SHIP STRUCTURES

Module 8
Part 1
Ship Structures
 Ships Structure means everything that goes into building a
ship and making it functional.
 The hull which is the main part of the ship forms the
principal structure and the members which stiffen it.
 The ship must withstand the severe ocean environment,
Structural failure is the cause of many accidents at sea and
hence proper analysis of ship’s structure becomes a primary
objective.
 We must also understand the typical loads acting on a ship,
this then leads to a better design of the ship which is
capable of handling these loads. A ship’s structure must be
able to withstand loads
 Ships which are built too strong are heavy, slow and cost
extra money to build and operate since they weigh more,
while ships which are built weak suffer from hull damage
and in some extreme cases sinking
 Innovative structural design involves the proper selection of
construction materials, an analysis of global and local strength of
the vessel, vibration analysis of structural components and
structural response of the vessel in water.
 The shell of a ship i.e. the bottom and the side plating, provide a
water tight platform for equipment men and material.
 It should have adequate strength to withstand internal loads and
external forces.
 Each ship is designed to meet or exceed the requirements as
defined by the Classification Society, Flag state and Port State
 There are many forces acting on a ship. These forces will be
different for various types of ships.
 It is important to understand these force, in order to fully
comprehend the importance of studying structural response of a
ship.
 Full knowledge about ship loads leads to better understanding of the
forces a ship is subjected to and hence a better design of the ship
 The pattern of forces on a ship is very complicated and depends on
 The weight of the Empty Ship
 The weight of Cargo, fuel, ballast, provisions etc.
 Ice
 Hydrostatic Pressure on the Hull
 Hydrodynamics Forces resulting from the movement of the ship
in waves.
 Vibrations Caused by engines, propeller etc.
 Incident forces caused by docking, collisions etc.
Loads Acting on a Ship
TYPES OF LOADS
 Loads acting on a ship are of various types. They can be
typically classified based on the following criteria

 Depending on the level of structure at which they act

 Hull Girder
 Hull Module
 Principal Member
 Local Member

 Depending on how they vary with time

 Static Loads
 Dynamic Loads
 STATIC LOADS
 The loads acting on the hull structure when a ship is floating
in still (calm) water are static loads. These loads are imposed
by the: Actual weight of the ship's structure, outfitting,
equipment and machinery, Hydrostatic pressure.
 Example: A crane on the ship loading cargo. This is a static
movement because the ship absorbs the force that lifts the
weight instantaneously.
 Major Static (or essentially Static) Loads acting on ships are
 All of the Still Loads; both external and internal
 Dry Docking Loads
 Thermal Loads
DYNAMIC LOADS
 The dynamic loads include wave induced
hydrodynamic loads, sloshing, slamming, inertia loads due
to vessel motion and impact loads.

 Example: The same crane lifts the weight several meters.

The weight suddenly snaps and falls on the quay. This
causes the ship to list violently to the other side. The ship is
unable to absorb the sudden change and hence acquires a
dynamic motion.

