FORCES AND STRESSES ON SHIPS

A study of how forces and stresses affect ships p

FORCES AND STRESSES

Do you know the difference between forces and stresses? Forces are external e g you exert a external, e.g force if you push or pull on a trolley Stress i it just what you feel if St is j t h t f l exams are on tomorrow?

Static Forces on Ship p

Dynamic D i Forces on Ship -6 degrees of freedom

The movements of the 66degrees of freedom

Stress
Stress is internal so you feel y stressed inside you For steel structures, like the material that ships are made of stress builds of, up until a breaking point, then it breaks. breaks

Stress cont d contd

Stress = Force/Cross Sectional Area You can reduce stress by increasing the cross-section area i e for ships crossarea, i.e. ships, use thicker plates or larger sections.

Two categories of g Stresses

Structural Stresses = stresses affecting the whole ship ff h h l h Local Stresses = stresses affecting particular parts of ship

Structural Stresses St t l St

Longitudinal Stresses in g Still Water

Although upthrust (buoyancy) is equal to the weight of the ship, the distribution of weight & buoyancy is not uniform throughout the length of the vessel. This i Thi gives rise to differences in load i diff i l d throughout the length in the form of a. b di moment bending t b. shear forces

NonNonuniform weight i ht distribution along ship causes bending moment and shear forces

Bending Moment
Bending moment causes the hull to experience tensile stresses on one side of the neutral axis and compressive stresses on the other. This type of bending stresses are at the maximum at the deck and keel. Longitudinal structural members are designed to take these stresses.

Bending Stress

Shearing Forces
Shearing forces result in shear stresses in the affected cross section. They are at a maximum on the neutral axis. axis

Shearing Stress

Result of Stress
For you, too much stress causes headache, sleeplessness, and even , p , panic. For a ship all these stresses may lead ship, to deformation, buckling, or cracks in extreme cases cases.

Longitudinal Stresses in g Seaway

These are wave-induced, causing wavehogging & sagging gg g gg g Hogging is when the crest of a wave is amidships, amidships causing the midship to be pushed up due to greater buoyancy there momentarily Sagging happens when a wave trough is amidships with the crests at the amidships, ends

hogging & sagging

When a ship is in seaway, the weight distribution remains unchanged, but g , the distribution of buoyancy is altered. This causes the size and location of bending moment and shearing force to change (compared to stress in still water) and may be more damaging on the vessel. vessel

hogging & sagging

Longitudinal Stresses due g to incorrect Loadinq

Incorrect loading is caused by poor loading sequence or loading g q g arrangement e.g. commencing loading from the forward end g It causes the weight distribution to be very different from the buoyancy distribution, magnifying the bending moment & shearing forces

Racking
When a vessel is rolling, the accelerations on the ship structure are p liable to cause distortions in the transverse section. Transverse bulkheads, beam knees and tank side brackets help to prevent racking. p p g

Racking

Water Pressure
Water pressure acts perpendicular to p p p the surface, increasing with depth. The effect is to push the ship's side in, p p , and the bottom up.

Water Pressure

Drydocking
Upthrust of keel blocks in dock tends p to set up the keel, resulting in stresses y g p which may cause a change of shape of the transverse section.

Drydocking

Ship on Keel Blocks in p Dock

Localised St L li d Stresses

Pounding
Heavy pitching & heaving may subject p the forepart of the vessel to severe blows from the sea, especially in the g p lightship condition. Strengthening of bottom occurs up to 25% of length from forward forward.

Pounding

Pounding in seaway

Panting
This is a stress occurring at the ends g of the vessel due to variation in water p pressure on the shell plating as the p g vessel pitches in a seaway.

Panting

Localised Loading
Localised heavy weight, e.g. engine y g , g g room, or ore in the hold, may give rise to localised distortion of the parts p affected.

Localised Loading

Ends of Superstructure
These may represent major y p j discontinuities in the ship's structure, g giving rise to localised stress resulting g g in cracking.

Ends of SuperSuperstructure

Profile of a ship

The profile is not like this

Note the tapering of the p g superstructures

Tapers here

Deck Openings
Holes cut in the deck plating, eg y , , , hatchways, masts, etc, create areas of high local stress due to lack of y y p g continuity created by the opening.

Deck openings create p g stresses

Other localised stresses

vibration due to propellers stresses in vicinity of h f hawse pipes, windlass, winches bilge keels

The End