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Types of Mid-Ship Sections

This document discusses different types of midship sections for ships, including: 1. Basic types are circular, rectangular, and hard-chine sections. Bulbous sections are also used for stability. 2. For large ships with a flat keel, the deadrise should start at the edge of the keel. For small ships with a vertical keel, avoiding complex curvature is better for construction. 3. Common midship section types include vertical, bulbous, flared V, and retreating tumblehome sections, each suited to different ship types and purposes.

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Adrian Gilby
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345 views19 pages

Types of Mid-Ship Sections

This document discusses different types of midship sections for ships, including: 1. Basic types are circular, rectangular, and hard-chine sections. Bulbous sections are also used for stability. 2. For large ships with a flat keel, the deadrise should start at the edge of the keel. For small ships with a vertical keel, avoiding complex curvature is better for construction. 3. Common midship section types include vertical, bulbous, flared V, and retreating tumblehome sections, each suited to different ship types and purposes.

Uploaded by

Adrian Gilby
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© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Types of Mid-ship Sections

Basic types of Mid-ship Sections

f. Bulbous type (applications: to bow and stern region, but in older


e.d.times
Hard-chine
Circular (with
alsotype oneto
applicable
c.(nearly or two
the
Rectangular
a. UVchines,
b.midship
constant type application
section
(midship
type
radius especially
of passenger
sections)
of curvature, to high
ships
for sailing and
yachts)
speed boats) warships).
Entrance Ways of the Bottom of Midship Section

• For ships with a flat keel, (i.e., for all large ships) and
elevated bottom (with deadrise) it is recommended that
the deadrise starts from the edge of the keel ( Fig.a)
Entrance Ways of the Bottom of Midship Section

• In contrast, for small vessels, with vertical keel, it is appropriate to


avoid demanding curvatures to the keel, because it will not
improve significantly the flow around the keel, whereas it will
cause difficulties in the construction/fitting of the keel (Fig. b, c).
Sides of Midship Section

a. Common midship section with vertical sides


Sides of Midship Section

b. Bulbous underwater section to improve the stability at small


drafts according to the German Naval Architect Foerster
(applied to old transatlantic passenger ships).
Also, it offers the possibility of fitting additional underwater
armor to the hull (old warships).
Sides of Midship Section

c. Flared V section (ferries, icebreakers, flare


especially above the waterline)
Sides of Midship Section

d. V sections below the waterline and vertical sides at and above


the waterline (applied to some containerships, see lines
drawing of contemporary German containership, Sec. 3.4).
They ensure reduced GM for small drafts, when this is
desirable (for avoiding excessive transverse accelerations in
seaway).
Sides of Midship Section

e. Retreating sections of tumble-home type above waterline;


applied to old ocean liners and large
passenger/ferry/cruise ships in general for weight savings
on superstructures, thus reducing/controlling the height of
the weight center of the ship.
Sides of Midship Section

f. Fitted sponsons around ship’s waterline to improve ship’s


stability in cases of insufficiency after a ship’s conversion
(e.g. in cases of conversion of cargo ships to passenger
ferry ships; also, old warships: armored shield against
torpedoes).
Relationship with the Midship Section/Body:
• If the middle body section is full, the character of
the sections at bow and stern may be U or V type
according to the specific implemented criteria.
• On the contrary, a relatively sharp middle section
of V type allows the connection to only V
sections both at the bow and at the stern.
Relationship with the Shape of Bow and Stern
• The character of the bow and stern, e.g., the
existence of a bulb at the bow/stern, or
ransom stern, affects only those directly
neighboring sections, but without this
influence to reach the middle body area.
Relationship with the Type of Ship
For specific ship types characteristic section types have emerged, namely:
−Ferries:
Due to the requirement of large deck area pronounced V-type sections arise,
both at the ends (stern and bow) of the vessel, as well as in less extreme form
at the middle body region.

− Tankers/bulkcarriers:
In contrast to the ferries, the requirements for the deck area are not a decisive
criterion for the design of the lines of tankers. Thus U sections with as possible
vertical walls on the side are applied, allowing best use of enclosed spaces.
Impact on Stability
• Generally for fixed displacement, U-type sections lead to a
smaller design waterplane area, compared to the V-type
sections. Thus they lead to smaller metacentric radii BM.
• In addition, the vertical position of the center of buoyancy KB is
reduced, compared to the corresponding of V-type sections.
• In conclusion, for the same initial stability, i.e., the same GM,
ships with pronounced U sections require a higher B/T ratio
(lower L/B), than those with V sections.
Impact on Stability
Note:
• It should be noted that for the same displacement, or the same
displacement per meter section, the weight (mass) center KG of a
V section is higher than that of a U section, due to the positioning
of significant steel mass higher up above the design waterplane.
• However, this negative effect regarding the stability properties of
V type sections is overcompensated by the analog increase of the
“form stability,” i.e., of KM.
Impact on the Construction, the
Exploitation of Space and Other Criteria

Comparing the two basic types of sections with


character of U and V, of the same displacement per
meter, the same draft and side depth (hence the
same height of freeboard) and the same flare angle
(α) :
Impact on the Construction, the
Exploitation of Space and Other Criteria
Compared to an U-type section, the V-type section offers:
• Larger exploitable volume above the design waterline and larger deck area
• Relatively smaller side area of the shell (reduction of steel structure
weight)
• Limited curved area of the plates (easier and more economical to
construct)
• Larger reserve buoyancy
• Larger width at waterline (thus increase of BM, see previous paragraph:
“Effect on stability”)
Impact on the Construction, the
Exploitation of Space and Other Criteria
The V-type section is inferior to U-type on the following criteria:
• Limited exploitable space below the waterline
• Creation of intense waves (intense free surface disturbance at waterplane) and
generally increased wave resistance
• An increased height of center of gravity due to the transfer of significant steel mass
above the waterplane. This is usually accompanied by increased weight centroids of
superstructures and of equipment on deck
• Problems of slamming and seakeeping for pronounced sections V at the bow, when
sailing in head waves
• Significant loss of waterplane area during the emergence of part of the vessel due to
ship motions in waves (heave-pitch) or in the case of trim and/or in ballast condition.
Next class…
• Bow Sections Below Waterline
• Stern Sections Below Waterline
• Form of Sections Above Waterline

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