - NVE

• Measure for ductility of material (prevent brittle fracture)
• Material grade dependent on location of structure and
thickness of plate.
MS
NVA
HT28
NVB
HT32
NVD
HT36
NVE
HT40
Slide 12
Bending stress - Simple beam with load Basic Hull Strength
F
A A
R1 A A R2
Area effective in
transferring the bending
of the beam
n.a
Section A-A Distribution of stress

caused by bending
Slide 13 Max stress at flanges.

Zero stress at neutral axis:
Shear stress - Simple beam with load Basic Hull Strength
F
A A
R1 A A R2
Area effective in Distribution of the

transferring load stress
to the supports
Max shear stress at
neutral axisis of profile:
Section A-A
Slide 14
Bending and shear stress flow Basic Hull Strength
A F A
R1 A
R2
A
Compression
Bending stress is
Tension
transferred in the
flanges, σ Shear stress is
transferred in the web, τ
Section A-A
Slide 15
Beam stiffness and section modulus Basic Hull Strength
As the axial stresses are transferred in the flange of a beam, it is the flange
area that is governing a beam’s ‘bending stiffness’
Aflange
M
y
Bending Stress: σ=
ZX
b
l y1
Ix
n.a x
Section modulus: Zx =
y1
1 3 2
Moment of Inertia: I x = bl + 2 A flange y1
12
The ‘Section Modulus’ is expressing the beam’s ability to withstand bending
Slide 16
Shear stress & shear area Basic Hull Strength
The load is carried in shear towards the supports by the web
y
Shear force : Q
t
h Shear area : As = h ⋅ t
n.a x
Q
Shear stress: τ=
As
Slide 17
Conventional profiles in ship structures Basic Hull Strength
Flatbar (slabs)
Easy with regard to production, flatbar stiffeners have poor buckling
strength properties, low section modulus mostly applied in deck and
upper part of side - long. bhd.
Angle bar (rolled and welded)

Angle bar will twist when exposed to lateral load due to non-
symmetric profile. This effect gives additional stress at supports
due to skew bending. Angle bars are more prone to fatigue cracking
than symmetrical profiles (Ref. sketch next page)
Due to the skew bending, which gives a moment in the web-plate at

welded connection to the plate, angle bars are also more critical
with regard to grooving (necking) corrosion.
Slide 18
Angle bar (rolled / built up) Basic Hull Strength
An angle bar profile will twist when exposed to lateral loads due
to asymmetric profile which gives additional stress at supports
due to skew bending POSTFEM 5.6-02 SESAM 5 SEP 2
MODEL: T1-1 DEF = 203
4: LINEAR ANALYSIS
NODAL DISPLACE ALL
MAX = 1.46 MIN = 0
Side longs
internal pressure
1.39
1.32
1.25
1.18
1.11
1.04
Additional bending .974

.905
.835
.766
.696
stress in web Z
.626
.557
.487
.418
.348
Y .278
X .209
.139
.696E-1
Slide 19
Conventional ship structure profiles Basic Hull Strength
Bulb profile (single / double bulb)

Bulb profiles are favourable with regard to coating application.
Single bulb which is most common will (as for the L-profile) have
some skew bending when exposed to lateral load.
T- Profile
The T-profile is symmetrical and will not be prone to skew
bending. Favourable with regard to fatigue strength. The profile
may have large section modulus. Some T-profiles on single skin
VLCC’s have been found critical with regard to buckling due to
a high and thin web-plate with a small flange on top.
Slide 20
Hierarchy of hull structures Basic Hull Strength
Plate – Stiffener – Stringer / girder – Panel – Hull
Stresses in a hull plate due to external sea pressure, are transferred

further into the hull structure through the hierarchy of structures.
Slide 21
Level 1: Plate - simple beam Basic Hull Strength
Plating
Stiffener
Water pressure
NO
ROTATION A strip of plating
considered as a beam
with fixed ends and
evenly distributed load
Slide 22
PLATE AS A BEAM
Level 2 Longitudinal - simple beam Basic Hull Strength
Longitudinal between two web frames
Max shear and bending moment

at supports (web frames)
Symmetric load fwd and aft of

web frames gives no rotation -
fixed ends
Slide 23
Level 3 : Transverse web - simple beam Basic Hull Strength
Beam with fixed ends and

concentrated loads from the
bottom longitudinals
Max shear and bending

SF moment towards ends
Slide 24
BM (side & long bhd.)

Level 3 Longitudinal girder with
Basic Hull Strength
transverse webframes
Longitudinal girder between two
transverse bulkheads
Max shear and bending

moment towards
Single beam with fixed ends and concentrated loads from the transverse web frames
Max Shear and bending moment towards ends

Slide 25
Beams, load transfer Basic Hull Strength
Double bottom structure
Loads taken up by the bottom plating

are transferred through the hierarchy
of structures into the hull
Floor / transverse
Side girder bottom girder
Centre girder
Stiffeners supported
by floors
Slide 26
Beams, load transfer Basic Hull Strength
Longitudinal
bulkhead
Single skin structure
Loads taken up by the bottom plating

are transferred through the hierarcy
of structures into the hull
Transverse bottom
girder /web frame
CL girder
Bottom longitudinals
with plating
Slide 27
Damage experience Basic Hull Strength
• Level 1 Plate supported at stiffeners
• Level 2 Stiffener supported at webframe
• Level 3 Webframe supported at panel
• Level 4 Panel – hull girder
Consequences of damages level 1-4 above!
Slide 28
Single beam VS Hull girder Basic Hull Strength
A vessel’s hull has many of the same properties as a single beam.

Hence simple beam theory may be applied when describing the nature of a
vessels hull
The term ‘Hull girder’ is used when thinking of the hull as a single beam
Single
beam
Hull
Slide 29
Hull girder bending Basic Hull Strength
When a vessel’s hull is exposed to loading, it will bend similarly as a

single beam
Slide 30
Single beam VS Hull girder Basic Hull Strength
A A
F
A A
Bending stress, σ
Compression
Tension
Hull Girder
Section A-A Shear stress, τ
Deck and bottom acts as flanges in the ‘hull girder’, while ship sides
Slide 31
and longitudinal bulkheads, act as the web
Stress hierarchy in ship structure Basic Hull Strength
Local stress : Plate / stiffener

Girder stresses: Webframes / Girders /Floors
Hull girder stresses; Deck & bottom / Side /
long. Bhd.
Slide 32
Case Module 2: Loads Buzz Groups Basic Hull Strength
• For a beam with fixed ends and evenly distributed

load, i.e. from sea pressure, is it true that:
– Bending stresses are zero at one location
– Reaction forces are equal at both ends
– No rotation at ends
– Bending stresses are positive (tension) in one flange
and negative (compression) in the other in the middle
of the span
– Shear stresses are highest in the middle of the span
– Shear forces are carried by the web
Slide 33
Case Module 2: Beams Buzz Groups Basic Hull Strength
• Is it correct that the transverse girders are

supported by the longitudinal stiffeners?
• Are the longitudinals inside a tank structure for

example bottom longitudinals between
webframes normally fixed or simply supported?
Slide 34
Summary: Beams Basic Hull Strength
• BM and Shear force

• Stress axial / bending / shear
• Section modulus / Moment of inertia / Shear area
• Stress distribution Bending and shear
• BM and SF distribution depending on load and
end fixation
• Profile types and properties
• Structural hierarchy plates-stiffeners-girder-panel
Slide 35
Loads acting on a ship structure Basic Hull Strength
Slide 36
Loads acting on a ship structure Basic Hull Strength
1. Internal loads: - Cargo

- Ballast
- Fuel
- Flooding
- Loading/unloading
2. External loads: - Sea

- Ice
Anchor
- Wind
Slide 37
Static and Dynamic loads Basic Hull Strength
Static local load: The local load, internal and external

due to cargo / ballast pressure
Dynamic local load: External - dynamic wave loads,

Internal - due to acceleration
Static global loads: Global Bending Moment and Shear

Force
Wave loads: Dynamic Bending Moment and Shear

Force
Slide 38
Total external local load acting on a vessel:
Static Dynamic
Max at the bottom Max around the waterline
Note the relative size of static / dynamic pressure is not to scale!

Slide 39
Sea Pressure – static and dynamic contribution Basic Hull Strength
z Plotted sea pressure curve

p (kN/m2) is a sum of the static and
dynamic contribution
z Constant in the midship

area, increasing towards
ends
aft fwd
Local sea pressure

(example for a bottom longitudinal)
Slide 40
• Global dynamic vertical and horizontal wave bending

moments give longitudinal dynamic stresses in deck, bottom
and side
Highest global dynamic loads for all longitudinal members

Slide 41
in the midship area
Loads on foreship Basic Hull Strength
Bow Impact Pressure

•Induced by waves, vessel speed, flare
and waterline angle important factors
•Dominant for ship sides in the bow at
full draught
Bottom Slamming Pressure

•Induced by waves in shallow draft
condition (ballast condition)
•Dominant for flat bottom structure
forward
Slide 42
Loads on deck Basic Hull Strength
Green Seas Loading:

• Dominant for hatch covers and fwd deck structure
Slide 43 (incl. deck equipment, doors, openings etc)
Weights and buoyancy Basic Hull Strength
Weight distribution of
cargo and fuel
Steel weight, equipment

and machinery
Buoyancy
Slide 44 Static Dynamic

Bulk Carrier typical load Basic Hull Strength
Static external sea

Static internal
pressure
load from cargo
Dynamic external Dynamic internal
sea pressure load from cargo
Slide 45
Net load on structure – ‘Ore hold’ Basic Hull Strength
Internal load
- External load
= Net load on double bottom
Static and dynamic

internal load from cargo
Slide 46 Static and dynamic

sea pressure
Net load on structure - empty hold Basic Hull Strength
Net load from sea pressure
Slide 47 Static and dynamic

sea pressure
Alternate loading condition Basic Hull Strength
Slide 48
Weights and buoyancy Basic Hull Strength
Buoyancy and weights are not evenly distributed along

a ships length…
…hence, a global shear force and bending moment

distribution is set up on the hull girder
Slide 49
Hull girder still water bending Basic Hull Strength
moment and shear force
Slide 50
Example: SF and BM distribution for a double hull tanker in a fully loaded condition
Total BM acting on a vessel Basic Hull Strength
Total hull girder bending moment MTotal = Mstill water + M wave
Mtotal
Mstill water
BM limits
Hogging
Mwave
Sagging
Slide 51
Case 2 Module 2 – Loads/Materials Basic Hull Strength
• Where in the hull girder cross section of a hull girder are

the local dynamic loads due to sea pressure highest?
• Where along the hull girder are the dynamic sea
pressure loads highest?
• Where in the hull girder is the global dynamic bending
moment highest?
• Does a vessel in sagging condition experience
compression or tension in deck?
• A vessel in sagging condition experience flooding of a
empty tank in midship. Will the hull girder bending
moment increase or decrease?
Slide 52
Summary: Loads Basic Hull Strength
• Static & dynamic

• Internal & external
• Load distribution
• Net load
• Longitudinal strength SF & BM
Slide 53
Basic Hull Strength
End of Module 2: Basic Hull Strength
Slide 54
Module 3:
Module 3: Structural Connections Structural Connections
• Objectives of this Module:

After completion of this module the participants should have gained:
• Knowledge about connections between structural elements

• Understanding of the transfer of forces between structural elements
and the relevant stress distributions
• Knowledge about how to improve the design of structural
connections
Slide 1
Module 3:
Contents Structural Connections
• Types of welds
• Connections of stiffeners
• Connections of girders/web frames
• Connections between panels
• Design details
Slide 2
Module 3:
Weld Types Structural Connections
We will briefly touch upon the following types:
• Fillet welds
• Full penetration welds (Full pen)
(Ref. Rules Pt.3 Ch.1 Sec.11)
Slide 3
Module 3:
Weld Types – Fillet welds Structural Connections
Throat thickness
Fillet welds:
• The most common type
Leg length
Transferring shear forces (between profile and plate)

Throat thickness-
• Building welded sections
• Connections to other members measure 3.5 mm
• NDT by magnetic particle or = leg length 5.0 mm
dye penetrant
Slide 4
Module 3:
Weld Types – Full penetration Structural Connections
Full penetration welds:
• To be used where stress level normal

to the weld is high
t
Gap <3 mm
Throat thickness
Root Face 2-4 mm for full penetration welds
Transferring shear forces and forces normal to the weld

• Connections to other members in highly stressed
σ locations
• NDT by ultrasonic, dye penetrant or magnetic particle
Slide 5
Module 3:
Connections of stiffeners Structural Connections
• What forces are to be transferred?
Shear
Force
Bending
Moment
Slide 6
Module 3:
Load from stiffener to webframe Structural Connections
How
Howareis the
the
forces
transferred
from the
stiffener to
webframe
Slide 7
Module 3:
+ + + +
b) c) d)
a)
Web fr.
Web fr.
Web fr.
Stiffener
Slide 8
Module 3:
Effect of brackets on the max bending stress
No or negative
effect
= =
Slide 9
Module 3:
Web-plating Common crack locations in longitudinal

Stiffener
Longitudinal
= =
Slide 10
Module 3:
Static stress in stiffener on top Structural Connections
Stress distribution for different details
ballast loaded
σx σx
Slide 11
Module 3:
Common crack locations

Web-plating
Stiffener
Longitudinal
= =
Design improvement
Slide 12
Module 3:
End-brackets on girders - forces Structural Connections
Empty
Wing
Full Centre Tank
Tank
Net load
Net load
Slide 13
Module 3:
End-brackets on girders Structural Connections
Improved design
Transverse welding of
flange outside curved area
a
Increased stress
iii
i) i
at support bkts. iii)
iiib)
High Stress Areas

High Stress Areas
High Stress Areas Soft bkts. recommended
iv) Flange attached

and supported
ii)ii
Slide 14
Module 3:
Stringer connection to inner side Structural Connections
Original Design Repair

Inner side
Original thickness 16mm

Ship side Stringer Insert 20 to 25 mm
Trv. Bhd.
Bracket with thickness
Crack 20 to 25 mm
Slide 15
Module 3:
End-brackets on girders Structural Connections
Girder bracket
Typical crack location

Ref. iii b) previous fig.
Slide 16
Module 3:
Cross-Ties Structural Connections
Empty
Full
Full Centre
Empty Tank
Centre Tank Wing
Wing
Tank
Tank
Full Centre/Empty Wing at full draught

= Max. Compression in Cross Tie
Empty Centre/Full Wing at ballast draught

= Max. Tension in Cross Tie
Slide 17
Module 3:
Knuckles Structural Connections
helikopter
Out of plane forces
Deformation/low stiffness
Slide 18
Module 3:
Support as close to the knuckle as possible
Slide 19
Module 3:
Vertical Brackets
Slide 20
Module 3:
Crack in shell plate at

knuckle:
New Brackets
Slide 21
Module 3:
Crack Locations
Stress Concentrations
In way of Webs
Slide 22
Module 3:
Preferred design:
• No misalignment in the connection.
• No lugs or scallops
Slide 23
Module 3:
Intersecting Hull Elements Structural Connections
Crossing Panel - No bracket Crossing Panel - With bracket
Panel 2
Panel 1
Connecting area ~ (a+b) · t

