STRENGTH OF SHIPS

KEY TO QUESTION PAPER

1(a) What are the functions of a ship structure?

(2 Marks)

The main functions of the ship structure are:

To give longitudinal strength to the ship against the waves

To give transverse strength to the ship to resist the hydrostatic loads
To withstand the Upward pressure,
To withstand the bending stresses
To withstand the bottom damage by grounding and underwater shock
To withstand the stresses & forces such as panting, pounding, raking,
slamming, whipping and springing.
To withstand the forces and stresses against the collision.

1(b) What are the assumptions of a longitudinal strength calculations.

(2
Marks)
The problem of calculating the ultimate longitudinal strength of ship hull is,
basically, a kind of nonlinear elasto-plastic behavior of structural members
usually with initial imperfection and residual stress.
The assumptions in the static longitudinal strength calculation are:
(i)
(ii)

Resulting stresses cannot be considered to be real but that they must

be treated as comparative only
This comparison can be made between one ship to the other or
between different loading conditions for the same ship.

1(c) What are the thermal effects on the hull girder?

(2 Marks)

A thermal stress may be defined as a stress which is developed as a result of a

non-uniform temperature distribution within the body. Temperature gradients

in the ships hull will cause deflections of the hull girder caused by thermal
expansion. Thereby thermal stresses will be induced in the ships steel.
As a result buckling of hull plating will happen. Ultimately these thermal
stresses can cause the body to have brittle fracture. In marine industry,
heating due to the atmospheric temperatures is not an issue on ships hull.
Whereas low temperature applications such as in LNG Carriers, while the ships
are moving in cold weather conditions can cause significant failures to the
structure.
1(d) What are the forces acting on ship structure in head seas? (2 Marks)
During the head seas the ships bow will be subjected to up and down motions
and thereby severe pitching. This pitching will lift the fore body of the vessel to
be completely come out of water and there upon falls on the water rapidy,
which is called as SLAMMING.
Due to slamming there will be number of stress that will be developed in the
ships structure and they are as follows:
(i)
(ii)
(iii)
(iv)

Panting
Pounding
Whipping
Springing

1(e) What are the factors affecting the superstructure efficiency? (2

Marks)
The efficiency of superstructure is defined as:
=

0
0 1

Where,

is upper deck stress without superstructure

is upper deck stress calculated

is the upper deck stress with fully effective superstructure.

From the above formula it is clear that the factors affecting the superstructure
efficiency are as follows:
(i)

(ii)

The Length of the Superstructure: When the superstructure is 15%20% length of main hull, it can be regarded as a relatively long
superstructure
Fully effective superstructure may be obtained with 35% length of
main hull.

1(g) Explain simple bending theory. (2 Marks)

Simple beam bending is often analyzed with the Euler-Bernoulli beam
equation. The conditions for using simple bending theory are:
1. The beam is subject to pure bending. This means that the shear force is
zero, and that no torsional or axial loads are present.
2. The material is isotropic and homogeneous.
3. The material obeys Hooke's law (it is linearly elastic and will not deform
plastically).
4. The beam is initially straight with a cross section that is constant
throughout the beam length.
5. The beam has an axis of symmetry in the plane of bending.
6. The proportions of the beam are such that it would fail by bending rather
than by crushing, wrinkling or sideways buckling.
7. Cross-sections of the beam remain plane during bending.

2(a) What are the forces acting on a ship at sea? Discuss with neat
diagrams.

(7 Marks)

The hulls of ships are subjected to a number of loads.

Even when sitting at dockside or at anchor, the pressure of surrounding

water displaced by the ship presses in on its hull.

The weight of the hull, and of cargo and components within the ship
bears down on the hull.

Wind blows against the hull, and waves run into it.

When a ship moves, there is additional hull drag, the force of propellors,
water driven up against the bow.

When a ship is loaded with cargo, it may have many times its own empty
weight of cargo pushing down on the structure.

