ANALYSIS OF SHIP STRUCTURAL ELEMENTS, İDENTIFYING THE VARIOUS

MACHINERY EQUIPMENT & OUTFITS FOR DIFFERENT SHIP TYPES

• A SHIP STRUCTURE CONSISTS OF A NETWORK OF WELDED TOGETHER CROSS-

STIFFENED PLATES

STRUCTURAL MEMBERS TO BE DISCUSSED ARE AS FOLLOWS:

• KEEL
• PLATING
• FRAMES
• FLOORS
• DECK BEAMS
• LONGITUDNALS
• DECK GIRDERS

KEEL
At the centre line of the bottom structure is located the keel, which is often said to form the
backbone of the ship. This contributes substantially to the longitudinal strength and
effectively distributes local loading caused when docking the ship. The commonest form of
keel is that known as the ‘flat plate’ keel, and this is fitted in the majority of ocean-going and
other vessels.A form of keel found on smaller vessels is the bar keel.The bar keel may be
fitted in trawlers, tugs, etc., and is also found in smaller ferries.

GİRDERS
Girders: A girder is a longitudinal member used in the construction of the bottom of a ship.
They can be solid or not and can be placed above the keel (centre girder) or spaced equal
distances from it (side girders). They can be continuous or divided by floor sections
(intercostal side girders). The centre girder is always one continuous piece and must be
fastened to the keel with a continuous weld. Girders must extend as far as possible from the
forward to the aft end of a ship.

PLATING
Thin pieces closing in the top, bottom, and sides of structure.
• Outer plating (side shell and bottom plating)
• Strakes = longitudinal rows of outer plating (e.g. garboard, sheer,
deck strakes)
The shell plating forms the watertight skin of the ship and at the same time,
in merchant ship construction, contributes to the longitudinal strength and
resists vertical shear forces. Internal strengthening of the shell plating may
be both transverse and longitudinal and is designed to prevent collapse of
the plating under the various loads to which it is subject.

FLOORS
Floors: These are made up of cross members that are mounted perpendicular
to the keel and girders. There are three main types of floor: solid, plate and
bracket. solid plate floors’ are fitted to strengthen the bottom transversely and
support the inner bottom. These run transversely from the continuous center
girder to the bilge, and manholes provided for access through the tanks and
lightening holes are cut in each solid plate floor. The spacing of the solid plate
floors varies according to the loads supported and local stresses experienced
OTHER STRUCTURAL MEMBERS
Stringers are large beams or angles fitted in various parts of the vessel to give
added strength. Depending upon their locations, stringers are known as bilge
stringers, side stringers, hold stringers, etc
Bulkheads (longitudinal & transverse) :-Bulkheads are large partitions made of
plates riveted or welded together and stiffened with angle bars, tee bars, etc.
Depending on the type of ship there are transverse, longitudinal and side
bulkheads. They divide the ship into compartments fore-and-aft, or from port
to starboard, and they may run between two or more decks
Frames – Girders which run transversely from keel to main deck. Used to
transversely stiffen the outer plating.

Deck beams: These are transverse members that connect the top ends of the
frames, forming the transverse framing for the deck
Deck girders: These are longitudinal members that combine with the beams to
form the longitudinal framing of the deck.
Longitudinals: A very general term to identify any small longitudinal member
that can be used for several purposes. This term is used more specifically in
longitudinal framing.
Web frames: Oversized members that replace a frame at certain locations on a
ship.

FRAMING
• TYPES OF FRAMING SYSTEMS
 1. Transverse Framing
• For combating primarily hydrostatic and side impact loads
• Closely spaced continuous frames with widely spaced
longitudinals
• Used primarily for
• Short ships (lengths less than typical ocean waves: ~
300ft)
• Submarines
• Thick side plating is required
• Longitudinal strength is relatively low.
Primary role of transverse members is to resist the hydrostatic loads.Usually
used in ship with length less than 100m

• TRANSVERSLY FRAMED BOTTOM STRUCTURE

 SHELL PLATİNG

FRAMING
2.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
Primary role of longitudinal members is to resist the longitudinal bending stress
due to sagging and hogging
FRAMING
3.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
• Ship using combined framing with transverse framing on sides and
longitudinally framed bottom.

TYPES OF BOTTOM CONSTRUCTIONS

1. Single Bottom Construction
• Usually found on tankers & small ships
• Bottom transverse frames are known as “floors”
1. Floors are vertical structural members.
2. Floors support bottom plating - transfer the load to keel (&
keelsons) and side frames
• Can be used with any framing system.
TYPES OF BOTTOM CONSTRUCTIONS
Double Bottom Construction
1. Advantages
• Construction Stronger - provides more longitudinal material.
• Provides volume in which to store liquids without taking up
cargo space
• Provides damage resistance in the bottom
2. Disadvantages
• More expensive to construct, higher maintenance costs
• Moves neutral axis of the ship down - causing higher
stresses in the deck
 ANALYSES OF SHIP STRUCTURES USING ANSYS
Thispresentations describes the use of ANSYS Structural in the simulation of the
complex ship structure
This is used to analyze merchant and Naval ships. Static Analysis is usually done
to find the overall strength of the structure. For this, in addition to hydrostatic
and hydrodynamic loadings from exterior, the local loads due to ballast tanks;
cargo loads etc are also considered. In the domain of Dynamic Analysis,
Vibration Analysis (Free and forced) is done for all ships/components to check if
the structure is dynamically stable or not. The natural frequencies of the
structure are compared with the forcing frequency to check for resonance.
MAJOR ASPECTS OF STRUCTURAL ANALYSIS
 Modeling
 Meshing
 Loading
 Analysis

MODELİNG
The complex ship structure, which 100 to 300 meters in length: 7 to 30 meters
in breadth and 5 to 30 meters in depth, is modeled completely using ANSYS Pre
processor. The plates are modeled
using Shell 63/ Shell 43/Shell 181 Elements. The stiffeners are modeled using
Beam 4/Beam 44/ Beam 188 Elements. All the pillars are modeled using Pipe
elements and all other structural masses are modeled using Mass elements
MESHİNG
After the complete structure is modeled, the plates, stiffeners, pipes and
masses are individually meshed. The last step to be completed before meshing
the model is to set the meshing controls, i.e. the element shape, size, the
number of divisions per line, etc. Selecting the various parts of the model, one
by one finite element mesh is generated.
 LOADİNG
The loads that a ship experiences during its voyage can be roughly divided into
two parts.
Static Loads –. The hydrostatic pressure, Weights of the ship components,
Cargo and Ballast loads come under this category
Dynamic Load –The hydrodynamic Pressure due to waves, Wind Loads and
other operational Loads like loads due to underwater Explosion, Machinery
operational loads etc., are the loads, which are considered as dynamic loads

ANALYSİS
The loads that a ship experiences during its voyage can be roughly divided into
two parts.
DifferentAnalyses that are usually performed are
1) Stress Analysis of Ship Structures and components
2) Vibration Analysis of Ship Structures
3) Ultimate Strength Analysis
4) Transient Dynamic Analysis
5) Strength Analysis under Impact loading
6) Thermal Analysis

STRESS ANALYSIS OF SHIP STRUCTURES AND COMPONENTS

Stress analysis is usually performed to find the overall strength of the ship and
its components .As there are always two or more loads acting on the
structureThe number of load cases to be investigated depends on i) the
number of envisaged cargo and ballast loading conditions and ii) number of
wave cases (snapshot load sets) to be considered for each ship loading case
 FEW STRESS ANALYSİS PROJECTS
Advanced Analyses of Complex Structural Systems (Bulk carrier) Using FE
Codes=Bulk Carriers and other large vessels were modelled and perform direct
strength Analysis with varied load cases to check the strength of the vessel.

 FEW STRESS ANALYSİS PROJECTS

Optimization Of Scantlings For VLCC Tanker By Finite Element Method=IRS
own rules and direct structural analysis by finite element method for Panamax
bulk carrier (Fig. 2) and a double hull tanker of 300000 DWT
  FEW STRESS ANALYSİS PROJECTS
Buckling Analysis of Mini Bulk Carrier=The Static (structural stress) analysis of
Mini Bulk Carrier (Fig 3). was carried out to check the strength adequacy due to
local and global loads
 FEW STRESS ANALYSİS PROJECTS
Buckling Analysis of Mini Bulk Carrier=The Static (structural stress) analysis of
Mini Bulk Carrier (Fig 3). was carried out to check the strength adequacy due to
local and global loads.

VIBRATION ANALYSIS OF SHIP STRUCTURES

With the progress made in the field of FE analysis and methods developed to
cut down time, it is now possible to use FE analysis to predict vibration
characteristics of ship
FEW VIBRATION ANALYSIS PROJECTS
Determination of natural frequencies of a cement carrier=In view of that,
finite element analysis of superstructure, including engine room and steering
gear compartment was carried out to find out the natural frequencies and
mode shapes. From the analysis result, excessive vibration was found at the
same locations, which the surveyors had detected during the trial.
 FEW VIBRATION ANALYSIS PROJECTS
Vibration Analysis of Masts fitted in Various Vessels=Masts fitted on ships
carry important navigation and communication components, which are very
sensitive to vibrations. And, it is constantly acted upon by wind and
acceleration loads.

ULTİMATE STRENGTH ANALYSİS

Collapse of hull girder is an important failure mechanism for ships as it can
cause huge losses of life & property and marine pollution, particularly in case of
large ships. Therefore it becomes essential to check the ultimate hull girder
strength against the combined vertical wave bending moments and still water
bending moments, including those in the flooded conditions
 ULTİMATE STRENGTH ANALYSİS PROJECT
Determination of ultimate collapse pressure of hatch cover=In this project a
method was developed, for determining the ultimate strength of hatch covers
by non-linear FEM
 TRANSIENT DYNAMIC AND STRENGTH ANALYSES UNDER IMPACT
LOADING
There are types of highly dynamic loads, which are characterized by very high
amplitude but short durations usually lasting up to few milli-seconds e.g.
slamming loads, under water shocks, contact/ collision etc. To fully understand
the effects of such loads the use of a non-linear transient dynamic analysis is
necessary
DYNAMIC AND STRENGTH ANALYSES UNDER IMPACT LOADING
PROJECT
Analysis of FSP subjected to Underwater Explosion=In a preliminary study
have analyzed a Floating Shock Platform (Fig 23) under shock loads.
 THERMAL ANALYSİS
Thermal Analysis of Thermo-syphon=The 40m high Heat exchanger structure
shown here consists of 3 parts i.e. Heat Exchanger, Vapor Separator with
Column and Thermo- syphon loop pipe.