Connecting area ~ t · t
b
t
t
a
Slide 24
Module 3:
Intersecting Hull Elements Structural Connections
iv
iii
WING TOP SIDE
LONGITUDINAL
CRACKS TANK TANK NO. 7
BULKHEAD
CRACKS
STR
ENGINE ROOM BULKHEAD DIESEL

SUPPLY
TANK
ENGINE ROOM
BULKHEAD
BK
TANK TOP T.
Cracks
ENGINE ROOM BULKHEAD
A EXISTING BRACKET
TO BE REMOVED
ADDITIONAL
BRACKET LONGITUDINAL BULKHEAD
NEW BRACKETS IN
LINE WITH BOTTOM
A PLATE IN TOP SIDE
TANK
SLANTING TANK TOP
PLATING

Section A-A
A-A TO BE IN LINE
Reinforcements
Slide 25
Module 3:
Notches, Drain/Lightening Holes Structural Connections
Crack iii)
i) Reduced risk of cracking
Common notch
Notch away from weld
in way of weld
Slide 26
Module 3:
Summary module 3 Structural Connections
• Welding
• Connection stiffener – girder
• Girder – panel
• Cross tie
• Knuckles
• Intersection of plates / panels
• Cut-outs and notches
Slide 27
Module 5
Hull Structural Breakdown
Oil Tanker
Bulk Carrier
Container Ship
Slide 1
Hull Structural Breakdown
Oil Tanker – Bulk Carrier – Container Ship
Objective of Module 5:
After completion of this module the participants should have

gained:
• Understanding of hull structural design for Oil Tankers, Bulk
Carriers and Container Ships through application of basic hull
strength theory
• Knowledge of typical structural damages and their
consequences
Slide 2
Contents of Module 5
1. Fwd and aft structural parts

2. Oil Tankers – structures in cargo area
3. Bulk Carriers – structures in cargo area
4. Container Ship – structures in cargo area
Slide 3
Fore
ship Contents – Fwd and aft structural parts
1. Hull structure breakdown – fwd part of ship

2. Hull structure breakdown – aft part of ship
3. Case
Slide 4
Fore
ship Structural functions of fore ship
1. Watertight integrity (local strength)

- Resist external sea pressure / Bow impact / bottom
slamming
- Resist internal pressure from ballast
2. Web in hull girder (global strength)
- Side plating act as the web in the hull girder beam
Slide 5
Fore
ship Structural build up fore ship
Collision bhd. Chain locker
Stringer decks
Breast hook
Side webframes
Bulbous bow
Slide 6
Fore
ship Structural build up fore ship
Vertical side frames Horizontal side longs
Slide 7
Fore
ship Structural functions of fore ship
• Shell side must withstand static and dynamic

loads from external sea pressure.
• Bow impact and bottom slamming introduce
additional loads
Slide 8
• Internal pressure from ballast
Fore Structural build up fore peak
ship
Horizontal stiffening
Plate supported by side longs

Side longs supported at webframes
Webframes supported at stringer flats
BM and SF distribution for a single beam

with distributed load and fixed ends
Slide 9
ship
Horizontal stiffening
Reduced
efficiency
due to flare
angle
Slide 10
ship
Vertical stiffening
Plate supported by side

frames
Side frames supported by
stringer flats
SF Bm
Slide 11
Fore
ship Functions of fore peak global strength

• Ship side / longitudinal swash bulkhead
carry global shear forces from net load
in fore peak to the collision bhd.
Full draught
Side plating is acting as with empty
web in the hull girder beam fore peak
most critical
Cont.
Slide 12
Fore
ship Functions of fore peak Global strength
2. Deck and Bottom in hull girder (global strength)

- The global bending moments are always zero at fwd / aft end.
- The longitudinal stresses in deck and bottom are moderate in fore
structure
- If large flare – wave induced compression stresses in deck may critical
Slide 13
Fore
ship Hull damages in fore ship
Characteristic damages fore ship Fore ship specially

1. Corrosion – lost ship side fore peak prone to hull
damages.
2. Buckling of stringers
Of top 10 damages
3. Bow impact on tankers are 6 of
them in the fore
4. Damages to the wave breaker ship!
5. Bottom slamming
Slide 14
Oil Tanker 357 000
Fore DWT built 1973
ship
Lost shipside 20 years
Heavy
local
corrosion
Experience feedback
• Local heavy corrosion – increase stress level

- reduced buckling strength
• local buckling stiffener collapse – web frame
buckling/collapse
• Side longs double span – overload and
Slide 15
collapse
Oil Tanker 357 000
Fore DWT built 1973
ship
Lost shipside - Impact of function 20 years
• Shell side lost its watertight integrity
• Lost buoyancy – increased fwd. draught –

impact on longitudinal strength
• Reduced shear carrying capacity for hull girder
• Collision bhd. Exposed to dynamic sea loads
Slide 16
Oil Tanker
Fore Buckling of stringer in fore 302,419 DWT built 1992
Buckling of stringers in fore peak tank
ship (after 1 year)
peak tank
Buckling in stringer no 1, 2 & 3 in fore

peak tank. Stringer no 1 shown, other
Slide 17
stringers similar buckling pattern
Oil Tanker
Fore Buckling of stringer in fore peak 302,419 DWT built 1992
ship
tank (after 1 year)
Stringer as beam
Local web buckling due to lateral load axial stress in web
Buckling of stringer due to high shear / compression stresses
Slide 18
Experience feedback
Oil Tanker
Fore Buckling of stringer 302,419 DWT built 1992
ship Impact of function (after 1 year)
• Buckled / deformed stringers may

develop cracks penetrating the shell – cause
leak – impact on trim – draught
• If stringers are significantly reduced in
strength the webframes loose their support.
• Side longitudinals loose their support at
webframes.
• Side longitudinals with excessive loads
may collapse and ship side collapse –
flooding of fore structure.
Slide 19
Container ship
Fore 1 year
ship Bow Impact Damage
A recent damage in 2001…..

Occurred during the first year of operation
Slide 20
Container ship
Fore 1 year
Slide 21
Container ship
Fore 1 year
Bow impact: Peak pressure
Important factors:
z Flare angle, α
z Waterline angle, β
z Height above waterline
z Vessel speed
z Roll and pitch
α
Sea Pressure: ”Evenly” distributed
β h0
Slide 22
Container ship
Fore 1 year
Local plate buckling
Slide 23
Container ship
Fore Bow Impact Damage 1 year
ship Impact of function
• Buckled plating may lead to leakage

• Damages to longitudinals may reduce their load
carrying capacity
• Damages to stringers and webs could lead to
reduced support of longitudinals which again
may lead to ship side collapse and flooding.
Slide 24
Bulk Carrier
Fore 220 000Dwt
ship Bottom slamming fore ship Built 1997
• Bottom plate set in

• Bottom longs tripped ( L-profiles)
• Webframes buckled between longs and access holes
Slide 25
Fore Feeder
ship Bottom slamming fore ship L = 100 m
z Plates set in and punctured

z Floors twisted and damaged
z Mostly for small ships in
ballast condition
Slide 26
Fore Feeder
ship Bottom slamming fore ship L = 100 m
Parametres:
TBF = Ballast draught forward. Increasing ballast draught

decreases slamming load.
= Breadth of flat bottom. “V” shape forward
BB reduces slamming load.
= Distance from FP. Pitch component of relative
X velocity, and therefore slamming load, decreases
with distance from FP
Slamming Pressure
Slide 27
Slamming Pressure
Fore Bottom slamming
ship
Impact of Function
• Bottom longs tripped will not efficiently support

plate
– Bottom plate + longs will be set in
– In plane buckling capacity significantly reduced
• not critical in this area due to low vertical bending moment
• Bottom floors buckled, webframes reduced their
load carrying capacity
• Loss of watertight integrity – flooding possible
scenario – impact on trim - draught
Slide 28
Aft ship
Contents – Fwd and aft structural parts
1. Hull structure breakdown – fwd part of ship

2. Hull structure breakdown – aft part of ship
3. Case
Slide 29
Aft ship
Structural build up aft ship
Transom stern plate
Engine room bulkhead
Webframes
Floors
Slide 30
Aft ship
Structural build up aft ship
Engine room platform
Side plate &

longitudinals
Webframe side
Webframe deck
Slide 31
Aft ship
Structural build up aft peak tank
Horizontal side longs Vertical side frames
Slide 32
Aft ship
Structural functions of aft ship
• Shell must withstand static and dynamic sea pressure, bottom

slamming may introduce additional loads
• Internal pressure from ballast
• Dynamic impulses from the propeller
Slide 33
Loads are taken up by the hull plating, stresses are transferred from plate to stiffener
Aft ship
Functions of aft ship
Web in hull girder (global strength)

Ship side together with the
Global loads are
longitudinal swash acting on the hull
bulkheads are taking up girder beam
global shear forces from
net load on the hull girder
in the aft end
Side plating is acting
High shear as web in the hull
forces fwd. of girder beam
engine room
full load
conditions
Cont.
Slide 34
Aft ship
Functions of Aft ship
2. Deck and Bottom in hull girder (global strength)

- The global bending moments are always zero at fwd / aft end
- The longitudinal stresses in deck and bottom are moderate in fore peak
Slide 35
Aft ship
Functions of Aft ship
• Ensure adequate stiffness for:

– Main engine support (double bottom engine room)
– Steering gear support (steering gear flat / aft peak)
– Rudder horn (aft peak structure)
Slide 36
Aft ship
Hull damages in aft ship
Characteristic damages for the aft ship:

1. Buckling of engine room stringers
2. Stern Slamming
3. Cracks due to vibration
4. Cavitation damages to the rudder
Slide 37
Oil Tanker
Built 1992
Aft ship
Buckling Buckling of stringers in engine room
(after 1 year)
Buckling of stringers aft in

engine room 7100 / 11150
mm above baseline
Buckling of side stringer

7700 mm above baseline
in engine room (P/S)
Slide 38
Aft ship
Buckling
External sea pressure
Bending
moment
Bending + shear
exceed the
buckling capacity
of the plate
Slide 39
Aft ship Buckling
Impact of function
• Stiffeners may loose their support and areas

may be overloaded
• Collapse of panels and leakage may be a
possible scenario
Slide 40
Aft ship Container Ship
Stern Slamming
• Flat stern structure is prone to be high stern slamming impact

load - the wider beam, the higher impact pressure and total load
on the stern
Slide 41
Stern Slamming
Repaired
connection area/
scallop
Scallop and stiffener

connection to outer shell
longitudinals in ballast tanks
in after body area were found
Slide 42
fractured in several locations.
Stern Slamming
F
Slide 43
Aft ship Stern Slamming Container Ship
Impact of function
• Side longitudinals may loose their support at

web frames
• Crack may penetrate the shell plating - loss of
watertight integrity - flooding possible scenario
Slide 44
Aft ship
Cracks in aft peak tank due to vibrations
Cracks in Trans. at Steering Gear Flat
Supporting structure below

oscillating machinery
c ks
cr a
nal
ati o
Passage doors in engine room area i br
Slide 45
V
Aft ship
Cracks in aft peak tank due to vibrations
Crack in weld between

web frame and shell side
Crack
Repair;
Crack caused by vibration of
the web frame due to Additional intercostals to
impulses from the propeller change natural frequency
for side webs
Crack start in scallop
Slide 46
Aft ship Vibration damages
Impact of function
• The supporting structure may get less effective

• If the cracks are in the side shell frames or
webs, this may lead to crack in the shell plate
and thereby leakage.
Slide 47
Aft ship Typical on Container Ship
Rudder Cavitation
Typical repair;
• Grind the affected area
• Pre-heat
Slide 48
• Re-weld
Aft ship
Rudder Cavitation
Pressure distribution around

typical rudder profile
Pressure
distribution
(suction) Cavitation of rudder blade depend on:
U = speed of
Positive ambient water • Shape of profile
pressure • Thickness of profile
• Rudder angle
Pressure distribution due to
• Speed of water over profile
shape of profile
Pressure distribution due to

thickness of profile
Slide 49
Aft ship
Rudder Cavitation
• Stainless steel shielding

– Preferred solution welded
with continuous weld in
small pieces – not slot
welds
Slide 50
Aft ship
Rudder Cavitation
This is how it may end if

the shielding is not
welded properly
Slide 51
Aft ship Rudder Cavitation
Impact on function
• Cracks may occur which could lead to reduced

rudder support and maneuverability
Slide 52
End of Module 5 Fore & aft ship
Slide 53
Oil
Tankers
Oil Tankers - Hull Structure
Slide 1 18.02.2005
Oil
Tankers Contents – Oil tankers
1. Introduction
2. Hull structural breakdown – function of hull elements:
• Side, bottom, deck, transverse bulkhead, longitudinal bulkhead,
web frames including relevant hull damages for all structural
elements
3. Case
Slide 2 18.02.2005
Oil
Tankers Characteristics for Oil tankers
Any
proposals?
- High number of tanks – good capability of survival

- Low freeboard, green seas on deck
- Pollution / public attention / fire explosion hazards
- Fatigue
- Liquid cargo – sloshing in wide tanks and stability aspect
-Hull inspection environment
- Fully utilizes BM limits hogging/sagging (double hull tankers)
Slide 3 18.02.2005
Oil
Tankers Size categories of tankers
Oil Tankers
Type DWT
ULCC 320,000+
VLCC 200 - 320,000
Suezmax 120 - 200,000
Aframax 75 - 120,000
Panamax 55 - 70,000
Products 10 - 50,000
Source: INTERTANKO
Slide 4 18.02.2005
Oil
Panamax (55 - 75,000 dwt):

• Max size tanker able to transit the Panama Canal
• L(max): 274.3 m
• B(max): 32.3 m
• Typical vessel: 60,000 dwt, L=228,6m, B=32,2m, T=12,6m
Age distribution
Aframax (75 – 120,000 dwt):

• AFRA= Average Freight Rate Assessment
• Traditionally employed on a wide variety of short and
medium-haul crude oil trades
• Biggest tanker in US ports is 100,000 dwt
Source: INTERTANKO Age distribution
Slide 5 18.02.2005
Oil
Suezmax (120 – 200,000 dwt):

• Notation is soon to become redundant as the project of
deepening the Suez Canal to 18,9m is completed
Age distribution
VLCC (200 – 320,000 dwt):

• Were prompted by the rapid growth in global oil consumption
during the 60’s and the 1967 closing of the Suez canal
• Today the most effective way of transporting large volumes
of oil over relatively long distances
Source: INTERTANKO
Age distribution
Slide 6 18.02.2005
Oil
ULCC (320,000+ dwt):

