Ship Hull

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 System of Construction of Ship
There are four systems of constructions of ship:

• Transverse farming system

• Longitudinal framing system
• Combination framing system
• Cantilever framing system
Transverse framing system-A ship frame consisting of a
large number of relatively small, closely spaced,
athwartship frames, reinforced in the bottom by
vertical floor plates and working in conjunction with
widely spaced, fore-and-aft, deep girders, such as the
keel, longitudinals, and side stringers.
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 System of Construction of Ship Continued
Longitudinal framing also called the Isherwood system
after British Naval Architect Sir Joseph Isherwood is a
method of ship construction in which large, widely
spaced transverse frames are used in conjunction
with light, closely spaced longitudinal members. This
method, Isherwood felt, lent a ship much greater
longitudinal strength than in ships built in the
traditional method, where a series of transverse
frames were fit together closely from the keel
upwards.

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 Transverse Framing System

• This framing system consists of many small, closely

spaced transverse stiffeners and fewer larger, widely
space longitudinal stiffeners.

• The transverse stiffeners are arranged so as to form

structural rings that are closely spaced (600 to 1000
mm) throughout the length of the ship.

• Longitudinal strength is a transversely framed ship is

provided by the shell plating and inner bottom plating,
by the deck plating outboard of hatch and machinery
casing openings, and by a number of large, widely
spaced longitudinal members. 4
 Longitudinal framing System

• The longitudinal framing system consists of many small,

closely spaced longitudinals supporting the plating directly
and being supported in turn by a few large, widely spaced
longitudinals.

• Longitudinal stiffeners spaced about 60 to 900 mm give direct

support to the plating of the deck, sides, bottom and
bulkheads.

• Very deep, heavy transverse structures called transverse webs

or web frames are constructed at intervals of about 3 to 5
metres to provide transverse strength and to support the
longitudinal .
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 Longitudinal framing System continued

• These heavy transverse webs consist of deck, side and bottom

transverses plus a vertical web on each longitudinal bulkhead.

• The side transverse and vertical web on the bulkhead on the

bulkhead are usually tied together with one to three
horizontal struts or cross ties.

• A ship exceeding 120m in length is considered desirable to

adopt longitudinal framing

• Tankers greater than 200 m in length must be framed

longitudinally

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 Combination framing System

• Tankers and dry bulk carriers are framed longitudinally,

while most other ship types employ a combination
framing system that exploits the best features of the
traditional system.

• Longitudinal framing is used in the bottom and decks,

where the advantages of extra longitudinal strength and
resistance to compressible plate buckling are most need,
and transverse framing is used in the sides, precluding
the need for deep webs that might inhibit efficient cargo
stowage.

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 Combination framing System continued

• The transverse framing members are the deep, widely

spaced transverses that support the longitudinal in the deck
and bottom.

• More closely spaced, smaller transverse side frames support

the side shell plating between the deep transverses.

• In various forms and combinations of longitudinals and

transverses suited to the needs of each particular design,
combinations systems are employed in many types of ships,
including general dry care ships, containerships and RO-Ro
ships.

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 Double Bottom construction
Transverse framing

• Plate floors are to be fitted at every frame in the engine

room, under boilers, under bulkhead and toes of
brackets to deep tanks stiffeners, in way of a change of
depth in the double bottom and for the forward of 0.25
L.

• Side girder are to fitted between the centre girder and

margin plate extending as far forward and aft as is
practicable. Breadth less than 20m, one side girder;
breadth above 20m, two side girder.

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 Double Bottom construction Continued
Transverse framing
• Vibration and the heavy local weights of engines and
boiler put considerable stress on the girder work of the
double bottom, in addition to trying to force the bottom
bodily downwards.

• This tends to cause the ship’s side to collapse inwards at

the deck, at the vey point where large opening are left in
the deck plating to allow the casings to pass through. To
compensate for this, tis necessary to strengthen the
ship’s structure in machinery spaces.

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Double Bottom construction
Transverse framing

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 Double Bottom construction
Longitudinal framing

• Plate floors are to be fitted at every frame under the

engines and the foremost shaft tunnel bearing and at
alternate frames outboard of the engine seating, also
under boilers, under bulkhead and toes of brackets to
deep tanks stiffeners.

• Side girder are to fitted between the centre girder and

margin plate extending as far forward and aft as
practicable. Breadth between 14m and 21m, one side
girder; breadth over 21m, two side girdersw.

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Double Bottom construction
Longitudinal framing

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Transverse framing System

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Transverse framing System continued

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Longitudinal framing system

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Longitudinal framing system continued

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Combined framing system

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Combination framing system continued

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Combination Framing System continued

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Cantilever framing system

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 Disadvantages of longitudinal framing system
Though the longitudinal framing system has a lot of
advantages, it also has some disadvantages. They are as
follows:
o The intrusion of deep webs into prime cargo spaces for
ships carrying packaged cargo is an disadvantage.
o Difficulty arises in the structural arrangements near
the ends of the ship.
o As the hull narrows towards the bow and stem,
however, the girth necessarily reduces and the
longitudinals becomes closer together
o Difficulties in construction arise when they converge so
closely that some longitudinals have to be eliminated
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Cargo ship

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 A General Dry Cargo Ship

• This vessel has longitudinal framing at the decks and in

the double bottom, transverse framing at the sides.

