Hull Structure

Hull Structure
Course
DNV
2005
Consequence
of a crackin
thisdetail?
Whereis it likely
to findcracks?
Howarethe
loadstaken
upby the
structure?
Hull StructureCourse
Objective:
After completion of the course, the participants
should have gained knowledge of basic hull
strength and understanding of how to perform
better hull inspections.
Hull StructureCourse
Purpose:
To train technical personnel about the basics of hull
structure.
Target group is technical personnel within ship
owner / manager organization in need of
improved competence in structural matters, with
special focus on Bulk Carriers and Oil Tankers.
Course breakdown:
Day1
Introduction
Single beams & loads
Structural connections
Hull structurefailuretypes
Day2
Fore & aft ship
Hull structural breakdown Oil Tanker
Day3
Hull structural breakdown Bulk Carrier
Day4
Fore & aft ship
Hull structural breakdown Container Carrier
Agenda day 1
09.00-09.15 Welcome & Introduction
09.15-09.45 Expectation & presentation of participants
10.00-11.30 Beams + Buzz group
11.30-12.30 Loads
12.30-13.15 Lunch
13.15-14.15 Structural connections
14.15-15.45 Failure mode fatigue
15.45-16.45 Buckling & Indent
16.45-17.45 Corrosion
17.45-18.00 Review questions
Agenda day2
09.00 09.15 Answers to review questions
09.15 10.30 Structural breakdown fore and aft ship
10.30 10.45 Introduction to tank
10.45 11.00 Coffee break
11.00 11.45 Ship side & longitudinal bulkhead
11.45 12.15 Webframes
12.15 13.00 Lunch
13.00 13.30 Case: Oil Tanker Part A
13.45 14.30 Deck
14.30 15.00 Bottom
15.15 16.15 Case: Oil Tanker Part B
16.15 16.45 Transverse Bulkhead
16.45 17.00 Review quiz
Agenda day3
09.00 - 09.30 Answers to review questions
09.30 - 10.00 Introduction to Bulk
10.00 - 10.45 Side
11.00 - 11.45 Bottom
11.45 - 12.15 Deck
12.15 - 13.00 Lunch
13.00 - 13.45 Case: Side hold no 1
13.45 - 14.30 Transverse Bulkhead
14.30 - 15.00 Hopper tank & topside tank
15.15 - 15.45 Hatch coaming& covers
15.45 16.30 Case: Ore Carrier
16.30 - 17.00 Review Quiz and closing
Agenda day4
09.00 - 09.30 Answers to review questions from day 1
09.30 - 10.30 Structural breakdown fore and aft ship
10.30 - 11.00 Introduction Container Carriers
11.15 12.15 Bottom and Ship Sides
12.15 - 13.00 Lunch
13.00 14.00 Hatch Covers, Deck & Hatch Coamings
14.00 15.00 Case: Container Carriers
15.00 - 15.15 Coffee Break
15.15 15.45 Bulkheads
15.45 16.00 Closing
16.00 16.30 Review Quiz
Slide 1
Basic Hull Strength Module 2: Basic Hull Strength
Slide 2
Basic Hull Strength
Objectives
After completion of this module the participants should have
gained:
1. Understanding of:
The behaviour of simple beams with loads and corresponding
shear forces and moments.
The applicable local and global loads on the hull girder and the
corresponding shear forces and bending moments.
Slide 3
Basic Hull Strength
Load
Simple beam properties
Tension
Compression
Shear
force
Shear area: The beam has to have a sufficient cross sectional area to
take up the external load and transfer this towards the end supports.
Bending: When a beam is loaded it will bend dependent on its stiffness
and its end connections. A single load from above causes compression
stress on the upper side and tension stress on the lower side of the beam.
A
A
Section A-A
Bending
moment
Slide 4
Basic Hull Strength
Simply supported beam
- concentrated load
F
Single beam with
concentrated load,
simply supported ends
Shear
Force
Bending
Moment
F/2 F/2
M=Q x
Q=F/2
Q=F/2
F
L/2
L/2
Slide 5
Basic Hull Strength
Simply supported beam
distributed load
p
L
Single beam with
distributed load,
simply supported ends
Bending
Moment
Shear
Force
Q=pL/2
pL/2
pL/2
Q=pL2
M=pL
2
/8
Slide 6
Basic Hull Strength
Beam with fixed ends - distributed load
L
Shear
Force
Bending
Moment
Single beam
with distributed
load, fixed ends
p
M=pL
2
/24
M=pL
2
/12
pL/2 pL/2
Q=pL/2
Q=pL/2
No rotation!
Slide 7
Basic Hull Strength
Beam with spring supported ends
p
Shear force and bending moment distribution varies with degree of
end fixation (spring stiffness)
Degree of end fixation = 0
Spring
Spring
k
k
Degree of end fixation = 1
Simply supported
Fixed ends
Slide 8
Basic Hull Strength
Symmetrical load full fixation
End fixation
Structural clamping spring support
Slide 9
Basic Hull Strength
Load on structure is important with regard to fixation
bottom longs connection to transverse bulkhead
Beam fixation at ends
Non symmetry in loads
gives less fixation or even
forced rotation
Symmetric load gives full
fixation
Loaded
Empty Empty
Empty
Empty
Slide 10
Basic Hull Strength
Axial stress
Area
Force
Stress
=
Force
Area
= x E (Hooks Law)
:
Relative elongation
E :
Youngs modulus
(2,06E5 N/mm - steel)
Slide 11
Basic Hull Strength
Stress levels elastic & inelastic region
Elastic region: <
yield
- A beam exposed to a stress level below
the yield stress, will return to its original
shape after the load is removed, Simple
beam theory valid
(elongation)
Yield
fracture
Inelastic region
In-elastic region: = >
yield
- A beam exposed to stresses above the
yield stress will have a permanent
deformation after removing the load
(yielding, buckling, fractures)
Elastic region
= * E
Slide 12
Basic Hull Strength
High Tensile Steel (HTS)
Material grades NVA - NVE
Measure for ductility of material (prevent brittle fracture)
Material grade dependent on location of structure and
thickness of plate.
NVA
NVB
NVD
NVE
MS
HT28
HT32
HT36
HT40
Slide 13
Basic Hull Strength
Bending stress - Simple beam with load
R
1
R
2
A
A
A
A
Section A-A
Area effective in
transferring the bending
of the beam
Distribution of stress
caused by bending
Max stress at flanges.
Zero stress at neutral axis:
F
n.a
Slide 14
Basic Hull Strength
Shear stress - Simple beam with load
R
1
R
2
A
A
A
A
Area effective in
transferring load
to the supports
Distribution of the
stress
Max shear stress at
neutral axisis of profile:
Section A-A
F
Slide 15
Basic Hull Strength
Bending and shear stress flow
R
1
R
2
A
A
A
A
F
Section A-A
Shear stress is
transferred in the web,
Compression
Bending stress is
transferred in the
flanges,
Tension
Slide 16
Basic Hull Strength
Beam stiffness and section modulus
As the axial stresses are transferred in the flange of a beam, it is the flange
area that is governing a beams bending stiffness
n.a
x
y
1
y
I
Z
x
x
=
Section modulus:
The Section Modulus is expressing the beams ability to withstand bending
y
1
A
flange
2
1
3
2
12
1
y A bl I
flange x
+ =
Moment of Inertia:
l
b
X
Z
M
= Bending Stress:
Slide 17
Basic Hull Strength
Shear stress & shear area
The load is carried in shear towards the supports by the web
n.a
x
y
t h As =
Shear area :
s A
Q
=
Shear stress:
t
h
Q
Shear force :
Slide 18
Basic Hull Strength
Flatbar (slabs)
Easy with regard to production, flatbar stiffeners have poor buckling
strength properties, low section modulus mostly applied in deck and
upper part of side - long. bhd.
Conventional profiles in ship structures
Angle bar (rolled and welded)
Angle bar will twist when exposed to lateral load due to non-
symmetric profile. This effect gives additional stress at supports
due to skew bending. Angle bars are more prone to fatigue cracking
than symmetrical profiles (Ref. sketch next page)
Due to the skew bending, which gives a moment in the web-plate at
welded connection to the plate, angle bars are also more critical
with regard to grooving (necking) corrosion.
Slide 19
Basic Hull Strength
An angle bar profile will twist when exposed to lateral loads due
to asymmetric profile which gives additional stress at supports
due to skew bending
Additional bending
stress in web
POSTFEM 5.6-02 5 SEP 2 SESAM
X
Y
Z
MODEL: T1-1 DEF =203
4: LINEAR ANALYSIS
NODAL DISPLACE ALL
MAX =1.46 MIN =0
.696E-1
.139
.209
.278
.348
.418
.487
.557
.626
.696
.766
.835
.905
.974
1.04
1.11
1.18
1.25
1.32
1.39
Side longs
internal pressure
Angle bar (rolled / built up)
Slide 20
Basic Hull Strength
Bulb profile (single / double bulb)
Bulb profiles are favourable with regard to coating application.
Single bulb which is most common will (as for the L-profile) have
some skew bending when exposed to lateral load.
T- Profile
The T-profile is symmetrical and will not be prone to skew
bending. Favourable with regard to fatigue strength. The profile
may have large section modulus. Some T-profiles on single skin
VLCCs have been found critical with regard to buckling due to
a high and thin web-plate with a small flange on top.
Conventional ship structure profiles
Slide 21
Basic Hull Strength
Hierarchy of hull structures
Plate Stiffener Stringer / girder Panel Hull
Stresses in a hull plate due to external sea pressure, are transferred
further into the hull structure through the hierarchy of structures.
Slide 22
Basic Hull Strength
Level 1: Plate - simple beam
Water pressure
Stiffener
Plating
A strip of plating
considered as a beam
with fixed ends and
evenly distributed load
PLATE AS A BEAM
NO
ROTATION
Slide 23
Basic Hull Strength
Level 2 Longitudinal - simple beam
Longitudinal between two web frames
Symmetric load fwd and aft of
web frames gives no rotation -
fixed ends
Max shear and bending moment
at supports (web frames)
Slide 24
Basic Hull Strength
Level 3 : Transverse web - simple beam
Beam with fixed ends and
concentrated loads from the
bottom longitudinals
BM
SF
Max shear and bending
moment towards ends
(side & long bhd.)
Slide 25
Basic Hull Strength
Level 3 Longitudinal girder with
transverse webframes
Longitudinal girder between two
transverse bulkheads
Max shear and bending
moment towards
transverse bulkheads
Single beam with fixed ends and concentrated loads from the transverse web frames
Max Shear and bending moment towards ends
Slide 26
Basic Hull Strength
Beams, load transfer
Double bottomstructure
Centre girder
Floor / transverse
bottom girder
Side girder
Stiffeners supported
by floors
Loads taken up by the bottom plating
are transferred through the hierarchy
of structures into the hull
Slide 27
Basic Hull Strength
Single skin structure
CL girder
Transverse bottom
girder /web frame
Longitudinal
bulkhead
Bottom longitudinals
with plating
Loads taken up by the bottom plating
are transferred through the hierarcy
of structures into the hull
Beams, load transfer
Slide 28
Basic Hull Strength
Damage experience
Level 1 Plate supported at stiffeners
Level 2 Stiffener supported at webframe
Level 3 Webframe supported at panel
Level 4 Panel hull girder
Consequences of damages level 1-4 above!
Slide 29
Basic Hull Strength
Single beam VS Hull girder
A vessels hull has many of the same properties as a single beam.
Hence simple beam theory may be applied when describing the nature of a
vessels hull
The term Hull girder is used when thinking of the hull as a single beam
Single
beam
Hull
Slide 30
Basic Hull Strength
Hull girder bending
When a vessels hull is exposed to loading, it will bend similarly as a
single beam
Slide 31
Basic Hull Strength
Single beam VS Hull girder
Section A-A
Hull Girder
Shear stress,
Bending stress,
Compression
Tension
A
A
A
A
F
Deck and bottom acts as flanges in the hull girder, while ship sides
and longitudinal bulkheads, act as the web
Slide 32
Basic Hull Strength
Stress hierarchy in ship structure
Local stress : Plate / stiffener
Girder stresses: Webframes / Girders /Floors
Hull girder stresses; Deck & bottom / Side /
long. Bhd.
Slide 33
Basic Hull Strength
Case Module 2: Loads Buzz Groups
For a beam with fixed ends and evenly distributed
load, i.e. from sea pressure, is it true that:
Bending stresses are zero at one location
Reaction forces are equal at both ends
No rotation at ends
Bending stresses are positive (tension) in one flange
and negative (compression) in the other in the middle
of the span
Shear stresses are highest in the middle of the span
Shear forces are carried by the web
Slide 34
Basic Hull Strength
Case Module 2: Beams Buzz Groups
Is it correct that the transverse girders are
supported by the longitudinal stiffeners?
Are the longitudinals inside a tank structure for
example bottom longitudinals between
webframes normally fixed or simply supported?
Slide 35
Basic Hull Strength
Summary: Beams
BM and Shear force
Stress axial / bending / shear
Section modulus / Moment of inertia / Shear area
Stress distribution Bending and shear
BM and SF distribution depending on load and
end fixation
Profile types and properties
Structural hierarchy plates-stiffeners-girder-panel
Slide 36
Basic Hull Strength
Loads acting on a ship structure
Slide 37
Basic Hull Strength
Loads acting on a ship structure
1. Internal loads: - Cargo
- Ballast
- Fuel
- Flooding
- Loading/unloading
2. External loads: - Sea
- Ice
- Wind
Anchor
Slide 38
Basic Hull Strength
Static and Dynamic loads
Static local load: The local load, internal and external
due to cargo / ballast pressure
Dynamic local load: External - dynamic wave loads,
Internal - due to acceleration
Static global loads: Global Bending Moment and Shear
Force
Wave loads: Dynamic Bending Moment and Shear
Force
Slide 39
Basic Hull Strength
Total external local load acting on a vessel:
Max at the bottom
Note the relative size of static / dynamic pressure is not to scale!
Static Dynamic
Max around the waterline
Slide 40
Basic Hull Strength
Plotted sea pressure curve
is a sum of the static and
dynamic contribution
Constant in the midship
area, increasing towards
ends
Sea Pressure static and dynamic contribution
Local sea pressure
(example for a bottom longitudinal)
p (kN/m
2
)
aft fwd
Slide 41
Basic Hull Strength
Global dynamic vertical and horizontal wave bending
moments give longitudinal dynamic stresses in deck, bottom
and side
Highest global dynamic loads for all longitudinal members
in the midship area
Slide 42
Basic Hull Strength
Loads on foreship
Bottom Slamming Pressure
Induced by waves in shallow draft
condition (ballast condition)
Dominant for flat bottom structure
forward
Bow Impact Pressure
Induced by waves, vessel speed, flare
and waterline angle important factors
Dominant for ship sides in the bow at
full draught
Slide 43
Basic Hull Strength
Green Seas Loading:
Dominant for hatch covers and fwd deck structure
(incl. deck equipment, doors, openings etc)
Loads on deck
Slide 44
Basic Hull Strength
Weights and buoyancy
Steel weight, equipment
and machinery
Buoyancy
Weight distribution of
cargo and fuel
Static Dynamic
Slide 45
Basic Hull Strength
Static internal
load from cargo
Static external sea
pressure
Dynamic internal
load from cargo
Bulk Carrier typical load
Dynamic external
sea pressure
Slide 46
Basic Hull Strength
Internal load
- External load
= Net load on double bottom
Static and dynamic
sea pressure
Static and dynamic
internal load from cargo
Net load on structure Ore hold
Slide 47
Basic Hull Strength
Static and dynamic
sea pressure
Net load on structure - empty hold
Net load from sea pressure
Slide 48
Basic Hull Strength
Alternate loading condition
Slide 49
Basic Hull Strength
Weights and buoyancy
Buoyancy and weights are not evenly distributed along
a ships length
hence, a global shear force and bending moment
distribution is set up on the hull girder
Slide 50
Basic Hull Strength
Hull girder still water bending
moment and shear force
Example: SF and BM distribution for a double hull tanker in a fully loaded condition
Slide 51
Basic Hull Strength
Total hull girder bending moment M
Total
= M
still water
+ M
wave
Total BM acting on a vessel
M
total
M
still water
H
o
g
g
i
n
g
S
a
g
g
i
n
g
B
M