• Most ships of this type built in the mid to late 70’s
• Ordered to take advantage of the economies of scale in a
buoyant market
• Less than 40 of these ships remaining
• Rather inflexible, may enter very few ports
Source: INTERTANKO
Slide 7 18.02.2005
Oil
Tankers Single Skin Oil Tanker
Ship data:
L = 310m
B = 56m
D = 31,4m - Old design, build up to 1993
284,497 DWT
Slide 8 18.02.2005
Oil
Tankers Single bottom with side ballast tanks
Ship data:
L = 236m
B = 42m
D = 19,2m
88,950 DWT
- Built in the 80’s,
considered as ‘single skin’
Slide 9 18.02.2005
Oil
Tankers Double Hull – Two Longitudinal Bulkheads
Ship data:
L = 320m
B = 58m
D = 26,8m
298,731 DWT - Common VLCC design
of today
Slide 10 18.02.2005
Oil
Tankers Double Hull – CL Longitudinal Bulkhead
Ship data:
L = 264m
B = 48m
D = 23,2m
- Common Aframax and
159,681 DWT
Suezmax design of today
Slide 11 18.02.2005
Oil
Tankers Double Hull – no CL bulkhead
Ship data:
L = 218m
B = 32,2m
D = 19,7m - Older design
63,765 DWT
Slide 12 18.02.2005
Oil Nomenclature for a typical double hull oil
Tankers
tanker
Slide 13 18.02.2005
Oil
Tankers Structural breakdown of hull
-A vessel’s hull can be divided into different hull structural

elements
- Each element has its own function contributing to the integrity

of the hull
- In order to assess the structure of an oil tanker, one needs to
understand the function of each structural element
Slide 14 18.02.2005
Oil
Tankers Damages and repairs
WWW.witherbys.com
Slide 15 18.02.2005
Oil
Tankers Function of hull elements
Deck:
Ship side:
Webframes: Longitudinal bulkhead:
Transverse bulkhead:
Slide 16 18.02.2005
Bottom:
Oil
Tankers Hull Structural Breakdown
1. Side
2. Bottom
3. Deck
4. Transverse bulkhead
5. Longitudinal bulkhead
6. Web frames
Slide 17 18.02.2005
Oil
Tankers
End of Oil Tanker session
Slide 18 18.02.2005
Oil Hull Structural Breakdown -
Tankers 1. Side
Ship side
1. Side
2. Bottom
3. Deck
6. Web frames
Slide 1 18.02.2005
Oil Structural build up of ship side
Tankers 1. Side
– single skin tanker
Side plating with

longitudinals
Transverse
bulkhead
Cross ties
Stringers
Web frame
Slide 2 18.02.2005
Oil Structural build-up of a double
Tankers 1. Side
hull ship side
Side plating with

longitudinals Inner side plating
with longitudinals
Stringers
Web frame
Slide 3 18.02.2005
Oil
Tankers Structural functions of ship side 1. Side
Watertight integrity
- Take up external sea loads and transfer these into the
hull girder
- Resist internal pressure from cargo and ballast
Web in hull girder
Slide 4 18.02.2005
Oil
Tankers Loads on the ship side - example 1. Side
Fully loaded
Ballast condition condition
Water
Line
Net force Net force
Water
Line
Slide 5 18.02.2005
Full wing tank Full centre tank
Oil
Tankers Local function: Watertight integrity 1. Side
External loads induces shear forces and

bending moments in the side longitudinals as
single beams (between each web frame)
Side long.as a single beam

between two web frames BM and SF distribtion for a single beam
with evenly distributed load and fixed ends
Slide 6 18.02.2005
Oil
Tankers Local function: Watertight integrity 1. Side
-Side longs are supported at the web frames

- Web frames are supported at the cross ties
and at the deck and bottom
Shear Bending
force moment
Slide 7 18.02.2005 Part of web frame supported

at two cross ties, shear max
towards supports
Oil
Tankers Double hull ship side 1. Side
• The structural functions of a double hull ship side is the same as for a
single hull:
As there are no cross ties,
side web frame is supported
at the deck and bottom
High shear stress
Slide 8 18.02.2005
Oil
Tankers Global function: Web in hull girder 1. Side
Global shear forces resulting from uneven distribution of

cargo and buoyancy are taken up in the ship side plating
Area effective in
transferring shear
force
Shear stress distribution resulting from

Slide 9 18.02.2005
global loads for midship section
Oil
Tankers Stringers in a double side 1. Side
• Stringers contribute to the stiffness of the double

15mm
hull ship side, which means:
20mm
25mm
20mm
High shear stress in

15mm
stringer
Slide 10
towards18.02.2005
the
transverse bulkhead
Oil Characteristic damages for ship
Tankers 1. Side
side:
1. Cracks in side longitudinals at web frames

2. Cracks in cut-outs for longitudinals
3. Cracks in side longitudinals at transverse bulkheads
4. Indents of side shell and stiffeners
Slide 11 18.02.2005
Oil
Tankers Crack in side longitudinals 1. Side
Oil Tanker
285,690 DWT built 1990
Cracking in side longitudinal web frame
connection
(after 3 years)
Side longitudinal flatbar

connection to web frame
Crack in side longitudinal

tripping bracket connection to
Slide 12 18.02.2005
web frame (various wing tanks)
Oil
Tankers Cause for cracking in side longitudinals 1. Side
Dynamic loads (sea

and cargo) are forcing
the side longitudinal to
flex in and out
•High alternating bending stresses towards the end

supports (web frames)
•Highly stressed areas created around geometric
’hard points’ (bracket toes, scallops, flat bars)
Slide 13 18.02.2005
Oil
Tankers Stress concentration factors 1. Side
More Stress concentration factors ;
• Kg : Gross Geometry (from FEM analysis)
• Kw : Weld Geometry (typical 1,5)
• Kn : Unsymmetrical Stiffeners (L& bulb-profiles)
Slide 14 18.02.2005
Oil
Tankers Standard repair proposal longs / webframes 1. Side
Slide 15 18.02.2005
Oil
Tankers Cracks in web frame cut outs 1. Side
Cracks around openings for

Cr side longitudinals in web
ac frames
ks
Slide 16 18.02.2005
Oil Cause for cracking in cut outs
Tankers 1. Side
for longitudinals
Sea loads induce shear stresses in the web frame
High shear stresses

around openings etc,
where shear area is
reduced
Shear stress
Shear stress
Slide 17 18.02.2005
Oil
Tankers Consequence of crack in web frame 1. Side
How does this damage impact on the function of the web frame?
Side longitudinals
loose their support
Re-distribution of shear
stresses in web frame
May lead to overloading

of adacent structure
Slide 18 18.02.2005
Oil Crack in side longitudinal at
Tankers 1. Side
transverse bulkhead
Side longitudinal connections

to transverse bulkheads
Slide 19 18.02.2005 Cracks in side longitudinal connection to

stringers at transverse bulkhead
Oil
Tankers Why cracking at transverse bhd.? 1. Side
Ship side
Relative deflections occur between
the ’rigid’ transverse bulkhead and
the flexible web frame construction
Sea
pressure
The relative deflection induces additional

bending stresses at the end connection of side
longitudinals to the transverse bulkhead. Also
important at wash bulkheads.
Slide 20 18.02.2005
Oil
Tankers FEM plot of double hull oil tanker 1. Side
Loading condition:
External dynamic
sea pressure at full
draught
Relative
Slide 21 18.02.2005
deflection
Oil
Tankers Consequence of damage Suggestions? 1. Side
Cracks in side longitudinals:

- oil leakage and pollution
- longitudinal may break off
- in worst case (a series of cracks in
same area) could induce a larger
fracture (loss of ship side)
leakage
Slide 22 18.02.2005
Oil
Tankers Indents of side shell with stiffeners 1. Side
Mainly from contact damages:
The terms ’indents’ and ’buckling’ should not be mixed up with each
other, as the cause for these damages are different:
-Indents: Mainly due to contact damages
Slide 23 18.02.2005
-Buckling: Due to excessive in-plane stresses

Oil
Tankers Consequense of indents 1. Side
Slide 24 18.02.2005
Oil
Tankers Consequense of indents 1. Side
Large area set in (plating and stiffeners)

gives reduced buckling capacity
Adjacent areas may then be overloaded
Sharp indents may lead to

cracks and possible leakage
Slide 25 18.02.2005
Tankers 2. Bottom
Bottom
1. Side
2. Bottom
3. Deck
6. Web frames
Slide 1 18.02.2005
Oil
Tankers Structural functions of bottom 2. Bottom
• Resist external sea pressure
• Resist internal pressure from cargo and ballast
Flange in hull girder
• Bottom plating and longitudinals act together as the lower
flange in the hull girder beam
Slide 2 18.02.2005
Oil Structural build up of bottom –
Tankers 2. Bottom
single skin tanker
Bilge
Bottom plating
w/longitudinals
CL girder
Keel plate Web frame
Slide 3 18.02.2005
Oil Structural build-up of a double
Tankers 2. Bottom
bottom structure
Inner bottom plating (tank

top) with longitudinals
Buttress
Hopper
plating with
longitudinals
Hopper web
plating CL double
bottom girder
Outboard girder
(margin girder) Transverse
Slide 4 18.02.2005 Bottom plating with girder / floor
longitudinals
Oil
Tankers Function: Watertight integrity 2. Bottom
Fixation?
External loads induce shear forces and bending moments
in the bottom longitudinals, acting as single beams
(between each web frame)
Bottom longitudinal as a single beam between two web Cont.

frames
Slide 5 18.02.2005
BM and SF distribtion for a
single beam with distributed
load and fixed ends
Oil
Tankers Function: Watertight integrity 2. Bottom
Bottom plating with longitudinals are also acting as

flange for the transverse web frame
p L
SF
Transverse bottom girder/web frame is supported at the BM

longitudinal bulkheads (max. shear force towards long. bhds.)
Slide 6 18.02.2005
Oil Bottom is supported by ship side and
Tankers 2. Bottom
longitudinal bulkhead
Double span for double bottom

without CL longitudinal
bulkhead
Shear stress in
double bottom floor
due to external sea
pressure
Slide 7 18.02.2005
Oil
Tankers Function: Flange in hull girder 2. Bottom
Global bending moment induces longitudinal stresses in the

bottom plating and longitudinals
σL
σL Longitudinal stresses (+/-) are acting in

Section A-A the bottom plating and longitudinals
Slide 8 18.02.2005 due to bending of hull girder
Oil
Tankers Double bottom structure 2. Bottom
Load distribution
in double bottom
girder system
Slide 9 18.02.2005
Oil
Tankers Bottom
Load response double bottom 2.
Stresss flow
shortest way to
support
Cont.
Slide 10 18.02.2005
Oil
Tankers Double bottom structure 2. Bottom
The double bottom is a grillage structure built up by

transverse girders/floors and longitudinal girders
With few longitudinal girders, double

bottom stresses resulting from the net
load on the girder system are mainly
transferred in the transverse direction
Net load
Shear force
High shear stresses in

floors & girders in way of
Shear fo
rce transv. Bhd. And hopper
Double bottom transverse tank
girder (web frame) as a18.02.2005
Slide 11
single I-beam
Oil
Tankers Characteristic damages 2. Bottom
1. Bilge keel terminations – crack in hull plating

2. Fatigue cracking in bottom longitudinal
connections to web frame and transverse bulkhead
3. Corrosion of bottom structures
4. Hopper knuckle – cracks
Slide 12 18.02.2005
Oil
Tankers Bilge keel cracking 2. Bottom
Oil Tanker
285,690 DWT built 1990
Crack in hull plating i.w.o. bilge keel
terminations
Bilge keel
Crack in hull plating in

way of bilge keel toes
Slide 13 18.02.2005
Oil
Hot spot
Bilge keel
Longi
tudina
l stres
s
Slide 14 18.02.2005
Oil
Web frame/Bilge
Bracket
All measures in mm
125
Edges to be grinded
smooth
Ship side
Pad plate
10-15mm
Bilge Keel
200
Full pen. weld
1600
25
100
100
Slide 15 18.02.2005
Oil
Tankers Cracking in bottom longitudinals 2. Bottom
Bottom long.
Bottom long. flat tripping bracket
bar connection connection
Similar cracking in bottom

Slide 16 longitudinals is also
18.02.2005
valid for double hull tankers
Oil Cause for cracking in bottom
Tankers 2. Bottom
longitudinals
Bottom longitudinals are subject to both:
Web/ Web
Trans bhd
M M
p
1. Local stress from

lateral dynamic sea
loading
2. Longitudinal stresses
from
Slide 17
hull girder bending
18.02.2005
Oil Consequences of cracks in
Tankers 2. Bottom
bottom longitudinals:
-Leakage of oil
- Crack may propagate
further into bottom
plating and induce a
larger transverse fracture
Slide 18 18.02.2005
Oil
Tankers Example: Cracks in inner bottom 2. Bottom
Oil Tanker
95,371 DWT
Crack in tank top plating at toes of
transverse bulkhead buttress P/S
Crack in toe of big brackets connecting

transverse bulkhead and tank top plating
(in various cargo tanks along ships length)
Crack propagating Crack in

through tank top bracket toe
plating (a few cases)
Slide 19 18.02.2005
Oil Cracking in double bottom
Tankers 2. Bottom
longitudinals
Cracks in flatbar connections for bottom and inner

Slide 20 18.02.2005
Oil Cause for cracking in double
Tankers 2. Bottom
In a ballast condition there is a net overpressure in the double bottom ballast tank
(full ballast tank and empty cargo tank)
In a loaded condition there will be a negative net pressure on the double bottom
(empty ballast tank, full draft and full cargo tank)
This effect may cause yield stress in hot spots at flat bar connections
Due to the dynamic +/- variation of stresses, low cycle fatigue may occur
Slide 21 18.02.2005
Oil Illustration – double bottom flatbar
Tankers 2. Bottom
connections
Tensile stresses in critical structural details
The double bottom structure is

exposed to large forces both in
ballast and loaded condition
Slide 22 18.02.2005
Oil
Tankers Corrosion of bottom structures 2. Bottom
Local corrosion (pitting): may occur

all over the bottom plating, but area
below and around bell-mouth is
particularly exposed
Pitting is also applicable for double hull

tankers i.w.o. tank top18.02.2005
Slide 23 plating
Oil
Tankers Corrosion of bottom structures 2. Bottom
- Pittings and local corrosion may cause leakage, in general not any
structural problem
- General corrosion will reduce the bottom sectional area, which can lead to
an increased stress level:
1. Higher risk for fatigue cracks in bottom longitudinals
2. Higher risk for buckling of plate fields in the bottom
Longitudinal Force
stress
F
σL =
A
Area
Increased risk for fatigue cracking and buckling of
bottom panels if general corrosion has developed
over the cross section
Slide 24 18.02.2005
Oil
Tankers Cracking in hopper knuckle 2. Bottom
Crack in hopper knuckle at web

Slide 25 18.02.2005 frame connections
Oil Cause for cracking in hopper
Tankers 2. Bottom
knuckle
- Bending of double bottom due to external and internal

dynamic loads induces membrane stresses in the inner
bottom (flange in the double bottom transverse girder)
Bending moment
σL
Bending stress in double σL

Bending stress in bottom girder
inner bottom plating
Slide 26 18.02.2005
Oil Cause for cracking in hopper
Tankers 2. Bottom
knuckle
- Inner bottom membrane stresses are transferred into the hopper plating
- The turn of the stress direction (inner bottom to hopper plating) results
in an unbalanced stress component
Resulting membrane
stress in hopper plating
Membrane stress from

bending of transverse girder
Un-balanced
stress component
- This effect together with the knuckle being a geometric ‘hard point’ at
web frame connections, induce very high stresses in the knuckle point
Slide 27 18.02.2005
Tankers 3. Deck
Deck
1. Side
2. Bottom
3. Deck
6. Web frames
Slide 1 18.02.2005
Oil
Tankers Structural functions of deck 3. Deck
Flange in hull girder

