‘TECHNICAL AND RESEARCH BULLETIN No. 2-9 t a2 nr O42 Mit’) © Tyce? ES Cl2Mk Design of Typical Tanker Shell Longitudinals and Bottom Plating by Donald F, MacNaught Preliminary Design Branch Bureau of Ships, Washington, D. C. Sponsored by Panel HS4 (Design Procedure and Philosophy) of the Hull Structure Committee Published by The Society of Naval Architects and Marine Engineers 74 Trinity Place, New York, N. Y. 10006 January, 1964INTRODUCTION Over the past few years the Hull Structure Committee of the gocsety of Navel. Architects and Marine Engineers has considered various pecte of null structural design as vell as typical design methods Sfrociated with certain selected structural elements. This is one of $ collection of monographs representative of that work end ie presented pere in informal form to enable practicing structural naval architects to moke use of it @s they see fit. While the subjects covered are strongly releted to each other in several important aspects, their treatment in this collection has not been unified but reflects the experience or preference of the individual authors. Without knowing the stress history of each structural element of the ship it ie not possible to determine the absolute stress at eny particular point.and there is no theory for analyzing such @ complex structure. Since the rules of the classification societies establish a minimum standard of strength it seems logical to develop a design technique vhich can produce acceptable, but not necessarily identical scantlings, based es much as possible on first principles and vhere e nore rigorous solution would serve no practical purpose. The wethod described in this monograph is not intended to be exact but it can be used for the design of vessels outside the propor- tions of the Rules or for the utilization of nev materials. It 16 based upon vhat is considered good practice with vessels of norm proportions and matertal.‘TANKERS DESION OF SHELL LONGITUDINALS AND BOTTOM PLATING RL LONGITUDINALS AND BOTTOM PLATING The method outlined in this design procedure 18 suggested for ction of scantlings for shell Longitudinals and bottom plating based Ss fundamental design approach, The structural detalles shown are Mgcal. Detail development and selection of scantlings are subject to Uaipreference of the designer. This methoa hee tet used for @ number if years in development of approved designs of shore longitudinals and fortom plating for liquid carrier The continuity of the longitudinale has been considered in thie sethod of analysis and the sizes have been selected on the basis of assigned maximum ellovable stresses chosen as suitable for various loca sons of the members. The sane design procedure would apply for oties mstable stress levela selected or any other boundary conditions assumed, Pupirical formas generally do not reflect all design considera- tone pertaining to @ continuous enalysis. The relative span lengths, stiffness ration of continuous membera, and the degree of fixity et the eae oe tty cr ara have major effect on the strength and true load carry- ing capacity of the structure. Design of structure based on structure continuity employing selected allovable stress values has proven succes ful for many years, {nis design approach does not necessarily establish scentlings wich are identical to classification rule requirements. The method mtlines @ design procedure based on an analytical approach for determinas tion of scantlings under specific loading conditions. A, Bottom Plating Amidships The ‘thickness of the bottom shell and the flat plate keel are determined from the hull girder section modulus requirenente of the cussification societies. An attempt is made, in the interest of cost miction and other considerations, to eliminate or minimize the wiath @ doubler plate at the bull girder flange area (vottom shell). To meet te Qgtion modulus requirements of the current "Super Tankers”, ode margaYantage of the recent relaxation in the requirenente for’ "Not Rusting Section Modulus" where deck and bottom longiteaienes are fitted scatinuously ‘through transverse bulkheads, the flenge value of the inertia tection 4¢ built up in the following manner: 1+ The bottom longitudinals, including those on the lover tum of the bilge, are selected from heavy rolled sections. ‘The