Journal of Ship Production and Design, Vol. 30, No. 4, November 2014, pp.

201–206
http://dx.doi.org/10.5957/JSPD.30.4.130058

Buckling of Stiffened Panels and Its Mitigation

N. R. Mandal,* Sree Krishna Prabu,† and Sharat Kumar†
*Professor, Department of Ocean Engineering and Naval Architecture, Indian Institute of Technology, Kharagpur, India
†
Graduate Student, Department of Ocean Engineering and Naval Architecture, Indian Institute of Technology, Kharagpur, India

The increased use of thin plates, like in ships for high-speed operation, results in
significantly increased distortion. In-process control of welding distortion is more
desirable than postwelding rectification from the point of manufacturing efficiency.
This can be achieved by suitably designing and also implementing one or more of
the distortion control measures as is suitable for a particular manufacturing situation.
In this study, an investigation on buckling phenomenon in fabrication of stiffened
panels was carried out. Analytical formulae were used to calculate the weld-induced
compressive stresses. Critical buckling stresses considering appropriate buckling
coefficient for typical stiffened panels as used in shipbuilding practice were calcu-
lated. The predictions from these analytical tools were compared with experimental
observations. The experimental results compared fairly well with those of the calcu-
lated ones. In the present study the panel design aspect as well as thermomechanical
tensioning scheme were studied with regard to buckling mitigation. It was observed
that when choosing suitable stiffener spacing in conjunction with plate thickness,
buckling distortion can be significantly reduced. Distortion mitigation through thermo-
mechanical tensioning was also found to an effective yet simple-to-implement method
of buckling distortion control. However, further investigation is necessary toward fully
establishing the method of thermomechanical tensioning. Once this method is
established, this pretensioning technique can be applied as an active in-process
control method to avoid buckling distortion in stiffened panels.

Keywords: thin plate stiffened panel; welding residual stress; weld-induced buckling;
critical buckling stress; distortion mitigation; thermomechanical tensioning

1. Introduction thin plates in panel fabrication results in significantly increased

SHIPBUILDING IS primarily an assembling industry. The panels,
subassemblies, and assemblies being welded are subjected to
thermal cycles of heating followed by cooling. Because of the
phenomenon of thermal expansion and nonuniform heating and
cooling cycle, it causes shrinkage forces to develop in the welded
panels. The shrinkage forces tend to cause different degrees of
distortion. Nonuniform shrinkage forces across thickness may
lead to angular deformation, whereas the in-plane compressive
forces in plate panels made of thinner plates tend to buckle.
Ships designed for high-speed operation are generally weight-
sensitive and call for thin plates and sections. The increased use of
Manuscript received by JSPD Committee October 17, 2013; accepted
February 26, 2014.
distortion. The net result is increased man-hours for fitting, flame
straightening, and rework. Therefore, in-process control of welding
distortion is more desirable than postwelding rectification from
the point of manufacturing efficiency. The hull distortion may
adversely affect the hydrodynamic performance of a vessel as well.
The deck and bulkhead undulations may give rise to the problem
of equipment installation.
As a result of welding distortion, the finished product may
not be able to perform its intended purpose because of poor fit,
reduced buckling strength, and unacceptable appearance. There-
fore, control of welding distortion assumes great importance in a
ship’s stiffened panel fabrication. This can be achieved by suitably
designing and also implementing one or more of the distor-
tion control measures as is suitable for a particular manufactur-
ing situation. In this study, the panel design aspect as well as

NOVEMBER 2014 2158-2874/14/3004-0201$00.00/0 JOURNAL OF SHIP PRODUCTION AND DESIGN 201

thermomechanical tensioning scheme has been studied. It was
observed that when choosing suitable stiffener spacing in conjunc-
tion with plate thickness, buckling distortion can be significantly
reduced. Thermomechanical tensioning method was also found to
be an effective yet simple-to-implement method of buckling dis-
tortion control.
2. Buckling
It is a well-known phenomenon that tensile residual stresses
develop along the weld zone and are balanced by compressive
stresses in areas away from the weld zone (Yang & Dong 2010).
If the compressive stress thus developed exceeds the critical buck-
ling stress of the plate panel in between the stiffeners, buckling
of the plate takes place.
Buckling always posed a troublesome problem to the ship-
builders. To solve buckling problems in shipbuilding industries,
in the 1970s, the pretensioning methods were tested at Kawasaki
Heavy Industries by Terai (1978) and Masubuchi (1980). The
pretensioning was applied either mechanically or thermally as
well as a hybrid mechanical–thermal method (Yang & Dong
2010). Later Zong et al. (1995) analyzed the buckling behavior
of plates using an idealized inherent strain method. It was also
observed that the thickness of 4 mm seems to be a threshold value;
a plate thinner than 4 mm becomes more susceptible to buckling
as a result of welding.
2.1. Compressive stress estimation
In fillet welding, heat input Q is directly related to fillet leg
length “a” as shown in equation (1).
Q=Sw ¼ aða þ 1Þ=C kJ=mm; ð1Þ
where C ¼ 17 for SMAW [ ]
Sw ¼ welding speed ðmm=sÞ
The heat input, because of nonuniform expansion followed by
contraction of the heated metal, will cause compressive shrinkage
forces to develop in the plate as given by equation (2).
F ¼ f ZðQ=Sw Þ N ð2Þ
where f ¼ 200 for a wide range of welding process variables for
steel (White & Dwight 1978). Therefore, the compressive stress
(sr) in the panels bounded by longitudinals at a spacing of “s”
will be as given by equation (3):
200ZðQ=Sw Þ
sr ¼ MPa ð3Þ
st
Now critical buckling stress for the stiffened panel with frame
spacing “s” under in-plane compression along the length is given
by equation (4):
k2 E
scr ¼  . 2 ð4Þ
12ð1  g2 Þ s t
The transverse stiffeners are spaced three times the spacing of
longitudinal as per general shipbuilding practice. The plate panel
in between the stiffeners tends to buckle under the compressive
stresses developed as a result of welding of the longitudinals. The
longitudinals provide for sufficient restraint to the panel edges
and thereby restrain them from rotation. The edges more or less
behave like fixed edges. Therefore, for a fixed-fixed condition of
the panel edges, the buckling coefficient k is 6.97 (Timoshenko &
Gere 1961; Bulson 1970). Whereas for the free-free condition, it is
equal to 4. However, depending on the scantling of the longitudi-
nals, there might be some deflection of these longitudinals. Keep-
ing this in view, in this work, the buckling coefficient k was taken
to equal 5.5. With increasing plate thickness and decreasing frame
spacing, the critical buckling stress will increase. However, it will
also lead to increase in weight of the stiffened panel.
3. Distortion mitigation methods
3.1. Frame spacing and scantlings
Out-of-plane distortion resulting from buckling caused by weld-
induced stresses can be avoided to a great extent by suitably choos-
ing plate thickness and stiffener spacing. By increasing the plate
thickness and reduced stiffener spacing, the critical buckling stress
of the panel increases. However, this also increases the weight of
the structure. Hence, these parameters are so chosen that the
increase in weight is minimal. The stress developed is the result of
the weld heat input, which is directly related to the fillet leg length
of the stiffener welding. The critical buckling stress of the plate
panels bounded by longitudinal and transverse stiffeners depends
on the stiffener spacing and plate thickness. Now if the stiffener
spacing and plate thickness are so chosen that the critical buckling
stress of the panel becomes higher than the compressive stress

Nomenclature

B ¼ breadth of the stiffened panel (mm) f ¼ constant (200 for steel over a wide DT ¼ difference of lug heating
E ¼ modulus of elasticity (MPa) range of welding parameters) temperature to room
I ¼ welding current (A) n ¼ number of longitudinals temperature. ( C)
N ¼ number of lugs s ¼ frame spacing (mm) Sigma_r ¼ compressive residual
Q ¼ IV ¼ gross power (J/s) t ¼ plate thickness (mm) stress (MPa)
Sw ¼ welding speed (mm/s) a ¼ coefficient of thermal expansion Sigma_cr ¼ critical buckling
V ¼ arc voltage (v)  ¼ arc efficiency factor stress (MPa)
b ¼ width of lug (mm) g ¼ Poisson’s ratio

202 NOVEMBER 2014 JOURNAL OF SHIP PRODUCTION AND DESIGN

developed resulting from welding of the stiffeners, then buckling of
the panels is not expected. However, for ship structures, it should
comply with the classification requirement as well as should not
lead to unwanted increase in weight of the stiffened structural panel.
Twenty-one test cases were considered with three different
plate thicknesses, three different frame spacings, and four differ-
ent fillet leg lengths. The variation in fillet leg length was taken
keeping in view the cases of possible overwelding that may take
place during panel fabrication. For different fillet leg lengths, “a,”
plate thickness, “t,” frame spacing, “s,” the compressive stresses
(Sigma_r) developed, and the corresponding critical buckling
stresses (Sigma_cr) of the stiffened panels were calculated based
on equations as given in equations (1), (3) and (4). The calculated
values are given in Table 1.
It can be seen from the calculated values that buckling could be
avoided by suitably choosing stiffener spacing for a given plate
thickness as well as keeping in view the possibility of over-
welding, as often happens in an actual shop floor condition. For
4-mm thick panels, frame spacing of 400–500 mm with a fillet leg
length of 3 mm is recommended for the no-buckling condition.
Whereas if fillet deposition cannot be controlled to 3 mm, then to
have a no-buckling condition, the plate thickness needs to be
increased to 5 mm and frame spacing can be anything equal to or
less than 600 mm provided the fillet leg length remains 4 mm.
If weld metal deposition cannot be controlled to 4 mm but will
be within 5 mm, then the frame spacing needs to be restricted to
400 mm preferably. With increasing frame spacing to 500 mm,
it may buckle; however, with still higher frame spacing, it is sure
to buckle. Whereas with still higher plate thickness of 6 mm, the
buckling possibility greatly reduces with frame spacing less than
equal to 500 mm and with fillet leg length as high as 6 mm.
However, with this, if the frame spacing is increased to 600 mm,
then the possibility of buckling of a 6-mm thick panel may arise.
Thus, it can be seen that the buckling of such stiffened panels
could be effectively avoided by suitably choosing the panel thickness
and frame spacing keeping in mind the possibility of overwelding.
3.2. Thermomechanical tensioning
The critical buckling stress as calculated previously presup-
poses that the plates are perfectly flat, which implies that there
are no initial deformations present in the plate, which in reality is
not always true. These initial deformations present in the plate
reduce the critical buckling stress and therefore one generally
observes buckling although it was not expected otherwise.
Buckling takes place because of the compressive stresses
resulting from welding. To avoid buckling in such a situation, the
effect of these stresses needs to be nullified by a tensile stress field
of suitable magnitude. In the present work, this tensile stress field
was generated using the phenomenon of contraction of preheated
lugs of suitable dimensions. The scheme of this thermomechanical
tensioning is shown in Fig. 1.
The lugs at one of the plate end were welded to the plate as well
as to the base plate, thereby completely restraining the movement
of the plate at that end. The lugs at the other end were then welded
to the plate. Then these lugs welded to the plate only were heated
up by a gas flame to approximately 800 C and in that condition
were welded to the base plate as shown in Fig. 2. Subsequently,
they were allowed to cool down. The lugs then shrunk and exerted
the required tensile force to offset the effect of the weld-induced
compressive forces.
The total longitudinal compressive force acting on the plate
resulting from welding of “n” longitudinals is given by,
Fr ¼ nsr Bt ð5Þ

Table 1 Weld-induced compressive stress and critical buckling stress for varying plate thicknesses with different frame spacing
and fillet leg length

Plate Thickness Frame Spacing Leg Length Heat Input Sigma_r Sigma_cr
SI No. (mm) (mm) (mm) (J/mm) (Mpa) (Mpa) Remarks

1 4 400 3 705.9 61.8 104.3 No buckling

2 4 500 3 705.9 49.4 66.7 No buckling
3 4 600 3 705.9 41.2 46.3 May buckle
4 4 400 4 1176.5 102.9 104.3 May buckle
5 4 500 4 1176.5 82.4 66.7 Buckling
6 4 600 4 1176.5 68.6 46.3 Buckling
7 5 400 4 1176.5 82.4 162.9 No buckling
8 5 500 4 1176.5 65.9 104.3 No buckling
9 5 600 4 1176.5 54.9 72.4 No buckling
10 5 400 5 1764.7 123.5 162.9 No buckling
11 5 500 5 1764.7 98.8 104.3 No buckling
12 5 600 5 1764.7 82.4 72.4 Buckling
13 6 400 4 1176.5 68.6 234.6 No buckling
14 6 500 4 1176.5 54.9 105.2 No buckling
15 6 600 4 1176.5 45.8 104.3 No buckling
16 6 400 5 1764.7 102.9 234.6 No buckling
17 6 500 5 1764.7 82.4 105.2 No buckling
18 6 600 5 1764.7 68.6 104.3 No buckling
19 6 400 6 2470.6 114.1 234.6 No buckling
20 6 500 6 2470.6 115.3 105.2 No buckling
21 6 600 6 2470.6 96.1 104.3 May buckle

NOVEMBER 2014 JOURNAL OF SHIP PRODUCTION AND DESIGN 203

 Considering N lugs, we need to satisfy the following equation to
mitigate the buckling stress:

N ½EaDT ðbtÞ ¼ nsr Bt

Therefore, the number of lugs required for exerting the necessary
tensile force for mitigating buckling is given by:

nsr B
ie, N ¼ ð7Þ
EaDTb

4. Experimental verification and results

Fig. 1 Scheme of thermo-mechanical tensioning
Fig. 2 Heated up lug being welded
The effect of frame spacing, plate thickness, fillet leg length,
and thermomechanical tensioning on the buckling behavior of
stiffened panels was studied. In this investigation, four stiffened
panels were fabricated. The panel dimensions and welding param-
eters are shown in Table 2. Low-carbon, normal-strength mild
steel plates and sections were used.
Welding was carried out by SMAW. The stiffened panels
consisted of three longitudinals at a spacing of 600 mm for Panels
1, 3, and 4 and 400 mm for Panel 2. Each stiffened panel had two
transverses spaced three times the spacing of the corresponding
longitudinals as shown in Fig. 3.
The stiffeners were aligned and tack welded in position.
Welding was performed using shielded metal arc welding in all
the panels. The welding current, arc voltage, and welding speed
were recorded in all cases and are given in Table 2. Based on these
recorded data and considering arc heat transfer efficiency to be 0.7,
corresponding heat input and compressive stresses thus developed

The expansion of each lug of length “l” resulting from a tem-

perature difference of DT is given by:

Dl ¼ l / DT
Dl
ie, ¼ aDT
l
The strain in the lug caused by the heating is independent of its
length. As it cools, it will tend to contract by the same amount,
ie, a DT, causing a tensile stress as given by:

slug ¼ EaDT
Therefore, the tensile force exerted by individual lug will be:

Flug ¼ EaDT ðbtÞ ð6Þ Fig. 3 A typical panel with 3 longitudinals and 2 transverses

Table 2 Panel dimensions and welding parameters

Panel Dimensions (mm) Stiffener Welding Parameters

Fillet Leg Frame
Voltage Current Speed Length Spacing
Panel No. L B t (V) (A) (mm/s) (mm) (mm)

1 2000 1400 4 32 130 1.8 4 600

2 1400 1000 4 31 130 3 3 400
3 2000 1400 6 32 140 2 5 600
4 2000 1400 4 33 130 2 4 600