- Deck plating and longitudinals act as the upper flange in
the hull girder beam
Slide 2 18.02.2005
Oil Structural build up of deck –
Tankers 3. Deck
single skin tanker
Deck plating Deck CL girder
w/longitudinals
Transverse deck
girder / Web frame
Slide 3 18.02.2005
Oil
Tankers Function: Flange in hull girder 3. Deck
Hull girder bending moment induces longitudinal stresses in

the deck plating and longitudinals
Longitudinal stresses (+/-) are set up in
the deck plating and longitudinals due
to bending of hull girder
σL
Slide 4 18.02.2005
σ
L
Oil
Tankers Longitudinal stresses in deck 3. Deck
Longitudinal stresses from bending of hull girder is

maximum at midship
Midship area most
susceptible to fatigue
cracking and buckling
Bending
moment
Slide 5 18.02.2005
Max
Oil
Tankers Characteristic damages 3. Deck
1. Cracks in deck longitudinals

2. Crack in deck plating
3. Corrosion of deckhead
4. Buckling of deck
Slide 6 18.02.2005
Oil
Tankers Cracking in deck longitudinals 3. Deck
Deck longitudinal
connection to web frames
Deck longitudinal
connection to
transverse bulkhead
Slide 7 18.02.2005
Oil
Tankers Cracking in deck longitudinals 3. Deck
Oil Tanker
135,000 DWT built 1991
Crack main deck plating
Crack in underdeck support for hose

Slide 8 18.02.2005
handling crane (P/S, midship area)
Oil Cause for cracking in deck
Tankers 3. Deck
longitudinals
The wave induced excitation of the hull girder leads to

dynamic axial stress in the deck longitudinals
+ +
_ _
The cyclic variation of axial stress may lead to fatigue cracks

initiating at hot spots
A loaded condition will normally induce compression stress in the deck (sagging)
ASlideballast
9 condition
18.02.2005 will normally induce tension stress in the deck (hogging)
Oil
Tankers Cracks in deck longitudinals 3. Deck
- May result in oil spill on deck

- Corrosion is highly influencing the fatigue life
of a detail
- A crack could develop further in the deck
plating (brittle fracture)
Slide 10 18.02.2005
Oil
Tankers Openings in deck 3. Deck
Kg.Kw. σ
Longitudinal
stress-flow around Increased stress level around
Slide 11
manhole in deck
18.02.2005 openings in deck!
Oil Example: crack in scallop in deck
Tankers 3. Deck
longitudinal
Oil Tanker
123,000 DWT built 2000
Crack main deck plating (after 3 years)
Scallop
Slide 12 in deck18.02.2005
longitudinal is close to access opening in deck. This will give an additional
accumulated stress in the longitudinal, which is believed to be the cause for the damage.
Oil
Tankers Crack in deck plating 3. Deck
Tanker for Oil

99328 DWT
built 1996
Crack in deck plating
Crack in deck plating at hose

saddle support (midship area)
Slide 13 18.02.2005
Oil
Tankers Corrosion of deckhead 3. Deck
The ullage space (deckhead) is an area

susceptible to general corrosion
Slide 14 18.02.2005
Oil
A reduction of the deck transverse sectional area due to general corrosion

will lead to an increased stress level in deck Higher stress
level in deck
σL
Longitudinal Force
stress
F
σL = n.a.
A
Area
σL
Longitudinal Long. stress distribution
stress distribution (with reduced deck
sectional area)
Reduced sectional area in deck may lead to plate buckling

Slide 15 18.02.2005
Oil
Higher stress level in deck

due to general corrosion
σL
Longitudinal Force
stress
F
σL =
A
Area
σL
A reduction of the deck transverse sectional area due to general corrosion will lead
Slide 16 18.02.2005
to an increased stress level in deck may lead to buckling problems

Oil
Flatbars have poor

buckling capacity
L-profiles have good

Slide 17 18.02.2005 buckling capacity
Oil
Tankers Buckling in deck 3. Deck
Buckling in deck is most likely to occur in the midship

region where the hull girder bending moment is at its
maximum
Buckling of a plate field (plating with stiffeners)

Slide 18 18.02.2005
Oil
Tankers Cause for buckling in deck 3. Deck
Buckling in deck is a result of in plane compression forces in excess of

the buckling capacity of the deck plate field
Such a situation may occur if the transverse section of the deck is reduced
due to general corrosion and the vessel is in a fully loaded (sagging)
condition
The deck buckling may take the form of one

plate between two deck longitudinals or in
worst case a complete plate field (both deck
Buckling of complete plate field
plating with stiffeners)
Slide 19 18.02.2005
Oil
Tankers Corrosion of deckhead / buckling: 3. Deck
- heavy corrosion of deck may lead to

buckling
- small buckles (plate between

stiffeners) is a strong warning sign that
longitudinal stresses are high
- large buckles (plate field) may lead to

loss of global strength and in worst case
a total collapse of the hull girder
Remember max 10% diminution of deck transverse

Slide 20
sectional area!
18.02.2005
Oil Hull Structural Breakdown - Transverse
Tankers 4.
Transverse bulkhead bulkhead
1. Side
2. Bottom
3. Deck
6. Webframes
Slide 1 18.02.2005
Oil Structural build up of Transverse
Tankers 4.
transverse bulkhead bulkhead
Transverse bulkhead
plating w/stiffeners
Stringers
Buttress
Slide 2 18.02.2005
Oil Transverse
Tankers Structural functions 4.
bulkhead
(cargo boundary)
- Safety against collapse if water ingress (boundary for
flooding)
Hull girder stiffness
- Transverse bulkhead is an important contributor to the
hull girder transverse stiffness
Slide 3 18.02.2005
Oil Transverse
Tankers Functions of transverse bulkhead 4.
bulkhead
The transverse bulkhead must withstand

internal pressure loads from cargo and ballast
The distribution of cargo and ballast introduces

alternate loading on sections of the transverse
bulkheads (single skin tanker)
Typical fully loaded Typical ballast condition

condition (single skin) (single skin)
Slide 4 18.02.2005
Oil Transverse
Tankers Function: tank boundary 4.
bulkhead
Stringer
Shear
force
Bending
moment
Slide 5 18.02.2005
Stiffener
Oil Transverse
Tankers Function: tank boundary 4.
bulkhead
One sided loading on the transverse bulkhead

introduces stresses in the transverse bulkhead as a panel
Bulkhead will flex out and high stresses occur at end
Slide 6 18.02.2005
connections towards deck and bottom

Oil Transverse
Tankers Function: transverse stiffness 4.
bulkhead
Transverse bulkheads are an important contributor

to the hull girder strength
Sea Sea
pressure pressure
Transverse
stiffness
Slide 7 18.02.2005
Oil Transverse
Tankers Characteristic damages 4.
bulkhead
1. Stringer toes – cracking

2. Bottom longitudinal bracket connection to
transverse bulkhead - cracks
3. Cracking of transverse bulkhead stiffeners
connection to stringers
Slide 8 18.02.2005
Oil Transverse
Tankers Cracking in stringer toe 4.
bulkhead
Cracks in stringer toes and heel
Slide 9 18.02.2005
Oil Transverse
Tankers Cracking in stringer toe 4.
bulkhead
Slide 10 18.02.2005
Oil Transverse
Tankers Cause for cracking in stringer toe 4.
bulkhead
Compression/tension stresses
from one sided loading
Full cargo tank
Sea
pressure Full cargo tank
Slide 11 18.02.2005
Very high alternating bending stresses in stringer toe
Oil Transverse
Tankers Cracks in stringer 4.
bulkhead
Crack
Stringer flange
Longitudinal bulkhead
Stringer web
May cause contamination of ballast water and

Slide 12 18.02.2005
small oil spills
Oil Transverse
Tankers Cracks in bottom longitudinals 4.
bulkhead
17.
Cracks in toe of transverse bulkhead

bracket ending at bottom longitudinals
(wing tanks, midship area)
Slide 13 18.02.2005
Oil Transverse
Tankers Cause - cracks in bottom brackets 4.
bulkhead
Crack in bracket
toe (hot spot)
One sided loading at the transverse bulkhead

Slide 14
induce high local alternating bending stresses at
18.02.2005
the bracket toe
Oil Transverse
Tankers Double btm at transverse bulkhead 4.
bulkhead
Similarily, one sided alternate loading at the transverse bulkhead also

induces high stresses for a double bottom structure
Modern designs have no

longitudinal girders in
double bottom giving large
relative deflection
Critical areas
Slide 15 18.02.2005
Oil Crack in transverse bulkhead Transverse
Tankers 4.
stiffeners connection to stringers bulkhead
Connection of stringer to transverse

bulkhead with associated brackets
Slide 16 18.02.2005
Oil Cause for cracking in transverse 4.
Transverse
Tankers bulkhead
bulkhead stiffeners
One sided internal loading from cargo and ballast sets up a

shear stress distribution in the bulkhead stiffener
Highly stressed areas are

created around geometric
’hard points’ at stiffener
end connections to the
stringer
-may cause ballast water contamination and possible oil spills

Slide 17 18.02.2005
Oil Hull Structural Breakdown - Longitudinal
Tankers 5.
Longitudinal bulkhead Bulkhead
1. Side
2. Bottom
3. Deck
6. Web frames
Slide 1 18.02.2005
Oil Structural build up of Longitudinal
Tankers 5.
longitudinal bulkhead Bulkhead
Longitudinal
bulkhead plating
with stiffeners
Web frame
Cross ties
Slide 2 18.02.2005
Oil Longitudinal
Tankers Structural functions of long.bhd 5.
Bulkhead
- Resist internal pressure from cargo and ballast (cargo boundary)
- Safety against collapse if water ingress (boundary for flooding)
Web in hull girder
- Contributes to hull girder longitudinal stiffness
Slide 3 18.02.2005
Oil Longitudinal
Tankers Function : Cargo boundary 5.
Bulkhead
Internal loads induce shear forces and

bending moments in the longitudinal
bulkhead longitudinal (between each web
frame)
Stresses are loaded onto the web frames

and further into the hull girder structure
Slide 4 18.02.2005
Oil Longitudinal
Tankers Function: Web in hull girder 5.
Bulkhead
Longitudinal bulkhead together with ship side is taking up global shear

forces from wave induced loads and weight/buoyancy distribution along
the vessel length
A A
F
R1 R2
A A
Shear force distribution

resulting from global
loads for midship section
SF
Slide 5 18.02.2005 Section A-A
Oil Longitudinal
Tankers Characteristic damages 5.
Bulkhead
1. Cracks in bulkhead longitudinals connection to

stringers at transverse bulkhead
2. Shear buckling of longitudinal bulkhead
Slide 6 18.02.2005
Oil Crack in long.bhd longitudinals Longitudinal
Tankers 5.
connection to stringers Bulkhead
Connection of longitudinal
bulkhead longitudinals to stringers
with associated brackets
Slide 7 18.02.2005
Oil Cause for cracking in long.bhd Longitudinal
Tankers 5.
at stringer connections Bulkhead
Longitudinal bulkhead is flexing depending on the

loading condition (filling of tanks)
Fully loaded condition Ballast condition
High bending stresses towards the supports

(transverse bulkheads)
Slide 8 18.02.2005
Oil Cause for cracking in long.bhd Longitudinal
Tankers 5.
stringer connections Bulkhead
Full ballast
tank
H
ot
sp
ot
May cause contamination of ballast water

and small oil spills
Slide 9 18.02.2005
Oil Shear buckling of longitudinal 5.
Longitudinal
Tankers Bulkhead
bulkhead
Shear buckling is most likely to occur in

areas towards the transverse bulkheads, but
may also occur in other areas depending on
Slide 10 18.02.2005 the thickness of the bulkhead plating
Oil Shear buckling of longitudinal 5.
Longitudinal
Tankers Bulkhead
bulkhead
SF maximum at
Longitudinal shear force

distribution – an example
Slide 11 18.02.2005
Oil Longitudinal
Tankers Cause for shear buckling 5.
Bulkhead
Result of excessive shear stress in the bulkhead plating

Corrosion increases possibility for shear buckling
SF SF
Shear buckling (middle and upper area of

bulkhead most exposed due to corrosion
risk and reduced original scantlings)
Shear buckled panels will have a reduced shear strength,

Slide 12 18.02.2005
which may lead to an overload of adjacent areas
Tankers 6. Web frames
Web frames
1. Side
2. Bottom
3. Deck
6. Web frames
Slide 1 18.02.2005
Oil Structural build up of web
frame
Web frame flange
Web frames
Cross tie
Slide 2 18.02.2005
Oil
Tankers Function of web frames 6. Web frames
- Web frames are supports for the longitudinal stiffeners

- Web frames contributes to the hull girder transverse strength
Slide 3 18.02.2005
Oil
Tankers Function of web frame 6. Web frames
• Web frames are supports

for the longitudinals
• Web frames take up local
loads from the
longitudinal stiffeners and
transfer them further into Internal
the hull girder pressure
• Web frames keep the

cross sections together
Sea
and contribute to the pressure
transverse stiffness
Slide 4 18.02.2005
Oil
Tankers Characteristic damages 6. Web frames
1. Corrosion / buckling of web frame

2. Corrosion / cracking of cross tie connection
3. Cracking of tripping bracket connection to web
frame flange
Slide 5 18.02.2005
Oil
Tankers Shear buckling of web frame 6. Web frames
High shear stress
SF
SF
Slide 6 18.02.2005
Oil
Tankers TYP. WEB SEC. (SHEAR STRESS) 6. Web frames
LC 2
Shear buckling may occur in areas
where shear stress is high
Slide 7 18.02.2005
Oil
Tankers Shear buckling of web frame: 6. Web frames
Corrosion of web frame

increases the risk for
shear buckling
Corroded cut outs and openings

in web frame are exposed to
buckling, because of the reduced
shear area (high τshear)
Slide 8 18.02.2005
Oil
Tankers Corrosion of cross tie 6. Web frames
Weld connection of straight part

of cross tie to the side and
longitudinal bulkhead
Slide 9 18.02.2005
Oil
Tankers Corrosion of cross tie 6. Web frames
Cross ties are subject to both

compression and tension stress
depending on loading condition
Corrosion
Increased stress level
Reduced Buckling capacity

+/- Axial stress
Cross tie collapse?

