DNVs Hull Structure course for World Wide Shipping

6 - Hull Structure cargo area Side

Hull Structural Breakdown Ship side

1. 2. 3. 4. 5. 6.

1.

Side

Side Bottom Deck Transverse bulkhead Longitudinal bulkhead Web frames

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Structural build up of ship side single skin tanker

1.

Side

Side plating with longitudinals Transverse bulkhead Cross ties

Web frame

Stringers

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Structural build-up of a ship side - double hull tanker

1.

Side

Side plating with longitudinals

Inner side plating with longitudinals

Stringers

Web frame

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Structural functions of ship side

Watertight integrity

1.

Side

- Take up external sea loads and transfer these into the hull girder - Resist internal pressure from cargo and ballast Web in hull girder - Side plating act as the web in the hull girder beam

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Loads on the ship side - example Ballast condition

Water Line

1.

Side

Fully loaded condition

Net force

Net force

Water Line

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Full wing tank

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Full centre tank

Local function: Watertight integrity

1.

Side

-Side longs are supported at the web frames - Web frames are supported at the cross ties and at the deck and bottom

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Part of web frame supported at two cross ties, shear max towards supports

Double hull ship side

1.

Side

The structural functions of a double hull ship side is the same as for a single hull:

As there are no cross ties, side web frame is supported at the deck and bottom

High shear stress

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Global function: Web in hull girder

Global shear forces resulting from uneven distribution of cargo and buoyancy are taken up in the ship side plating
Weights Buoyancy

1.

Side

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Shear stress distribution resulting from global loads for midship section

Stringers in a double side

1.

Side

Stringers contribute to the stiffness of the double hull ship side, which means:

- Less relative deflection for side longitudinals at the transverse bulkheads

High shear stress in stringer towards the Slide 10 16.03.2004 transverse bulkhead

Characteristic damages for ship side:

1.

Side

1. Cracks in side longitudinals at web frames 2. Cracks in side longitudinals at transverse bulkheads 3. Cracks in web frame cut-outs for longitudinals 4. Indents of side shell and stiffeners

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Crack in side longitudinals

1.

Side

Side longitudinal flatbar connection to web frame

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Crack in side longitudinal tripping bracket connection to web frame (various wing tanks)

Cause for cracking in side longitudinals

1.

Side

Dynamic loads (sea and cargo) are forcing the side longitudinal to flex in and out

High alternating bending stresses towards the end supports (web frames) Highly stressed areas created around geometric hard points (bracket toes, scallops, flat bars)
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Rules of Thumb Regarding Fatigue

10 % uncertainty in stresses gives 30 % uncertainty in fatigue life

1.

Side

Fatigue life of high tensile steel is the same as for mild steel in way of welds, even worse due to smaller scantlings!! A corrosive environment reduces the fatigue life by 50 % A symmetrical construction/design will have an increased fatigue life compared with asymmetrical World-wide trade of 20 years fatigue life

North Atlantic/North Sea trade of 10 years fatigue life

North Atlantic/North Sea of 5 years fatigue life in corrosive environment

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Characteristic damages for ship side:

1.

Side

1. Cracks in side longitudinals at web frames 2. Cracks in side longitudinals at transverse bulkheads 3. Cracks in web frame cut-outs for longitudinals 4. Indents of side shell and stiffeners

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Crack in side longitudinal at transverse bulkhead

1.

Side

Side longitudinal connections to transverse bulkheads

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Cracks in side longitudinal connection to stringers at transverse bulkhead

Why cracking at transverse bhd.?

1.

Side

Ship side

Relative deflections occur between the rigid transverse bulkhead and the flexible web frame construction

Sea pressure

The relative deflection induces additional bending stresses at the end connection of side longitudinals to the transverse bulkhead

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FEM plot of double hull oil tanker

1.

Side

Loading condition: External dynamic sea pressure at full draught

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Relative deflection

Characteristic damages for ship side:

1.

Side

1. Cracks in side longitudinals at web frames 2. Cracks in side longitudinals at transverse bulkheads 3. Cracks in web frame cut-outs for longitudinals 4. Indents of side shell and stiffeners

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Cracks in web frame cut outs

1.

Side

Cracks

Cracks around openings for side longitudinals in web frames

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Cause for cracking in cut outs for longitudinals

Sea loads induce shear stresses in the web frame

1.

Side

High shear stresses around openings etc, where shear area is reduced

Shear stress

Shear stress

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Consequence of damage

Suggestions?

1.

Side

Cracks in side longitudinals:

oil leakage and pollution longitudinal may break off in worst case (a series of cracks in same area) could induce a larger fracture (loss of ship side)

Suggestions?

Cracks in cut outs for longitudinals:

- loss of structural strength for the web frame (web Slide 22 16.03.2004 frame cracked through) - may lead to collapse of surrounding structure

Characteristic damages for ship side:

1.

Side

1. Cracks in side longitudinals at web frames 2. Cracks in side longitudinals at transverse bulkheads 3. Cracks in web frame cut-outs for longitudinals 4. Indents of side shell and stiffeners

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Indents of side shell with stiffeners

Mainly from contact damages:

1.

Side

The terms indents and buckling should not be mixed up with each other, as the cause for these damages are different: -Indents: Mainly due to contact damages
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-Buckling: Due to excessive in-plane stresses

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Consequense of indents
Sharp indents may lead to cracks and possible leakage

1.

Side

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Consequense of indents

1.

Side

Large area set in (plating and stiffeners) gives reduced buckling capacity Adjacent areas may then be overloaded

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1.

Side

Questions ?

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