Scribd
Upload
136 views5 pages

Introduction To Hull Gauging

Hull stresses in ships require careful monitoring to prevent catastrophic failures. New technologies allow for gathering detailed statistical data on hull stresses under different conditions. This data can be used to [1] develop empirical models to predict stresses for a given sea state and route, [2] inform risk-based design approaches to evaluate accidental loads, and [3] enhance classification society rules. As more data is collected using strain gauges, motion sensors, and other techniques, it will enable increasingly advanced structural analysis and reliability-based ship designs.

Uploaded by

Mengotah Nkangha
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as DOCX, PDF, TXT or read online on Scribd
136 views5 pages

Introduction To Hull Gauging

Hull stresses in ships require careful monitoring to prevent catastrophic failures. New technologies allow for gathering detailed statistical data on hull stresses under different conditions. This data can be used to [1] develop empirical models to predict stresses for a given sea state and route, [2] inform risk-based design approaches to evaluate accidental loads, and [3] enhance classification society rules. As more data is collected using strain gauges, motion sensors, and other techniques, it will enable increasingly advanced structural analysis and reliability-based ship designs.

Uploaded by

Mengotah Nkangha
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as DOCX, PDF, TXT or read online on Scribd
You are on page 1/ 5

INTRODUCTION TO HULL GAUGING

Hull stresses in ships require additional attention, especially considering the catastrophic
consequences which are possible as a result of their failure. We often hear of midship failures,
failure resulting from racking distortion in Ro-Ro and container ships. Today ship design has
reached a stage where the structures are evaluated for reliability using the simulation modules of
different finite element analysis (FEA) programs. This is used in conjunction with rules laid down
by the classification societies, and a certain factor of safety in design is what guarantees the ship for
use during its operational life.

Although, numerical quantification exists to describe the hull bending moments, still-water and
wave induced shearing and bending forces; the major design firms and classification societies
still have very few data or quantification available for different load combinations in different
sea states, at different Beaufort Scales along different trade routes. As result of this, it becomes
impossible to predict the response of the ship hull to the environment when on voyage.

It is therefore important to gather a large pool of statistical data based on which we can develop
empirical relationships to directly predict hull stresses of a ship for a given sea state and route.
Let us take a look at the different technologies which would enable us to gather this valuable
data:

Definition:

The hull roughness is measured during in-docking and out-docking. The Hull Roughness Gauge measures
the AHR value (Average Hull Roughness) of sea going vessels. AHR is the 'mean' of all the vessel's hull
roughness readings and is the measure against which ship's performance is correlated.

Types of gauges:

Strain Gauges
Strain gauges are the oldest among the technologies to measure hull stresses. These make use of
calibrated devices that express the stress upon the sample in terms of the strain induced on it.

Strain gauges are commonly of the foil (electro-resistive) type, although new technology is at
hand these days, sometimes providing better accuracy. Basically categorising them in terms of
application, they may be:

 Short baseline (for < 1 inch long samples)


 Long baseline ( for 2m long samples along the sample stress axis)
 Derived as per location (e.g. hull girder bending moment / stress using motion sensing)
 The new technological development not yet under commercial production.

Short baseline gauges are excellent for measuring shear stresses, along with their low cost, and
ability to be installed in small places (measuring ¼ th of an inch). They are ideal for stresses at
‘hotspots’. The gauge matrix is safe for operation in explosive atmospheres by virtue of their
small voltages. Disadvantages include directional accuracy and temperature errors.

Long baseline gauges are used for hull girder stress measurements on commercial ships. The
relative accuracy of their operation depends on how closely they resemble uniaxial members.
This means they cannot be subjected to secondary stresses (stresses arising as a result of internal
adjustments in strain and not because of loading). These devices use potentiometers (cheap,
limited life), transformers (longer life) or transducers (larger life, expensive).

Derived moment and stress calculations are done using motion sensors in combination with
calculated response characteristics. These are location specific but have not cleared the
requirements of some classification societies.

New technology has now found its way into application onboard ships, some examples in stress
measurement include fibre optics, acoustic, radio, LASERs etc.

Fibre Optic
Fibre optic strain gauges have been developed and deployed, they are inexpensive but the cost of
their coupling is quite high and beyond the current expenditure trends. Their reliability is also a
big concern. But, they may just develop a niche in military applications, explosive environments,
composites and low weight applications etc.

Acoustic
Acoustic strain gauges are capable of operating without direct contact. These have been
traditionally used for bridges, but we might see them being extended to ships one day.
Advantages include the ability to penetrate paint, rust and other surface obstructions. Although
they have to be economically viable for onboard application besides calibration.

Laser / RADAR Ranging


The application of these to ship hull structures have their own advantages and disadvantages. If
applied, they would need to be operated using shorter wavelengths offering higher accuracy
which would obviously come at a cost- both price and power consumption. These are susceptible
to errors from environmental conditions like atmospheric moisture when operated at short
wavelengths.

Motion Based Stress Monitoring


This method is quite the topic of research today, with emphasis laid upon racking stresses
resulting from roll / sway motions in ships. Real time motion measurements are taken during
voyage and compared with predicted response according to finite element analysis. Results
generally show good co-relation with derived measurements. This method would aid several
procedures and decision making during voyage. It also complement the iterative design process.

Fatigue Damage Sensors (FDS)


Used to estimate the fatigue life of ship structural member subjected to wave loads and other
forms of loading from the marine environment. These are sometimes similar in size and
integration to strain gauges and are often used in conjunction. The sensor reacts to the strains in a
structure and this strain causes cracking in it. The length of the crack is in direct relation with the
fatigue life. Currently this technology is being verified for accuracy by comparison with
conventional fatigue assessment methods.

Data Analysis and application


Having developed the tools for data collection, there arises the need to develop the statistical
background. Once a large pool of data is available for various hull plate and girder stresses at
various sea and wind conditions operating at various sea routes, it would be possible to develop
direct empirical relations for hull stresses using the environmental and structural factors.
Classification societies have taken this initiative to develop rules and guides for the same. Here
in this graph, it is shown how the strength and loading vary as probability density function over a
given range. What is interesting to note is the region between the curves (mentioned as capacity
in the graph) where the structural strength exceeds the load effect. This is the region of interest to
a structural designer, which he would look to maximise. This is the region of maximum
structural reliability. The loading conditions, both isolated (one dimensional) and a combination,
are necessary to study the effects on the hull structure.
 

This would set the stage for Level III design where the accidental loads and risks involved (Often
called Risk based Design) could be pre-evaluated before a certain sea route is undertaken. This
would be a boon for the ship crew who have to take the call in rough seas. Further accidents
involving major failure of hull structure can be avoided.

Data analysis techniques like neural network programmes can especially come handy in
obtaining meaningful data from a statistics. The next big step or Level IV design is when the
above concepts can be applied to loading combinations. The graph as shown earlier would take
3-dimensional form with an additional axis taking care of any component of the combined
stresses like torsion, bending, axial etc.
This can be extended for other loading combinations (additional axes) and so a 2-D surface
would be obtained. Any point on this surface would give the probability of a ship hull failing or
surviving against an eventuality. All of this to ensure that ships are better and safer at sea.

You might also like

pFad - Phonifier reborn

Pfad - The Proxy pFad of © 2024 Garber Painting. All rights reserved.

Note: This service is not intended for secure transactions such as banking, social media, email, or purchasing. Use at your own risk. We assume no liability whatsoever for broken pages.


Alternative Proxies:

Alternative Proxy

pFad Proxy

pFad v3 Proxy

pFad v4 Proxy