If the ship's structure, equipment, and cargo are distributed unevenly there
may be large point loads into the structure, and if they are distributed
differently from the distribution of buoyancy from displaced water then there
are bending forces on the hull.
The various forces, moments and stresses that act on a ship when the ship is
moving in a sea-way are as follows:
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)

Panting
Pounding
Racking
Slamming
Whipping
Springing
Sagging
Hogging

2(b) Discuss the distortion of a ship structure with application of theory

and experience.

(7 Marks)

3(a) How do you carry out the 3-dimensional analysis of a ship structure?
Explain.

(7 Marks)

The three-dimensional hydro-elasticity theory of ships will be performed to

include the effect of fluid compressibility. This enables the acoustic responses
of a ship structure induced by the machinery or wave excitations being
predicted with the inclusion of the free surface and the forward speed effect. A
method for eliminating the irregular frequencies in the numerical analysis is
proposed.
To develop a 3-D model, there is a need of an integrated suite of design
software tools for naval architects and ship design engineers. It is used for the
preliminary design of a ship's hull structure and supports key decisions
regarding naval architectural characteristics. Classification drawings, steel
quantity estimates, weld lengths, and Weights and Centre of Gravity reports are
produced within the model. In todays highly concurrent shipbuilding projects,
structural engineers must work in parallel with the detailed designers.
Once the 3D model is generated the global and local strength analysis can be
easily performed. In conclusion, by using the 3D model and FEM software, the
numerical FEM analysis provides reliable data for the ship strength
assessment (under equivalent quasi-static head waves), having a good
concordance between the structural models developed. Same model can also be
used for fatigue analysis, risk assessments and sensitivity analysis also can be
performed.

3(b) Explain the use of probability theory in the assessment of

longitudinal strength of ship.

(7 Marks)

4)

PROBLEM :
Given Data is:
Let upper deck height = x m
Super-structure deck height = 2.6m
Deck beam = 13m
Deck Thickness = 12 mm
Material of the deck = Aluminium Alloy ( Density = 1/3 of steel)
Ships Sagging Moment = 450 MN-m
Frame Spacing = 730 mm
Stress in the upper deck = 55 MN/m2 because of added superstructure.
FORMULA:
The efficiency of superstructure is defined as:

0
0 1
Where,

is upper deck stress without super structure = 55 MN/m2

is upper deck stress calculated = 44 MN/m2

is the upper deck stress with fully effective superstructure
=

Theefore,
=

5544
5540

11/ 15

73%

40 MN/m2

5(A) Briefly explain the modeling of ship hull girder as a beam with neat
diagram.

(7 Marks)

When the ships strength is assessed, it has been common to consider three
strengths, which are longitudinal strength, transverse strength and local
strength. Among these, longitudinal strength, that is hull girder strength, is the
most fundamental and important strength to ensure the safety of a ship
structure
Hull girders are very important components in ship structures, and therefore
they should be designed for a set of failure modes that govern their strength.
The modes of failures can be classified to produce two distinct strength and
serviceability

limit

states.

Strength

limit

states

are

based

on

safety

consideration or ultimate load-carrying capacity of the hull girders and they

include plastic strengths, buckling, and permanent deformation.
After modeling a simple Euler-Beam theory can be applied and resolved.

5(b) Differentiate between the buoyancy curve and weight curve with
diagrams.

(7 Marks)

Buoyancy Curve: The up-thrust at any one metre length of the ship depends
upon the immersed cross-sectional area of the ship at that point. If the values
of up-thrust at different positions along the length of the ship are plotted on a
base representing the ships length, a BOUYANCY CURVE is formed.

This curve increases from zero at each end to a maximum value in way of the
parallel mid-ship portion. The area of this curve represents the total up-thrust
exerted by the water on the ship.
Weight Curve:

The weight curve starts and finishes at the extremes of the

ships structure
The buoyancy or the weight along the length of the ship need not be uniform.
At various points along the ships length there may be an excess of buoyancy or
an excess of weight.
Hence: Difference (weight-buoyancy)

= resultant load

Below figure indicates both Buoyancy Curve and Weight curves on a single
base.

6(a) Explain the application of plastic theory to ship structures.

Marks)

(7

6(b) Explain the procedure for calculation of hull girder section modulus
and null deflection.