Slide 10 18.02.2005
Oil Crack in tripping bracket
connection to web frame flange
Weld connection of large curved flanges

and tripping brackets on webframes
Slide 11 18.02.2005
Oil Cause for cracking in web frame
flange
Cracks occur due to additional

bending stresses from the presence
of a tripping bracket in the curved
part of the flange
- If flange is exposed to tension,

the flange will bend outwards
- If exposed to compression,
the flange will bend inwards
Slide 12 18.02.2005 Deflection pattern

of free flange
Oil
Tankers FEM plot of cross tie with deflections 6. Web frames
Slide 13 18.02.2005
Oil
Tankers Cracks in web frame 6. Web frames
• Webframe support for

longidudinals – reduced
support – excessive load on
longitudinals
• Increased loads on adjacent

webframes
• May lead to loss of stiffened

panel
Slide 14 18.02.2005
Bulk
Carriers Bulk Carriers - Hull Structure
Slide 1 18.02.2005
Bulk
Carriers Contents – Bulk Carriers
1. Introduction to Bulk carrier hull structure

• Side, bottom, deck, transverse bulkhead, longitudinal bulkhead,
web frames including relevant hull damages for all structural
elements
3. Case
Slide 2 18.02.2005
Bulk
Carriers Characteristics for Bulk Carriers
• Single skin / hopper & top-wing tanks

• Heavy cargoes
• Large net load on double bottom
• High shear stresses shell side
• Sensitive to leakage - total structural loss
• High loading rate
• Transverse strength
• Green seas
• Not much public attention (no vetting)
• Low survival capability when flooded
• High number of vessels lost
Slide 3 18.02.2005
Bulk
Carriers Bulk Carrier loading flexibility
• Bulk Carrier HC/EA

– Any hold empty at full draught
Reduced flexibility
• Bulk Carrier HC/E – hold 2,4,6 …. Empty

– Given combination of holds empty at full draught
• Bulk Carrier HC
– Any hold empty at 80% of full draught
• Bulk Carrier
– Any hold empty at 60% of full draught
Slide 4 18.02.2005
Bulk
Carriers History
• Built in 1954 - Cassiopeia
• First bulk carrier with hopper

tank – topside tank cross
section
Slide 5 18.02.2005
Bulk
Carriers Bulk Carrier particulars
5 cargo holds
7 cargo holds
9 cargo holds
Slide 6 18.02.2005
Bulk
Carriers Nomenclature
Slide 7 18.02.2005
Bulk
Carriers Nomenclature
Slide 8 18.02.2005
Bulk
Carriers Structural breakdown of hull
- A vessel’s hull can be divided into different hull

structural elements
- Each element has its function in the structure
- In order to assess the structure of a Bulk Carrier you
need to understand the function of the structural element
you are looking at
Slide 9 18.02.2005
Bulk
Carriers
Typical damages and repairs
WWW.witherbys.com
Slide 10 18.02.2005
Bulk
Carriers Structural breakdown of Bulk Carrier
7. Hatch coaming & cover
3. Deck
4. 5. Topside tank
1. Side Transverse bulkhead
6. Hopper tank
Slide 11 2. Bottom
18.02.2005
Bulk
Carriers Hull Structural Breakdown
1. Side
2. Bottom
3. Deck
5. Hopper tank
6. Topside tank
7. Hatch cover & coaming
Slide 12 18.02.2005
Bulk Hull Structural Breakdown -
Carrier 1. Side
Ship side
1. Side
2. Bottom
3. Deck
5. Hopper tank
6. Topside-tank
Slide 1
Bulk
Carrier Structural functions of ship side 1. Side

- Resist external sea pressure
Slide 2
Bulk
Carrier Structural build up of ship side 1. Side
Upper
bracket
Side plating
Side
frames
Lower
bracket
Slide 3
Bulk
Carrier Structural functions of ship side 1. Side
Watertight integrity (local strength)

Ship side must withstand static and dynamic
loads from external sea pressure as well internal
pressure from cargo and ballast
Loads are taken up by the hull plating, stresses are

transferred into the vertical side frames – further
into the upper and lower bkt’s further into the
topwing tank and hopper tank structure
Slide 4
Bulk
Carrier Functions of ship side 1. Side
Watertight integrity (local strength)
Lateral loads induces shear forces

and bending moments in the
vertical side frames. The side
frame is a single beam supported at
hopper / twt bkt’s
SF Bm
Slide 5
Bulk
Ore hold load response;

Net load down cause rotation of hopper tank structure.
additional moment in the mid-field and upper end
SF Bm Bm
Slide 6
Bulk
Empty hold load response;

Net load up cause rotation of hopper tank structure.
additional moment in the mid-field and lower end
SF Bm Bm
Slide 7
Bulk

Ship side is taking up
global shear forces
resulting from the
hull girder bending Global loads are
acting on the hull
moment and girder beam
weight/buoyancy
distribution along the
vessel length
Side plating is acting

as web in hull girder
beam
Cont.
Slide 8
Bulk
Carrier Function of ship side (longitudinal shear strength)
Shear Distribution at a
cross section Cont.
Hogging
Shear force (t-m)
moment
Shear force
0
Bending
Sagging
Slide 9
Bulk

- Global shear forces are distributed in the ship side plating Cont.
Shear force distribution

resulting from global
loads for midship
section
Slide 10
Bulk
Carrier Hull damages in ship side 1. Side
Two characteristic damages for ship side:

1. Cracks in side frames at lower / upper bracket connection
2. Corrosion of side frames and lower bkt. – detached bkt’s
Slide 11
Bulk Crack in side longitudinal web frame
Carrier 1. Side
connection
Cracking in vertical side frame:
Vertical side frame lower

bkt. commection
Slide 12
Bulk
Cause for cracking in vertical side
Carrier 1. Side
frames lower bkt. connections
1b.
1a.
The dynamic loads from the sea are taken up by the

side plates supported by the vertical side frames and
load is transferred to the upper and lower bkt’s. This
gives peak of bending moment and shear in way of
lower bkt. connection.
1a. The sniped termination of the bracket flange creates a local stress
concentration, which may develop cracks from the toe of the bracket
In this point a high bending stress in flange and a stress

1b. concentration due to weld (overlap) increase the risk for fatigue
cracks.
Slide 13
Bulk Crack in side longitudinal web frame connection
Carrier Possible consequence 1. Side
• As these cracks develop, the lower end fixation of the

side frame is reduced:
– higher bending moment in the middle of the frame
– some of the load will be carried by adjacent frames
• Crack through stiffener:

– beam simply supported lower end, profile may buckle at mid-
field
• Side shell may crack.
• Adjacent frames crack – panel collapse, possible water

flooding.
Slide 14
Bulk
Corrosion of side frames and lower
Carrier 1. Side
bkt. connection
Side frames and bkt’s are prone to

corrosion, both general corrosion
as well as grooving corrosion
which may result in :
• Fracture in plating/bracket toes
• Fractured/detached frames
• Local corrosion and grooving
• General wastage.
Slide 15
Bulk
Carrier
Revised Minimum Thickness List
Torig T-min T-subst T-Coat
Hold 1:
Aft end of Hold 1:
Upper bracket web 13,0 9,8 10,6 11,2
Frame web, middle and upper part 13,0 9,8 10,6 11,2
Frame web, Lower part 13,0 11,2 11,6 11,2
Lower bracket web 15,0 11,3 12,2 12,7
Frame flange thickness, middle and upper part 20,0 15,0 16,3 N/A
Upper Bracket
Frame flange thickness, lower part 20,0 15,0 16,3 N/A
Lower bracket flange thickness 20,0 15,0 16,3 N/A
Middle part of Hold 1:
Upper bracket web 13,0 9,8 10,6 11,2 Middle and upper
Frame web, middle and upper part 13,0 9,8 10,6 11,2 part of Frame
Frame web, Lower part 13,0 9,9 10,7 11,2
Low er part of Frame
Lower bracket web 15,0 11,3 12,2 12,7
Forward end of Hold 1:
Upper bracket web 13,0 9,8 10,6 11,2 Low er Bracket
Frame web, middle and upper part 13,0 9,8 10,6 11,2
Frame web, Lower part 13,0 13,9 NB! N/A
Lower bracket web 15,0 16,9 NB! N/A
Slide 16
Bulk
Corrosion of side frames and lower
Carrier 1. Side
bkt. Connection – Consequences
• General corrosion of side frames reduce the shear

area and section modulus.
– Bending moment stress level increases
– Stiffeners may collapse in buckling
• Local grooving of side frame support bkt’s

– Shear area of profile web reduced
– If angle bar specially critical
• Detached lower side frames

– Frames simply supported, increase BM –
buckling
– Side plate rupture top of hopper tank - flooding
Slide 17
Bulk
Carrier Damage impact on function 1. Side
1. Cracks in vertical side frame

- may increase moment in field for frame
- may increase loads on adjacent frames
- may cause water ingress leakage
- may develop to panel collapse
- flooding – stability - strength (loss of ship)
2. Corrosion of side frames

- As above
Slide 18
Carrier 2. Bottom
Bottom
1. Side
2. Bottom
3. Deck
5. Hopper tank
6. Topside-tank
Slide
1
Bulk
2. Bottom
Carrier Structural functions of bottom
1. Watertight integrity (local strength bottom / inner bottom)

- Resist external sea pressure (bottom)
- Resist internal pressure from cargo/ballast & fuel oil
2. Carry net load on double bottom girder structure
- Inner bottom / bottom plate & stiffn. are girder flanges
- double bottom floors / girders are webs in double bottom
girders
2. Bottom flange in hull girder (global strength)
- Bottom and inner bottom structure is the bottom flange
in the hull girder
Slide
2
Bulk
Carrier Structural build up of bottom 2. Bottom
Longitudinal girders
Floor
Slide Pipe tunnel

3
Bulk
2. Bottom
Carrier Structural functions of bottom

Bottom plate must withstand static and
dynamic loads from external sea
pressure as well internal pressure from
ballast or fuel oil
Inner bottom plate must withstand

static and dynamic loads from cargo
hold as well as static and dynamic
pressure from ballast or fuel oil
Cont.
Slide
4
Bulk
Carrier Structural functions of bottom 2. Bottom
• Stress distribution in a double bottom structure

• Forces are taken up by the stiffest structure
• Middle of hold more stresses in transverse
direction
• Towards bhd. – more stresse in
longitudinal direction
Slide
5
Bulk
Carrier Functions of inner bottom (local 2. Bottom
stiffener level)
Cargo hold boundary (local strength)
External loads induce shear forces and bending

moments in the inner bottom longitudinals as
single beams (between floors)
BM and SF distribtion for a single beam

Cont.
Slide
6
Bulk
Carrier Load response double bottom 2. Bottom
Stresss flow
shortest way to
support
Cont.
Slide
7
Bulk
Carrier
Double bottom girders load response 2. Bottom
• girders & floors carry the net load to hopper tank and
transverse bulkhead
• floors carry most of the loads in middle of hold
• longitudinal girders carry most of the load towards
transverse bulkhead
• length / width ratio is important for the distribution of loads
between girders & floors
• The stiffest elements are taking most of the load / stresses
seek the shortest way to supports
Slide
8
Bulk
Carrier Functions of double bottom girder 2. Bottom
Net Load on double bottom
Simple
beam
model
Longitudinal girders represented by springs

Slide
9
Bulk
Carrier Floors / girders- design 2. Bottom
Long. Db.
girder
High Shear force – No

cut-outs / increased
thickness
Floor
Slide
10
Bulk
2. Bottom
Carrier Functions of bottom

The bottom and inner
bottom longs and
longitudinal girders
are carrying the Global loads are
acting on the hull
vertical bending girder beam
moments from still
water and wave
induced bending
moments along the
vessel length Bottom structure is
acting as web in hull
girder beam
Slide Cont.
11
Bulk
2. Bottom
Carrier Moment diagram
Bending moment
Reduced global
TM
bending but high

double bottom
stresses
Still water bending moment [intact]
Max allowable bending moment [intact]
Slide
12
Bulk
2. Bottom
Carrier Highly stressed areas
Deck
Tanktop
NA
+
Inner bottom level
Bottom
Bottom
Global bending Double bottom bending
Bottom plate/longs middle of empty holds (compression )

Bottom plate in loaded holds (tension)
Inner bottom plate middle of loaded holds (compression )
Slide
13
Bulk
Carrier
Hull damages bottom / inner 2. Bottom
bottom
Three characteristic damages for bottom are:

1. Cracks in inner bottom plate in way of knuckle to hopper tank
2. Crack / Corrosion of floors – girders in ballast tanks
3. Indents of inner bottom plate due to cargo handling
Slide
14
Bulk Cracks in way of hopper knuckle
Carrier 2. Bottom
• Heavy ballast condition – tension in inner bottom plate
Fractures
Slide
15
Bulk
Carrier Cracks in way of hopper knuckle 2. Bottom
Hopper plate
Inner bottom plating
Slide
16
Bulk Cracks in way of hopper knuckle
Carrier 2. Bottom
Impact on function
• Loss of watertight integrity – leak ballast –

cargo
• Cracks extending from one webframe to another
severe impact on double bottom strength
Slide
17
Bulk Fractures in connection of
Carrier 2. Bottom
floors i.w.o. hopper
Full penetration weld

DamageInner bottom Repair connection to the inner
bottom and hopper
Fractures A plating
Hopper Collar plate

Double transverse
bottom web
floor
Edge chamfered for
full penetration weld
Side girder
Reinforcement A Intermediate
View A-A brackets (i.e.
Alternatively, may between floors)
Transverse fractures in
stop at longitudinals
hopper web plating
where fitted
possibly extending into
the hopper sloping plate
Reinforcement B
Face plate of
transverse
Inner web
bottom
Floor or Fracture in the

transverse floor/web of the Inner bottom
web hopper transverse
Slide plating
Scarfing brackets View B-B
18
Bulk
Carrier Crack in floor 2. Bottom
• Floor in way of high shear stress

• Connection at bottom longitudinals
Repair A
Lug
Damage
Floor or
transverse
web frame
Longitudinal Buckling and/or

fracturing
Fractures New plating of

enhanced thickness
Repair B
Bottom shell plating,
inner bottom plating, Fractures
side shell plating or
hopper sloping plate
Slide
19 Full collar plate
Bulk
2. Bottom
Carrier Crack in floor impact on function
• Loss of support of longs – increased stresses at

adjacent floors – longs
• Large crack in floor – increased stresses in
adjacent floors - girders
Slide
20
Bulk
Carrier Indents of inner bottom plate 2. Bottom
Slide
21
Bulk
Carrier Indents of inner bottom plate 2. Bottom
Impact on function
• Difficult with discharge of cargo – cleaning

• Severe indents – cracks – leak
• Impact on buckling capacity of panel
Slide
22
Bulk Fracture in longitudinals at stool
Carrier 2. Bottom
connection
Damage Cause
Stool
Damage due to stress concentrations
Inner bottom and large relative deflections (bulkhead
longitudinal
stool - first floor) leading to accelerated
fatigue in this region.
Fractures
Bottom shell longitudinal

Slide
23
Bulk Fracture in longitudinals at
Carrier 2. Bottom
stool connection
Repair
Stool
Too large brackets may cause

further problems.
Additional
brackets with
soft toes
Where required the longitudinal to be

cropped and part renewed
Slide
24
Bulk Fracture in longitudinals at
Carrier 2. Bottom
stool connection
Damage Repair
Stool Modified brackets

with soft toes
Inner bottom
Bilge well
Fracture
Additional bracket
with soft toes
Fracture Where required the longitudinals to be

Slide cropped and part renewed
25
Bulk
Carrier Hull Structural Breakdown - Deck 3. Deck
1. Side
2. Bottom
3. Deck
5. Hopper tank
6. Topside-tank
Slide 1
Bulk
3. Deck
Carrier Structural functions of deck

2. Transverse strength of the hull girder
3. Upper flange in hull girder (global strength)
Slide 2
Bulk
Carrier Structural build up of deck 3. Deck
• Main deck outside line of hatches

