Naval Architecture

for MARINE ENGINEERING

ENGR. PETER RALPH B. GALICIA, Ph.D., FRIMarM

Module Writer

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CHAPTER FOUR
Ship’s Structural Members

This chapter familiarizes the maritime students with the

ship’s structural members.

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Learning Objectives
1. Identify the ship’s structural members; and
2. Define the ship’s structural members.
______________________________________________________________

1. Introduction
The structure of a ship is subject to strain during bad weather conditions. The strain
faced by a ship, on the whole, constitute probably the most formidable and complex of all
structural engineering problems in two aspects: the determination of the loading and the
response of the structure. As with most complex problems, it is necessary to reduce it to a
series of unit problems, which can be dealt with individually and superimposed. The smallest
units of structure that have to be considered are the panels of plating and single stiffeners,
which are supported at their extremities by items that are very stiff in comparison; they are
subject to normal and edge loads under the action of which their dishing, bowing and
buckling behavior relative to the supports may be assessed.

Many of these small units together constitute large flat or curved surfaces of plating
and sets of stiffeners called grillages, supported at their edges by bulkheads or deck edges
which are very stiff in comparison; they are subject to normal, and edge loading and their
dishing and buckling behavior as a unit relative to their supports may be assessed. Finally,
many bulkheads, grillages, and decks, together constitute a complete hollow box whose
behavior as a box girder may be assessed. Excluding inertia loads due to ship motion, the
loading on a ship derives from only two sources, gravity and water pressure. In still water, the
loading due to gravity and water pressure is weight and buoyancy. The standard calculation is
a simple approach for calculating loading, which relies on a comparison of a new design with
a previously successful design. The calculated stresses are purely notional and based on those
caused by a single wave of length equal to the ship's length, crest normal to the middle line
plane and with a crest amidships and a hollow at each end causing maximum hogging, and a
hollow amidships and a crest at each end causing maximum sagging.

2. Ship’s structural components

2.1 Longitudinal structural components

Its primary role is to resist the longitudinal bending stress due to sagging and hogging.

2.1.1 Keel – large center plane girder that runs longitudinally at the bottom of the ship.
2.1.2 Longitudinals – girders running parallel to the keel at the bottom of the ship that
provides longitudinal strength.
2.1.3 Stringer – girders running at the sides of the ship and typically smaller than a
longitudinal that also provides longitudinal strength.
2.1.4 Deck girder – longitudinal members of the deck frame.

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 Figure 1 Ship’s structural members
2.2 Transverse structural components
Its primary role is to resist the hydrostatic loads.

2.2.1 Floor - deep frame running from the keel to the turn of the bilge.
2.2.2 Frame - A transverse member running from keel to deck that resists hydrostatic
pressure, waves, impact, etc. Frames may be attached to the floors (Frame would be
the part above the floor).
2.2.3 Deck beams - transverse member of the deck frame.
2.2.4 Plating – a thin pieces closing in the top, bottom and side of structure that contributes
significantly to longitudinal hull strength. It resists the hydrostatic pressure load (or
side impact).

3. Framing System

The ship’s strength can be increased by adding more members, and increasing the size
and thickness of plating and structural pieces. All this will increase cost, reduce space
utilization, and allow less mission equipment to be added.

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3.1 Transverse Framing System
Stiffening the shell plating, prevents buckling and resists distortion of vessel due to
racking. The frames support ends of deck beams and closely spaced where loading is
higher especially at ends of ships. It also provides transverse strength.
In transverse framing system, longitudinals are spaced widely but deep. Frames are
spaced closely and continuous. Transverse members are frames, floor, deck beam, and
plating.

Figure 2 Transverse framing

system

3.1.1 Deck beams tie the upper ends of frames

3.1.2 Longitudinals are fewer, deeper, and more widely spaced.
3.1.3 Transverse framing support inner bottom and give longitudinal strength.
3.1.4 Girders is a longitudinals supporting decks.
3.1.5 Additional decks (supported by Beams and Girders) increase transverse and
longitudinal strength.
3.1.6 Transverse bulkheads provide watertight boundaries, contribute significantly to
transverse strength, and provide vertical support for Decks.
3.1.7 Advantages: a.) open, nearly rectangular interior space; b.) ideal for stowing large,
irregular, break-bulk
items, or; and c.) vehicles
(Ro-Ro’s).
3.1.8 Disadvantages: a.) vertical
support for decks requires
more closely spaced
transverse bulkheads
(hence, smaller
compartments); b.) pillars
(stanchions); and
longitudinal bulkheads.