 Major Dynamic Loads acting on ships are of two types

 Slowly Varying Loads
 Rapidly Varying Loads
 SLOWLY VARYING LOADS

 The Wave Induced Dynamic Pressure distribution

on the hull due to the combination of wave
encounter and the resulting ship motion.
 Sloshing of liquid cargoes
 Shipping of green seas on deck
 Wave slap on sides and foredecks
 Launching and Berthing Loads
 Ice-Breaking Loads
 RAPIDLY VARYING LOADS
 Slamming / Pounding
 Forced (Mechanical) Vibration; propeller vibration.
 Ice Impact Loads
 Underwater Explosion
 Springing
HULL GIRDER LOADS
 The entire ship is considered as a beam, and it is generally
referred to as the hull girder.
 Loads which effect the entire ship’s hull are known as hull
girder loads.
 Two major loads which come under this category are
 Longitudinal strength loads
 Torsion.
LONGITUNDINAL STRENGTH
LOADS
 These are loads which concerns the overall strength of the
ship’s hull, i.e. hull girder.
 When a ship is in calm water, the total upward force will
equal the total weight of the ship.
 This equilibrium will not be realized locally since the ship is
not a rectangular box.
 Hence the differences between the upward pressure and the
local weight gives rise to shearing forces that lead to
longitudinal tensions.
LONGITUDINAL STRENGTH
 The submerged part of the ship shows the difference in
volume between amidships and the fore-aft part of the ship.
 This is the reason for the difference in upward pressure.
 Hence Longitudinal forces occurs because:
 The weights in the ship are not homogenous in the fore aft
direction
 The upward pressure differs because of the shape of the
underwater body.
BENDING MOMENTS
 BENDING MOMENTS
 The load curve gives the difference of the up-down forces per
meter at each point in the baseline
 The sum of the areas above the baseline and the areas below
the baseline should be equal.
 The Shearing force curve is obtained by integrating the load
cure.
 The bending moment is obtained by integrating or summing
the shearing forces.
LONGITUDINAL STRENGTH
 The three conditions that affect the longitudinal strength are
 Still Water Condition
 Hogging Condition
 Sagging Condition
TORSIONAL MOMENTS
 Torsion occurs when there is an symmetry in the mass-
distribution over the horizontal plane.
 In adverse weather, especially when the waves come in at an
angle, the torsion increases as a consequence of the
asymmetric distribution of the upward pressure exerted by the
water on the submerged part of the hull.
 Torsion causes a ship to be subject to extra stresses and
deformation.
HULL MODULE LOADS
 The next type of load we are going to discuss is the loads
which effect the hull module.
 This is a block in a ship’s hull and the loads which effect the
entire section come under this category.
 The first and most important among these is the transverse
strength loads.
 TRANSVERSE STRENGTH
LOADS
 The loads which cause distortion of transverse members due to
unbalance of external and internal loads, including structural
and cargo weights.
 These loads are independent of the longitudinal strength loads.
 There may be categorized as follows:
 Structural Weight; Ballast water weight and cargo weight
 Hydrostatic and Hydrodynamic loads
 Inertia force of cargo or ballast due to ship motion
 Impact Loads
 LOCAL STRENGTH LOADS
 These loads affect the local strength members such as shell
panels, stiffeners and connecting members such as brackets etc.
 There are many types of Local loads.
 A few important ones are
 Panting Stresses
 Pitching Loads
 Diagonal Loads
 Vibration Loads
 Docking Loads
 A yaw motion is a side-to side movement of the bow and
stern of the ship.

 A pitch motion is an up-or-down movement of the bow

and stern of the ship.

 A roll motion is a side-to-side or port-starboard tilting

motion of the superstructure around this axis.
 Heave- The Linear vertical (up/down) motion

 Sway- The linear transverse (side-to-side or port-starboard)

motion. This movement can be compared to the vessel's
drift from its course.

 Surge- The linear longitudinal (front/back or bow/stern)

motion imparted by maritime conditions
 A ship structure consists of a network of welded together
cross-stiffened plates (sometimes referred to as a
“grillage”).
 Plates are stiffened by welded girders (I-beams, T-beams, etc.).
 Main deck, side shell and Bottom Plating form the hull of
the ship.
 Each structural member can either be in either of ship’s
three directions i.e. longitudinal, transverse or vertical.
Primary members in a ship are called girders, whereas
secondary members are simply called stiffeners.
 We must note that stiffener is a generic term and is used to
describe any structure which strengthens the hull.
 Girder is a type of stiffener but is more specific term given
to primary members which assist the hull in taking loads.
 Keel - Longitudinal center plane girder along bottom of the ship
 The ship’s “backbone”. First part of the ship laid during construction

 Plating – Thin pieces closing in the top, bottom, and sides of structure.
 Outer plating (side shell and bottom plating)
 Deck plating, inner bottom plating
 Bulkheads (longitudinal & transverse)
 Longitudinals – Stiffeners which run longitudinally (parallel to the keel)
along the bottom of the ship. Used to longitudinally stiffen the outer bottom
plating.
 Stringers – Stiffeners which run longitudinally along the sides of the ship.
Used to stiffen and strengthen the outer side shell plating.
 Deck Girders – Stiffeners which run longitudinally under decks. Used to
stiffen and strengthen deck plating.
 There are transverse members and longitudinal members.