• Deck between hatches
• Longitudinal hatch coaming

• Transverse hatch coaming
• Deck webframe
Slide 3
Bulk
3. Deck
Deck plate must withstand static and dynamic loads from green
sea pressure as well as internal pressure from ballast tank
Slide 4
Bulk
Carrier Structural functions of deck 3. Deck
• Stress distribution in deck
Slide 5
Bulk
Carrier Structural functions of deck 3. Deck
• Deck between hatches
Flexing in transverse direcction
Slide 6
Bulk
3. Deck
• The element contributing to transverse strength:
– Deck plate and transverse stiffener between hatches
– Hatch end girder
– Upper stool tank
Slide 7
Bulk
3. Deck
Carrier Functions of deck
2. Upper flange in hull girder (global strength)

The deck plating and
longs outside line of
hatches are carrying
the vertical bending Global loads are
acting on the hull
moments from still girder beam
water and wave
induced bending
moments along the
vessel length
Deck structure is
acting as web in hull
girder beam
Cont.
Slide 8
Bulk
3. Deck
Carrier Hull damages deck
Characteristic damages for deck are:

1. Cracks in deck plate at end of longitudinal hatch coaming
2. Buckling of deck between hatches
3. Crack in deck plate in way of hatch corner
Slide 9
Bulk Crack in deck plate at
Carrier 3. Deck
hatch coaming end
• Longitudinal stresses are going into the side hatch coamings
• At the toe of the bkt. There is a local stress concentration
Possible consequences:
- Water leak to cargo
- Long crack – longitudinal strength problem
Slide 10
Bulk
Carrier Buckling of deck between hatches 3. Deck
• Ore carrier (250 000 DWT) Local buckling of deck

plates and transverse stiffeners.
• Deck plates and transv. Stiffn. buckled
•
Slide 11
Bulk
Slide 12
Bulk
• Buckling caused by excessive stresses in

transverse direction deck between hatches
2 adjacent holds filled
Slide 13
Bulk
• Possible consequences of buckling of deck

between hatches:
- Ships transverse strength severely affected
- Ships sides comes in
- Hatch coamings deformed
- Loss of weather tight integrity
Slide 14
Carrier 4. Bhd.
Bulkhead
1. Side
2. Bottom
3. Deck
5. Hopper tank
6. Topside tank
Slide 1
Bulk
4. Bhd.
Carrier Structural functions of bhd.
1. Cargo hold boundary (local strength)

- Resist internal pressure from cargo / ballast
- Resist water flooding
2. Transverse strength of the hull girder
Slide 2
Bulk
Carrier Structural build up of deck 4. Bhd.
Corrugated bhd.
Lower stool
Upper stool
Slide 3
Bulk
Carrier Structural build up of deck 4. Bhd.
Upper stool diaphragm

Hatch coaming bkt
Lower stool diaphragm
Shedder plate
Slide 4
Bulk
4. Bhd.
Carrier Structural functions of bhd.

Transverse bhd. plate must withstand static
and dynamic loads from bulk cargo and
ballast
The bulkhead must also withstand the water pressure

from flooding of cargo hold without collapse
Slide 5
Bulk
Carrier 4. Bhd.
Slide 6
Bulk
Carrier Structural functions of bhd. 4. Bhd.
Design load conditions

• Water flooding
• ” Light cargo ” full hold
SF Bm
High stress lower /

upper end & midfield
Slide 7
Bulk
flange
Web
Slide 8
Bulk
Moment One sided load on bhd. Introduce a moment

in lower stool.
Size of moment incrase by narrow lower
stool ( s – on sketch)
High stress at intersection lower stool
diaphrame and longitudinal girders
s Narrow stool – high shear stress in
Slide 9
diaphrames
Bulk
Carrier
Structural functions of bhd. 4. Bhd.
• Transverse bhd. Supports the double bottom long. girders
Moment on
lower stool
Empty hold
Loaded hold
Slide 10
Bulk
• Transverse bhd. Carry

global shear from
double bottom to ship
side
Net load from cargo
Slide 11
Bulk Structural functions of bhd.
Carrier 4. Bhd.
• Upper and lower stool transverse strenght of hull
Flexible part
Slide 12
Bulk
Carrier
Hull damages transverse 4. Bhd.
bulkhead
Two characteristic damages for transverse bulkheads:

1. Collapse of bulkhead due to corrosion in lower stool diaphrames.
2. Shear buckling of corrugated bulkhead due to excessive
corrosion
Slide 13
Bulk
4. Bhd.
Carrier Collapse of transverse bulkhead
Capesize Bulk Carrier 9 holds – 20 years

• Loaded with pellets alternate holds
• Bhd. Hold 8/9 collapsed at bottom
• Hatch coamings / covers pulled
down
Moment
• Inspection revealed heavy corrosion
in lower stool
• Void space – humidity – heating in
double bottom below.
Heavy corrosion s
Slide 14
Bulk
4. Bhd.
Carrier Collapse of transverse bulkhead
LO W
E
Bulk Carrier loaded with pellets DIA R STO
PHR O
AM L
E
1. Transverse bulkhead collapsed at
connection between lower stool and
tank-top
2. Inspection revealed excessive corrosion

at the lower end of the diaphrames in SF Bm
excess of 50%.
3. Bulkhead collapsed due to insufficient

shear area at connection to tank-top
Casualty
Slide 15 information
Bulk Collapse of transverse bulkhead
4. Bhd.
Carrier Impact on function
• No boundary between cargo holds

• Transverse strength of hull girder lost
• Watertight integrity lost upper deck
• To be repaired before leaving port
Slide 16
Bulk
Carrier
Shear buckling transverse 4. Bhd.
corrugated bulkhead
Capesize bulkcarrier 7,5 years found with shear buckling on

transverse corrugated bulkehad observed during routine
inspection.
Experience
feedback
2 adjacent holds filled

Buckling
cause
Slide 17
Bulk Shear buckling transverse corrugated
Carrier 4. Bhd.
bulkhead impact on function
• Hatch end coaming will be deformed – impact

on weather-tightness - flooding
• Longitudinal girders in double bottom is getting
less support at transverse bulkhead – more
stresses in the floors.
• Hopper tanks will rotate more – loads on side
frames will increase
• Vessels transverse strength will be severely
affected.
• Vessel may capsize!
Slide 18
Bulk Hull Structural Breakdown –
Carrier 5. Hopper tank
Hopper tank
1. Side
2. Bottom
3. Deck
5. Hopper tank
6. Topside-tank
Slide 1
Bulk
Carrier Structural functions hopper tank 5. Hopper tank

- Resist sea pressure on ship side
2. Give support for side structure and double bottom
- Side plating / hopper tank sloping plate are part of the
web in the hull girder beam
- Hopper tank bottom plate and lower part of side plate are
part of the bottom flange in the hull girder
Slide 2
Bulk
Carrier Structural build up hopper tank 5. Hopper tank
Hopper tank
sloping plate
Hopper tank side

plate
Bilge plate
Bottom side girder

outboard
Slide 3
Bulk
Carrier Structural build up hopper tank 5. Hopper tank
Hopper transverse web

frame
Vertical side frame
supporting bkt.
Slide 4
Bulk
Carrier
Structural functions of hopper 5. Hopper tank
tank
Plate – Stiffener – Web frame – Panel – Hull girder

Hopper tank sloping plate must withstand
static and dynamic loads from bulk cargo
and ballast

Bottom and side plate must withstand static Cont.
and dynamic loads from external sea pressure
and from internal ballast
Slide 5
Bulk Structural function
Local loads
• Ballast pressure
• Ore load
Pressure due
to cargo
Pressure due
to ballast
Slide 6
Hopper tank Local loads
High stress at webframe

connection & midfield

Similar for side longs and

Slide 7 bottom longs
Combined effect of pressure on ship side and on double
bottom gives compression stresses in hopper plate
ure
re ss
a p
Se
Full load condition

empty hold
Sea pressure
Slide 8
Bulk
Carrier Structural function of webframe 5. Hopper tank
Local loads
Concentrated
loads from
Hopper hopper longs
tank SF BM
webframe
Areas with high Back

shear stress
Slide 9
Bulk Functions of hopper tank
global loads
Global loads are acting on

Web in hull girder (global strength) the hull girder beam
Ship side, hopper

tank and top-wing
tanks is taking up
global shear forces
from wave induced
loads and
weight/buoyancy
vessel length
Slide 10
Bulk
Carrier Global function of hopper tank 5. Hopper tank
Shear flow
distribution in
hopper tank
Global shear force
Note the shear force is

distributed between
hopper tank sloping
plate and ship side
Slide 11
Bulk
Global response of hopper tank 5. Hopper tank
Carrier

hopper tank plate and
outboard double bottom
girder towards
bulkheads
NET LOAD
ON DOUBLE
BOTTOM
GIRDER
Slide 12
Bulk
Carrier Global response of hopper tank 5. Hopper tank
Net load
Sea on double
pressure h ear bottom
S ess
str
Effect of side pressure and net load on double bottom

gives torsion of hopper tank, specially in loaded ore hold
Slide 13
Bulk
Carrier Hull damages Hopper tank 5. Hopper tank
Characteristic damages for hopper tanks:

1. Cracks in way of knuckle line between hopper tank sloping plate
and inner bottom plate
2. Crack in webframe in way of sloping plate lower long.
Connection to webframe
Slide 14
Bulk
Carrier
Crack in webframe at hopper 5. Hopper tank
tank / inner bottom knuckle
Heavy ballast condition
Net load down and out on
shell side
Stress concentration in
way of scallop
Slide 15
Bulk
Carrier
Repair method 5. Hopper tank
• Close scallop by doubler

plate, (reduce local stress
concentration)
• Fit bracket in line with inner
bottom (reduce effect of
hard spot where inner
bottom welded to webframe)
Or:
• Vertical brackets fwd. / aft
of webframe (distribute the
stresses in way of the
webframe)
Slide 16
Bulk
Carrier Crack in webframe at lower end sloping plate 5. Hopper tank
Webframe cracked at
scallop for longitudinal
High Shear
stress
Slide 17
Bulk
Carrier Crack in webframe impact on function 5. Hopper tank
• Crack will reduce webframe strength

• Hopper tank longitudinals will transfer more
load to the adjacent webframes
• Hopper tank longitudinal may loose its support
– double span of stiffener
• May develop cracks in adjacent webframes
• May develop cracks in hopper tank plate –
water flooding of cargo hold
Slide 18
Bulk Hull Structural Breakdown –
Carrier 6. Topside tank
topside tank
1. Side
2. Bottom
3. Deck
5. Hopper tank
6. Topside-tank
Slide 1
Bulk Structural functions topside
tank

- Resist sea pressure on ship side
2. Give support for side structure and hatch coaming
- Side plating / top-wing tank sloping plat are part of the
web in the hull girder beam
- topside tanks upper part is part of the upper flange in
Slide 2
Bulk
Carrier Structural build up topside tank 6. Topside tank
Deck plating & longs
Topside tank, vertical strake
Topside tank, sloping plate &

longs
Topside tank, side plate& longs
Slide 3
Bulk
Carrier Structural build up topside tank 6. Topside tank
Topside tank transveres webframe,

deck

side

sloping plate
Vertical side frame

supporting bkt’s, upper
Slide 4
Bulk
Carrier
Structural functions of topside 6. Topside tank
tank tank

topside tank sloping plate must withstand
static and dynamic loads from bulk cargo
and ballast

Deck and side plate must withstand static Cont.
and dynamic loads from external sea pressure
and from internal ballast
Slide 5
Local loads
• Ballast pressure
• Light bulk cargo / ballast
Pressure due to • Sea pressure
ballast ( cargo)
Slide 6
Topside tank lower side long. High stress at webframe
connection & midfield

with distributed load from external and
sea-presure and fixed ends
Cont.
Slide 7
Carrier Hopper tank Local loads 6. Topside tank
BM & SF upper end vertical side frame
External sea pressure Distributed load on side

frame
Sea pressure on long
+
Load from vert.
stiffener
BM
SF
Back
Resulting BM and SF
Slide 8
Bulk
Carrier
Global strength function of 6. Topside tank
topside tank, bending moment
Flange in hull girder (global strength)
Global loads are acting on the Upper part of ship side and sloping plate are
hull girder beam from cargo important contributors to the top flange in the hull
distribution and wave loads girder beam
Cont.
Slide 9
Bulk Global strength function of
topside tank, shear
Global loads are acting on

Web in hull girder (global strength) the hull girder beam
Ship side, hopper

tank and top-wing
tanks is taking up
global shear forces
from wave induced
loads and
weight/buoyancy
vessel length
Cont.
Slide 10
Bulk
Carrier Global Strength topside tank 6. Topside tank
Shear flow
distribution
topside tank
Global shear force
Note the shear force is

distributed between
hopper tank sloping
plate and ship side
Slide 11
Bulk
Carrier Strength topside tank 6. Topside tank
Full load condition

Ore hold
FEM - PLOT
Topside tank rotate up and out
POSTFEM 5.6-02 SESAM 18 MAR 3
MODEL: T1-1 DEF = 100
2: LINEAR ANALYSIS
GAUSS D-STRESS SIGMX
SURFACE: 1
MAX = 85.8 MIN = -168
73.8
61.7
49.6
37.5
25.5
13.4
1.33
Sea pressure -10.7

-22.8
-34.9
-47
-59
-71.1
-83.2
-95.2
Z -107
-119
X Y -131
-144
-156
Cont.
Net load on double bottom and side

Slide 12
pressure rotate hopper tank as shown
Bulk
Carrier Global response of topside tank 6. Topside tank
High shear stress in topside tank

sloping plate and ship side towards
transverse bulkheads due to global
shear stresses and torsion of topside
tank
Slide 13
Bulk
Carrier Hull damages topside tank 6. Topside tank
Characteristic damages for topside tanks:

1. Buckling deformation due to overpressure of ballast tank
2. Crack in lower side long in topside tank
3. Heavy corrosion topside tank webframe
Slide 14
Bulk
Carrier 1. Overpressure of topside tank 6. Topside tank
• Vessels with high ballast pump capacity,

filled to overflow through air pipes, with
possible excessive pressure in topside
tank
Typical location for

overpressure buckling
Slide 15
Bulk
1. Overpressure of topside tank 6. Topside tank
Carrier
impact on function
• Deformed webframe has lost its strength and

may not be able to support the side and sloping
plate longs.
– If longs are not efficiently supported at webframes
they may be excessively loaded in the mid-field, and
may buckle, however normally a local strength
problem
Slide 16
Bulk
Carrier 2. Crack lower side long 6. Topside tank
Experience
feedback
Fatigue crack through
side long. Flange in
way of weld to flatbar
stiffener on top
Slide 17
Bulk 2. Crack lower side long.
impact on function
S B • Crack impact on function

