ASSIGNMENT 1: Structural arrangement of a typical ship (a literature survey)

(Deadline: 16th of November, 2012)

The structural arrangement of a ship’s structure is normally designed and developed to

maximize the load-carrying capacity of the vessel. At the same time, it should fulfil several
requirements determined by the classification society responsible for approval of the ship with
respect to e.g. ultimate strength and durability.
Ships are not mass-produced - they are one-of-a-kind or sometimes built in series of 5 to 10
sister ships. To ease the structural design of each ship type most classification societies have
aligned their rule sets; cf. common structural rules. Sometimes, however, there are deviations
between them which could make a difference between a very successful and safe ship which
is durable, or the opposite, a ship with significant amount of cracks which requires a lot of
maintenance that results in loss of income and profit for the ship owner.

Description of the tasks

• You should work in groups of three students.
• We want you to think freely, be creative and search for information in several media and
sources of reference such as magazines, books, scientific journals, class rules, on the
internet etc., and describe in detail one ship type (see below for details). We want you to
find the information you need by yourselves; however, if you need help you are of course
welcome to contact us.
• You will be asked to choose one ship type per group (two groups cannot have the same
ship type): container vessel, bulk carrier, RoPax, Ro-Ro ship, tanker, LNG carrier, ice
breaker.
• Collect information about your ship type. In the Introduction section, we expect you to
have a general introduction to the ship type and its purpose, how it has been developed
during the past decades. All the information your group finds relevant and educating is
welcome. Remember to use a lot of figures.
• The main part of each report should be a description of the structural arrangement of the
vessel. Here, references to class rules are interesting. Reason about ultimate strength,
fatigue, etc., and how you believe that these issues have affected the design of the vessel.
o A general overview of the structural arrangement is expected followed by emphasis
on a specific part of it which you can choose freely. Your focus part of the structure
must be motivated why this specific part is relevant and interesting for in-depth
description. Figures should be used as much as possible.
Reporting of the assignment
• Each group should hand in a written report (should be written in English, use WORD).
• The report should be composed by material presented in logical sections in the following
order: a front page with title of the work/report and authors’ names, a clear summary of
the work, list of contents, introduction, <intermediate chapters with names proposed by
the authors>, a section that exemplifies and discusses future trends and developments for
the current ship type, and finally, a clear reference list.
• Important: the report should be clearly written and you should aim at writing it as a
report that will serve as a source of information for your student friends on the MP-NAV
programme. The material in all of the reports together will be included in the reference
literature to your written examination.
• It is important that you refer to your sources of information in the report!

Professor Jonas Ringsberg

MMA167 – 2012-11-15
 ASSIGNMENT 2: Numerical general stress analysis of a beam girder
(Deadline: 30th of November, 2012)

Engineering beam theory is a powerful tool which can be used to make fast calculations and
to approximate the stress response of a marine structure without making the calculations too
complicated. In this course, we teach you how to apply it on simplistic examples suitable for
hand calculations. However, in the industry, similar calculations are often made before more
advanced finite element analyses are carried out.
The purpose of this assignment is to make you more comfortable with making general stress
analysis of a typical marine structure The calculations you are going to do are normally
carried out in parallel to the development of large-scale finite element models, to ensure that
the resolution of the finite element models are sufficient for the purpose of their use in the
analyses.
We limit the assignment to the analysis of the normal stress response in a ship structure which
has an open cross-section. Bulk carriers and container vessels are example of ship types which
have such a cross-section. When subjected to bending and torsion loading, normal stresses
occur due to bending and warping displacements. Below you can see exaggerated deformation
behaviour of a container vessel where the warping displacements amidships can be clearly
seen.

Description of the tasks

In this assignment, a bulk carrier which has gone through some heavy weather will be used as
the case study. In one compartment, the cargo has shifted giving an unfavourable loading
situation, see the figure below. You may assume that the compartment is rigidly fixed in its
ends (i.e. you should disregard global bending of the other parts of the ship) and a distributed
load, Q, is acting in the centre of gravity of the cargo a distance d from the side of the ship.
The distance from the bottom to the neutral axis is e and the moment of inertia around the
neutral axis is I y . K v is the St Venant torsional constant and the coordinate system (x,y,z) is
in the neutral axis and on the plane of symmetry.

Professor Jonas Ringsberg

MMA167 – 2012-11-15
 Initial given data:

Q = 150 ⋅ 103 kg/m c = 6m K v = 1,031⋅10 −3 m 4

L = 45m d = 4m I y = 40,58m 4
b = 30m t = 25mm
h = 12m e = 4,36m

Figure: cross-section details of the bulk carrier under consideration.