selection of channels cut to inverted angles or wide flange,and standard I sections cut to tees 18 subject to the preference of the designer and vill in large measure depend upon the type of detail to be adopted at the intersection of the longitutinals and the transverse dulkheads. Figure 1 shows a few typical connections, Generally, the use of flanged plates is to be avoided tn favor of the more economical rolled sections to avoid fabrication and alignment difficulties. The bottom plating, including the lover turn of the di 1ge, je sized to the maxtmm available thicknesses subject to ‘the preference of the designer, Certain upper deck and bottan shell longitudinale can be replsced vith deep longitudinal girders to increase the 4 inertia value and to provide rigidity to the large Plating panele. a The upper and lower strake of the longituiinal bulkheads may also be increased in thickness. 2 these measures have been fully exploited and sintlar actlég Rag been taken at the upper deck, then the designer will have obtaised the maximum moment of in veloped without resorting to the use of doublers. ‘The primary function of the bottom shell plating and Pals is to develop the section modulus ef the hull girde: qigation rules, It is necessary to check the scantlings wll girder stren Stres@ Analysis ‘The bottom plating is subjected to loadings vhich produce three types of stresses. These are: f a This is the flexural strese in the hull of buoyancy and weight acting on the ‘The bottom plating will be in tension — or compression as a result of these loadings, depending on whether the as ship de in sag or hog condition. The primary stress in the bottes plating. is, for design Purposes, assumed to be of constant Magnitude throughout the breadth of the bottém int on the length of the ship under investigation. 2. Secondary Stress. This stress is also flexural and results from the function of the bottom longitudinals, in combination with theasa beam under the hydrostatic loading on the ting, *ct526 £F Oo nay be tensile or compressive depending pet Tie tye applied loading and the point in the length casideretion. The loading may be upward or down- jon under Comm iteation of the external hydrostatic head of Fe ess on the *PPaaing of the tanks. ont OP abe ante Cs on of the stress Action will be longitudinal. If asrection cing upvard, the bottom fibers of the girder, tant force ‘sii be stressed in tension at the support pointe ; we Seta Platine. t the middle of the span. If the resultant force f (o%io compresstoe See pattern will be reversed. oted that @ similar stress vill occur in the Ir should Pegueed by the flexure of the transverse web frane rae direrigrostatic loading. An interaction between transverse ease ‘tudinale will occur but this effect has not Ss the lore Tethod. For information on thie subject the “griliage Beams in Ships and Similer Structures” ees ferred to “Grillag seoiet 12 Tey published in Oslo in 1945 by Grondahl and Son. wy o- tertiary Stress. The hydrostatic head vhich produces the Zi resses through flexure of the shell framing also produces the plating panels. The stresses caused by the flexure of ing panels are called tertiary stresses. The hydrostatic head oe Pesto dish the bottom panels in a direction avay from the jon of the loading. When the loeding 1s upvard, the center of iseL will be under compressive etress at the hottom of the plate : Ui Ter tensile atress at the top of the plate, It ie assumed that =~ On.’ pels vill have fixed edges, due to the uniform hydrostatic (ending and similarity of adjacent panel sizes.) The stresses at the ‘diagss under an upvard loading will be reversed from the stresses at tn center ofthe panel, i, e., the bottom of the plate vill be in tession and the top of the plate will be in compression. ‘The intensity of the stress at any point in the plating panel ta detergined from five conditions. (1) The hydrostatic head (2) te panel size (3) The plating thickness (4) te type of edge restraint (5) The location of the point on the panel under investigationThe center of the panel vill have stresses acting im both a fore and.att and a transverse direction. ‘The maximum panel strese wilt Ccour at the midpoint of the long side of the panel and vill be tranes Yerse dn direction. The corners of the panel may be considered to have zero tertiary stress. 