F m – Crack through side long. may lead to
penetration of shell side, and cause
leak of water.
• If side longs are cracked, the upper
support for the vertical side frame is
weakened
• Less fixation at upper end of vertical
side frame will give higher stresses in
the field and in way of lower end.
• The stresses in the vertical side
frames may become excessive –
could lead to collapse of side frame
and water flooding.
Slide 18
Bulk
Carrier 3. Heavy corrosion in topside tank 6. Topside tank
Vessel with vertical

stiffener on ship side
and sloping plate
Poor buckling strength
exposed to longitudinal
compression stresses
Calculation of allowable
t-min values for side &
sloping plate revealed
marginal allowable reduction
Slide 19
Bulk
Carrier 4. Corrosion of webframes in topside 6. Topside tank
tank
Heavy local wastage of

webframe in way of deck &
side longs
Slide 20
Bulk
Carrier 4. Corrosion of webframes in topside 6. Topside tank
tank consequence
• Local corrosion of webframe

may lead to deck longs lose
their attachment to webframe
– Span for deck longs two times
design value, Local strength
requirement increase by 4-
times (square of the stiffener
span)
– Buckling capacity significantly
reduced
May lead to global structural collapse !
Slide 21
Bulk
Carrier Hatch cover & coaming 7. Hatch cover & coaming
1. Side
2. Bottom
3. Deck
5. Hopper tank
6. Topside-tank
7.
Hatch cover & coaming
Slide 1
Bulk Structural functions of
Carrier 7. Hatch cover & coaming
Hatch cover & coaming

- Resist dynamic loads from green seas, horizontal
& vertical pressure
2. Hatch coaming supports the hatch covers
3. Hatch end coaming contributes to transverse strength
Slide 2
Bulk
Carrier Structural build up of deck 7. Hatch cover & coaming
• Longitudinal hatch coaming, web & flange

• Hatch end coaming, web & flange
• Hatch end bracket
• Hatch side bracket
Slide 3
Bulk Structural functions
Hatch cover & coamings

Hatch cover & coaming plate must withstand dynamic loads from
green sea pressure as well internal pressure from ballast in
combined cargo / ballast hold.
2. Load on hatch covers (local strength)

Hatch cover & coaming plate must withstand static and dynamic
Cont.
loads from deck cargo if this is allowed (containers / timber ).
Slide 4
• Longitudinal global stresses High stress areas
• The longitudinal stresses in deck due to cargo

distribution and wave loads will ”flow” into the
longitudinal hatch coamings. The hatches in the
midship region with full longitudinal stresses
most exposed
Slide 5
• Transverse stresses
Slide 6
Bulk
Structural function local load 7. Hatch cover & coaming
Carrier
hatch cover
l
q
Transv.
girder
q x l /2
SF. Q = q x l /2
BM.
M = q x l2 / 8
Hatch cover with green Transverse girder

seas load single beam with
distributed load
Slide 7
Bulk
Carrier
Hull damages hatch 7. Hatch cover & coaming
cover/coaming
Characteristic damages for hatch cover & coaming are:

1. Crack in hatch coaming flange
2. Shedder plate
3. Corrosion on hatch covers
Slide 8
hatch coaming end
Crack in hatch coaming flange
amidships
Note cut-outs for hatch

cover hydraulic lifting
jacks
Local high stress

concentration due to
square cut-outs and
reduced cross section
area
Slide 9
hatch coaming, consequence
- Crack in coaming may cause

water leakage – damage to
cargo
- Crack may propagate to main
deck
- Impact on longitudinal
strength
Slide 10
Bulk
Carrier Corrosion of hatch covers 7. Hatch cover & coaming
Slide 11
Bulk Corrosion of hatch covers
Impact on function
• Moisture in cargo – some dry bulk cargoes may

become liquified (Ref. IMO code for safe practice for solid bulk
cargoes BC code sec. 7 App. A)
• Reduced thickness of stiffeners and girders may

cause collapse of stiffener / girder
• Possible flooding of cargo holds – impact on

longitudinal strength and stability / trim
Slide 12
Container
Ships Container Ships - Hull Structure
Slide 1 18.02.2005
Container
Ships Contents – Container Ships
1. Introduction to Container Ship hull structure

• Bottom, side, hatch, deck and hatch coaming and transverse
bulkhead including relevant hull damages for all structural
elements
3. Case
Slide 2 18.02.2005
Container
Ships Ship related characteristics
Feeder Any Open Top

proposals?
• Double Hull
• Flexible hull girder – torsion
• Critical hull girder strength – high tensile steel
• High freeboard
• Worlds largest engines (100 000 BHP)
• High Speed
• Light loads
• Value of cargo up to 5 times value of ship
• Liner Trade
Panamax
Slide 3 18.02.2005
Post Panamax
Container
Ships Historical Fleet Development
Container Carriers,
Bulk Carriers and Oil Tankers
Mill. TEU Mill. Dwt.

6 500
Container Carriers (TEU)
5 Bulk Carriers (Dwt.) 400
Oil Tankers (Dwt.)
4 300
3
200
2
100
1
0 0
1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002
Average growth 1997 - 2002:

Container Carriers: Bulk Carriers: Oil Tankers:
+9.3 % +3.1 % + 3.2 %
2002 - Year-end
Slide 4 figures 18.02.2005
Source: Fairplay/Clarkson
Container
Ships It started in the late 50’s
Slide 5 18.02.2005
Container
Ships The Container Ship Development
• Container ship era started late 60’s

• 70 ship below 2000 TEU delivered before 1970
• In the 70’s ships up to 3000 TEU
• Big Panmax built in the 80’s, exceeding 4000 TEU
• Post Panmax ships today designed with capacity
exceeding 8000 TEU
• 10000 TEU now contracted at HHI
Slide 6 18.02.2005
Container
Ships Types of Container Ships
Feeder • Loa 100 - 200 m long Open Top

• Service speed range is 18 to 22 Knots in general
• Cranes are often arranged to achieve flexible
operating ability
• Damage stability criteria influence on hatch
cover tightness and subdivision of hold area
• Fully aft located deckhouse can be seen often
•
Mixed stowage (Russian stowage) in hold is
Panamax
common
Post Panamax
Slide 7 18.02.2005
Container
Feeder Open Top

• 3800 – 4800 TEU
• Max Loa = 294 m
• Service speed 24 knots
• 11 rows in hold in general, but 12 rows is possible
• 8 tiers in hold, 5 tiers on deck
Panamax
Post Panamax
Slide 8 18.02.2005
Container
• Loa 270Feeder
m (5,500 TEU) to 340 m (9000 TEU) Open Top
• 5,500 TEU has been popular size, but it’s a trend that the
ships become bigger and bigger
• Service speed 25-26 knots
• HT40 steel is often used to upper deck and hatch coaming
Panamax
Post Panamax
Slide 9 18.02.2005
Container
Ships The Cargo
Total value = Ship + Cargo = 100 + 500 = 600 000 000 USD
Slide 10 18.02.2005
Container
Ships The Cargo
Post Panamax Container Ship in Typhoon

Babs - Pacific, October 98
• 300 containers lost
• ab. 100 more damaged
• Cargo claim ~ 50mUSD (or even higher)
Slide 11 18.02.2005 • New ship price ~ 92mUSD
Container
Ships Structural breakdown of hull
- A vessel’s hull can be divided into different hull

structural elements
- Each element has its own function in the total hull

integrity
- In order to assess the structure of a Container Ship you
need to understand the function of the structural element
you are looking at
Slide 12 18.02.2005
Container
Ships Hull Structural Breakdown
1. Bottom
2. Side
3. Hatch
4. Deck & hatch coaming
5. Transverse Bulkhead
Slide 13 18.02.2005
Container
1. Bottom
Ships Hull Structural Breakdown
1. Bottom
2. Side
3. Hatch
Slide 1 18.02.2005
Container
1. Bottom
Ships Structural functions of bottom
1. Watertight integrity (local strength bottom / inner bottom)

- Resist external sea pressure (bottom)
- Resist internal pressure from ballast & fuel oil
2. Carry net load on double bottom girder structure
- Inner bottom / bottom plate & stiffn. are girder flanges
- Double bottom floors / girders are webs in double bottom
girders
- Bottom and inner bottom structure is the bottom flange
in the hull girder
Slide 2 18.02.2005
Container
Structural build up of bottom
1. Bottom
Ships
Bottom plating
Longitudinal girders w/ longitudinals
Floor Hopper Tank

Slide 3 18.02.2005
Container
1. Bottom
Ships Structural functions of bottom
Stress distribution in a double bottom structure

follows the hierarchy:
→ Plating
→ Longitudinals
→ Floors / girders
→ Bulkheads /side
Slide 4 18.02.2005
Container
Functions of inner bottom 1. Bottom
Ships
Cargo hold boundary (local strength)
The internal loads from tanks induce shear

forces and bending moments in the inner
bottom longitudinals as single beams
(between floors)

Slide 5 18.02.2005
Container
Functions of inner bottom 1. Bottom
Ships
External loads from container sockets

induce shear forces and bending moments
in the floors and girders
Slide 6 18.02.2005
Container
1. Bottom
Ships
Load response double bottom
Stresss flow
shortest way to
support
Slide 7 18.02.2005
Container
Double bottom girders load response 1. Bottom
Ships
• girders & floors carry the net load to hopper tank and
support- and water tight bulkhead
•longitudinal girders carry most of the load towards
transverse bulkhead
• length / width ratio is important for the distribution of loads
between girders & floors
• the stiffest elements are taking most of the load / stresses
seek the shortest way to supports
Slide 8 18.02.2005
Container
1. Bottom
Ships Functions of double bottom girder
Slide 9
Longitudinal girders represented by springs
18.02.2005
Container
1. Bottom
Shear Force
Bending
Moment
Slide 10 18.02.2005
Container
1. Bottom
Shear
Force
Bending
Moment
Slide 11 18.02.2005
Container
1. Bottom
Ships Functions of bottom
Bottom flange in hull girder (global strength)

The bottom and inner Global loads are
acting on the hull
bottom longs and girder beam
longitudinal girders
are carrying the
vertical bending
moments from still
water and wave
induced bending Bottom structure is
moments along the acting as flange in
hull girder beam
vessel length
Slide 12 18.02.2005
Container
1. Bottom
Ships Functions of bottom
Post-Panamax Container Ship

Moment & Shear Force Diagram
Bending Moment [tm]

Shear Force [t]
ENGINE ROOM
Slide 13 18.02.2005
Container
1. Bottom
Ships Total BM acting on a vessel
Total hull girder bending moment = Mstill water + M wave
Mwave
BM limits
Hogging
Mstill water
Sagging
Slide 14 18.02.2005
Container
1. Bottom
Ships Highly stressed areas
Deck
•Bottom plate/longs middle of empty holds
(compression )
•Bottom plate in loaded holds (tension)
•Inner bottom plate middle of loaded holds
NA (compression )
Inner Bottom
Bottom
Global bending Double bottom bending

Slide 15 18.02.2005
Container
Hull damages bottom / inner 1. Bottom
Ships
bottom
Characteristic damages for bottom are:

1. Crack at connection of longitudinals to floors
2. Indents of inner bottom plate
Slide 16 18.02.2005
Container
Crack at connection of longitudinal to floor 1. Bottom
Ships
• Floor in way of high shear stress

• Connection at bottom longitudinals
• Areas exposed to high fatigue loading
Slide 17 18.02.2005
Container
Crack of floor 1. Bottom
Ships
Impact on function
• Loss of support of longitudinals – increased

stresses in adjacent structure
• Large crack in floor – increased stresses in
adjacent floors and girders
Slide 18 18.02.2005
Container
Ships
Indents of inner bottom plate 1. Bottom
Slide 19 18.02.2005
Container
Ships
Indents of inner bottom plate 1. Bottom
• Severe indents – cracks – leakage

Slide 20 18.02.2005
Container
Ships
Contact damages in bottom plate 1. Bottom
Slide 21 18.02.2005
Container
Contact damages of bottom plate 1. Bottom
Ships
Impact on function
• Severe indents – cracks – leakage

Slide 22 18.02.2005
Container
Ships Hull Structural Breakdown 2. Side
1. Bottom
2. Side
3. Hatch
Slide 1
Container
Ships Structural functions of ship side 2. Side

- Resist internal pressure from ballast / fuel oil tanks
2. Carry net load on double side structure
- Inner side / side plate are girder flanges
- The webs act as web in double side girder

- Side plating and inner side act as the web in
Slide 2
Container
Ships Structural build up of ship side 2. Side
Strength deck
Side shell
Longitudinal
Side longitudinal bulkhead
Side stringer Hopper structure

Flat, recess or step
Side frame
Slide 3
Container
Ships Local function: Watertight integrity 2. Side
External static and dynamic loads

induces shear forces and bending
moments in the side and inner side
longitudinals as single beams (between
each web frame)
Side long.as a single

beam between two
web frames

Slide 4
Container
Ships Local function: Webs in a double side 2. Side
-Side longs are supported at the web

frames
- Web frames are supported at the
stringers and at the deck and bottom
Shear Bending
force moment
High Shear
Slide 5
Container
Ships Local function: Stringers in a double side 2. Side
Stringers contribute to the stiffness of the double hull

ship side, which means:

stringers towards the
transverse bulkhead
Slide 6
Container
Ships Loads on the ship side 2. Side
s
m container
e t fo rce fro
N
Net force
Min cargo / max draught

Max cargo / min draught
Slide 7
Container
Ships Global function: Web in hull girder 2. Side

Ship side is taking up Global loads are
global shear forces acting on the
resulting from the hull girder beam
hull girder bending
moment and
weight/buoyancy
vessel length
Side plating is
acting as web in
hull girder beam
Slide 8
Container
Web in hull girder (global strength) Global loads are

acting on the
Ship side is taking up hull girder beam
global shear forces
resulting from the
hull girder bending
moment and
weight/buoyancy
vessel length
Side plating is
acting as web in
hull girder beam
Slide 9
Container
Ships Function of ship side 2. Side
Shear Force Distribution
Be
n
mo ding
Shear force
me
nt
Slide 10
Container
Global shear forces resulting from the distribution of cargo

and buoyancy are taken up in the ship side plating
Area effective in
transferring shear
force
Shear stress distribution resulting from
global loads for midship section
Slide 11
Container
Ships Hull damages in ship side 2. Side
Characteristic damages for ship side:

1. Indents in ship side
2. Fatigue Cracks in side longitudinals
3. Fatigue Cracks in web frame cut out
Slide 12
Container
Ships Indents of side shell with stiffeners 2. Side
Mainly from contact damages:
The terms indents and buckling should not be mixed up with each other,
as the cause for these damages are different:
Indents: Caused by lateral forces.
Slide 13
Buckling: Due to excessive in-plane stresses
Container
Ships
Acceptance Criteria 2. Side
Deformations
Local Plate Indents (contact / slamming deformations);

Maximum Depth S/12 provided;
¾ smooth indent
¾ no cracks
Less than
¾ Small deformation (less than 15
15deg
deg) out of plane for stiffeners
and girders
New IS 5.1 Technical survey Guide

Slide 14
Container
Ships Consequense of indents 2. Side
Sharp indents may lead to

cracks and possible leakage
Large area set in (plating and stiffeners)

gives reduced buckling capacity
Adjacent areas may then be overloaded
Slide 15
Container
Ships Fatigue cracks in longitudinals 2. Side
• Cracks have been detected due

to FO leakage to the sea
• 270 cracked longitudinals
• Ship was 7 years of age
This could be the

future problem in
many container ships!
Slide 16
Container
Ships Fatigue cracks in longitudinals 2. Side
Side longs connection to

webSlideframe
17 & transverse bhd.
Container
Ships Cause for cracking in side longitudinals 2. Side
Fatigue Damages are caused by