l
i
m
i
t
s
M
wave
Slide 52
Basic Hull Strength
Case 2 Module 2 Loads/Materials
Where in the hull girder cross section of a hull girder are
the local dynamic loads due to sea pressure highest?
Where along the hull girder are the dynamic sea
pressure loads highest?
Where in the hull girder is the global dynamic bending
moment highest?
Does a vessel in sagging condition experience
compression or tension in deck?
A vessel in sagging condition experience flooding of a
empty tank in midship. Will the hull girder bending
moment increase or decrease?
Slide 53
Basic Hull Strength
Summary: Loads
Static & dynamic
Internal & external
Load distribution
Net load
Longitudinal strength SF & BM
Slide 54
Basic Hull Strength
End of Module 2: Basic Hull Strength
Slide 1
Module 3:
Structural Connections
Module 3: Structural Connections
Objectives of this Module:
After completion of this module the participants should have gained:
Knowledge about connections between structural elements
Understanding of the transfer of forces between structural elements
and the relevant stress distributions
Knowledge about howto improve the design of structural
connections
Slide 2
Module 3:
Contents
Types of welds
Connectionsof stiffeners
Connectionsof girders/web frames
Connectionsbetweenpanels
Design details
Slide 3
Module 3:
Weld Types
We will briefly touch upon the following types:
Fillet welds
Full penetration welds (Full pen)
(Ref. Rules Pt.3 Ch.1 Sec.11)
Slide 4
Module 3:
Fillet welds:
The most common type
Transferring shear forces (between profile and plate)
Building welded sections
Connections to other members
NDT by magnetic particle or
dye penetrant
Leg length
Throat thickness
Throat thickness-
measure 3.5 mm
= leg length 5.0 mm
Weld Types Fillet welds
Slide 5
Module 3:
Weld Types Full penetration
t
Throat thickness
Root Face 2-4 mm for full penetration welds
Full penetration welds:

To be used where stress level normal
to the weld is high
Transferring shear forces and forces normal to the weld
Connections to other members in highly stressed
locations
NDT by ultrasonic, dye penetrant or magnetic particle
Gap <3 mm
Slide 6
Module 3:
What forcesareto be transferred?
Shear
Force
L
Bending
Moment
Slide 7
Module 3:
Loadfrom stiffener to webframe
Howis the
forces
transferred
from the
stiffener to
webframe
Howare the
forces
transferred
from the
stiffener to
webframe
Slide 8
Module 3:
a)
c)
+
+
d)
+
W
e
b

f
r
.
W
e
b

f
r
.
W
e
b

f
r
.
Stiffener
b)
+
Slide 9
Module 3:
Structural Connections Connectionsof stiffeners
= =
Effect of brackets on the max bending stress
No or negative
effect
Slide 10
Module 3:
Common crack locations in longitudinal
= =
Longitudinal
Stiffener
Web-plating
Slide 11
Module 3:
x
Stress distribution for different details
Static stress in stiffener on top
x
ballast loaded
Slide 12
Module 3:
Common crack locations
= =
Longitudinal
Stiffener
Web-plating
Design improvement
Slide 13
Module 3:
End-bracketson girders- forces
Full Centre Tank
Empty
Wing
Tank
Net load
Net load
Slide 14
Module 3:
iii
i
a
ii
End-bracketson girders
i)
ii)
iii)
iv)
iiib)
Transverse welding of
flange outside curved area
High Stress Areas
High Stress Areas
Flange attached
and supported
Improved design
High Stress Areas
Soft bkts. recommended
Increased stress
at support bkts.
Slide 15
Module 3:
Crack
Original Design
Bracket with thickness
20 to 25 mm
Original thickness 16mm
Insert 20 to 25 mm
Stringer connection to inner side
Repair
Inner side
Ship side
Trv. Bhd.
Stringer
Slide 16
Module 3:
Girder bracket
End-bracketson girders
Typical crack location
Ref. iii b) previous fig.
Slide 17
Module 3:
Cross-Ties
Full Centre Tank
Full Centre/Empty Wing at full draught
= Max. Compression in Cross Tie
Empty Centre/Full Wing at ballast draught
= Max. Tension in Cross Tie
Empty
Wing
Tank
Empty Centre Tank
Full
Wing
Tank
Slide 18
Module 3:
Out of plane forces
Knuckles
Deformation/low stiffness
helikopter
Slide 19
Module 3:
Support as close to the knuckle as possible
Knuckles
Slide 20
Module 3:
Vertical Brackets
Knuckles
Slide 21
Module 3:
Knuckles
Crack in shell plate at
knuckle:
New Brackets
Slide 22
Module 3:
Crack Locations
Stress Concentrations
In way of Webs
Knuckles
Slide 23
Module 3:
Structural Connections Knuckles
Preferred design:
No misalignment in the connection.
No lugs or scallops
Slide 24
Module 3:
IntersectingHull Elements
Connecting area ~t t
Connecting area ~(a+b) t
t
t
b
a
Panel 1
Panel 2
Crossing Panel - No bracket Crossing Panel - With bracket
Slide 25
Module 3:
WING
TANK
DIESEL
SUPPLY
TANK
TOP SIDE
TANK NO. 7
CRACKS
E
N
G
I
N
E

R
O
O
M
B
U
L
K
H
E
A
D
CRACKS
ENGINE ROOM BULKHEAD
A
A
EXISTING BRACKET
TO BE REMOVED
NEW BRACKETS IN
LINE WITH BOTTOM
PLATE IN TOP SIDE
TANK
Section A-A
iii
ADDITIONAL
BRACKET
SLANTING TANK TOP
PLATING
TO BE IN LINE
LONGITUDINAL BULKHEAD
TANK TOP
STR
L
O
N
G
I
T
U
D
I
N
A
L