4. Combined Stresses, The Primary, secondary and tertiary gtresses may be conbined with proper regerd for the type of stress acd Girection of action. The primary and secondary stresses acting in « Jongitudinal direction may be algebraically coubined. The tertiary stress may be omitted from consideration in a design analysis if Fre ee enegmition ie given when allowable stress values are determined, The method presented here considers the effect of these stresses ant shove how they may be combined with the primary and secondary stresses, Allowable Stresses in Bottom Plating, if Aihowable Stresses in Bottom Plating A factor of safety of 1.25 on the eri tical buckling stress 1s used by this designer to establish the maximum allovable coupreseive stress in the plating panels. The method selected to determine the seitical buckling stress has been developed from "Buckling Strength of; Metal Structures” by F. Bleich and has been plotted in graph fore on Figure 16. Because of the panel size and Plating thickness normally _ ied in tanker construction, it 1s not unusual to find that the erivioal buckling strength of the panel will fall in the inelastic atre, range, that is, the theoretical buckling strength may fall above the Proportional Limit of the material. 2 The maximum stress in tension must not exceed the yield strength of the material. A higher stress level is allowed in tension decause the material has the ability to pass from the elastic range through the ‘Plastie state Bo ite ultimate strength before actual failure. In compression, failure is considered to have occurred when the strei in the plating exceed the critical buckling stresses. B.f’ Shell. Longitudinals The shell longitudinale shovn in Figure 2 have been designed £0 withstand a hydrostatic head measured to 8'-0" above the upper deck at the side. The longitudinale are fitted contimThe transverse web frames are equally spaced between transverse 1 suoh that the span lengths, stiffness ratios, and edjacent span posneed “ail be similar, Tais results in the maximm benefits of con= josds ond, in effect, permits treatment of each span as @ fixed end a esnuity oe Pigure 3. pease te single span fixity solution does not apply in the « trfe loading involved in the following conditions, 1. e., asyonetmnk is loaded and an adjacent tank 1s unloaded and the ve arg “gock, or when the ship is in the floating condition, and a ‘tank sn ary oefo loated tanks, is empty. In these cases full fixity at the adjecepree support bulkhead, separating the loaded and unloaded cargo ims, cannot be assured. Hovever, if the vertical transverse bulkhead wttners are connected to the tottom longitudinale as shown in the aviftee details of Figure 1, partial fixity exists and the interaction various the through longitudinals and the bulkhead stiffener should be betweggred. The one-eided loading on the bulkhead will produce @ cousitining monent in the vertical stiffener. ‘This retraining moment restijered vith the continuity of the bottom longitulinels vill, im cirect, restrain the end of the longitudinal. Figures 4 and § show ¢ Sethod by vhich the degree of restreint can be determined. The reader‘ Reention is invited to the text "Continuous Frames of Reinforced Concrete” by H. Crose and N. D. Morgan (J. Wiley end Sons 1932) for treatment and melysis of indeterminate structures by the moment @istribution method sed in these figures. ‘Te bilge and side shell longituiinals, however, do not, in normal structural arrangements, have @ member available to restrain the slope of the elastic curve, and therefore, under asymmetrical loading conditions, the anount of fixity at the transverse bulkhead 18 somewhat reduced as shown in Figures 6 and 7. This will increase the stress level in the adjacent span above that hich vould result from a fully fixed Longt tudinal. The effective width of plating to be used as @ flange area with each longitudinal in determining its mechanical properties will be taken as 60 times the plating thickness or the spacing of the longitudinal, | vhichever 1s the least. Generally, because of the range of plating thickness used in tanker construction, the effective width of plating vill be the longituiinal spacing. ‘The maximim allovable etrees level for a hydrostatic loading to 8'-0" above the upper