Dynamic Loading
Slide 18
Container
Ships Cause for cracking in side longitudinals 2. Side
Potential problem area
Ex.
P ana
ma
x •High alternating bending stresses towards the end
supports (web frames)
•Highly stressed areas created around geometric
’hard points’ (bracket toes, scallops, flat bars)
Slide 19
Container
Ships Stress concentration factors 2. Side
• Kg : Gross Geometry (from FEM analysis or standard values)
• Kw : Weld Geometry (typical 1,5)
• Kte : Eccentricity tolerance (production tolerances)
• Ktα : Αngular mismatch (production tolerances)
• Kn : Unsymmetrical Stiffeners (L & bulb-profiles)
Slide 20
Container
Ships Fatigue Life 2. Side
3
⎛ 1 ⎞
⎜ ⎟
N ≈ C⎜ ⎟
⎜ σK ⎟
⎝ ⎠
Where:
N = Fatigue life (normally 20 years)
σ = Nominal Stress (dynamic stress amplitude)
K = Stress Concentration Factor
C = Constant (including the environment and mean stress
level i.e. compression / tension)
Slide 21
Container
Ships Standard repair proposal longs / web frames 2. Side
Slide 22
Container
Ships Consequence of damage 2. Side
Cracks in side longitudinals:

- oil leakage and pollution
- longitudinal may break off
- in worst case (a series of cracks in same area) could induce a
larger fracture (loss of ship side)
Slide 23
Container
Ships Fatigue cracks in web frames 2. Side
Cracks around openings for

side longitudinals in web
frames
Cr
ac
ks
Slide 24
Container
Cause for cracking in cut outs for
Ships 2. Side
longitudinals
Sea loads induce shear stresses in the web frame
High shear stresses

Shear stress around openings etc,
where shear area is
reduced
Shear stress
Slide 25
Container
Ships Consequence of fatigue crack in webs 2. Side
How does the damage impact on the function?
Side longitudinals
loose their support
Re-distribution of shear
stresses in web frame
May lead to overloading

of adjacent structure
Slide 26
Container
Ships “Rules of Thumb” Regarding Fatigue 2. Side
• Fatigue is not an exact science

– ±10% stress → ±30% fatigue life
• High tensile steel ≈ Mild steel
• Corrosive environment → (Fatigue life / 2)
• North Atlantic/Pacific → (Fatigue life / 2)
• Symmetric profiles have longer fatigue life
Slide 27
Container
“Rule of thumb” regarding fatigue crack
Ships 2. Side
repairs
• Workmanship has a significant impact on fatigue life

• Repair as function of time for crack to develop:
Years
0-5 Design improvement recommended, check
misalignment, possible vibration related
5-10 Design improvement recommended
10-15 Repair to original standard normally acceptable, grinding out

and re-welding may also be considered towards 15 years *
< 15 Repair by re-welding normally acceptable *
* Note! cracks in main deck / hatch opening

corners to be specially considered
Slide 28
Container
Ships Hull Structural Breakdown 3. Hatch
1. Bottom
2. Side
3. Hatch
Slide 1
Container
Ships Structural functions 3. Hatch
1. Load on hatch covers (local strength)
• must withstand static and dynamic loads from

containers
2. Allow for hull deformations
3. Weather tightness
• Resist water pressure
Slide 2
Container
Ships Structural build up 3. Hatch
Support Pads Pin stopper

(Vertical support) (Rolling / pitching)
Longitudinal
stopper (Pitching) Hold down device
(Vertical support)
Slide 3
Container
Structural functions:
Ships
3. Hatch
Container load (local strength)
A-A
Shear
A Force
Bending
Moment
Hatch cover with container load

Slide 4
Container
Ships
3. Hatch
Container load (local strength)
Wind Transverse
Acceleration
Ph
Slide 5
Container
Ships
3. Hatch
Allow for Hull Deformations
Hull deformation looking down at deck
Ship Size Panamax. + 7000 TEU + 9000 TEU

Diagonal
deflection 70 100 150
(mm)
Slide 6
Container
Ships
3. Hatch
Allow for Hull Deformation
Slide 7
Container
Ships
3. Hatch
Weather tightness
• Weather tight hatches are to have packing
• Some hatches are not weather tight, i.e. no packing. In case

of non weather tight hatches, this is written in the Load Line
report.
Slide 8
Container
Ships Hull damages 3. Hatch
Characteristic damages related to the hatch cover are

damages to the:
• Hatch Cover Support
Slide 9
Container
Ships Hull damages - hatch cover support 3. Hatch
Heavily worn steel to steel
Damaged low friction pad
Damage due to corrosion

and high forces
Slide 10
Container
Ships Hull damages - hatch cover support 3. Hatch
Low friction bearing pad

Slide 11
Lubripads for big ships
Container
Ships Consequence of damage 3. Hatch
• Damages to friction pad may cause an undesired stiff

connection
• Introduction of new forces
• Potential cracks in the coaming
Slide 12
Container
4.
Deck and
Ships Hull Structural Breakdown coaming
1. Bottom
2. Side
3. Hatch
Slide 1
Container
Deck and
Ships Structural build up 4.
coaming
Hatch end coaming Hatch coaming top Hatch side coaming
Coaming stay
Hatch side coaming
Slide 2
Container
4.
Deck and
Ships Structural functions coaming

2. Carry and transfer loads from hatch (local strength)
- Coaming stays are main load carrying element
3. Global strength
-Bending and torsion
Slide 3
Container
4.
Deck and
Deck plate and hatch coaming must be watertight
Slide 4
Container
4.
Deck and
2. Carry and transfer loads from hatch (local strength)
Slide 5
Hatch cover with container load
Container
Structural functions: 4.
Deck and
Ships Container load (local strength) coaming
Stays Support
Slide 6
Container
Deck and
Ships Global Strength coaming
What kind of global

loads are we talking
about and which effects
do they have?
Vertical Bending Moment
Slide 7
Container
Deck and
Horizontal Bending
Moment
Slide 8
Container
Deck and
Torsion
Slide 9
Container
Deck and
Ships Incorporate hull deformation coaming
Deck plate and coaming must be strong

enough to withstand the combination of all the
loadcases!
A typical combination of stresses could be:

• Max Still water bending moment (vertical + horizontal + torsion)
• 45% vertical wave bending moment
• 100% horizontal wave bending moment
• 100% wave torsion
Slide 10
Container
4.
Deck and
Ships Hull damages coaming
Characteristic damages related to deck & hatch coaming are:

1. Hatch Coaming Stays
2. Hatch and Deck Corners
3. Knuckle at Side Hatch Coaming
4. Coaming Termination
Slide 11
Container
Deck and
Ships Cracks in hatch coaming stays 4.
coaming
High Dynamic stress due

to friction between hatch
and bearing pad
Hatch Coaming Stays

Coaming stay
Upper deck Upper deck
Slide 12
Container
Deck and
Ships Consequence of damage 4.
coaming
• Hatch coaming may loose its transverse strength

• The cracks may propagate into the deck
Slide 13
Container
Deck and
Ships Cracks in Hatch corners 4.
coaming
High global stress (vertical and horizontal bending) in addition to

torsion may result in fatigue damages in the hatch corners
Slide 14
Container
Deck and
coaming
High global stress (vertical and horizontal bending) in addition to

torsion may result in fatigue damages in the hatch corners
Slide 15
Container
Deck and
coaming
Forward Cargo Hold

Insert plate IWO hatch corners is to be 25
% thicker than adjacent deck plate
Hatch Corner
Insert Plate
Slide 16
Container
Cracks in hatch corners 4.
Deck and
Ships Consequence coaming
• Cracks in hatch and deck corners should be

taken serious! (Contact MTPNO864 if in doubt)
• Crack in hatch corners could indicate a design
problem. It is therefore most likely to find
similar damages other places too.
• The cracks may develop rapidly in a highly
utilized structure
Repair
• Thickness increase
• Edge grinding
• Improved shape
Slide 17
Container
Deck and
Ships Cracks in Hatch Coaming Knuckle 4.
coaming
Upper
Deck
Additional force due to knuckle brings stress

concentration at upper deck connection
Cause of Damages:
• The transverse member was arranged 100 mm away from the knuckle line
• Fine mesh F.E. analysis results show high stress concentration factor of K
= 3.5 (75 mm offset distance and 20° of knuckle angle) at the knuckle point
Slide 18
Container
Deck and
coaming
Upper Deck
Hatch
Knuckle in Coaming
Coaming
Cracks
Upper Deck
Slide 19
Container
Deck and
coaming
The knuckle has to be

Consequence of crack supported. A possible
repair is insert of a
support bracket
• May influence the load carrying
characteristics of the hatch coaming
with regard to support of hatch
• Reduced longitudinal strength
Slide 20
Container
Deck and
Ships Hatch Girder / Coaming Termination 4.
coaming
Slide 21
Container
Deck and
coaming
Crack
Slide 22
Container
Deck and
coaming
Consequence
Crack may develop and penetrate the deck
Repair proposal
– Meeting angle of bracket to be less than 15 degrees
– Bracket toe and flange end to be grinded after
welding
– Full penetration welding to be carried out for min.
500 mm IWO flange and 1000-1500 mm for bracket
toe
Slide 23
Container
4.
Deck and
Ships Damages to the wave breaker coaming
Slide 24
Container
4.
Deck and
Ships Damages to the wave breaker coaming
Possible buckling
problems
Sea pressure
Slide 25
Container
Damages to the wave breaker 4.
Deck and
Ships coaming
Impact of function
• Collapse of wave breaker could lead to damages to

the containers or leakage into cargo hold
Slide 26
Container
5.
Transverse
Ships Hull Structural Breakdown Bulkhead
1. Bottom
2. Side
3. Hatch
Slide 1
Container
Transverse
Ships Structural build up 5.
Bulkhead
Transverse watertight Pillar or support

bulkhead bulkhead
Box beam Box beam web

(diaphragm)
Bulkhead stringer
Vertical girder
Slide 2
Container
5.
Transverse
Ships Structural functions Bulkhead

- Watertight integrity
- Support of container stacks
- Support the bottom
- Support the stringers in ship side
2. Stiffness to the hull girder (global strength)
Slide 3
Container
Transverse
Ships Watertight integrity (local strength) Bulkhead
Damaged condition Watertight

bulkhead
Shear Bending
Force Moment
Slide 4
Container
Transverse
Ships Support of container stacks (local strength) Bulkhead
Pillar bulkhead
Shear Bending
Force Moment
High stress lower / upper

Slide 5
end & midfield
Container
Transverse
Ships Support of container stacks (local strength) Bulkhead
Racking Tipping
Stringer
Slide 6
Container
Transverse
Ships Support the bottom (local strength) Bulkhead
High compression
Slide 7
Container
Transverse
Ships Transverse strength of hull girder Bulkhead
Deformation
Torsion
Slide 8
Container
5.
Transverse
Ships Hull damages Bulkhead
Characteristic damages for transverse bulkheads:

1. Damages to cell guide
2. Damages to webs and stringers
3. Overstressed / buckled support bulkhead
Slide 9
Container
Transverse
Ships Damages to cell guide 5.
Bulkhead
Slide 10
Container
Transverse
Ships Damages to cell guide 5.
Bulkhead
Consequences of damages?
• Difficulties in loading / unloading the cargo holds
• Loss of support of containers
Slide 11
Container
Transverse
Ships Damages to webs 5.
Bulkhead
Damages to webs due to wrong loading of containers
Slide 12
Container
Transverse
Ships Typical design 5.
Bulkhead
From Specification:
“7th tier in cargo holds
shall be suitable for 40ft
long 9 feet 6 inches high
container loading.”
Slide 13
Container
Typical design 5.
Transverse
Ships Bulkhead
8’6’’Bulkhead
Slide 14
Container
Transverse
Bulkhead
Slide 15
Container
Transverse
Bulkhead
Consequences of damages
• Difficulties in loading / unloading the cargo holds
• Damages to webs and stringers could reduce the
container support
• Reduced vertical support of bottom
Slide 16
Container
5.
Transverse
Ships Overstressed / buckled support bulkhead
Bulkhead
Crack repaired by welding and additional stiffener
• The support bulkheads are highly stressed in

shear and equivalent stress in the outer part
• Areas with lightening holes are to be
specially
Slide 17 checked Critical area of support bulkhead
Container
Overstressed / buckled support bulkhead 5.
Transverse
Ships Impact of function Bulkhead
• Damages may lead to cracks and hence

leakage from bottom / wing tank
• Containers may shift due to reduced support
• Reduced support of bottom and consequently
other overloaded areas
Slide 18
Container
5.
Transverse
Ships Bulkhead
Slide 19

DNV - Hull Structure Course PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

DNV - Hull Structure Course PDF

Uploaded by

Copyright:

Available Formats

Hull Structure

After completion of the course, the participants

To train technical personnel about the basics of hull

09.00-09.15 Welcome & Introduction

13.15-14.15 Structural connections

12.15 – 13.00 Lunch

13.00 – 13.30 Case: Oil Tanker Part A

12.15 - 13.00 Lunch

13.00 - 13.45 Case: Side hold no 1

12.15 - 13.00 Lunch

13.00 – 14.00 Hatch Covers, Deck & Hatch Coamings

After completion of this module the participants should have

Bending: When a beam is loaded it will bend dependent on its stiffness

Shear force and bending moment distribution varies with degree of

Degree of end fixation = 0 Simply supported

Structural clamping – spring support

Symmetrical load – full fixation

• Load on structure is important with regard to fixation

Non symmetry in loads

Elastic region: σ < σyield

In-elastic region: σ = > σyield Inelastic region

Material grades NVA - NVE

Section A-A Distribution of stress

Slide 13 Max stress at flanges.

Area effective in Distribution of the

The load is carried in shear towards the supports by the web

Angle bar (rolled and welded)

Due to the skew bending, which gives a moment in the web-plate at

Additional bending .974

Bulb profile (single / double bulb)

Plate – Stiffener – Stringer / girder – Panel – Hull

Stresses in a hull plate due to external sea pressure, are transferred

Longitudinal between two web frames

Max shear and bending moment

Symmetric load fwd and aft of

Beam with fixed ends and

Max shear and bending

BM (side & long bhd.)

Max shear and bending

Max Shear and bending moment towards ends

Double bottom structure

Loads taken up by the bottom plating

Single skin structure

Loads taken up by the bottom plating

• Level 1 Plate supported at stiffeners

• Level 2 Stiffener supported at webframe

• Level 3 Webframe supported at panel

• Level 4 Panel – hull girder

Consequences of damages level 1-4 above!

A vessel’s hull has many of the same properties as a single beam.

When a vessel’s hull is exposed to loading, it will bend similarly as a

Local stress : Plate / stiffener

• For a beam with fixed ends and evenly distributed

• Is it correct that the transverse girders are

• Are the longitudinals inside a tank structure for

• BM and Shear force

1. Internal loads: - Cargo

2. External loads: - Sea

Static local load: The local load, internal and external

Dynamic local load: External - dynamic wave loads,

Static global loads: Global Bending Moment and Shear

Wave loads: Dynamic Bending Moment and Shear

Total external local load acting on a vessel: