M6812 CA Assignment 2011

The midship section is subjected to a moment oI M

xx
20,000 tm Hogging. The
idealized structural members contributing to the longitudinal strength oI the hull
girder are as shown in the Iigure below:




















(a) etermine the location oI the neutral axis NA
(b)etermine the sectional modulus oI the midship section
(c) etermine the stress at the deck and bottom plates
(d)etermine the saIety Iactor Ior yielding iI the material yield stress is 200 MPa
(e) What are the structural advantages oI using angled-section at the top deck?
(I) Search the internet Ior the likely hull Iailure modes. Write up your Iindings, in not
more than 300 words, about the design practice to prevent these Iailure modes.









NA
3m
8m
C
L

6m

ALL 12mm #
PLATE
1m
3m
0.5m
Y
D

Y
B

NA
Answers:

Item
Width
(b)
Thickness
(h)
Area
(a)
Height
(d)
a x d a x d
2
I
o
a x Y
NA
2

A 6.000 0.012 0.072 0.006 0.000 0.000 0.0000 0.495
0.976 0.012 0.012 0.500 0.006 0.003 0.0009 0.081
C 0.976 0.012 0.012 0.500 0.006 0.003 0.0009 0.081
0.976 0.012 0.012 0.500 0.006 0.003 0.0009 0.081
E 6.000 0.012 0.072 0.994 0.072 0.071 0.0000 0.495
F 6.988 0.012 0.084 4.494 0.377 1.694 0.3412 0.577
G 3.000 0.012 0.036 7.994 0.288 2.301 0.0000 0.248
H 0.488 0.012 0.006 7.750 0.045 0.352 0.0001 0.040
Sum 0.305 0.800 4.426 0.3441 2.097


(a)The neutral axis of the cross section:


Y
NA

0.800
0.305
2.62 m

The neutral axis oI the cross section 2.622 m



(b)$ection modulus at midship section



I
NA
2 x (0.344 4.426 2.097) 5.346 m
3

Modulus at bottom oI midship section: Z
b

I
NA


5.346
2.622
2.039 m
3

Modulus at the top (deck) oI midship section: Z
d

I
d-NA
=
5.346
8-2.622
0.995 m
3




(c) $tress at the deck and bottom plates.

I


Stress at bottom (o)

I

1.96 X 10L10x8
2.039
96.12x10
6
N/m
2

Stress at top deck (o)

I

1.96 X 10L10x8
0.995
196.98 x10
6
N/m
2


(d)$afety factor for yielding

o
Actual
196.98 x 10

6
N/m
2
o
Allowable
200 x 10
6
N/m
2

SF
200
196.98
1.015

SaIety Iactor 1.015


(e) $tructural advantage of using angled section at top deck.

1. The angled section at top deck provides additional area moment oI inertia hence hull
can withstand more bending and twisting Iorces.
2. Angled section makes the hull to least twisting action when loaded with sheer Iorce
3. The angled section at top deck is an extended member Irom hull wall, it act as a
support Ior hatch cover in ship carriers, to keep away the sea water Irom rouge waves
and Irom storm conditions, otherwise the ingress oI sea water inside the hull cause the
uneven load distribution, ultimately leads to hull Iailure.

(f) Hull failure modes and the design practice to prevent these failure modes.

1) The steel tends to become brittle at low temperatures causes hull Iailure.
a. Prevention: Avoid sharp corner or rivet hole in ship hull. Also, remove
impurities in the hull material steel such as phosphorous or sulphur could
cause the brittle point to be as high as 50 deg F.

2) Age-related degradation such as corrosion wastage and Iatigue cracking damage can
reduce the hull girder strength perIormance.
a. Prevention: the time scheduled ship maintenance such as painting, checking
and replacement oI crack propagation and erosion plates/components reduces
the time oI age related degradation
3) Abnormal waves not expected in the structural design can occur and ampliIy the
maximum hull girder loads, which may reach or even exceed the corresponding
design values.
a. Prevention: the allowable working stress design approach that was applied in
the structural design oI the ship cannot deal with this issue, and thus the
ultimate limit state design method should be employed to prevent hull girder
collapse accidents.

4) The accidents such as grounding or collision can cause structural damage to the
bottom or side structures, the hull girder strength can be decreased because oI
accidental damage, which means that the residual strength oI damaged hulls may be
lower than the applied hull girder loads, causing hull girder collapse.
a. Advance sailing navigator should be used to access in rough sea. Sensors like
ultrasonic propagation sensor system helps us to show the ground level under
sea, makes crew to prevent collision oI hull.

5) The poorly executed unloading oI cargo can ampliIy the maximum hull girder
bending moments to the extent that they exceed the maximum load-carrying capacity
oI the hull structures.
a. Prevention: deck panels or bottom panels should be designed using ultimate
limit state design methods so that the ultimate hull girder strength is able to
withstand unintended scenarios oI cargo loading and unloading that cause
uncertainties in the design load calculations and subsequently aIIect the
structural design process.
Methodologies Ior the computation oI the ultimate hull girder strength are classiIied into Iive
types:
1) Simple-beam theory method,
2) Presumed stress distribution- based method,
3) Nonlinear Iinite element method,
4) Idealized structural unit method (ISUM), and
5) Intelligent supersize Iinite element method (ISFEM).
The Iirst two are derived by closed-Iorm Iormulations that are easy to apply, whereas the
latter three allow a progressive hull collapse analysis that is more sophisticated and gives
more reIined solutions.


ReIerence:
1) UTIMATE STRENGTH OF SHIP HUS - 1eom Kee Paik ProIessor, Pusan
National University
2) The Titanic AccidentPassenger Ship
3) The ' Derbyshire Accidentouble Side-Hulled ulk Carrier
4) The rika AccidentSingle-Hulled Oil Tanker