deck at the side has been established empirically s 6.5 long tons per square inch for longituiinals on the side shell,.5.5 ‘ons. per square inch for longitudinals at the bilge and 4.8 tons per square inch for bottom longitudinale. ‘The minimm scantling for the shell longitudinals bas been Selected as a 7" depth, 4" flange inverted angle of 7/16" thickness toProvide a corrosion ellovance in the upper areas of the hull girder vhere Sorrowion will be the most severe. The depths vill be increaced se inere. noted. epremuized from the upper deck to the bottom shell. As Previously bulkhead plating to provide support for the longituiinel flange although jhie 4s not universal practice. The Bureau of Ships Design Data Sheet Dog. 1100-3 contains an acceptable easy-to-use method for determining the pacing of flange supports, Loading Analys: The loading on the shell longitudinale 16 expressed in terms of fone per foot of length. It ie equal to the hydrostatic best on @ width of Panel equal to the wean spacing of the adjacent longitudinsis. The hydrostatic head is measured vertically from the point of intersection of the longitudinal with the molded shell to the 8'-0" above the molded depth of the ehip at the side (D+ 8). The longitudinal spacing (in feet) multiplied by the hydrostatic head (in feet) divided ‘by the number of cubic feet of water per ton (35) will Give the loading on the shell longi- tudinals in tons per foot of length. ¥ = loading on longitudinal in terms of tone per foot of Lenigth "© ™ average spacing between adjacent longitudinale hs hydrostatic head, measured to D + 8 Design Procedure required date and simplify the required calculation ferred form for such a table. Cotumne 1 and 2 serve to identify and locate the longitudinal. Zhe hydrostatic head in feet is entered in column 3, ‘The average spacing between adjacent longitudinals is entered in colum 4, The products of colunns 3 and 4 are entered in solunn 5 which represents ree Loading on the” 6.qegitviinals in cubic feet per foot of length. The maximum monent expreesed 1006 wn tons 48 recorded in column 6. It is obtained by multiplying e suit- p ineoefficient by the entry in colum 5. io 1 ale To arrive at a suitable coefficient, the proper moment expression ut ve selected. To determine the maximm monent to vhich the Longltutinels mii be subject, Let us examine e loading diagram vith the longitudinally Wijacent tank empty. Figure analyzes this situation for « bottom longi. nal vith the ship afloat, Figure 5 for the bottom longitudinals with the anip in dry dock. Figure 6 shove the side shell and bilge longitudinale tien the ship afloat, Figure 7 the side shell and bilge longitudinale vith The ebip in dry dock. Figures lb through 7 reveal that under these loading conditions the jongltudinals will be subjected to momente slightly in excess of wL2 at br geveral locations. As previously mentioned, the naximm allowable stress with a head to 8'-0" above the deck at side, for longitudinale under els iiform load have been empirically established at 6.5 tons per square inch for side shell longitudinals, 5.5 tons per square inch at the bilge, and 4.8 tons per square inch at the bottom longitudinals. These allovable stresses ovjee factors of satety of about b-1, 1.9 and 5.6 respectively on the 60,000 Ha ‘ultimate tensile strengtm of structural eteel, ‘Te weximum monents for asymmetric loadings derived from the analyses of Figures 4, 5, 6 and 7 vill reduce these factors of safety by 3 to 14 percent, asouning minimum scantlings are used. For these conditions of loading, (which can be considered unusual and something the ship will not experience repeatedly), these factors of safety are considered to be adequate. ‘Therefore, it may be concluded, fox usual tank end structural arrangements, that the designer need not be concerhed with asymmetric loadings; It vill generally be satisfactory to assume fixed ends in the design of longitudinale. The moment to be used in column 6 therefore will be equal to Ma we = 6 xh y LE iz 935 ie For the vessel used in this discussion it will be assumed thet the traneverse bulkheads are spaced 40'-0" apart with three evenly spaced trans- verse web frames. This will fix the epan length (L) of the longitudinale at 10'-0". ‘The moment expressed in inch tons will be equal to s x h x 100 x12 = 35 x le 2.86 sx h. Therefore the items in column 6 will be equal to 2.86 times the fteus Listed in column 5. ‘The previously discussed allowable stress levels are entered in colum 7, The required section modulus is entered in column 8 and equals column 6 divided by column 7.‘The plating thickness previously determined from the section modulus requirements of the hull girder is entered in column 9. The area of plating considered to be acting with the longitudinal, is entered in 4 column 10, The scantling selection 1s entered in column 11 based on the requirements of column 8 and the plating area of column 10. The section 4 modulus of inverted angles and cut channels can be obtained from properties of sections tables. One excellent source is "Manual of Properties of Con bined Beam and Plate - Part I Tees and Angles” availoble from the U. 3. ] Department of Commerce. Figure 10 has been developed to limit the selection of shapes to the most economical size of sections with a minimum veb thickness of .4375" for corrosion. The section modulus is given for a plate area of 20 square _ inches and 50 square inches which the designer cen use as a tool to inter. polate or extrapolate a value for actual effective plate area. The values for section modulus under a plate area of 50 square inches are somewhat higher than those to be found in standard tables because the effective plate Width has been restricted to about 32" with a corresponding increase in plate thickne: The section modulus furnished is entered in column 12 and the: actual stress in column 14. The cut weight of the section is entered in colum 13. This is to insure that the lightest efficient section 1s being used. ‘The areas of the longitutinals as determined here will be added to the shell area and other longitudinal structure making up the cross sectional area of the hull girder. A final check should be made to insure that sufficient area hea been provided to make up the necessary hull girder ° etion-modulus. Figure 9 has been developed in accordance with and reflects the Seantlings of ABS rules. For comparison, columns 11 and 13 of Figure 8 ere frecorded in Figure 9 in columns 10 end 11 to show the relative increase and decrease in section weight per foot which is given in column 12. While differences are evident in individual scantling selections, the overall. weight increase is negligible, amounting to 11. per foot for this particular vessel. j C. Investigation of Plating Stresses When the size of the shell longitudinale hes been determined and ‘the plating thicknesses are established to suit the section modulus require- ments of the hull girder, the stresses acting on the bottom plating as previously outlined can be investigated. 1. Primary Stress. The calculated section modulus of the bull” girder must resist Hog and Sag Mouents vhich are determined fron a Abed Loading condition. In thie e: ese stresses have been determined. fc (a) Seg condition 10.3 tons per square inch - ample, we vill assume that the ‘Tension (b) Hog condition 7.0 tons per square inch - Compreseton 2.,, Secondary Stress. 7 Using the previously discussed maximm end ‘obtat: ot of wi®, which can be ome! iz ined from column 6 of Figure 8, and the ties of the section shown in Figure 11, the maximum stress in the jeting at the support points will be .856 T/in®, This strese will be Pinsile for an upvard loading on the girder section fetavard loading. As demonstrated in Figures 4 ana 5 ety dition ie possible. The span moment will be equal to a al vnich will be one half of the moment tabulated in colunn6 of Figure 8. This will result in a maximum stress at mid-span of .428 T/in?. ‘This tress de cospressive for an upward loading and tensile for a dovnvard loeding. Referring to the stress distribution dia, st 1s evident that there ie a reduction in the stress between the upper and lower fibers of th have also been calculated in Figure 11 60 bined with the primary and tertiary stre: 86 shown in Figure 3 grams shown in Figure 11, magnitude of the flexural e plating. These stresses that they may be properly com fhe secondary stresses in vay of the transverse framing on the bottom shell may be determined in a similar manner and are ignored in thie exemple. 