(7 Marks)

7 (a) Briefly discuss transverse loads on the ships hull with neat
diagrams.

(7 Marks)

7(b) Briefly explain the influence of different bracketed connections in

ship structures with diagrams.

(7 Marks)

8 (a) Explain the thin plate theory (3 Marks each question)

In continuum mechanics, plate theories are mathematical descriptions of the
mechanics of flat plates that draws on the theory of beams. Plates are defined
as plane structural elements with a small thickness compared to the planar
dimensions. The typical thickness to width ratio of a plate structure is less
than 0.1.
A plate theory takes advantage of this disparity in length scale to reduce the
full three-dimensional solid mechanics problem to a two-dimensional problem.
The aim of plate theory is to calculate the deformation and stresses in a plate
subjected to loads.
Of the numerous plate theories that have been developed since the late 19th
century, two are widely accepted and used in engineering. These are

the Kirchhoff theory of plates (classical plate theory)

The MindlinReissner theory of plates (first-order shear plate theory)

The KirchhoffLove theory is an extension of EulerBernoulli beam theory to

thin plates. It is assumed that a mid-surface plane can be used to represent
the three-dimensional plate in two-dimensional form.The following kinematic
assumptions that are made in this theory.

straight

lines

normal

to

the

mid-surface

remain

straight

after

deformation

straight lines normal to the mid-surface remain normal to the midsurface after deformation

the thickness of the plate does not change during a deformation.

8(b) Discuss the bending and membrane stresses in ship plates

A "plate" is a solid body bounded by two surfaces. The distance between the
two surfaces defines the thickness of the plate, which is assumed to be small
compared to the lateral dimensions.
Membrane and Plates have basic differences in structural behaviour.
Membrane sustains transverse loading using in-plane stresses. While plates
sustain loading using bending stresses. 1-D analogous examples are difference
between a thread/cable and beam. If the bending stiffness of the plate is
reduced to zero, it will act like a membrane with due consideration of boundary
conditions.

8(c) Write about the structural discontinuities in a ship s hull.

Due to poor structural design, there may be several types of discontinuities
that will be formed in ships structure. The general discontinuities that are
mostly observed are as follows:

Ends of superstructure: When the poop deck, and forecastle and the
accommodation superstructure. When seen from the profile view, these
structures are sudden elevations in the profile of a ship. The effect of stress
concentration here, is in addition to the maximum bending moment at the
midship region, therefore making it highly prone to failure.

fig2
Ends of Longitudinal Girders: The girders that run longitudinally along the length of
the ship, for example the centre girder, and the side girders, are to be terminated at the
fore and aft perpendiculars.
Deck Openings and other openings: A ship, in general, is always characterised by a
deck opening. Every deck opening is basically a hole cut within a steel plate, be it in the
form of a manhole, or a hatch opening. discontinuities can appear in a ship structure.
Special Case- Container Ships: A special case arises in case of container ships,
which are equipped with torsion boxes. Due to a fine hull form, it gets difficult to taper
the cross sectional areas of the torsion boxes in the aft and ford regions, thus giving
rise to severe structural discontinuity.
Design methodologies to reduce structural discontinuities

It is by now evident, that discontinuities in ship structures are unavoidable, but they can
certainly be reduced to considerable limits. So its time we discuss a few interesting
ways the industry has adopted to reduce the effect of discontinuities:

8 (d) Distinguish between the strength and stiffness of a hull girder.

Stiffness and strength are two of the most commonly confused terms in the
ship structural , and many people use them interchangeably. But these are two
different things, and building the best-performing ship requires knowing the
difference.
Strength: A measure of the maximum load that can be placed on a material
before it permanently deforms or breaks. Engineers often use this as yield
stress, y, as a measure of a material's strength.
Stiffness:

A measure of the amount of deflection that a load causes in a

material. Engineers use a value called Young's modulus, E, for stiffness.

For more clarity in understanding, consider a piece of rubber surgical tubing
has very low stiffness because it deflects a lot under load, but it is relatively
strong. A piece of glass filament is the opposite it deflects very little under
load but might not carry a huge load before it breaks.