Ship stresses &

structural compensation
Stress and Strain

STRESS – The amount of force (T) per

unit area (M2).

STRAIN – The distortion due to stress.

This is usually expressed as a percentage
 WATER PRESSURE

STRESS TABLE TRANSVERSE RACKING

Across the breadth
TORSION

DRY DOCK

TENSILE

STATIC SHEAR FORCE

(Stationary)
COMPRESSIVE LONGITUDINAL
Along the length
BENDING MOMENTS
DYNAMIC
(Moving)
SHEARING

PANTING

LOCALISED POUNDING
Specific area
HEAVY WEIGHTS
 Stresses in Still Water
Static stresses are caused by:

Variation in the weight of the structure and
cargo distribution throughout the ship.

Variation in the buoyancy forces because
the underwater section is not constant.

Concentrated local weights such as
machinery
Longitudinal Stress
Bending moments - Static

Hogging

Sagging

P6
 Stresses in a Seaway
Dynamic stresses are caused by:

Buoyancy forces constantly varying.

Pitching, heaving and rolling.

Wind and waves.
Longitudinal Stress
Bending Moment - Dynamic

Hogging

Sagging

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Hogging & Sagging

Utube Clip
Longitudinal Stress
Shear Force

SF SF

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Shearing Force
Basic Relationships
buoyancy curve - b(x)

weight curve - w(x)

net load curve - f(x) = b(x) - w(x)

Sign Convention
Positive
+f Upwards
 Finding Shear Distribution
Net Load - f
Sign Convention

Positive
+f: Upwards

Shear Force - Q

+Q Positive
+Q: Clockwise
-Q
Finding Bending Moment Distribution
Shear Force - Q
Sign Convention

+Q Positive
+Q:
Clockwise
-Q

Bending Moment - M

+M: Positive
Sagging
-M
 Transverse Stresses

Water Pressure

Pressure increases with
depth so…

The greater the draft the
greater the pressure on the
ship’s side & bottom plating

The tendency is for the
sides to be squeezed
inwards & the bottom being
pushed upwards
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 Transverse Stresses

Dry Dock Stress

A ship is designed to
withstand pressure from the
outside

When the ship is in drydock
this pressure is removed

The only things holding the
ship being the keel blocks

The bilge blocks

And the side shores
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 Transverse Stresses

Racking Stress

When a vessel rolls in a seaway the
waterline is not horizontal and the
centre of buoyancy continually moves
to the continually changing centre of
the underwater volume which will
probably not be on the centreline

The forces of buoyancy and gravity
acting on the vessel are therefore not
always in the same line and this effect
tends to push the transverse section
into a diamod shape
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Transverse Stresses

Racking Stress Black 0009

The same effect can occur

due to the dynamic forces
of the waves and swell
hitting the sides of the hull
which again tends to push
the transverse section into
a diamond shape

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 Racking stress from the ships’s
point of view

Utube 2
Utube 1
Utube3
 Local Stresses
1. ----------------------------

2. -----------------------------

3. -----------------------------
 Transverse Stresses

Panting

This is the “IN & OUT” movement of
the ship’s plating at the bow and stern
areas due to the changing water
pressure as the ship is working in a
seaway

It is more pronounced at the bow as
this is the area that is also pushing into
the water as the vessel moves ahead
into the seaway and also due to the
rise and fall of the bow area due to
pitching
P10L
 Panting from the ship’s point of
view

Utube 1 Utube2
 Transverse Stresses

Pounding

This is the slamming down of the ship’s bottom plating near the bow (@
the fore foot) during excessive pitching in heavy weather

Usually the result of too much stern trim, too little ballast and/or
excessive speed

Heavy weather from ahead will also be a contributing factor

P10R
Pounding from the ship’s point of
view

Utube 1
Pounding from the ship’s point of
view
Transverse Stresses

Heavy Weights

When a heavy lift is loaded or there

is a concentration of weight due to
main engines, masts, crane
pedestals, sampson posts etc., the
load per unit area is much more
than normal. Extra strengthening is
therefore required in that area

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Transverse Stresses

Heavy Weights

For a temporary load such as a
heavy lift, extra strength can be
provided by shoring up the
deck

In the case of permanent
weights and more commonly
for heavy lifts, frames and
floors are spaced much closer
together and are probably
thicker than in other parts of the
vessel
Structural Compensation
 Continuity of Strength

Continuity of strength is achieved by ____
_____ _ __ _ __ __

classification society rules ........................

………………………………………………..
Steel scantlings may be increased
over the midships length

0.4 L Increased scantlings

Designed resistance to
bending (Lloyds)

Bending Moment Curve

( Ideally resistance to bending should match B.M. Curve )

Strength added by superstructure
Added Superstructure

Strength added by
"Notch" superstructure
"Notch"
 Superstructure End
BRIDGE SIDE PLATING
THICKENED BY 25% IF
STRUCTURE > 0.15 L

BRIDGE SIDE PLATING

TAPERED INTO SHEERSTRAKE AND
DECK BEAM STIFFENED (I.E. FLANGED FASHION PLATE)

BRIDGE FRONT
BULK’D

BRACKETED WEB PLATE

STIFFENER NOT
STIFFENER
MORE THAN 1.5M
FROM BULK’D

LAST 4 FRAMES EXTENDED

FROM TWEEN DECK INTO
STRUCTURE IF WITHIN 0.25 L OF
Ä

MAIN DECK

DECK STRINGER
SHEERSTRAKE THICKENED BY 20%
THICKENED BY 20% IF WITHIN 0.25 L OF
Ä

ADEQUATE
UNDERWATER
SUPPORT
Longitudinals Cut at Transverse
Bulkheads

Various methods may be used to ensure
continuity of strength through the
bulkhead.
Longitudinals Cut at Transverse
Bulkheads
BULKHEAD
STIFFNER

BRACKET WELDED TO BULKHEAD,

STIFFENER, LONGITUDINAL AND
BRACKET WELDED TO BULKHEAD,
BOTTOM
BOTTOM AND LONGITUDINAL

Both
brackets
in line

CUT CUT
LONG’L LONG’L

BOTTOM PLATING

DRAIN OR STEAM PIPE

HOLES

NOTE:- BOTH BRACKETS AND LONGITUDINALS ARE CUT AT BULKHEAD WHICH EXTENDS WITHOUT ANY
INTERUPTION ACROSS VESSEL
 Another method

CORRUGATED BULKHEAD

BRACKET SLOTTED THROUGH BULKHEAD

AND WELDED TO BOTTOM, BULKHEAD AND
BOTH LONGITUDINAL

CUT CUT
LONG’L LONG’L
Stress Concentrations

Any section of a material containing a
“notch” (i.e. an abrubt change in it’s cross
section) such as that caused by a hole, a
cut, bend or change in shape will suffer an
increase in stress around this section
when placed under a load.

This local increase is called a stress
concentration
Straight bar with a square hole
Stress Concentrations at corners

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 Hatch Openings

Beams will be cut at hatchways and the
ends connected to the hatch coamings
supported by deck girders integral with the
hatch coamings

At the ends of the hatchways in line with
the framing, deep hatch end beams will be
fitted to support the coamings.
Any Questions?