B
U
L
K
H
E
A
D
B
K
T
.
iv
IntersectingHull Elements
Cracks
Reinforcements
A - A
Slide 26
Module 3:
Notches, Drain/LighteningHoles
i)
Common notch
in way of weld
Crack
iii)
Notch away from weld
Reduced risk of cracking
Slide 27
Module 3:
Summarymodule3
Welding
Connection stiffener girder
Girder panel
Cross tie
Knuckles
Intersection of plates / panels
Cut-outs and notches
Slide 1
Module 5
Hull Structural Breakdown
Oil Tanker
Bulk Carrier
Container Ship
Slide 2
Oil Tanker Bulk Carrier Container Ship
Objective of Module 5:
After completion of this module the participants should have
gained:
Understanding of hull structural design for Oil Tankers, Bulk
Carriers and Container Ships through application of basic hull
strength theory
Knowledge of typical structural damages and their
consequences
Slide 3
Contents of Module 5
1. Fwd and aft structural parts
2. Oil Tankers structures in cargo area
3. Bulk Carriers structures in cargo area
4. Container Ship structures in cargo area
Slide 4
Fore
ship Contents Fwd and aft structural parts
1. Hull structure breakdown fwd part of ship
2. Hull structure breakdown aft part of ship
3. Case
Slide 5
Structural functions of fore ship
1. Watertight integrity (local strength)
- Resist external sea pressure / Bow impact / bottom
slamming
- Resist internal pressure from ballast
2. Web in hull girder (global strength)
- Side plating act as the web in the hull girder beam
Fore
ship
Slide 6
Stringer decks
Breast hook
Chain locker
Collision bhd.
Bulbous bow
Side webframes
Fore
ship Structural build up fore ship
Slide 7
Vertical side frames
Horizontal side longs
Fore
ship Structural build up fore ship
Slide 8
Structural functions of fore ship
Shell side must withstand static and dynamic
loads from external sea pressure.
Bow impact and bottom slamming introduce
additional loads
Internal pressure from ballast
Fore
ship
Slide 9
Plate supported by side longs
Side longs supported at webframes
Webframessupported at stringer flats
BM and SF distributionfor a single beam
withdistributedload and fixedends
Fore
ship
Structural build up fore peak
Horizontal stiffening
Slide 10
Horizontal stiffening
Reduced
efficiency
due to flare
angle
Fore
ship
Slide 11
Plate supported by side
frames
Side frames supported by
stringer flats
Bm
SF
Fore
ship
Vertical stiffening
Slide 12
Functions of fore peak global strength
Side platingis actingas
web in the hull girder beam
Cont.
Ship side / longitudinal swash bulkhead
carry global shear forces from net load
in fore peak to the collision bhd.
Full draught
with empty
fore peak
most critical
Fore
ship
Slide 13
Functions of fore peak Global strength
2. Deck and Bottom in hull girder (global strength)
- The global bending moments are always zero at fwd / aft end.
- The longitudinal stresses in deck and bottom are moderate in fore
structure
- If large flare wave induced compression stresses in deck may critical
Fore
ship
Slide 14
Hull damages in fore ship
Characteristic damages fore ship
1. Corrosion lost ship side fore peak
2. Buckling of stringers
3. Bow impact
4. Damages to the wave breaker
5. Bottom slamming
Fore ship specially
prone to hull
damages.
Of top 10 damages
on tankers are 6 of
them in the fore
ship!
Fore
ship
Slide 15
Lost shipside
Heavy
local
corrosion
Local heavy corrosion increase stress level
- reduced buckling strength
local buckling stiffener collapse web frame
buckling/collapse
Side longs double span overload and
collapse
Experience feedback
Oil Tanker 357 000
DWT built 1973
20 years
Fore
ship
Slide 16
Shell side lost its watertight integrity
Lost buoyancy increased fwd. draught
impact on longitudinal strength
Reduced shear carrying capacity for hull girder
Collision bhd. Exposed to dynamic sea loads
Lost shipside - Impact of function
Oil Tanker 357 000
DWT built 1973
20 years
Fore
ship
Slide 17
Buckling of stringer in fore
peak tank
Oil Tanker
302,419 DWT built 1992
Buckling of stringers in fore peak tank
(after 1 year)
Buckling in stringer no 1, 2 & 3 in fore
peak tank. Stringer no 1 shown, other
stringers similar buckling pattern
Fore
ship
Slide 18
Stringer as beam
Local web buckling due to lateral load axial stress in web
Buckling of stringer due to high shear / compression stresses
Experience feedback
Buckling of stringer in fore peak
tank
Oil Tanker
302,419 DWT built 1992
(after 1 year)
Fore
ship
Slide 19
Buckling of stringer
Impact of function
Buckled / deformed stringers may
develop cracks penetrating the shell cause
leak impact on trim draught
If stringers are significantly reduced in
strength the webframesloose their support.
Side longitudinalsloose their support at
webframes.
Side longitudinalswith excessive loads
may collapse and ship side collapse
flooding of fore structure.
Oil Tanker
302,419 DWT built 1992
(after 1 year)
Fore
ship
Slide 20
Bow Impact Damage
Container ship
1 year
Fore
ship
A recent damage in 2001..
Occurred during the first year of operation
Slide 21
Bow Impact Damage
Container ship
1 year
Fore
ship
Slide 22
Bow Impact Damage
Container ship
1 year
Fore
ship
SeaPressure: Evenly distributed
Bow impact: Peakpressure
h
0
Important factors:
Flare angle,
Waterline angle,
Height above waterline
Vessel speed
Roll and pitch
Slide 23
Bow Impact Damage
Container ship
1 year
Fore
ship
Local plate buckling
Slide 24
Container ship
1 year
Fore
ship
Buckled plating may lead to leakage
Damages to longitudinalsmay reduce their load
carrying capacity
Damages to stringers and webs could lead to
reduced support of longitudinalswhich again
may lead to ship side collapse and flooding.
Bow Impact Damage
Impact of function
Slide 25
Bottom slamming fore ship
Bulk Carrier
220 000Dwt
Built 1997
Bottom plate set in
Bottom longs tripped ( L-profiles)
Webframesbuckled between longs and access holes
Fore
ship
Slide 26
Feeder
L =100 m
Fore
ship
Plates set in and punctured
Floors twisted and damaged
Mostly for small ships in
ballast condition
Slide 27
Slamming Pressure
Slamming Pressure
Feeder
L =100 m
Fore
ship
Parametres:
= Ballast draught forward. Increasing ballast draught
decreases slamming load.
= Breadth of flat bottom. Vshape forward
reduces slamming load.
= Distance from FP. Pitch component of relative
velocity, and therefore slamming load, decreases
with distance from FP
X
B
T
B
BF
Slide 28
Bottom slamming
Impact of Function
Bottom longs tripped will not efficiently support
plate
Bottom plate + longs will be set in
In plane buckling capacity significantly reduced
not critical in this area due to low vertical bending moment
Bottom floors buckled, webframesreduced their
load carrying capacity
Loss of watertight integrity flooding possible
scenario impact on trim - draught
Fore
ship
Slide 29
Contents Fwd and aft structural parts
1. Hull structure breakdown fwd part of ship
2. Hull structure breakdown aft part of ship
3. Case
Aft ship
Slide 30
Structural build up aft ship
Transom stern plate
Engine room bulkhead
Floors
Webframes
Aft ship
Slide 31
Structural build up aft ship
Engine room platform
Side plate &
longitudinals
Webframe side
Webframe deck
Aft ship
Slide 32
Structural build up aft peak tank
Vertical side frames
Horizontal side longs
Aft ship
Slide 33
Structural functions of aft ship
Loads are taken up by the hull plating, stresses are transferredfrom plate to stiffener
Shell must withstand static and dynamic sea pressure, bottom
slamming may introduce additional loads
Internal pressure from ballast
Dynamic impulses from the propeller
Aft ship
Slide 34
Functions of aft ship
Side platingis acting
as web in the hull
girder beam
Global loadsare
actingon the hull
girder beam
Web in hull girder (global strength)
Cont.
Ship side together with the
longitudinal swash
bulkheads are taking up
global shear forces from
net load on the hull girder
in the aft end
High shear
forces fwd. of
engine room
full load
conditions
Aft ship
Slide 35
Functions of Aft ship
2. Deck and Bottom in hull girder (global strength)
- The global bending moments are always zero at fwd / aft end
- The longitudinal stresses in deck and bottom are moderate in fore peak
Aft ship
Slide 36
Ensure adequate stiffness for:
Main engine support (double bottom engine room)
Steering gear support (steering gear flat / aft peak)
Rudder horn (aft peak structure)
Aft ship
Functions of Aft ship
Slide 37
Hull damages in aft ship
Characteristic damages for the aft ship:
1. Buckling of engine room stringers
2. Stern Slamming
3. Cracks due to vibration
4. Cavitation damages to the rudder
Aft ship
Slide 38
Buckling
Oil Tanker
Built 1992
Buckling of stringers in engine room
(after 1 year)
Buckling of side stringer
7700 mm above baseline
in engine room (P/S)
Buckling of stringers aft in
engine room 7100 / 11150
mm above baseline
Aft ship
Slide 39
External sea pressure
Buckling
Bending +shear
exceed the
buckling capacity
of the plate
Bending
moment
Aft ship
Slide 40
Buckling
Impact of function
Aft ship
Stiffeners may loose their support and areas
may be overloaded
Collapse of panels and leakage may be a
possible scenario
Slide 41
Flat stern structure is prone to be high stern slamming impact
load - the wider beam, the higher impact pressure and total load
on the stern
Stern Slamming
Container Ship Aft ship
Slide 42
Scallop and stiffener
connection to outer shell
longitudinals in ballast tanks
in after body area were found
fractured in several locations.
Repaired
connection area/
scallop
Stern Slamming
Slide 43
F
F
Stern Slamming
Slide 44
Side longitudinalsmay loose their support at
web frames
Crack may penetrate the shell plating - loss of
watertight integrity - flooding possible scenario
Stern Slamming
Impact of function
Slide 45
Cracks in aft peak tank due to vibrations
Aft ship
V
i
b
r
a
t
i
o
n
a
l

c
r
a
c
k
s
Cracks in Trans. at Steering Gear Flat
Supporting structure below
oscillating machinery
Passage doors in engine room area
Slide 46
Cracks in aft peak tank due to vibrations
Crack in weld between
web frame and shell side
Aft ship
Crack
Crack caused by vibration of
the web frame due to
impulses from the propeller
Crack start in scallop
Repair;
Additional intercostals to
change natural frequency
for side webs
Slide 47
The supporting structure may get less effective
If the cracks are in the side shell frames or
webs, this may lead to crack in the shell plate
and thereby leakage.
Vibration damages
Impact of function
Aft ship
Slide 48
Rudder Cavitation
Aft ship Typical on Container Ship
Typical repair;
Grind the affected area
Pre-heat
Re-weld
Slide 49
Pressure
distribution
(suction)
Positive
pressure
U =speed of
ambient water
Pressure distribution due to
shape of profile
Pressure distribution due to
thickness of profile
Pressure distribution around
typical rudder profile
Cavitation of rudder blade depend on:
Shape of profile
Thickness of profile
Rudder angle
Speed of water over profile
Aft ship
Rudder Cavitation
Slide 50
Stainless steel shielding
Preferred solution welded
with continuous weld in
small pieces not slot
welds
Aft ship
Rudder Cavitation
Slide 51
Aft ship
This is how it may end if
the shielding is not
welded properly
Rudder Cavitation
Slide 52
Cracks may occur which could lead to reduced
rudder support and maneuverability
Rudder Cavitation
Impact on function
Aft ship
Slide 53
End of Module 5 Fore & aft ship
18.02.2005 Slide 1
Oil
Tankers
Oil Tankers - Hull Structure
18.02.2005 Slide 2
Oil
Tankers Contents Oil tankers
1. Introduction
2. Hull structural breakdown function of hull elements:
Side, bottom, deck, transverse bulkhead, longitudinal bulkhead,
web frames including relevant hull damages for all structural
elements
3. Case
18.02.2005 Slide 3
Oil
Tankers Characteristics for Oil tankers
- High number of tanks good capability of survival
- Low freeboard, green seas on deck
- Pollution / public attention / fire explosion hazards
- Fatigue
- Liquid cargo sloshing in wide tanks and stability aspect
-Hull inspection environment
- Fully utilizes BM limits hogging/sagging (double hull tankers)
Any
proposals?
18.02.2005 Slide 4
Oil
Tankers Size categories of tankers
Oil Tankers
Type DWT
ULCC 320,000+
VLCC 200 - 320,000
Suezmax 120 - 200,000
Aframax 75 - 120,000
Panamax 55 - 70,000
Products 10 - 50,000
Source: INTERTANKO
18.02.2005 Slide 5
Oil
Tankers Size categories of tankers
Panamax (55 - 75,000 dwt):
Max size tanker able to transit the Panama Canal
L(max): 274.3 m
B(max): 32.3 m
Typical vessel: 60,000 dwt, L=228,6m, B=32,2m, T=12,6m
Aframax (75 120,000 dwt):
AFRA=Average Freight Rate Assessment
Traditionally employed on a wide variety of short and
medium-haul crude oil trades
Biggest tanker in US ports is 100,000 dwt
Source: INTERTANKO
Age distribution
Age distribution
18.02.2005 Slide 6
Oil
Tankers
Suezmax (120 200,000 dwt):
Notation is soon to become redundant as the project of
deepening the Suez Canal to 18,9m is completed
VLCC (200 320,000 dwt):
Were prompted by the rapid growth in global oil consumption
during the 60s and the 1967 closing of the Suez canal
Today the most effective way of transporting large volumes
of oil over relatively long distances
Size categories of tankers
Source: INTERTANKO
Age distribution
Age distribution
18.02.2005 Slide 7
Oil
Tankers
ULCC (320,000+ dwt):
Most ships of this type built in the mid to late 70s
Ordered to take advantage of the economies of scale in a
buoyant market
Less than 40 of these ships remaining
Rather inflexible, may enter very few ports
Size categories of tankers
Source: INTERTANKO
18.02.2005 Slide 8
Oil
Tankers
- Old design, build up to 1993
Single Skin Oil Tanker
Ship data:
L = 310m
B = 56m
D = 31,4m
284,497 DWT
18.02.2005 Slide 9
Oil
Tankers Single bottom with side ballast tanks
Ship data:
L = 236m
B = 42m
D = 19,2m
88,950 DWT
- Built in the 80s,
considered as single skin
18.02.2005 Slide 10
Oil
Tankers
- Common VLCC design
of today
Double Hull Two Longitudinal Bulkheads
Ship data:
L = 320m
B = 58m
D = 26,8m
298,731 DWT
18.02.2005 Slide 11
Oil
Tankers Double Hull CL Longitudinal Bulkhead
Ship data:
L = 264m
B = 48m
D = 23,2m
159,681 DWT
- Common Aframax and
Suezmax design of today
18.02.2005 Slide 12
Oil
Tankers Double Hull no CL bulkhead
Ship data:
L = 218m
B = 32,2m
D = 19,7m
63,765 DWT
- Older design
18.02.2005 Slide 13
Oil
Tankers
Nomenclature for a typical double hull oil
tanker
18.02.2005 Slide 14
Oil
Tankers
-A vesselshull canbe dividedintodifferent hull structural
elements
- Eachelement has itsownfunctioncontributingto theintegrity
of thehull
- In order to assessthestructureof an oil tanker, oneneedsto
understand thefunctionof eachstructural element
Structural breakdown of hull
18.02.2005 Slide 15
Oil
Tankers Damages and repairs
WWW.witherbys.com
18.02.2005 Slide 16
Oil
Tankers Function of hull elements
Bottom:
Deck:
Transverse bulkhead:
Longitudinal bulkhead:
Webframes:
Ship side:
18.02.2005 Slide 17
Oil
Tankers Hull Structural Breakdown
1.
2.
3.
4.
5.
6.
Side
Bottom
Deck
Transverse bulkhead
Longitudinal bulkhead
Web frames
18.02.2005 Slide 18
Oil
Tankers
End of Oil Tanker session
18.02.2005 Slide 1
Oil
Tankers
1.
Side
Hull Structural Breakdown -
Ship side
1.
2.
3.
4.
5.
6.
Side
Bottom
Deck
Transverse bulkhead
Web frames
18.02.2005 Slide 2
Oil
Tankers
1.
Side
Structural build up of ship side
single skin tanker
Cross ties
Transverse
bulkhead
Side platingwith
longitudinals
Web frame
Stringers
18.02.2005 Slide 3
Oil
Tankers
1.
Side
Structural build-up of a double
hull ship side
Side platingwith
longitudinals
Stringers
Web frame
Inner side plating
withlongitudinals
18.02.2005 Slide 4
Oil
Tankers
1.
Side
Structural functions of ship side
Watertight integrity
- Take up external sea loads and transfer these into the
hull girder
- Resist internal pressure from cargo and ballast
Web in hull girder
18.02.2005 Slide 5
Oil
Tankers
1.
Side
Full centre tank
Loads on the ship side - example
Ballast condition
Full wing tank
Net force
Water
Line
Fully loaded
condition
Net force
Water
Line
18.02.2005 Slide 6
Oil
Tankers
1.
Side
Local function: Watertight integrity
External loads induces shear forces and
bending moments in the side longitudinalsas
single beams (between each web frame)
Side long.asa single beam
betweentwoweb frames
BM and SF distribtionfor a single beam
withevenlydistributedloadand fixedends
18.02.2005 Slide 7
Oil
Tankers
1.
Side
-Side longs are supported at the web frames
- Web frames are supported at the cross ties
and at the deck and bottom
Part of web frame supported
at two cross ties, shear max
towardssupports
Shear
force
Bending
moment
18.02.2005 Slide 8
Oil
Tankers
1.
Side
Double hull ship side
The structural functions of a double hull ship side is the sameas for a
single hull:
As therearenocross ties,
side web frameis supported
at thedeckand bottom
High shear stress
18.02.2005 Slide 9
Oil
Tankers
1.
Side
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
Shear stress distributionresultingfrom
global loadsfor midshipsection
Area effective in
transferring shear
force
18.02.2005 Slide 10
Oil
Tankers
1.
Side
Stringers in a double side
Stringers contribute to the stiffness of the double
hull ship side, which means:
Highshear stress in
stringer towardsthe
transversebulkhead
15mm
20mm
25mm
20mm
15mm
18.02.2005 Slide 11
Oil
Tankers
1.
Side
Characteristic damages for ship
side:
1. Cracks in side longitudinalsat web frames
2. Cracks in cut-outs for longitudinals
3. Cracks in side longitudinalsat transverse bulkheads
4. Indents of side shell and stiffeners
18.02.2005 Slide 12
Oil
Tankers
1.
Side
Crack in side longitudinals
Oil Tanker
285,690 DWT built 1990
Cracking in side longitudinal web frame
connection
(after 3 years)
Crack in side longitudinal
tripping bracket connection to
web frame (various wing tanks)
Side longitudinal flatbar
connectionto web frame
18.02.2005 Slide 13
Oil
Tankers
1.
Side
Cause for cracking in side longitudinals
Dynamicloads(sea
and cargo) areforcing
theside longitudinal to
flexin and out
Highalternating bending stresses towardstheend
supports (web frames)
Highlystressedareas createdaroundgeometric
hard points (bracket toes, scallops, flat bars)
18.02.2005 Slide 14
Oil
Tankers
1.
Side
More Stress concentration factors ;
K
g
: Gross Geometry (from FEM analysis)
K
w
: Weld Geometry (typical 1,5)
K
n
: Unsymmetrical Stiffeners (L& bulb-profiles)
Stress concentration factors
18.02.2005 Slide 15
Oil
Tankers
1.
Side
Standard repair proposal longs / webframes
18.02.2005 Slide 16
Oil
Tankers
1.
Side
Cracks in web frame cut outs
Cracksaroundopeningsfor
side longitudinals in web
frames
C
r
a
c
k
s
18.02.2005 Slide 17
Oil
Tankers
1.
Side
Cause for cracking in cut outs
for longitudinals
Sealoadsinduceshear stresses in theweb frame
Shear stress
Shear stress
High shear stresses
around openings etc,
where shear area is
reduced
18.02.2005 Slide 18
Oil
Tankers
1.
Side
Consequence of crack in web frame
Re-distributionof shear
stresses in web frame
Side longitudinals
loosetheir support
May lead to overloading
of adacent structure
Howdoesthisdamageimpact onthefunctionof theweb frame?
18.02.2005 Slide 19
Oil
Tankers
1.
Side
Crack in side longitudinal at
transverse bulkhead
Side longitudinal connections
to transversebulkheads
Cracks in side longitudinal connection to
stringers at transverse bulkhead
18.02.2005 Slide 20
Oil
Tankers
1.
Side
Sea
pressure
Relative deflectionsoccur between
therigid transversebulkheadand
theflexibleweb frameconstruction
Why cracking at transverse bhd.?
Ship side
Therelative deflectioninducesadditional
bending stresses at theend connectionof side
longitudinals to thetransversebulkhead. Also
important at washbulkheads.
18.02.2005 Slide 21
Oil
Tankers
1.
Side
FEM plot of double hull oil tanker
Loading condition:
External dynamic
sea pressure at full
draught
Relative
deflection
18.02.2005 Slide 22
Oil
Tankers
1.
Side
Consequence of damage
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?
le
a
k
a
g
e
18.02.2005 Slide 23
Oil
Tankers
1.
Side
Indents of side shell with stiffeners
Theterms indents and buckling shouldnot be mixedupwitheach
other, as thecausefor thesedamagesaredifferent:
-Indents: Mainlydue to contact damages
-Buckling: Due to excessivein-planestresses
Mainlyfrom contact damages:
18.02.2005 Slide 24
Oil
Tankers
1.
Side
Consequense of indents
18.02.2005 Slide 25
Oil
Tankers
1.
Side
Consequense of indents
Sharp indents may lead to
cracks and possible leakage
Large area set in (plating and stiffeners)
gives reduced buckling capacity
Adjacent areas may then be overloaded
18.02.2005 Slide 1
Oil
Tankers
2.
Bottom
Bottom
1.
2.
3.
4.
5.
6.
Side
Bottom
Deck
Transverse bulkhead
Web frames
18.02.2005 Slide 2
Oil
Tankers
2.
Bottom
Resist external sea pressure
Resist internal pressure from cargo and ballast
Flange in hull girder
Bottom plating and longitudinals act together as the lower
flange in the hull girder beam
Structural functions of bottom
18.02.2005 Slide 3
Oil
Tankers
2.
Bottom
Structural build up of bottom
single skin tanker
Bottom plating
w/longitudinals
Web frame
CL girder
Bilge
Keel plate
18.02.2005 Slide 4
Oil
Tankers
2.
Bottom
Structural build-up of a double
bottom structure
Bottom plating with
longitudinals
Buttress
Inner bottom plating (tank
top) with longitudinals
Transverse
girder / floor
CL double
bottom girder
Outboard girder
(margin girder)
Hopper
plating with
longitudinals
Hopper web
plating
18.02.2005 Slide 5
Oil
Tankers
2.
Bottom
External loads induce shear forces and bending moments
in the bottom longitudinals, acting as single beams
(between each web frame)
Bottom longitudinal as a single beam between two web
frames
Function: Watertight integrity
Cont.
BM and SF distribtion for a
single beam with distributed
load and fixed ends
Fixation?
18.02.2005 Slide 6
Oil
Tankers
2.
Bottom
Bottom plating with longitudinals are also acting as
flange for the transverse web frame
Transverse bottom girder/web frame is supported at the
longitudinal bulkheads (max. shear force towards long. bhds.)
Function: Watertight integrity
BM
SF
p
L
18.02.2005 Slide 7
Oil
Tankers
2.
Bottom
Bottom is supported by ship side and
longitudinal bulkhead
Shear stress in
double bottom floor
due to external sea
pressure
Double span for double bottom
without CL longitudinal
bulkhead
18.02.2005 Slide 8
Oil
Tankers
2.
Bottom
Function: Flange in hull girder
Global bending moment induces longitudinal stresses in the
bottom plating and longitudinals
Longitudinal stresses (+/-) are acting in
the bottom plating and longitudinals
due to bending of hull girder
Section A-A
L
18.02.2005 Slide 9
Oil
Tankers
2.
Bottom
Double bottom structure
Load distribution
in double bottom
girder system
18.02.2005 Slide 10
Oil
Tankers
2.
Bottom
Load response double bottom
Cont.
Stresss flow
shortest way to
support
Stresss flow
shortest way to
support
18.02.2005 Slide 11
Oil
Tankers
2.
Bottom
The double bottom is a grillage structure built up by
transverse girders/floors and longitudinal girders
Double bottom transverse
girder (web frame) as a
single I-beam
Double bottom structure
Net load
Shear force
High shear stresses in
floors & girders in way of
transv. Bhd. And hopper
tank
With few longitudinal girders, double
bottom stresses resulting from the net
load on the girder system are mainly
transferred in the transverse direction
S
hear
force
18.02.2005 Slide 12
Oil
Tankers
2.
Bottom
Characteristic damages
1. Bilge keel terminations crack in hull plating
2. Fatigue cracking in bottom longitudinal
connections to web frame and transverse bulkhead
3. Corrosion of bottom structures
4. Hopper knuckle cracks
18.02.2005 Slide 13
Oil
Tankers
2.
Bottom
Bilge keel cracking
Oil Tanker
285,690 DWT built 1990
Crack in hull plating i.w.o. bilge keel
terminations
Crack in hull plating in
way of bilge keel toes
Bilge keel
18.02.2005 Slide 14
Oil
Tankers
2.
Bottom
Bilge keel cracking
L
o
n
g
i
t
u
d
i
n
a
l

s
t
r
e
s
s
Hot spot
Bilge keel
18.02.2005 Slide 15
Oil
Tankers
2.
Bottom
Bilge keel cracking
10-15mm
Web frame/Bilge
Bracket
1600
Bilge Keel
Pad plate
200
Ship side
100
All measures in mm
125
Edges to be grinded
smooth
25 100
Full pen. weld
18.02.2005 Slide 16
Oil
Tankers
2.
Bottom
Cracking in bottom longitudinals
Bottom long. flat
bar connection
Bottom long.
tripping bracket
connection
Similar cracking in bottom longitudinals is also
valid for double hull tankers
18.02.2005 Slide 17
Oil
Tankers
2.
Bottom
Cause for cracking in bottom
longitudinals
1. Local stress from
lateral dynamic sea
loading
2. Longitudinal stresses
from hull girder bending
Bottom longitudinals are subject to both:
M M
Web
Web/
Trans bhd
p
18.02.2005 Slide 18
Oil
Tankers
2.
Bottom
Consequences of cracks in
bottom longitudinals:
-Leakage of oil
- Crack may propagate
further into bottom
plating and induce a
larger transverse fracture
18.02.2005 Slide 19
Oil
Tankers
2.
Bottom
Example: Cracks in inner bottom
Oil Tanker
95,371 DWT
Crack in tank top plating at toes of
transverse bulkhead buttress P/S
Crack in toe of big brackets connecting
transverse bulkhead and tank top plating
(in various cargo tanks along ships length)
Crack in
bracket toe
Crack propagating
through tank top
plating (a few cases)
18.02.2005 Slide 20
Oil
Tankers
2.
Bottom
Cracking in double bottom
longitudinals
Cracks in flatbar connections for bottom and inner
18.02.2005 Slide 21
Oil
Tankers
2.
Bottom
Cause for cracking in double
In a ballast condition there is a net overpressure in the double bottom ballast tank
(full ballast tank and empty cargo tank)
In a loaded condition there will be a negative net pressure on the double bottom
(empty ballast tank, full draft and full cargo tank)
This effect may cause yield stress in hot spots at flat bar connections
Due to the dynamic +/- variation of stresses, low cycle fatigue may occur
18.02.2005 Slide 22
Oil
Tankers
2.
Bottom
Illustration double bottom flatbar
connections
Tensile stresses in critical structural details
The double bottom structure is
exposed to large forces both in
ballast and loaded condition
18.02.2005 Slide 23
Oil
Tankers
2.
Bottom
Corrosion of bottom structures
Local corrosion (pitting): may occur
all over the bottom plating, but area
below and around bell-mouth is
particularly exposed
Pitting is also applicable for double hull
tankers i.w.o. tank top plating
18.02.2005 Slide 24
Oil
Tankers
2.
Bottom
Corrosion of bottom structures
- Pittings and local corrosion may cause leakage, in general not any
structural problem
- General corrosion will reduce the bottom sectional area, which can lead to
an increased stress level:
1. Higher risk for fatigue cracks in bottom longitudinals
2. Higher risk for buckling of plate fields in the bottom
A
F
L
=
Increased risk for fatigue cracking and buckling of
bottom panels if general corrosion has developed
over the cross section
Longitudinal
stress
Area
Force
18.02.2005 Slide 25
Oil
Tankers
2.
Bottom
Cracking in hopper knuckle
Crack in hopper knuckle at web
frame connections
18.02.2005 Slide 26
Oil
Tankers
2.
Bottom
Bending moment
- Bending of double bottom due to external and internal
dynamic loads induces membrane stresses in the inner
bottom (flange in the double bottom transverse girder)
Cause for cracking in hopper
knuckle
L
Bending stress in double
bottom girder
Bending stress in
inner bottom plating
18.02.2005 Slide 27
Oil
Tankers
2.
Bottom
- Inner bottom membrane stresses are transferred into the hopper plating
- The turn of the stress direction (inner bottom to hopper plating) results
in an unbalanced stress component
Cause for cracking in hopper
knuckle
- This effect together with the knuckle being a geometric hard point at
web frame connections, induce very high stresses in the knuckle point
Un-balanced
stress component
Membrane stress from
bending of transverse girder
Resulting membrane
stress in hopper plating
18.02.2005 Slide 1
Oil
Tankers 3.
Deck
Deck
1.
2.
3.
4.
5.
6.
Side
Bottom
Deck
Transverse bulkhead
Web frames
18.02.2005 Slide 2
Oil
Tankers 3.
Deck
Structural functions of deck
Flange in hull girder
- Deck plating and longitudinals act as the upper flange in
the hull girder beam
18.02.2005 Slide 3
Oil
Tankers 3.
Deck
Structural build up of deck
single skin tanker
Deck CL girder
Deck plating
w/longitudinals
Transverse deck
girder / Web frame
18.02.2005 Slide 4
Oil
Tankers 3.
Deck
Longitudinal stresses (+/-) are set up in
the deck plating and longitudinals due
to bending of hull girder
Function: Flange in hull girder
Hull girder bending moment induces longitudinal stresses in
the deck plating and longitudinals
L
18.02.2005 Slide 5
Oil
Tankers 3.
Deck
Longitudinal stresses in deck
Longitudinal stresses from bending of hull girder is
maximum at midship
Bending
moment
Max
Midship area most
susceptible to fatigue
cracking and buckling
18.02.2005 Slide 6
Oil
Tankers 3.
Deck
1. Cracks in deck longitudinals
2. Crack in deck plating
3. Corrosion of deckhead
4. Buckling of deck
18.02.2005 Slide 7
Oil
Tankers 3.
Deck
Deck longitudinal
connection to web frames
Cracking in deck longitudinals
Deck longitudinal
connection to
transverse bulkhead
18.02.2005 Slide 8
Oil
Tankers 3.
Deck
Cracking in deck longitudinals
Oil Tanker
135,000 DWT built 1991
Crack main deck plating
Crack in underdeck support for hose
handling crane (P/S, midship area)
18.02.2005 Slide 9
Oil
Tankers 3.
Deck
The wave induced excitation of the hull girder leads to
dynamic axial stress in the deck longitudinals
Cause for cracking in deck
longitudinals
The cyclic variation of axial stress may lead to fatigue cracks
initiating at hot spots
+
_
+
_
A loaded condition will normally induce compression stress in the deck (sagging)
A ballast condition will normally induce tension stress in the deck (hogging)
18.02.2005 Slide 10
Oil
Tankers 3.
Deck
Cracks in deck longitudinals
- May result in oil spill on deck
- Corrosion is highly influencing the fatigue life
of a detail
- A crack could develop further in the deck
plating (brittle fracture)
18.02.2005 Slide 11
Oil
Tankers 3.
Deck
Openings in deck
Longitudinal
stress-flow around
manhole in deck
Increased stress level around
openings in deck!
K
g
.K
w
.
18.02.2005 Slide 12
Oil
Tankers 3.
Deck
Example: crack in scallop in deck
longitudinal
Scallop in deck longitudinal is close to access opening in deck. This will give an additional
accumulated stress in the longitudinal, which is believed to be the cause for the damage.
Oil Tanker
123,000 DWT built 2000
Crack main deck plating (after 3 years)
18.02.2005 Slide 13
Oil
Tankers 3.
Deck
Crack in deck plating
Tanker for Oil
99328 DWT
built 1996
Crack in deck plating
Crack in deck plating at hose
saddle support (midship area)
18.02.2005 Slide 14
Oil
Tankers 3.
Deck
Corrosion of deckhead
The ullage space (deckhead) is an area
susceptible to general corrosion
18.02.2005 Slide 15
Oil
Tankers 3.
Deck
Reduced sectional area in deck may lead to plate buckling
A reduction of the deck transverse sectional area due to general corrosion
will lead to an increased stress level in deck
A
F
L
=
Longitudinal
stress
Area
Force
Longitudinal
stress distribution
L
Higher stress
level in deck
Long. stress distribution
(with reduced deck
sectional area)
n.a.
18.02.2005 Slide 16
Oil
Tankers 3.
Deck
Higher stress level in deck
due to general corrosion
L
A
F
L
=
Longitudinal
stress
Area
Force
A reduction of the deck transverse sectional area due to general corrosion will lead
to an increased stress level in deck may lead to buckling problems
18.02.2005 Slide 17
Oil
Tankers 3.
Deck
Flatbars have poor
buckling capacity
L-profiles have good
buckling capacity
18.02.2005 Slide 18
Oil
Tankers 3.
Deck
Buckling in deck
Buckling of a plate field (plating with stiffeners)
Buckling in deck is most likely to occur in the midship
region where the hull girder bending moment is at its
maximum
18.02.2005 Slide 19
Oil
Tankers 3.
Deck
Cause for buckling in deck
Buckling in deck is a result of in plane compression forces in excess of
the buckling capacity of the deck plate field
Such a situation may occur if the transverse section of the deck is reduced
due to general corrosion and the vessel is in a fully loaded (sagging)
condition
The deck buckling may take the form of one
plate between two deck longitudinals or in
worst case a complete plate field (both deck
plating with stiffeners)
Buckling of complete plate field
18.02.2005 Slide 20
Oil
Tankers 3.
Deck
Corrosion of deckhead / buckling:
- heavy corrosion of deck may lead to
buckling
- small buckles (plate between
stiffeners) is a strong warning sign that
longitudinal stresses are high
- large buckles (plate field) may lead to
loss of global strength and in worst case
a total collapse of the hull girder
Remember max 10% diminution of deck transverse
sectional area!
18.02.2005 Slide 1
Oil
Tankers
4.
Transverse
bulkhead
Transverse bulkhead
1.
2.
3.
4.
5.
6.
Side
Bottom
Deck
Transverse bulkhead
Webframes
18.02.2005 Slide 2
Oil
Tankers
4.
Transverse
bulkhead
Structural build up of
transverse bulkhead
Stringers
Transversebulkhead
platingw/stiffeners
Buttress
18.02.2005 Slide 3
Oil
Tankers
4.
Transverse
bulkhead
(cargo boundary)
- Safety against collapse if water ingress (boundary for
flooding)
Hull girder stiffness
- Transverse bulkhead is an important contributor to the
hull girder transverse stiffness
Structural functions
18.02.2005 Slide 4
Oil
Tankers
4.
Transverse
bulkhead
The transverse bulkhead must withstand
internal pressure loads from cargo and ballast
The distribution of cargo and ballast introduces
alternate loading on sections of the transverse
bulkheads (single skin tanker)
Functions of transverse bulkhead
Typical fully loaded
condition (single skin)
Typical ballast condition
(single skin)
18.02.2005 Slide 5
Oil
Tankers
4.
Transverse
bulkhead
Function: tank boundary
Stringer
Stiffener
Shear
force
Bending
moment
18.02.2005 Slide 6
Oil
Tankers
4.
Transverse
bulkhead
Function: tank boundary
One sided loading on the transverse bulkhead
introduces stresses in the transverse bulkhead as a panel
Bulkhead will flex out and high stresses occur at end
connections towards deck and bottom
18.02.2005 Slide 7
Oil
Tankers
4.
Transverse
bulkhead
Transverse bulkheads are an important contributor
to the hull girder strength
Function: transverse stiffness
Transverse
stiffness
Sea
pressure
Sea
pressure
18.02.2005 Slide 8
Oil
Tankers
4.
Transverse
bulkhead
1. Stringer toes cracking
2. Bottom longitudinal bracket connection to
transverse bulkhead - cracks
3. Cracking of transverse bulkhead stiffeners
connection to stringers
18.02.2005 Slide 9
Oil
Tankers
4.
Transverse
bulkhead
Cracking in stringer toe
Cracksin stringer toes and heel
18.02.2005 Slide 10
Oil
Tankers
4.
Transverse
bulkhead
Cracking in stringer toe
18.02.2005 Slide 11
Oil
Tankers
4.
Transverse
bulkhead
Full cargo tank
Cause for cracking in stringer toe
Full cargo tank
Sea
pressure
Compression/tensionstresses
from onesidedloading
Veryhighalternating bending stresses in stringer toe
18.02.2005 Slide 12
Oil
Tankers
4.
Transverse
bulkhead
Cracks in stringer
May cause contamination of ballast water and
small oil spills
Stringer flange
Stringer web
Crack
18.02.2005 Slide 13
Oil
Tankers
4.
Transverse
bulkhead
17.
Cracks in toe of transverse bulkhead
bracket ending at bottom longitudinals
(wing tanks, midshiparea)
Cracks in bottom longitudinals
18.02.2005 Slide 14
Oil
Tankers
4.
Transverse
bulkhead
Cause - cracks in bottom brackets
Onesidedloadingat thetransversebulkhead
inducehighlocal alternating bending stresses at
thebracket toe
Crackin bracket
toe (hot spot)
18.02.2005 Slide 15
Oil
Tankers
4.
Transverse
bulkhead
Double btm at transverse bulkhead
Similarily, onesidedalternate loadingat thetransversebulkheadalso
induceshighstresses for a double bottomstructure
Critical areas
Moderndesigns have no
longitudinal girdersin
double bottomgivinglarge
relative deflection
18.02.2005 Slide 16
Oil
Tankers
4.
Transverse
bulkhead
Crack in transverse bulkhead
stiffeners connection to stringers
Connectionof stringer to transverse
bulkheadwithassociatedbrackets
18.02.2005 Slide 17
Oil
Tankers
4.
Transverse
bulkhead
Cause for cracking in transverse
bulkhead stiffeners
Onesidedinternal loadingfrom cargo and ballast setsupa
shear stress distributionin thebulkheadstiffener
Highlystressedareas are
createdaroundgeometric
hard points at stiffener
end connectionsto the
stringer
-may cause ballast water contamination and possible oil spills
18.02.2005 Slide 1
Oil
Tankers
5.
Longitudinal
Bulkhead
1.
2.
3.
4.
5.
6.
Side
Bottom
Deck
Transverse bulkhead
Web frames
18.02.2005 Slide 2
Oil
Tankers
5.
Longitudinal
Bulkhead
Structural build up of
Cross ties
Longitudinal
bulkheadplating
withstiffeners
Web frame
18.02.2005 Slide 3
Oil
Tankers
5.
Longitudinal
Bulkhead
Structural functions of long.bhd
- Resist internal pressure from cargo and ballast (cargo boundary)
- Safety against collapse if water ingress (boundary for flooding)
Web in hull girder
- Contributes to hull girder longitudinal stiffness
18.02.2005 Slide 4
Oil
Tankers
5.
Longitudinal
Bulkhead
Function : Cargo boundary
Internal loads induce shear forces and
bending moments in the longitudinal
bulkhead longitudinal (between each web
frame)
Stresses are loaded onto the web frames
and further into the hull girder structure
18.02.2005 Slide 5
Oil
Tankers
5.
Longitudinal
Bulkhead
Function: Web in hull girder
Longitudinal bulkhead together with ship side is taking up global shear
forces from wave induced loads and weight/buoyancy distribution along
the vessel length
R
1
R
2
A
A
A
A
F
Section A-A
SF
Shear forcedistribution
resultingfrom global
loadsfor midshipsection
18.02.2005 Slide 6
Oil
Tankers
5.
Longitudinal
Bulkhead
1. Cracks in bulkhead longitudinalsconnection to
stringers at transverse bulkhead
2. Shear buckling of longitudinal bulkhead
18.02.2005 Slide 7
Oil
Tankers
5.
Longitudinal
Bulkhead
Crack in long.bhd longitudinals
connection to stringers
Connectionof longitudinal
bulkheadlongitudinals to stringers
withassociatedbrackets
18.02.2005 Slide 8
Oil
Tankers
5.
Longitudinal
Bulkhead
Highbending stresses towardsthesupports
(transversebulkheads)
Cause for cracking in long.bhd
at stringer connections
Fully loaded condition Ballast condition
Longitudinal bulkheadis flexingdependingonthe
loadingcondition(fillingof tanks)
18.02.2005 Slide 9
Oil
Tankers
5.
Longitudinal
Bulkhead
Cause for cracking in long.bhd
stringer connections
H
o
t

s
p
o
t
May cause contamination of ballast water
and small oil spills
Full ballast
tank
18.02.2005 Slide 10
Oil
Tankers
5.
Longitudinal
Bulkhead
Shear buckling of longitudinal
bulkhead
Shear bucklingis most likelyto occur in
areas towardsthetransversebulkheads, but
mayalsooccur in other areas dependingon
thethicknessof thebulkheadplating
18.02.2005 Slide 11
Oil
Tankers
5.
Longitudinal
Bulkhead
Shear buckling of longitudinal
bulkhead
Longitudinal shear force
distribution an example
SF maximumat
transversebulkheads
18.02.2005 Slide 12
Oil
Tankers
5.
Longitudinal
Bulkhead
Cause for shear buckling
Result of excessive shear stress in the bulkhead plating
Corrosion increases possibility for shear buckling
Shear buckled panels will have a reduced shear strength,
which may lead to an overload of adjacent areas
SF
SF
Shear buckling(middleand upper area of
bulkheadmost exposeddue to corrosion
risk and reducedoriginal scantlings)
18.02.2005 Slide 1
Oil
Tankers 6.
Web frames
Web frames
1.
2.
3.
4.
5.
6.
Side
Bottom
Deck
Transverse bulkhead
Web frames
18.02.2005 Slide 2
Oil
Tankers 6.
Web frames
Structural build up of web
frame
Cross tie
Web frame flange
Web frames
18.02.2005 Slide 3
Oil
Tankers 6.
Web frames
Function of web frames
- Web frames are supports for the longitudinal stiffeners
- Web frames contributes to the hull girder transverse strength
18.02.2005 Slide 4
Oil
Tankers 6.
Web frames
Function of web frame
Web frames are supports
for the longitudinals
Web frames take up local
loads from the
longitudinal stiffeners and
transfer them further into
the hull girder
Web frames keep the
cross sections together
and contribute to the
transverse stiffness
Internal
pressure
Sea
pressure
18.02.2005 Slide 5
Oil
Tankers 6.
Web frames
1. Corrosion / buckling of web frame
2. Corrosion / cracking of cross tie connection
3. Cracking of tripping bracket connection to web
frame flange
18.02.2005 Slide 6
Oil
Tankers 6.
Web frames
Shear buckling of web frame
High shear stress
SF
SF
18.02.2005 Slide 7
Oil
Tankers 6.
Web frames TYP. WEB SEC. (SHEAR STRESS)
LC 2
Shear buckling may occur in areas
where shear stress is high
18.02.2005 Slide 8
Oil
Tankers 6.
Web frames
Shear buckling of web frame:
Corrosion of web frame
increases the risk for
shear buckling
Corroded cut outs and openings
in web frame are exposed to
buckling, because of the reduced
shear area (high
shear
)
18.02.2005 Slide 9
Oil
Tankers 6.
Web frames
Corrosion of cross tie
Weld connection of straight part
of cross tie to the side and
18.02.2005 Slide 10
Oil
Tankers 6.
Web frames
Corrosion of cross tie
Cross ties are subject to both
compression and tension stress
depending on loading condition
Corrosion
Reduced Buckling capacity
Increased stress level
Cross tie collapse?
+/- Axial stress
18.02.2005 Slide 11
Oil
Tankers 6.
Web frames
Crack in tripping bracket
connection to web frame flange
Weld connection of large curved flanges
and tripping brackets on webframes
18.02.2005 Slide 12
Oil
Tankers 6.
Web frames
Cause for cracking in web frame
flange
- If exposed to compression,
the flange will bend inwards
Deflection pattern
of free flange
Cracks occur due to additional
bending stresses from the presence
of a tripping bracket in the curved
part of the flange
- If flange is exposed to tension,
the flange will bend outwards
18.02.2005 Slide 13
Oil
Tankers 6.
Web frames
FEM plot of cross tie with deflections
18.02.2005 Slide 14
Oil
Tankers 6.
Web frames
Cracks in web frame
Webframe support for
longidudinals reduced
support excessive load on
longitudinals
Increased loads on adjacent
webframes
May lead to loss of stiffened
panel
18.02.2005 Slide 1
Bulk
Carriers
Bulk Carriers - Hull Structure
18.02.2005 Slide 2
Bulk
Carriers
Contents Bulk Carriers
1. Introduction to Bulk carrier hull structure
Side, bottom, deck, transverse bulkhead, longitudinal bulkhead,
web frames including relevant hull damages for all structural
elements
3. Case
18.02.2005 Slide 3
Bulk
Carriers
Characteristics for Bulk Carriers
Single skin / hopper & top-wing tanks
Heavy cargoes
Large net load on double bottom
High shear stresses shell side
Sensitive to leakage - total structural loss
High loading rate
Transverse strength
Green seas
Not much public attention (no vetting)
Low survival capability when flooded
High number of vessels lost
18.02.2005 Slide 4
Bulk
Carriers Bulk Carrier loading flexibility
Bulk Carrier HC/EA
Any hold empty at full draught
Bulk Carrier HC/E hold 2,4,6 . Empty
Given combination of holds empty at full draught
Bulk Carrier HC
Any hold empty at 80% of full draught
Bulk Carrier
Any hold empty at 60% of full draught
R
e
d
u
c
e
d

f
l
e
x
i
b
i
l
i
t
y
18.02.2005 Slide 5
Bulk
Carriers
History
Built in 1954 - Cassiopeia
First bulk carrier with hopper
tank topside tank cross
section
18.02.2005 Slide 6
Bulk
Carriers
Bulk Carrier particulars
5 cargo holds
7 cargo holds
9 cargo holds
18.02.2005 Slide 7
Bulk
Carriers
Nomenclature
18.02.2005 Slide 8
Bulk
Carriers
Nomenclature
18.02.2005 Slide 9
Bulk
Carriers
- A vesselshull canbe dividedintodifferent hull
structural elements
- Eachelement has itsfunctionin thestructure
- In order to assessthestructureof a Bulk Carrier you
needto understand thefunctionof thestructural element
youarelookingat
18.02.2005 Slide 10
Bulk
Carriers
Typical damages and repairs
WWW.witherbys.com
18.02.2005 Slide 11
Bulk
Carriers
5.
Topside tank
1.
Side
2.
Bottom
3.
Deck
4.
Transverse bulkhead
Structural breakdown of Bulk Carrier
7.
Hatch coaming& cover
6.
Hopper tank
18.02.2005 Slide 12
Bulk
Carriers
1.
2.
3.
4.
5.
6.
Side
Bottom
Deck
Transverse bulkhead
Hopper tank
Topside tank
7.
Hatch cover & coaming
Slide 1
Bulk
Carrier
Ship side
1.
2.
3.
4.
5.
Side
Bottom
Deck
Transverse bulkhead
Hopper tank
Topside-tank
1.
Side
6.
Slide 2
Bulk
Carrier
- Resist external sea pressure
1.
Side
Slide 3
Bulk
Carrier Structural build up of ship side
1.
Side
Side
frames
Lower
bracket
Side plating
Upper
bracket
Slide 4
Bulk
Carrier
Watertight integrity (local strength)
1.
Side
Loads are taken up by the hull plating, stresses are
transferred into the vertical side frames further
into the upper and lower bktsfurther into the
topwingtank and hopper tank structure
Ship side must withstand static and dynamic
loads from external sea pressure as well internal
pressure from cargo and ballast
Slide 5
Bulk
Carrier
Functions of ship side
1.
Side
Lateral loads induces shear forces
and bending moments in the
vertical side frames. The side
frame is a single beam supported at
hopper / twt bkts
Bm
SF
Slide 6
Bulk
Carrier
Net load down cause rotation of hopper tank structure.
additional moment in the mid-field and upper end
1.
Side
Ore hold load response;
SF
Bm
Bm
Slide 7
Bulk
Carrier
Net load up cause rotation of hopper tank structure.
additional moment in the mid-field and lower end
1.
Side
Empty hold load response;
SF
Bm
Bm
Slide 8
Bulk
Carrier
Functions of ship side 1.
Side
Side platingis acting
as web in hull girder
beam
Global loadsare
actingonthehull
girder beam
Cont.
Ship side is taking up
global shear forces
resulting from the
hull girder bending
moment and
weight/buoyancy
distribution along the
vessel length
Slide 9
Bulk
Carrier
B
e
n
d
i
n
g

m
o
m
e
n
t
H
o
g
g
i
n
g
S
a
g
g
i
n
g
0
S
h
e
a
r

f
o
r
c
e
0
Function of ship side (longitudinal shear strength)
S
h
e
a
r

f
o
r
c
e

(
t
-
m
)
Shear Distribution at a
cross section
Cont.
Slide 10
Bulk
Carrier
Functions of ship side 1.
Side
Shear forcedistribution
resultingfrom global
loadsfor midship
section
- Global shear forces are distributed in the ship side plating Cont.
Slide 11
Bulk
Carrier
Hull damages in ship side 1.
Side
Two characteristic damages for ship side:
1. Cracks in side frames at lower / upper bracket connection
2. Corrosion of side frames and lower bkt. detached bkts
Slide 12
Bulk
Carrier
1.
Side
Vertical side framelower
bkt. commection
Crack in side longitudinal web frame
connection
Crackingin vertical side frame:
Slide 13
Bulk
Carrier
The dynamic loads from the sea are taken up by the
side plates supported by the vertical side frames and
load is transferred to the upper and lower bkts. This
gives peak of bending moment and shear in way of
lower bkt. connection.
Cause for cracking in vertical side
frames lower bkt. connections
1.
Side
1a.
The sniped termination of the bracket flange creates a local stress
concentration, which may develop cracks from the toe of the bracket
1a.
1b.
In this point a high bending stress in flange and a stress
concentration due to weld (overlap) increase the risk for fatigue
cracks.
1b.
Slide 14
Bulk
Carrier
Crack in side longitudinal web frame connection
Possible consequence
As these cracks develop, the lower end fixation of the
side frame is reduced:
higher bending moment in the middle of the frame
some of the load will be carried by adjacent frames
Crack through stiffener:
beam simply supported lower end, profile may buckle at mid-
field
Side shell may crack.
Adjacent frames crack panel collapse, possible water
flooding.
1.
Side
Slide 15
Bulk
Carrier
Side frames and bkts are prone to
corrosion, both general corrosion
as well as grooving corrosion
which may result in :
Local corrosion and grooving
General wastage.
Fractured/detached frames
Fracture in plating/bracket toes
Corrosion of side frames and lower
bkt. connection
1.
Side
Slide 16
Bulk
Carrier
Torig T-min T-subst T-Coat
Hold 1:
Aft end of Hold 1:
Upper bracket web 13,0 9,8 10,6 11,2
Frame web, middle and upper part 13,0 9,8 10,6 11,2
Frame web, Lower part 13,0 11,2 11,6 11,2
Lower bracket web 15,0 11,3 12,2 12,7
Frame flange thickness, middle and upper part 20,0 15,0 16,3 N/A
Frame flange thickness, lower part 20,0 15,0 16,3 N/A
Lower bracket flange thickness 20,0 15,0 16,3 N/A
Middle part of Hold 1:
Frame web, Lower part 13,0 9,9 10,7 11,2
Lower bracket web 15,0 11,3 12,2 12,7
Forward end of Hold 1:
Frame web, Lower part 13,0 13,9 NB! N/A
Lower bracket web 15,0 16,9 NB! N/A
Upper Bracket
Lower Bracket
Middle and upper
part of Frame
Lower part of Frame
Revised Minimum Thickness List
Slide 17
Bulk
Carrier
Corrosion of side frames and lower
bkt. Connection Consequences
1.
Side
Local grooving of side frame support bkts
Shear area of profile web reduced
If angle bar specially critical
Detached lower side frames
Frames simply supported, increase BM
buckling
Side plate rupture top of hopper tank - flooding
General corrosion of side frames reduce the shear
area and section modulus.
Bending moment stress level increases
Stiffeners may collapse in buckling
Slide 18
Bulk
Carrier
Damage impact on function 1.
Side
1. Cracks in vertical side frame
- may increase moment in field for frame
- may increase loads on adjacent frames
- may cause water ingress leakage
- may develop to panel collapse
- flooding stability - strength (loss of ship)
2. Corrosion of side frames
- As above
Bulk
Carrier
2.
Bottom
Slide
1
Bottom
1.
2.
3.
4.
5.
Side
Bottom
Deck
Transverse bulkhead
Hopper tank
Topside-tank
6.
Bulk
Carrier
2.
Bottom
Slide
2
1. Watertight integrity (local strength bottom / inner bottom)
- Resist external sea pressure (bottom)
- Resist internal pressure from cargo/ballast & fuel oil
2. Carry net load on double bottom girder structure
- Inner bottom / bottom plate & stiffn. are girder flanges
- double bottom floors / girders are webs in double bottom
girders
2. Bottom flange in hull girder (global strength)
- Bottom and inner bottom structure is the bottom flange
in the hull girder
Bulk
Carrier
2.
Bottom
Slide
3
Longitudinal girders
Floor
Pipe tunnel
Bulk
Carrier
2.
Bottom
Slide
4
Cont.
Bottom platemust withstand static and
dynamic loads from external sea
pressure as well internal pressure from
ballast or fuel oil
Inner bottom platemust withstand
static and dynamic loads from cargo
hold as well as static and dynamic
pressure from ballast or fuel oil
Bulk
Carrier
2.
Bottom
Slide
5
Stress distributionin a double bottomstructure
Forcesaretakenupby thestiffest structure
Middleof hold more stresses in transverse
direction
Towardsbhd. more stresse in
longitudinal direction
Bulk
Carrier
2.
Bottom
Slide
6
Functions of inner bottom (local
stiffener level)
Cargo hold boundary (local strength)
External loads induce shear forces and bending
moments in the inner bottom longitudinalsas
single beams (between floors)
withdistributedloadand fixedends
Cont.
Bulk
Carrier
2.
Bottom
Slide
7
Cont.
Stresssflow
shortest way to
support
Stresssflow
shortest way to
support
Bulk
Carrier
2.
Bottom
Slide
8
girders & floors carry the net load to hopper tank and
transverse bulkhead
floors carry most of the loads in middle of hold
longitudinal girders carry most of the load towards
transverse bulkhead
length / width ratio is important for the distribution of loads
between girders & floors
The stiffest elements are taking most of the load / stresses
seek the shortest way to supports
Double bottom girders load response
Bulk
Carrier
2.
Bottom
Slide
9
Functions of double bottom girder
Net Load on double bottom
Longitudinal girders represented by springs
Simple
beam
model
Bulk
Carrier
2.
Bottom
Slide
10
Floors / girders- design
High Shear force No
cut-outs / increased
thickness
Long. Db.
girder
Floor
Bulk
Carrier
2.
Bottom
Slide
11
Functions of bottom
Bottomstructureis
actingas web in hull
girder beam
Global loadsare
actingonthehull
girder beam
Cont.
The bottom and inner
bottom longs and
longitudinal girders
are carrying the
vertical bending
moments from still
water and wave
induced bending
moments along the
vessel length
Bulk
Carrier
2.
Bottom
Slide
12
Still water bending moment [intact]
Max allowable bending moment [intact]
Moment diagram
B
e
n
d
i
n
g