73. Tertiary Stresses. The formulas for bending moments at. various teonttong in a rectangular plate under uniform load, normal to the plane or tie Piste, with all edges fixed are given in Figure 12, These formas have been taken from "Theory of Plates and Shells” by S. Timoshecke. ‘The values of (3) used in thes Figure 13 and are determin ‘tide of panel/short side). ¢ formulas have been plotted in ed by the aspect ratio of the panel (b/a = long The bending moment at the mid-Length of the long side of the el (point @ in Figure 12), and the mid-length of the short side (point Oia Pigure 1) 2 and at the center of panel (point (§) in Figure 12) ie detere "ined by the use of these formulas. ‘The section modulus of the plating, (per inch of Plating width), is determined and the stress in the panel ae various Points 46 found ty Beans of the flexure formula f = M/S, (where f is the stress, M is the dending moment at the point in question, S is the section modulus). The ome trovs shown in Figure 12 indicate the line of action of ton The stresses on the bottom surface of the plate at points @ and @) “All be tensile for an upward loading and compressive for a dovnward loading.The stresses at point (3) vill be compressive for an upward loading and ten, for @ downward loading. As demonstrated in Figures 3 and 4, either 1oadi condition may occur. Bile ng qhe tertiory stresses on the plating panel used in thie Aiscusstoy have been developed in Figure 1h, 4. Combined Stresses. Having determined the magnitude of the three flexural stresses, primary, secondary and tertiary, they can be com. bined as shown on Figure 15. aie shear stresses for the primary ant tertiary loadings vill be Equal to zero because the upper and lover surfaces of the botton plating be considered as extreme fibers of their Tespective girder Sections, Under the secondary loading the shear stress vill also be assumed equal to zero. (This vill introduce a negligible error on the top surface of the bottom plating). As Previously stated, the maximum compressive stres should deve) & factor of safety of 1.25 on the eritical Duckling stress and the maximum ‘eneile stress should be less than the yield strees, igure 16 contains a graph based on coefficients given in "Buckling Strength of Metal Structures. by F. Bleich, which can be used to determine the buckling strength of any rectangular panel loaded on the short edge, It 8180 shows that the bottom panel used in this example (33" wide x 1,375" thick) will have @ critical buckling stress of 32, B00f/in?, Bre maximum compressive stress 1s shown in Figure 15 to be OFPn= ms 19, 6508 in’ 34 {ne maximum tensile stress is 30,052#/1n°. The yield stress 4s equal to 33,000 #/in°. Therefore, the tensile stress falls within the | Bethe aera ranee. The factor of safety provided by the compressive stress on ype critical buckling stress equals 32,600 = 1.67 wnien also falls vithin ’ 19,650 the permissible range. The ef Sized. The 19,650#/in® compressive stress oceure only in the top surface erehe Plate et the ends of the plating panel. In ene hogging condition B TOR ee gilt vary Lnearly through the thickness ot eee Plate to become 8,700#/in® at the bottom surface of the plate. © recognized as a conservative method. It ‘the maximum compressive This is point Q (bottom) ine Migure 15 end has @ maximum compressive streoe of 16,6h08/in?, Tate prow vides a factor of safety of 1.97 to the eritieal buckling stress, The critical buckling stress found in Figure 16 for the bottom Panel secunes that the panel upports will be adequate eo resist buckling.therefore necessary to determine the buckling capacity of the botton ie aa Jongitwinals which function as the panel supports. ane The properties of the bottom longitudinals with the bottom jing bave been determined in Figure 11. The critical buckling tress Peaeye longitudinal and shgll plate combination has been determined in of one 37 to be 32,8008/in®, The maximum compressive stress in the evituiinals has been determined in Figure IP to te 25, 5408/in?. ‘The sone of safety equals 32,800 = 1.28 and falls within the acceptable ee 25, nge. The maximum tensile strese in the longitudinal has ‘dgen determined ia Figure 18 to ve 27,997#/in* which ie less than 33,000f/in®, the yield tresé, and falls within the acceptable range. Therefore, the longitudinal spacing and the ecantlings adopted to suit the requiremate