• To provide necessary degree of transverse strength

transverses are fitted at the decks, and plate floors fitted
in the double bottoms.

• Longitudinal framing is not usual at the sides of general

cargo vessels since this would necessitate the fitting of
deep transverses 3.7m apart and would give rise to a
large of broken stowage.

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General Cargo Ship

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 Bulk Carrier: Ore to Light Grain
• This type of vessel is designed to load a maximum
deadweight of any type of bulk cargo, from heavy ore to
light grain.

• The vessel is constructed on the combined system,

longitudinal framing in the double bottom, bottom of
wing tanks and at the deck, transverse framing being
fitted at the sides.

• Transverse webs are fitted in the wing tanks at intervals

of 3.4 metres, side stringers being fitted at approximately
one third and two third the depth of the tank.
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General Arrangement of Bulk Carrier

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Structural arrangement of Bulk Carrier

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Longitudinal System of Bulk Carrier

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Structural arrangement of Bulk Ore Carrier

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 Oil Tanker

• Oil contracts and expands with changes of temperature

so the tanks can not usually be completely full and the oil
will be free to wash around. This can set up quite large
stresses on the hull, whilst the free surface effect will
reduce the ship’s stability.

• To minimize these effects, longitudinal bulkheads and

wash plates are fitted, together with a number of
transverse bulkhead so as to divide the ship into
reasonably small tanks.

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 Oil Tanker Continued

• Heavy side stringers, side girders, cross ties and web on

the bulkhead help to stiffen the hull.

• The risk of fire must be considered and special system of

ventilation adopted to allow the escape of gasses.

• Cofferdams are also fitted in certain parts, to separate the

tanks from the rest of the ship and from each other.

• In order to reduce the risk of fire, the pumps should not

be in the engine room, but in separate compartments
known pump rooms.
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 Example of An oil Tanker
• Tankers are single deck vessels, machinery aft and fitted
with two or more longitudinal bulkhead.
• The bottom and deck are to be framed longitudinally in
the cargo tanks and longitudinal framing s should be used
at the sides and on longitudinal bulkhead where the
length o the vessel exceeds 200 metres.
• Cofferdams are to be provided at the forward and after
ends of the oil cargo spaces, they are to be at least
760mm in length.
• The spacing of bottom, side and deck transverses in
general is not to exceed 3.6 m and the depth of a
transverse should not be less than 2.5 times the depth of
the slot cut for the longitudinal.
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General Arrangement of Oil Tanker

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Large Oil Tanker

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Smaller Oil Tanker

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 Container Vessel
• The provision of adequate structural strength is of prime
importance.

• Longitudinal framing is used throughout the main body

of the vessel, transverse framing being used in the fore
part and after part.

• They are built having a cellular construction at the sides.

• Strong longitudinal box girders are formed port and

starboard by the upper deck, second deck, top of shell
plating and top of the longitudinal bulkhead.
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Container Vessel

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 Passenger Vessel
• The basic construction of the passenger vessels follows the
same rules for a dry cargo vessel, a large number of decks
being fitted to provide the required amenities.

• Special attention must be given to the construction of these

vessels, especially in way of superstructures, pillars and
bulkhead.

• Superstructures are frequently constructed of aluminium

alloys which in addition to the reduction weight improves the
stability.

• The comfort of passengers is very important they are usually

fitted with stabilizers and in large vessels bow thrusters to
assist manoeuvrability at low speeds. 39
Passenger Vessel

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Midship section Through accommodation of Passenger Vessel

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Ro-Ro ferry

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Ro-Ro ferry

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 Comparison Between Transversely and longitudinally
framed Ship
 The transversely framed ships are structurally sound and satisfactory. In
fact, most of the stiffeners contributed nothing to the ship’s resistance to
longitudinal meant that the framing system is not optimal from the
standpoint of structural efficiency.

 The longitudinal system in which most of the plating stiffeners are

disposed in the fore and aft direction has superior structural efficiency.

 The principal advantage of the longitudinal framing system is that many

longitudinal stiffeners serve dual purposes: they support the shell plating
against local loading caused by water pressure and cargo loads.

 Therefore, a longitudinally framed ship has superior longitudinal strength

to a transversely framed ship of equal size and structural weight.

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 Comparison Between Transversely and longitudinally
framed Ship
 The reduced structural weight permits the carriage of more cargo or
payload.

 An additional advantage of stiffening the plating longitudinally in the deck

and bottom plating is that longitudinally stiffened plating is more resistant
to buckling between longitudinals when the deck or bottom is subjected
to compressive stresses as it bends in a seaway that it would be if stiffened
transversely.

 The difficulty arises in the structural arrangements near the ends of the
ship. As the hull narrows towards bow and stern, the girth necessarily
reduces and the longitudinals become closer together. Difficulties in
construction arise when they converge sol closely that some longitudinals
have to be eliminated.

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