 Web Frames are girders which run transversely from turn of bilge
to main deck. Used to strengthen the outer shell plating.
 Secondary transverse side shell members are called frames.
 Deck deep beams are girders which run transversely under the
deck. They are used to stiffen the deck plating.
 Deck beams are secondary members which run in transverse
direction.
 Bottom Girders are ones which run longitudinally along the
bottom of the ship. They intersect the floor at right angles.
 They are used to longitudinally stiffen the outer bottom
 Types of framing systems
 Frames – Stiffeners which run transversely from keel to main deck. Used to transversely stiffen and
strengthen the outer plating. It forms the shape of the hull and provide the skeleton for attaching plating
or planking

 Transverse Framing
 For combating primarily hydrostatic and side impact loads
 Closely spaced continuous frames with widely spaced longitudinals
 Used primarily for
 Short ships (length less than typical ocean waves)
 Submarines
Thick side plating is required
Longitudinal strength is relatively low
 The hold frames are fitted
transversely
 Longitudinal deck girders support
the transverse deck beams
 Longitudinal strength in a
transversely framed ship is
provided by:
 The centre girder, the shell
plating and inner bottom
plating
 The deck plating outboard of
hatch and machinery casing
openings
 A number of large, widely
spaced longitudinal members
e.g. longitudinal deck girders
 Transverse framing is one in which there are closely spaced
continuous frames and widely spaced longitudinal. They
are typically used to combat hydrostatic loads.
 The longitudinal strength of a transversely framed ship is
low and the thickness required for side plating is high.

Advantages
 Very efficient use of materials for small ships
 Easy to build
 Lots of cargo space

Disadvantages
 Poor longitudinal strength for large ships
 Requires excessively thick plating as the ship gets larger
TRANSVERSE FRAMED OIL TANKER

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 Types of framing systems
 Longitudinal Framing
 For combating primarily longitudinal bending (flexure) loads
 Closely spaced longitudinals and more widely spaced (deep
web) frames
 Side plating is comparably thin primarily designed to keep the
water out
LONGITUDINAL FRAMING SYSTEM
 All secondary supporting members are
fitted along the longitudinal direction and
are known as longitudinals
 It is in tankers that this system in its
purest form is employed
 They also contribute to the longitudinal
strength of the ship, making the
longitudinal framing system more
structurally efficient than the transverse
system
 This type of framing is used for combating longitudinal bending
loads.
 This system of framing was adopted from the need for more
longitudinal strength as ships became larger.
 It has girders and longitudinal; girders carry the load whereas the
longitudinal perform two functions
i.e. carry load and also protect the plate from hydrostatic
pressure.
 The thickness required for side plating is low and it has increased
load carrying capacity when compared to transverse framing
Advantages
 Very efficient use of material
 Sound engineering approach for vessels of all sizes
 Cheaper for large vessels
Disadvantages
 Large web frames make stowage of bulk cargoes difficult
 Large frames make for difficult accessibility, routing of piping,
cabling, etc.
LONGITUDINALLY FRAMED OIL TANKER
 Types of framing systems
 Combination Framing
 For combating combined loads
 More longitudinal members near top and bottom structure
 Side structure is primarily transverse
 Most Navy surface ships are of this type
COMBINED FRAMING SYSTEM
 A combination of both transverse and
longitudinal framing is adopted in the
same cross section of the ship.
 Longitudinal framing is used in the
bottom and decks.
 This has the advantage of extra
longitudinal strength and resistance to
compressive plate buckling.
 Transverse framing is used in the sides.
 This precludes the need for deep webs
that might inhibit efficient cargo
stowage.
 It includes deep frames every 3rd or 4th frame. This framing system is
used for combating hydrostatic and longitudinal bending.
 The decks and bottom are longitudinally stiffened. This is to
accommodate for large bending stress. The sides are transversely
stiffened, which allows for more cargo space.