• Task 1: draw principal figures of the normal stress distribution in the cross-section due to
different loading contributions. The exact locations of zero stress shall be included.
• Task 2: determine the location (along the section and its cross-section) and the absolute
value of the largest normal stress in the structure using the values in the “initial given
data”.
• Task 3 (optional): vary the initial length of the section, from 30 m to 60 m (in steps of 2
to 5 m, your choice). Present in diagrams how the following parameters are affected due
to section length:
o maximum bending moment,
o how the mixed torsion parameter, α, is changed by the section length,
o for each stress component the maximum absolute value of the normal stress,
o the absolute value of the maximum total normal stress,
o the bending to warping stress ratio in the location of the maximum absolute value of
total stress.
Is the location of maximum normal stress always the same? If not, please discuss why
and present where the locations of maximum normal stress occur. Discuss your findings.
• Task 4 (optional): stress-based fatigue analysis is carried out using the Basquin equation,
߂ߪ௔ ൌ ‫ܥ‬ሺܰ௙ ሻି௠ , where C and m are material constants, ∆σa is the stress amplitude and
Nf is the number of reversals (cycles) to fatigue failure. Use your calculated maximum
absolute values of the total normal stress as the stress amplitude, and calculate for each of
your ship lengths (from Task 2 or Task 3) the number of cycles to failure, N. You may
use values of m = 1/3 and C = 9900 MPa. Present your results in a diagram and discuss
the results.
Reporting of the assignment
• You should work in groups of three students; use Matlab or Excel in your calculations.
• Each group should hand in a written report (should be written in English, use WORD).
• The report should be composed by material presented in logical sections in the following
order: a front page with title of the work/report and authors’ names, a clear summary of
the work, list of contents, introduction, description of the task/problem, description of the
methods you have used, description of possible limitations of your work, solutions with
clearly described steps, <intermediate chapters with names proposed by the authors>,
results, and finally, a clear reference list if you choose to refer to others work.
• It is important that you refer to your sources of information in the report!

Professor Jonas Ringsberg

MMA167 – 2012-11-15
 ASSIGNMENT 3: Stress and buckling analysis of stiffened plate structure
(Deadline: 12th of December, 2012)

A schematic figure of a cargo ship is shown below. The ship is stiffened longitudinally by
girders in the deck (strength deck) and in the bottom. Transverse webs in the bottom give
support to the longitudinals. The following data defines the bottom structure which is going to
be evaluated with respect to buckling, which is caused due to loading in the length direction
of the ship due to global bending moment loading.

• yield stress, σy = 240 MPa

• Young’s modulus, E = 210 GPa
• Poisson’s ratio, υ = 0.3
• sheet thickness, t = 19 mm
• distance between longitudinals, s = 855 mm
• distance between transverse webs, l = 3550 mm
• total length of deck structure under consideration, a = 14200 mm
• total breadth/width of deck structure under consideration, b = 6840 mm
• the transverse web is of T-profile 255×10/150×22 mm with Ib = 243·106 mm4
• the longitudinal stiffener is of L-profile 180×10/90×10 mm

Description of the tasks

• Task 1: consider the bottom structure to be simply supported along all of its edges and
subjected to an axial load as described above. Identify all possible buckling modes of the
structure for the marked projected area. It is sufficient to analyse the lower part of the
structure indicated in the figure.
• Task 2: present a full buckling analysis of the structure in Task 1 – follow the procedure
in the compendium. Calculate the critical buckling stress for this part of the bottom
structure. Present the buckling stresses in a table for each component/part of the structure.
If you find it necessary, consider an effective flange efficiency of 87% for both of the
flanges.

Professor Jonas Ringsberg

MMA167 – 2012-11-15
• Task 3: calculate the weight of the structure in Task 2 given that the density of the
material is 7850 kg/m3. You should now be innovative and propose a lighter bottom
structure compared to the one used in Task 2. You have free hands to do whatever you
want to weight-optimize it but the critical buckling stress calculated in Task 2 should not
be less than 10% of the value you obtained in Task 2. The main dimensions of the bottom
structure must remain, the material should be the same as the one used in Task 2, but you
are free to change sheet thicknesses, profile dimensions, profiles etc. The group with the
largest weight reduction is the winner in this competition between groups!
o In the development of your weight-optimized structure, we want you to present in
tables the progress of your ideas and how the critical buckling stresses for each
component/structure is affected. Present the weight saving in a separate column.
o Motivate all of your assumptions and approximations.
o Discuss your attempts to achieve a lighter structure.
o Finally, make a clear presentation and summary of the new structural design.
Reporting of the assignment
• You should work in groups of three students; use Matlab or Excel in your calculations.
• Each group should hand in a written report (should be written in English, use WORD).
• The report should be composed by material presented in logical sections in the following
order: a front page with title of the work/report and authors’ names, a clear summary of
the work, list of contents, introduction, description of the task/problem, description of the
methods you have used, description of possible limitations of your work, solutions with
clearly described steps, <intermediate chapters with names proposed by the authors>,
results, and finally, a clear reference list if you choose to refer to others work.
• It is important that you refer to your sources of information in the report!

Professor Jonas Ringsberg

MMA167 – 2012-11-15