Figure 3 Transverse Framing

System

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3.2 Longitudinal Framing System

On ship sides, longitudinals extend from one transverse bulkhead to another. Frames
supported at intervals by vertical web frames (heavy plate frame) spaced about 4m apart. It
provides longitudinal strength. The size of the longitudinals (usually bulb plates) depends on
the spacing, span between bulkhead, length of ship and distance from the deck.

A typical wave length in the ocean is 300 ft. Ships of this length or greater are likely to
experience considerable longitudinal bending stress. Ship that are longer than 300ft (long
ship) tend to have a greater number of longitudinal members than transverse members
Longitudinal Framing System compose of longitudinals spaced frequently but shallower and
frames are spaced widely.

Figure 4 Longitudinal framing

system
3.2.1 it is few and widely spaced
3.2.2 the longitudinals are smaller and closely-spaced
3.2.3 Stringers are on side shell longitudinals
3.2.4 Inner bottom gives additional longitudinal and transverse strength
3.2.5 Girders in high-stress areas as double bottom spaces and under main deck.
3.2.6 Advantage: a.) widely spaced transverse bulkheads allow for large (long) continuous
cargo spaces (tanks); and b.) ideal for stowing liquids (reduced free surface effects)
3.2.7 Disadvantages: a.) no large and open interior spaces; b.) difficult to load or unload
break-bulk items; and c.) difficult to stow large and irregular shaped items.

Figure 5 Longitudinal framing

system

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Figure 6 Longitudinal framed hull for tanker
The longitudinal framing is much better able to resist buckling when the hull is hogging.

Figure 7 Sealing plate

Figure 8 Web frame

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Figure 9 Longitudinal framing for dry cargo

Figure 10 Longitudinal framing for dry cargo

Figure 11 Longitudinal framing system

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Figure 12 Longitudinal framing system

Figure 13 Hull plating

3.2.8 Deck sheer can reduce water on top deck, provide longitudinal strength of deck plating,
better appearance, increase reserve buoyancy, and keeps deck dry in case of end compartment
bilging.

Figure 14 Shell plating

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3.3 Combination Framing System

Introduced to overcome the disadvantage of longitudinal system in dry cargo ships. The
longitudinal frames are retained at the bottom and under the strength deck to give
longitudinal strength. Transverse frames are fitted on ship’s sides where longitudinal stresses
are smaller. Plate floors and heavy transverse beams are fitted at intervals to give transverse
strength and support the longitudinals.

Typically, most ships have some combination of transverse & longitudinal framing.

Figure 15 Combination Framing System

3.3.1 Optimize the structural arrangement for the expected loading to minimize the cost.
3.3.2 It is a combination of longitudinal and transverse framing system.
3.3.3 A typical combination of longitudinals and stringers with shallow frame, and deep
frame every 3rd or 4th frame.

Figure 16 Combined framing system

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 EVALUATION

A. Key Areas To Remember

Longitudinal framing Floor Strake
Transverse framing Frame Web
Combination framing Plating Bulkhead
Keel Beams Bulwark
Stringer Stanchion Hull
Girder Bracket Keel

B. Questions

1. Identify the ship’s structural members; and

2. Define the ship’s structural members

REFERENCES

Dewan, M.H. (2014). Ship construction-ship dimensions. Bangladesh. Retrieved from:

https://www.slideshare.net/MohammudHanifDewan/ship-construction-ship-dimensions

Dewan, M.H. (2018). Ship structural components. Bangladesh. Retrieved from:

https://www.slideshare.net/MohammudHanifDewan/ship-structural-components

Elsevier (2004). Part 1 ship design. Retrieved from:

https://booksite.elsevier.com/samplechapters/9780750660006/9780750660006.PDF

Molland, A.F. (2008). Chapter 4 – ship structures. Butterworth-Heinemann. Retrieved from:

https://www.sciencedirect.com/science/article/pii/B9780750689878000044

Yanes, R., et. al (2011). Ship’s dimension and types of ships. Bolivarian Republic of
Venezuela Ministry of People’s Power for higher Education Carribean Maritime
University English VII. Catia La Mar. Retrieved from:
https://www.slideshare.net/AdrianUrbina/ships-dimension-types-of-ships

Tawfeek, S. (2018). Theory of ship design. Retrieved from:

https://www.researchgate.net/publication/328773124

Marine Insight

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