of hull ginier pee Santen eelés SNIPE 50° SHELL , DETAIL A DETAIL B be SHELL LONGITUDINAL CUT FROM CHANNEL AND CONTINUOUS THROUGH BHO DETAIL C SHELL LONGITUDINAL CUT. FROM WIDE FLANGE OR STANDARD I ANDO CONTINUOUS THROUGH BHD . aN L- — =. Pee t BK DETAIL D SHELL LONGITUDINAL CUT FROM CHANNEL BRACKET CONTINUOUS THROUGH BHO ~ ‘SHELL. FIGURE 1(OS 301s WW wise Gao 4,840 Oa GINGA SNOT HOTLOG Uda GWEN SUVISONGMT SL2 +8 IN Sa5vds ¥) 4>,@40 OL Gaanévan AWaannsnoy 39118 BOs AY3H DvIsONaM de SHOT Vans sae J 3 4 % “al 2o avaH sivisouoant “I 4 a a by ¥ we epee or a — a SHOT Vans 301s aosl #8 TManLIDHO asia -| A | 0 aS SHIaVOT BOWS ONIaVO, IS lo ' & x ow y a 0 6 3 2 5 Oo gi g a | # ¥ g q fF Q £ f 3 & OVBNAINA JwMANVENEA “LO 5 7 & < 3 gi Fr a 3] & 6 i o- dei ee eee ep pee ee aware sanSHELL PLATING TYPICAL ELEVATION AT CONTINUOUS BOTTOM LONGITUDINALS 2 2 tL w- Yer LOADING DIAGRAM THE CONTINUITY ON EQUAL SPANS UNDER SAME w LOADING JUStiFigg THE ASSUMPTION OF INDIVIDUAL FIXED BEAMS FOR SPAN LENGTHS EQUAL To 2, ert) FED — COATT tert . Cw Ver EQUIVALENT FIXED END BEAM LOADING DIAGRAM SHEAR DIAGRAM, BENDING MOMENT DIAGRAM FIGURE 3IFles f TRANSY BHD 3 t re. as i teas 42.7 °C | Levee os BOTTOM SHELL LONGITUDINAL, BOTTOM SHELL wee 25ST. 5.25 t/ey wy BSB a Se Wey toe BEBT8 6 ASE ee he ove= LOADING DIAGRAM - MAXIMUM CONDITION INTERNAL HEAD EQUAL TO D EXTERNAL HEAD EQUAL TO UO to® FEM eat HEM ng SFE FEM 2 4566 1S 4 88.0 BT FEMy.g # FEMs.g = FEM. + FEMy.g + 0 s (388, 450 remegs B (S684 458) .20aee remees z O (38, 48 B85 | AS) sagen. STs K FACTOR F380 38.0 [+38.0 oO] FEM, i . Dist. TT 41-98 Go. = 97] = 28 3.38) = 127 bier, =a > Bl ee AT] 6.0. +142] ae Stev, var c.0. - = 110 F etfs or, ESrST 333.07 $3.88 = TOT 07-43] FINAL Mom, CONCLUSION: MAXIMUM MOMENT ON FED END LONGITUDINAL = 38.0 PT TONS ACTUAL MAKIMUM MOMEMT + 39,07 INCREASE IN STRESS. + 103 INTERACTON OF BOTTOM LONGITUDINAL AMO YERTICAL BHD ”STIFFENER WITH ADJACENT TANK EMPTY AND VESSEL AFLOAT FIGURE 4Pp TRAUSY BHD “| lototve Fr ede dtr Pee TRANSY WEB Tez wt as 23%. 309'C Te 474.ue BOTTOM SHELL LONGITUDINAL, I wa Ver wes 42°28 6 sas th, $8278, ~ was SESETS oa se ay, lai LOADING DIAGRAM INTERNAL HEAD EQUAL To © EXTERNAL HEAD EQUAL TO © FEMS TEM .g # PEMA PEM O . FEM ay *FEMaes FEMa Gs FEMigs 4.560 ¢ 2 38.07, St (450 8! 2) 3.8: 456 FeMags GS, 348). zegnr Fevgas 25 ( S88, 286) 0) CONCLUSION: MAKIMUB MOMENT ON FIKED END Loner ACTUAL MAXIMUM MOMENT INCREASE IN STRESS INTERACTION OF BOTTOM LONGITUDINAL-AND VERTICAL-SHO STIFFENER WITH AO JACENT TANK EMPTY AND VESSEL IN ORY DOC, 4 FIGURE 5%19m. TRANSY BHO SIDE SHELL LONGITUDINAL #14 Soe SHEL, age BRT caTlee 82 ane to == TTT Moot LOADING DIAGRAM INTERNAL HEAD EQUAL TO D EXTERNAL HEAD EQUAL TO D FEMan * FEM ot FEM FEM a Pog 180.3 8% Wee FEM yg * FEM gt PEM ag FEM oO K FACTOR Fem ost, 8, bist FINAL Mom. CONCLUSION: MAXIMUM MOMENT ON FIXED END LONGITUDINAL © 30.3 yrous ACTUAL MAKIMUM MOMENT INCREASE I STRESS 5 ome ee SHELL OR BILGE LONGITUDINAL, H ADJACENT TANK EMPTY AND VESSEL AFLOAT FIGURE @TRANSV BHO (53 ¥o 40°C TRANSY WEE, eR SIDE SHELL LONGITUDINAL *14 oe * 3.047 ley et [ieavhes TTT LOADING DIAGRAM INTERNAL HEAD EQUAL TO D EXTERNAL HEAD EQUAL TO ° FEM gat PRMing t FEM 2s FEMg) 2 O 46.23 2.95 . 35 e FEM ays FUMags FRM Gs FEM ye Romi © 30.8 AT + T3} tud)ed ory USTIIST 33. CONCLUSION: MAXIMUM MOMENT ON FIXED END ACTUAL MAKIMUM MOMENT. INCREASE IN STRESS) LONGITUDINAL 130.3R1 234Ae SIOE SHELL OR BILGE LONGITUDINAL WITH ADJACENT. 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[Ree mises we) | | zt | | ' sut2 | €2-er 2 zt 4 vst oy. bk spy foro Se*_| 19°2 | 96°01 pias x06] 7 ae Bae [aye ay wy ois fessor] ro daa | . as |e. ao fen, muons Wits] aon oH. paws} 4 2_| owioves |>40 01. vay) nouy207fsni9y —2at_ umn ix2913S 9 nm on & $ 2 e foe Th (92 bab) SUM Sey Neen SOANANWIS AWNFIGURE 9 143.8 158.0 2uh.2 260.6 AREA CUI WI WEB 438 nr ms fe ie “ 5.2! 