Structural Design of Ships

SCOPE
Contents
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Introduction
Basic concepts
Wave Loading
Other Loads
Structural synthesis
Longitudinal strength
Superstructure and deckhouse design
Main Transverse blkd
Secondary Structure
Reliability and Optimisation
Special structure and structural design
Fatigue and Fracture mechanics
Vibration

The BIGss
picture

Flow in Structural Design Process

Key Loads
Equivalent Modes of Failure

Gross Structural Form

External
Internal
Develop a
Structural
Configuration

Modify the configuration

to achieve Desired
Results

Analyse the model

against Design
Criteria

Create a
Model

Aim of Structural design

Cost

Efficient
Design

Cost
Effective

Construction
Maintenance

Reliable and
Maintainable
Solution
Weight

Space/
Volume

Aim for simpler structures that cheapest in long

term, even if they are not lightest in weight

Evolution of Design
Factors to be considered in design process:

1. Varied structural configuration

2. Materials
3. Possible solutions for vulnerability and
struc. Survivability
4. Design constraints: avoid stress conc.,
provide adequate load paths

Synthesis, Analysis & Optimisation

Synthesis

Analysis

Optimization

Development
of system
from
components.
Compatibility
b/w
omponents,
loads & inservice
functions

Proof that
synthesized
system will
provide
required
functions with
acceptable
reliability
under service
loading

System as
analyzed is
most efficient
and economic
(functionwise)

Take away
Light
structure

Slight heavy
structure

Conventional ships not weight critical

Cost of materials for primary structure
for 1-2% for a frigate

Not applicable for weight sensitive vessels such as SWATH or Surface SES

Historical figures and data

Overview / Understanding of Design Process :
1950s & 1960s :
Buckling Strength of components in ship structures Elasto-plastic
Fatigue aspects of design untouched : 23 25 years ship life
Brittle Fracture : Problem of Steel Quality & Welded Structure
Till 1970s Wave Loading by Static Balance : L/20 (m) or 1.14L(ft)
Factor of Safety 2.5
Buckling : Classical Methods Elastic Euler buckling
Mid 1970s : Wave Bending Moment using Rigid Body Dynamics
Statistical representation of a Seaway
Ultimate Collapse Strength of Ship Hull
Finite Element Method for Elastic Analysis
Computing Power available with Designers

Basic Concepts Analogy to BEAM

L ~ 7B
L ~ 11 D

Basic Concepts Analogy to BEAM

PURE BENDING
Cross Section plane
remains perpendicular to
axis of bending
Shear effect neglected

* Scissor

Ship as Simple Beam

Hull as flanged beam bending about neutral axis
Arrangement separates trans. and long. Structure
Effective for estimating first order bending response about both
short axes
Though, diff beam idealizations required for both arrangements
Continuity of box sections=> Ignore shear effects not shear loads
(initial assumptions)

Effective Structure

Superstructural block always takes some bending load, but

due to shear effects=> plane sections do not remain plane

Rules of simple bending not strictly valid

Decks, longt. bulkheads, deep long stiffeners effective as a part

of hull girder if their extension is greater than 10%

Torsion: Possible to estimate torsional effects but warping in

large deck opening: accuracy doubtful

Loads
Type of Structural Loading
Longitudinal
Loads

Transverse
Loads

Cyclic Loads

Concentrated
Loads

Combined
Loads

Explosive
Loads

Longitudinal loading

Static
Difference b/w
weight and
buoyancy at each
section Gives rise
to resultant SF and
BM distribution

Dynamic

Longitudinal loading - Dynamic

Static

Dynamic
Wave Action
worst case:
encounter wave
length=ship length

Dominant wave
frequency ~
natural frequency
of hull girder
Hull vibration by
impulsive loading
due to slamming of
hull onto water
surface
Rare !! Hull vibration
high

Keyword Quasi Static

Photograph of a dynamic
wave

Transverse Loads
Hydrostatic and dynamic pressures

Ships equipment and variable load in vertical

transverse plane
Loads: Static/ Static + Cyclic Probabilistic in nature
For practical design purpose: consider all as static, lack of
knowledge of true loading
Except pressure variation induced by propellers
But dynamic effects need to be taken into account when
proposing load/strength margins

Transverse Loads
Forces on sides symmetric minimum
variation due to wave condition
FH << Fdue to buoyancy wt variation

I along D = BD3 / 12
B ~ 2D
So I along B = 8 times I along D
Therefore More Rigid

Cyclic Effects of Ship Life

Fatigue damage over a period of time
Necessary to define the expected life of a structure:
subject to cyclic loading
Defined by number of wave encounters
7-8 seconds mean wave period
25 yr design, 30% likely at sea (8 sec w.p.)
3x107 wave encounters: used for recent tests in warships

Lifetime defn of wave encounters: math modeling =>

extrapolating from strain measurements, load with a
given probability of exceedance in the specified no. of
wave enc.

Concentrated Loads

Imposed by heavy items of

equipment
Warships: operation of
weapon systems
Static + superimposed cyclic
component from inertial
effects of motion
Weapon loads: impulsive:
recoil of gun
Effects of heavy loads:
aircraft landing/parking

Explosive Loads

Due to explosions
Extensive distortion of
plating and stiffening: large
amplitudes and velocities
Underwater attack:
amplitudes of overall hull
vibration: sufficient to break
back

Classification of Structure
Primary:
Hull as beam: shell, principal decks,
main transverse bulkheads,
superstructure

Secondary:
Stiffened panels and grillages bounded
by decks, bulkheads, shells

Tertiary:
Panels of plates bounded by stiffeners or
elements of stiffeners
Simplification: breakdown analysis of each
component independently of others

Classification of Stresses
Primary: Due to bending, shear,
torsion in main hull girder

Secondary: In stiffened grillage due to

bending and membrane effects

Tertiary: Membrane stresses in panels b/w

stiffeners

Useful to calculate stresses at each level

separately, superimpose for complete solution

Load Transmission
Load from longitudinaltransverse stiff.
Load from transverselongitudinal stiff.
Then transferred to grillage boundary: very stiff in the
plane of load
Extent to which a structure can be broken down: relative
stiffness of adjacent comp, most reliable for large diff in
stiffness
Corollary: There must always be a structure to which load
must be transferred
Structures to be avoided: unsupported decks, bulkhead
edges, unsupported stiffener edges
Lack of structural continuity structural failure

Effective Breadth and width

Stiffeners deflect under loading; load
transferred into the plate by shear action
Plate deflects out of plane progressively
less than stiffener
Plane sections remain plane: strictly
invalid
Effect called Shear lag=> in plane stress
distribution
The whole plate doesnt bend, only a part of it
participates: effective breadth (be) with
constant stress level-used to calculate the
bending stiffness of plate-stiff combination
be: function of panel aspect ratio and
thickness, load distribution, panel flatness,
residual stresses

Remainder plate to have zero stresses

Effective Plating

For ships: all plating taken as effective when in

tension
Upper Deck in hogging
Keel in sagging

Compression: Effectiveness assumptions to be

made with care. Load approaches buckling
strength;