Faculty of Maritime Engineering and Marine Sciences

Ship Structures II

Homework #5: Hull Primary Stresses

Name: Davila Clavijo Roberto Francisco Hours: 35
1. Calculate sectional structural properties at different stations along the length of a tanker
ship. Consider plating as formed by a series of inclined rectangles, and apply the influence of
this angle in the calculation. Plot distributions of Inertia, position of Neutral axis, and, deck and
bottom sectional moduli. Compare your results with those from the available literature. Include
AutoCAD plans of the analyzed sections, with all structural details.
Usando la formulación del libro de Resistencia de Materiales de Singuer se tiene.

Se va a calcular la inercia seccional se la cuaderna número 25 de la embarcación Petrolera

Hay que notar que la inercia Pxy respecto a line base en crujía resulta cero debido a la simetría del
problema. La cuaderna 25 se encuentra a popa y cuenta con dos cubietas y un doble fondo de sala
de maquinas.
Distributions of Inertia, position of Neutral axis, and, deck and bottom sectional moduli
 10
Inercia [m^4] Neutral Axis
7
Inercia… Zn…
8 6
5
6
I[m^4]

Z[m]
4 3

2 2
1
0
0
-3 17 37 57 77
-3 17 37 57 77
L[m] L[m]

3 Sdeck[m^3] Sectional moduli

Sbott[m^3]
2,5
Zgr DNV[M^3]
2
S[m^3]

1,5
1
0,5
0
0 20 40 60 80
L[m]

La inercia seccional se la cuaderna número #63 de sección media resulta un resumen de

resultados:

From the results obtained we can justify that the inertia graph in the middle section will have a greater density of
longitudinal reinforcements than the bow and stern sections. The neutral axis in the stern section is greater since
this part has a larger distributed superstructure. From the comparisons of the sectional module it can be seen that
DNV gives us a very conservative value compared to the real values obtained. We also noticed that, as expected,
since the deck is farthest from the neutral axis, its module is the most critical and in this condition it is convenient
to analyse the vessel.
 2. Applying DNV’s formulation1 for the bending moment distribution, and, using results from
previous question, calculate and plot normal stress distributions along the length, of deck and
bottom, in still water, Hogging and Sagging conditions. Use sign convention of ship
classification societies. Finally calculate the deflection with respect to the ends of the hull,
integrating the bending moment divided by the flexural stiffness.

Bending moments Bending

120000 moments-
Stillwater
100000 Bending
80000 moments-
M[kNm]

Sagging
60000

40000

20000

0
0 20 40 60 80
L[m]

Normal stress distributions along the length, of deck and bottom, in still water, Hogging and
Sagging conditions
 Normal Stress-Stillwater Normal Stress-Sagging
7,00E+06 σd[KN/m 6,00E+05
6,00E+06 ^2] σd[KN/m^
5,00E+06 5,00E+05 2]
σb[KN/m

Esf.[kn/m^2]
σb[KN/m^
Esf.[kn/m^2]

4,00E+06 ^2] 4,00E+05

2]
3,00E+06
3,00E+05
2,00E+06
1,00E+06 2,00E+05
0,00E+00 1,00E+05
-20
-1,00E+06 0 20 40 60 80 100
0,00E+00
-2,00E+06 0 20 40 60 80 100
L[m]
L[m]

Normal Stress-Hogging
5,00E+05
4,50E+05 σd[KN/m^2]
4,00E+05 σb[KN/m^2]
3,50E+05
Esf.[kn/m^2]

3,00E+05
2,50E+05
2,00E+05
1,50E+05
1,00E+05
5,00E+04
0,00E+00
0 20 40 60 80 100
L[m]

As it is observed for the three conditions the distribution of the normal effort has the same
tendency, having higher values in calm waters, followed by sagging and hogging, that is to
say that the efforts so that the structure can fail are high in calm waters, and care must be
taken in the condition of sagging since the efforts for a failure to occur are low and easier
to reach. Looking at all the graphs we notice that the weakest section of the boat is located
in the middle section. Efforts are obtained by using the maximum moment according to
the wave condition.
3. Using computer program ShStrMCell, calculate and plot shear stress distribution in
midship section of problem 1. Using allowable shear stress for normal steel from DNV
formulations, determine maximum shear force that each section may support, and express them
properly. Calculate and compare your results with values of shear force in waves from DNV
along the length of the ship.
Also apply Lloyd’s formulation to estimate Shear stress on each section, and compare results.
 Shear force in waves from DNV

Qwp[kN] Qwn[kN]
4000 0
0 20 40 60 80 100
-500
3000
-1000
Q[kN]

2000 -1500
Q[kN]

-2000
1000
-2500
0 -3000
0 20 40 60 80 100
-3500
L[m] L[m]

Apply Lloyd’s formulation to estimate Shear stress

5000
4000
3000
2000
Q[kN]

1000
0
-16-1000 4 24 44 64 84
-2000
-3000
-4000
L[m]
In order to analyze the section, we must make an outline, as observed, of the cuts where the shear is going to be
zero and the cells and helping us with enough arrows to describe the flow of cut. What is observed from the graph
of the results obtained we see that the greatest contribution of shear force to the system is going to give cells 1 and
2.
Compared to the results given by the two classifying rules, the one analyzed with the program is lower since the
norms consider safety factors, as noted in DNV we have a factor of 0.3 and in Lloyd we have the same 0.3 plus a
factor C1 that is related to the length of the vessel, making the results greater than DNV.

Anexo 1
Tablas para el cálculo de la inercia de la cuaderna 63