 Advantages
 Most effective use of structure and space
 Very good system when used with double bottom construction
 Disadvantages
 More expensive to construct
 Not as strong in the longitudinal direction as a longitudinally framed
ship
COMPOSITELY FRAMED OIL TANKER
 Single Bottom Construction
 Usually found on small ships
 Bottom transverse frames are known as “floors”
 Floors are vertical structural members!
 Floors support bottom plating - transfer the load to keel (&
keelsons) and side frames
 Can be used with any framing system
 Double Bottom Construction

 A double bottom is a ship hull design and construction method where the bottom of
the ship has two complete layers of watertight hull surface: one outer layer forming
the normal hull of the ship, and a second inner hull which is somewhat higher in the
ship, which forms a redundant barrier to seawater in case the outer hull is damaged
and leaks

 Advantages over Single Bottom Construction

 Stronger - provides more longitudinal material
 Provides volume in which to store liquids without taking up cargo space
 Provides damage resistance in the bottom

 Disadvantages
 More expensive to construct, higher maintenance costs
 Moves neutral axis of the ship down - causing higher stresses in the deck
 Carlings or Carlines- Short timbers or steel members
extending fore and aft between deck beams. Strengthens
deck beams and deck
 Deck beams – Stiffeners which run transversely under
decks. Used to stiffen and strengthen deck plating.
Transom
 The surface that forms
the stern of a vessel,
borders the deck and
the port and starboard
quarter
 Bulkhead
 Vertical watertight partition running either fore and
aft or athwart ships, dividing the hull into
compartments
Freeboard
 The distance measured in the centre of the ship, from
the waterline to the uppermost watertight deck
 Coamings- Raised border or lip around a ship’s hatches
which prevents water from running in
 Bulwarks- Planking or plating around the edge of the
upper deck which keeps the sea out and the sailors in
Hawse Pipe
 Pipe passing through the
bow section of a vessel
 Pipe through which the
anchor chain or anchor
cable travels
 Chain locker- A compartment located under the windlass where
the anchor chains are stowed. It is usually subdivided inside by a
longitudinal bulkhead.
Chain locker is to be made watertight to the weather deck Access
into the chain lockers are to be closed by a substantional cover
secured by closely spaced bolts. Doors are not permitted.

 Panting beams -Panting stringers are longitudinal stiffening

members formed in a closed rounded-triangular shape by the side
stringers on both sides and the collision bulkhead at its end

 Collision bulkhead- is the forward-most bulkhead in a ship.

The collision bulkhead is a heavily strengthened structure, its
main purpose being limiting the damage of a head-on collision to
the part of the bow forward to it

 Wash Bulkhead- A perforated bulkhead fitted into a cargo or

deep tank to reduce the sloshing or the movement of liquid
through the tank
 Bilge Keel - Most ships are fitted with some form of bilge keel the
prime function of which is to help damp the rolling motion of
the vessel.

 Other advantages of the bilge keel are protection for the bilge on
grounding, and increased longitudinal strength at the bilge.

 The damping action provided by the bilge keel is relatively small

but effective

 It is carefully positioned on the ship so as to avoid excessive drag

when the ship is under way; and to achieve a minimum drag
 Fin Stabilizer
Ship stabilizers are fins mounted beneath the
waterline and emerging laterally from the hull to
reduce a ship's roll due to wind or waves.
When the gyroscope senses the ship roll, it changes the fins' angle of attack to
exert force to counteract the roll
 Rudder- primary control surface used to steer a ship,
boat, submarine, hovercraft, aircraft, or other
conveyance that moves through a fluid medium

 Rudder Pindle- A pintle is a pin or bolt, usually

inserted into a gudgeon, which is used as part of a
pivot or hinge.

 Rudder Stock- A vertical shaft through which the

turning force of the steering gear is transmitted to
the rudder blade. The rudderstock is to be made of
forged steel