2 al 5.06 The bbl @ 5.75 12 | astsl9- oh TAL 5/8 |xtszt24 6.25 ie |e 7.00 9/16 wat 113 5/8 cur (AREA 7 6.55 22.30 475 gales at 6:36 216 as weed TTT 26.4 575 pas 1.29 24.8 .b50 yx3-1/2x32 7.86 26.7 — 6500 358 8.13 27.6 kT 1513-3/8x40.08 9.83 33-4 4520 ising ua | B38 Hahah 7 Be Bat.9b 13.01 ie2 L600 Behxs8.0 uh.75 50.2 700 ‘FLAIGED PLATES 2oeie5/8 + bn 48.3 605 Pax /8 15.46 52.5 625 ehxkn5/8 16.70 36.8 625 1 BEAMS," 2B /4465 oli Mesh 49.5 4500 2B 17.35 590.64 2xqx100§ 1 cup 10 2exry 22.07 15.0 Thy 2x-7/Bxd208 5 z om 30 oar ie 25.55 86.8 .798 PROPERTIES OF SECTIONS ‘SHELL LONGITUDINALS FOR TANKERS * FIGURE 10 5PROPERTIAS OF IBC HE GLO" C-F i A 4 Aw Ay? FLING 2.56 19.0% 48.8 920 - WEB 10.41 1.0% 104% 1085 au, z zy 2006 +e SE tay BP. Batt S887 Tot LeAyts 2zté> Sant (aidte tana, ut we + ofS = see MOMENT. oe FORE LAPT ENDS OF PANEL wut Mee ase™™ (core Biep) MAK FIBER GYREGS AT BoTTOM oF PLATE + “SESEIT, poet MAX FIBER STRESS AT Top oF PLATE. SOKI8 2 gagys MOMENT AT MIDSPAN = ” me SEL aze™™ (FG, a) MAY MIBER STRESS AT BOTTOM or PLATE s HESS aga, | 294k Wea 243 ths MAX FIBER STRESS AT TOP OF PLAXE © ; Cente m4,8) JO ee BLS EHO 4. i se ott Vat ae NG +856 = 420 le av END MIDDLE OF SPAN. STRESS DIAGRAM DERIVATION OF SECONDARY STRESS 1k) BOTTOM PLATING DUE TO ACTION OF PLATE AND INVERTED CHANNEL ASA BEAM FIGURE 112 Thue TYPICAL SHELL PLATING PANEL. SINGING MOMENT AT © BENDING MOMENT AT @ BENDING MomeNT AT © BENDING MOMENT AT @) WHERE 7 MOTH OF PANEL IN INCHES (SHORT BIDE) & HOAD IN POUNDS PER INCH PER UNIT WiOTH + CORFFICIENT DEPENDING ON THE RATION Ma (SEE FIG.13) I « AO, ys Ye, Mat 8, gat ike Mey Os Myr @ gat M0, YO, Mar Ay gat HO, YO, Myf, go* FIGURE 122 ae a “{: |SeiHsa abv ejaehiers|PANEL STRESSES DIMENSIONS AND LOCATIONS AS NOTED OW FIG. 12 were: BY 120" at 33" ee L875" 4: seeee 3 25.7 POUNDS PER SQUARE INCH £1 2.06 stans* Z(SECTION MoouLUs) + EESS'. aig Qt Ayr +0833 Bet O81 Bg x.04i5 Bat OO! sevOING MOMENT AT (7) + 08334 75.7 *33%* 2330, POUND INCHES pute STRESS ATO © fs B22. 7400 pounds PER CQUARE ‘TRANSVERSE LINE OF ACTION, BONG MOMENT AT @) = 0571" 25.74 33% 1600 POUND INCHES. 1600 pause STRESS AT @+ f+ FO2 Js0¢0, pounos PER SQUARE INCH LONGITUDINAL LINE OF ACTION BENDING MOMENT AT @) = .0415+75.76 33%= 1160 POUND iWcHES PANEL STRESS AT © + f,- 422 .5c¢5. POUNDS PER SQUARE INCH ‘> TRANSVERSE LINE OF ACTION BENDING MOMENT AT @) = 1001 « 25.783" 28,0 POUND INCHES PANFL STRESS AT @) = f,= 282 6 59.0 POUNDS PER SQUARE INCH LONGITUDINAL LING OF ACTION FIGURE 14COMBINED PLATE STRESS IN BOTTOM PANEL SUBJECT To NORMAL UPWARD LOAD © 2 ’ TEANSVECSE PANEL LOnGirvoinat a RTPINAL PRIARY STRESS HOGGING — (Lougmoniat) aio Ths* 42240 + 15 UB0 Kt g GING — (LonqiTvowaty 1O3ZT/a* x Zt4O * 23,0774 SECONDALY STRESS (LONGITYPINAL) ATEN? —-. BSW Zn* x 7740 (FROM FiG.11) ATEN? ABLT wh x 2240 AT MIDSPAN 1 4287/0? 9s 7240 AT MIDSPAN , L43T/g* ¥ WHO FoR TeeriarY STRESS see me 14 SURFACE OF Per asy ‘STRE Seconpagy | TERTIARY PUT. HOGG SAG ie stress | steess ® tor o re - S45 D sorters | - 15,680 +260 ® toe” |- 15,080 + 1090 | - S000 Bottom 423,072 | + 1970 |. + S040 @ Mor | - 15,680 “545, (Dsottom |- 15,680 +260 -89 ® tor . = 545 LL +89 = 1920 “ha Fey, | 2 1090/38 Te MAY. LOG, STRESS = 16228" - 16e4o +19G80 | 430082) - tors. = 16851 F22OIG FIGURE IS .SEER iH T Cored a ‘VT Zs WS (ly . yr eer © WHERE € ¥ 30,000, KiPS PER SQUARE mic we .3 POISSON'S RATIO £= L375 INCHES PLATE THICKNESS. { > 33, INCHES PANEL WioTH Tks 4 WHEN a St | G& CRITICAL BUCKLING STRESS KIPS PER SQUARE INCH Te RAMI OF TANGENT MODULUS GQUALS OUE WHEN IN ELASTIC STRes RANGE,WHEN IN INELASTIC RANGE USE CURVE TO FIND OE. z + Te 30,000, (1.37 Teepe * aa) #4 = 108.5 Hs B24 KEE REFS "BUCKLING STRENGTH OF METAL STRUCTURES” BY FBLEICH ~ McGraw HILL 1952 FIGURE Io 1 ————tCRITICAL BUCKLING STRESS OF AXIALLY LOADED SECTION 3 i IN ELASTIC AND INELASTIC STRESS RANCE REF: BUCKLING STRENGTH OF METAL OTRUCTURES" BYP BLEICH | MiGRAW HILL nse # yi i CRITICAL STRESS. 20,000. 15,000, t 10,000, 5,000. L ao 3 50 100 180 200 & ‘: Se Ba sczs crmear etress = sz.e0cr/et FIGURE I7MAXIMUM STRESS IN BOTTOM LONG TIONAL i COMPRESSION i i ‘8 STRESS (HOGGING CONDITION) IN CHANNEL PLANE: ' | penanny UW%2240 = -15,e80"/0} SECONDARY STRESS IN CHANNEL FLANGE MIODLE OF SPAN i i FIG. 42T Mare 2240 i COMPRESSIVE. STRESS IN CHANNEL FLANGE MIODLE OF SAK ~ | i ! PRIMARY STRESS (HOGGING CONDITION IM CHANNEL FLANGE = = 15,680 | i SECONDARY STRESS IN CHANNEL FLANGE AT EMO i ~~ ! FIG. + 4.4 %/tx2za0 29860 ! MAY COMPRESSIVE STRESS IY CKANNEC FLANGE aT END = -25,540%7/9 TENSION i PRIMARY STRESS (SAGGING COKOITIONS IN CHANNEL FUGE t lOE id « 2240 7 6 22,0727 | MAX SECONDARY STRESS IM CHANWEL FLANGE MIDCLE OF SPAN HUB 2260 #4 4,925 = +27997% MAX TENSILE STRESS WCHANNEL FLANGE MIOOLY OF SPAN, 50. | FIGURE (8,