204 NOVEMBER 2014 JOURNAL OF SHIP PRODUCTION AND DESIGN

 Table 3 Weld-induced compressive stress and critical buckling stress for the tested panels
Plate Thickness Heat Input
Panel No. (mm) (J/mm)
1 4 2311
2 4 1343
3 6 2240
4 4 2145
Fig. 4 Buckling in Panel 1, plate thickness 4mm with frame
spacing of 600mm
in these four cases were calculated based on equation (3). The
values are given in Table 3. Based on the panel dimensions, their
respective critical buckling stresses were also calculated and com-
pared with the respective compressive stresses as given in Table 3.
As expected from data in Table 3, buckling of the plate in between
stiffeners was observed in case of Panel 1 as can be seen in Fig. 4.
In Panel 2, reducing frame spacing to 400 mm and with reduced
heat input, with the same plate thickness as that of Panel 1,
although no buckling was expected, some buckling was observed,
however with reduced magnitude, as shown in Fig. 5.
In Panel 3, plate thickness was increased to 6 mm keeping the
same frame spacing as in Panel 1; fillet welding was carried out to
yield higher leg length and thereby higher heat input as given in
Table 3. With increased plate thickness as expected, buckling
could be reduced to a great extent as is evident from Fig. 6.
In Panel 4, near identical conditions were maintained as that of
Panel 1. However, the Panel was subjected to thermomechanical
tension as described previously. As per equation (7), the number
of lugs of width 80 mm needed to be worked out to two; however,
four lugs of length 160 and breadth 80 mm, 4 mm thick on each
Fig. 5 Buckling in Panel 2, plate thickness 4mm with frame
spacing of 400mm
Fig. 6 No buckling in Panel 3, plate thickness 6mm and frame
spacing of 600mm
NOVEMBER 2014
Sigma_r Sigma_cr
(MPa) (MPa) Remarks
134.8 46.4 Buckling
117.5 104.3 May buckle
87.1 104.3 No buckling
125.1 46.3 No buckling under tension
Buckling on releasing tension
end of the plate were used. On one end, the lugs were welded to
the plate and to the base plate, thus restraining the plate from any
movement. Then after tacking the stiffeners, the lugs on the other
end were heated up to approximately 800 C and immediately
welded to the base plate as can be seen in Fig. 2. Subsequently,
as the lugs cooled down, it provided a tensile force on the plate
panel, which was very evident because no deformation of the plate
was observed with the lugs in position as shown in Fig. 7.
However, on releasing the plate from the lugs, buckling
occurred, as shown in Fig. 8. The lugs were removed by mechan-
ical cutting. It indicates that the lugs generated tensile forces to
balance the weld-induced compressive forces; however, on releas-
ing the plate from the lugs, the compressive forces came into play,
ie, these forces were not neutralized, but only were balanced by
the tensile forces.
The tensile forces were sufficient enough to neutralize the com-
pressive forces, but it did not happen; the reason could be that the
tensioning was applied to the plate with stiffeners tack welded to
it, thereby increasing its rigidity. Also, it could be the result of
initial deformations causing reduction in critical buckling stress.
Hence, part of the tensile force applied by the lugs was taken up
by the longitudinal, thereby failed to neutralize the compressive
stresses. Hence, the plate needs to be tensioned first and then the
Fig. 7 No buckling of panel under tension
Fig. 8 Buckling of Panel 4 after the tensioning lugs were released
JOURNAL OF SHIP PRODUCTION AND DESIGN 205
stiffeners are to be positioned, aligned, and welded. It is expected
that it will lead to buckle-free stiffened panels.
5. Conclusions
An investigation on buckling phenomenon in fabrication of
stiffened panels was carried out. Simple easy-to-use analytical
formulae were used to calculate the weld-induced compressive
stresses responsible for buckling. Similarly, the critical buckling
stress considering appropriate buckling coefficient for typical
stiffened panels as used in shipbuilding practice was calculated.
The predictions from these simple analytical tools were compared
with experimental observations. The experimental results com-
pared fairly well with those of the calculated ones.
Distortion mitigation through modification of scantlings of
stiffened panels as well as through thermomechanical tensioning
was studied. Calculations revealed that reducing frame spacing
and also by increasing plate thickness the buckling could be
avoided. However, buckling could not be totally nullified but
could be significantly reduced. Hence, the developed proce-
dure can be gainfully used at the design stage to decide on
the frame spacing so that buckling can be greatly reduced, if
not eliminated.
Distortion mitigation through thermomechanical tensioning
was studied. Simple methodology was developed to carryout
thermomechanical tensioning. It was observed that under a severe
206 NOVEMBER 2014
buckling condition, no buckling took place while the plate
remained under tension. However, on removing the lugs, thereby
releasing the tension, buckling surfaced in the plate panel. It
indicated that the tension developed by the thermomechanical
means could not fully nullify the effect of compressive stresses
developed resulting from welding. However, it does point to an
effective means of mitigating buckling distortion. Further investi-
gation is necessary toward establishing the method of thermome-
chanical tensioning. Once this method is established, this
pretensioning technique can be applied as an active in-process
control method to avoid buckling distortion in stiffened panels.
References
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MASUBUCHI, K. 1980 Analysis of Welded Structures. Pergamon, Oxford, UK.
TERAI, K. 1978 Study on prevention of welding deformation in thin-skin
plate structures, Kawasaki Technical Review, 61, 61–66.
TIMOSHENKO, S. P. AND GERE, J. M. 1961 Theory of Elastic Stability.
McGraw Hill Book Company, New York, NY.
WHITE J. D. AND DWIGHT J. B. 1978 Residual stresses in large stiffened
tubular structures. CUED Report, C-Struct/TR67.
YANG, Y. P. AND DONG, P. 2010 Buckling distortions and mitigation tech-
niques for thin-section structures, Materials Engineering and Performance,
21, 2, 153–160.
ZHONG, X. M., MURAKAWA, H., AND UEDA, Y. 1995 Buckling behavior of
plates under idealized inherent strain, Transactions of Japan Welding
Research Institute, 24, 2, 87–91.
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