m
o
m
e
n
t

T
M
Reduced global
bending but high
double bottom
stresses
Bulk
Carrier
2.
Bottom
Slide
13
Highly stressed areas
Bottom plate/longs middle of empty holds (compression )
Bottom plate in loaded holds (tension)
Inner bottom plate middle of loaded holds (compression )
+
Double bottom bending
Tanktop
Bottom
NA
Inner bottom level
Global bending
Bottom
Deck
Bulk
Carrier
2.
Bottom
Slide
14
Hull damages bottom / inner
bottom
Three characteristic damages for bottom are:
1. Cracks in inner bottom plate in way of knuckle to hopper tank
2. Crack / Corrosion of floors girders in ballast tanks
3. Indents of inner bottom plate due to cargo handling
Bulk
Carrier
2.
Bottom
Slide
15
Fractures
Cracks in way of hopper knuckle
Heavyballast condition tensionin inner bottomplate
Bulk
Carrier
2.
Bottom
Slide
16
Hopper plate
Inner bottom plating
Bulk
Carrier
2.
Bottom
Slide
17
Loss of watertight integrity leak ballast
cargo
Cracks extending from one webframeto another
severe impact on double bottom strength
Impact on function
Bulk
Carrier
2.
Bottom
Slide
18
A
A
Inner bottom
Fractures
Double
bottom
floor
Hopper
transverse
web
Side girder
View A-A
Transverse fractures in
hopper web plating
possibly extending into
the hopper sloping plate
Inner
bottom
Floor or
transverse
web
plating
Fracture in the
floor/web of the
hopper transverse
Damage
Full penetration weld
connection to the inner
bottom and hopper
plating
Collar plate
Edge chamfered for
full penetration weld
Reinforcement A
Intermediate
brackets (i.e.
between floors)
Alternatively, may
stop at longitudinals
where fitted
Reinforcement B
Face plate of
transverse
web
Scarfing brackets
Inner bottom
View B-B
Repair
Fractures in connection of
floors i.w.o. hopper
Bulk
Carrier
2.
Bottom
Slide
19
Crack in floor
Damage
Floor or
transverse
web frame
Longitudinal
Bottom shell plating,
inner bottom plating,
side shell plating or
hopper sloping plate
Buckling and/or
fracturing
Fractures
Fractures
Repair A
Lug
New plating of
enhanced thickness
Repair B
Full collar plate
Floor in wayof highshear stress
Connectionat bottomlongitudinals
Bulk
Carrier
2.
Bottom
Slide
20
Crack in floor impact on function
Loss of support of longs increasedstresses at
adjacent floors longs
Large crackin floor increasedstresses in
adjacent floors- girders
Bulk
Carrier
2.
Bottom
Slide
21
Indents of inner bottom plate
Bulk
Carrier
2.
Bottom
Slide
22
Impact on function
Difficult withdischargeof cargo cleaning
Severeindents cracks leak
Impact onbucklingcapacityof panel
Bulk
Carrier
2.
Bottom
Slide
23
Fracture in longitudinalsat stool
connection
Damage
Cause
Damage due to stress concentrations
and large relative deflections (bulkhead
stool - first floor) leading to accelerated
fatigue in this region.
Stool
Inner bottom
longitudinal
Fractures
Bottom shell longitudinal
Bulk
Carrier
2.
Bottom
Slide
24
Repair
Too large brackets may cause
further problems.
Stool
Additional
brackets with
soft toes
Where required the longitudinal to be
cropped and part renewed
Fracture in longitudinalsat
stool connection
Bulk
Carrier
2.
Bottom
Slide
25
Damage
Stool
Inner bottom
Bilge well
Fracture
Fracture
Repair
Modified brackets
with soft toes
Additional bracket
with soft toes
Where required the longitudinals to be
cropped and part renewed
Fracture in longitudinalsat
stool connection
Slide 1
Bulk
Carrier
3.
Deck
Hull Structural Breakdown - Deck
1.
2.
3.
4.
5.
Side
Bottom
Deck
Transverse bulkhead
Hopper tank
Topside-tank
6.
7.
Slide 2
Bulk
Carrier
3.
Deck
2. Transverse strength of the hull girder
3. Upper flange in hull girder (global strength)
Slide 3
Bulk
Carrier
3.
Deck
Main deckoutsideline of hatches
Deckbetweenhatches
Longitudinal hatchcoaming
Transverse hatchcoaming
Deckwebframe
Slide 4
Bulk
Carrier
3.
Deck
Deck platemust withstand static and dynamic loads from green
sea pressure as well as internal pressure from ballast tank
Slide 5
Bulk
Carrier
3.
Deck Structural functions of deck
Stress distributionin deck
Slide 6
Bulk
Carrier
3.
Deck
Flexingin transversedirecction
Deckbetweenhatches
Slide 7
Bulk
Carrier
3.
Deck
Theelement contributingto transversestrength:
Deckplate and transversestiffener betweenhatches
Hatchend girder
Upper stool tank
Slide 8
Bulk
Carrier
3.
Deck
Functions of deck
Deck structureis
actingas web in hull
girder beam
Global loadsare
actingonthehull
girder beam
2. Upper flange in hull girder (global strength)
Cont.
The deck plating and
longs outside line of
hatches are carrying
the vertical bending
moments from still
water and wave
induced bending
moments along the
vessel length
Slide 9
Bulk
Carrier
3.
Deck
Hull damages deck
Characteristic damages for deck are:
1. Cracks in deck plate at end of longitudinal hatch coaming
2. Buckling of deck between hatches
3. Crack in deck plate in way of hatch corner
Slide 10
Bulk
Carrier
3.
Deck
Crack in deck plate at
hatch coamingend
Longitudinal stresses are going into the side hatch coamings
At the toe of the bkt. There is a local stress concentration
Possible consequences:
- Water leak to cargo
- Long crack longitudinal strength problem
Slide 11
Bulk
Carrier
3.
Deck
Buckling of deck between hatches
Ore carrier (250 000 DWT) Local buckling of deck
plates and transverse stiffeners.
Deck plates and transv. Stiffn. buckled
Slide 12
Bulk
Carrier
3.
Deck
Slide 13
Bulk
Carrier
3.
Deck Bucklingof deckbetweenhatches
2 adjacent holds filled
Buckling caused by excessive stresses in
transverse direction deck between hatches
Slide 14
Bulk
Carrier
3.
Deck
Possible consequences of buckling of deck
between hatches:
- Ships transverse strength severely affected
- Ships sides comes in
- Hatch coamingsdeformed
- Loss of weather tight integrity
Slide 1
Bulk
Carrier
4.
Bhd.
Bulkhead
1.
2.
3.
4.
5.
6.
Side
Bottom
Deck
Transverse bulkhead
Hopper tank
Topside tank
7.
Slide 2
Bulk
Carrier
4.
Bhd.
Structural functions of bhd.
1. Cargo hold boundary (local strength)
- Resist internal pressure from cargo / ballast
- Resist water flooding
2. Transverse strength of the hull girder
Slide 3
Bulk
Carrier
4.
Bhd.
Corrugatedbhd.
Lower stool
Upper stool
Slide 4
Bulk
Carrier
4.
Bhd.
Lower stool diaphragm
Upper stool diaphragm
Hatchcoamingbkt
Shedder plate
Slide 5
Bulk
Carrier
4.
Bhd.
Transverse bhd. platemust withstand static
and dynamic loads from bulk cargo and
ballast
The bulkhead must also withstand the water pressure
from floodingof cargo hold without collapse
Slide 6
Bulk
Carrier
4.
Bhd.
Slide 7
Bulk
Carrier
4.
Bhd. Structural functions of bhd.
Design load conditions
Water flooding
Light cargo full hold
SF
Bm
Highstress lower /
upper end & midfield
Slide 8
Bulk
Carrier
4.
Bhd.
flange
Web
Slide 9
Bulk
Carrier
4.
Bhd.
Onesidedloadonbhd. Introducea moment
in lower stool.
Sizeof moment incraseby narrowlower
stool ( s onsketch)
Highstress at intersectionlower stool
diaphrameand longitudinal girders
Narrowstool highshear stress in
diaphrames
s
Moment
Slide 10
Bulk
Carrier
4.
Bhd.
Loadedhold
Emptyhold
Moment on
lower stool
Transversebhd. Supports thedouble bottomlong. girders
Slide 11
Bulk
Carrier
4.
Bhd.
Net loadfrom cargo
Transversebhd. Carry
global shear from
double bottomto ship
side
Slide 12
Bulk
Carrier
4.
Bhd.
Upper and lower stool transversestrenght of hull
Flexible part
Slide 13
Bulk
Carrier
4.
Bhd.
Hull damages transverse
bulkhead
Two characteristic damages for transverse bulkheads:
1. Collapse of bulkhead due to corrosion in lower stool diaphrames.
2. Shear buckling of corrugated bulkhead due to excessive
corrosion
Slide 14
Bulk
Carrier
4.
Bhd.
Collapse of transverse bulkhead
CapesizeBulk Carrier 9 holds 20 years
Loaded with pellets alternate holds
Bhd. Hold 8/9 collapsed at bottom
Hatch coamings/ covers pulled
down
Inspection revealed heavy corrosion
in lower stool
Void space humidity heating in
double bottom below.
s
Moment
Heavy corrosion
Slide 15
Bulk
Carrier
4.
Bhd.
Casualty
information
Bulk Carrier loaded with pellets
1. Transverse bulkhead collapsed at
connection between lower stool and
tank-top
SF
Bm
L
O
W
E
R

S
T
O
O
L

D
I
A
P
H
R
A
M
E
3. Bulkhead collapsed due to insufficient
shear area at connection to tank-top
2. Inspection revealed excessive corrosion
at the lower end of the diaphramesin
excess of 50%.
Slide 16
Bulk
Carrier
4.
Bhd.
Impact on function
No boundary between cargo holds
Transverse strength of hull girder lost
Watertight integrity lost upper deck
To be repaired before leaving port
Slide 17
Bulk
Carrier
4.
Bhd.
Shear buckling transverse
corrugated bulkhead
Capesizebulkcarrier 7,5 years found with shear buckling on
transverse corrugated bulkehadobserved during routine
inspection.
Experience
feedback
Buckling
cause
2 adjacent holds filled
Slide 18
Bulk
Carrier
4.
Bhd.
Hatch end coamingwill be deformed impact
on weather-tightness - flooding
Longitudinal girders in double bottom is getting
less support at transverse bulkhead more
stresses in the floors.
Hopper tanks will rotate more loads on side
frames will increase
Vessels transverse strength will be severely
affected.
Vessel may capsize!
Shear buckling transverse corrugated
bulkhead impact on function
Slide 1
Bulk
Carrier
5.
Hopper tank
Hopper tank
1.
2.
3.
4.
5.
Side
Bottom
Deck
Transverse bulkhead
Hopper tank
Topside-tank
6.
Slide 2
Bulk
Carrier
5.
Hopper tank
Structural functions hopper tank
- Resist sea pressure on ship side
2. Give support for side structure and double bottom
- Side plating / hopper tank sloping plate are part of the
- Hopper tank bottom plate and lower part of side plate are
part of the bottom flange in the hull girder
Slide 3
Bulk
Carrier
5.
Hopper tank
Structural build up hopper tank
Hopper tank
slopingplate
Bottomside girder
outboard
Hopper tank side
plate
Bilgeplate
Slide 4
Bulk
Carrier
5.
Hopper tank
Structural build up hopper tank
Vertical side frame
supportingbkt.
Hopper transverseweb
frame
Slide 5
Bulk
Carrier
5.
Hopper tank
Structural functions of hopper
tank
Cont.
Hopper tank sloping plate must withstand
static and dynamic loads from bulk cargo
and ballast
Plate Stiffener Web frame Panel Hull girder
Bottom and side plate must withstand static
and dynamic loads from external sea pressure
and from internal ballast
Slide 6
Bulk
Carrier
5.
Hopper tank
Structural function
Local loads
Ballast pressure
Ore load
Pressure due
to ballast
Pressure due
to cargo
Slide 7
Bulk
Carrier
5.
Hopper tank
Structural function
Hopper tank Local loads
withdistributedloadand fixedends
Similar for side longs and
bottomlongs
Highstress at webframe
connection & midfield
Slide 8
Bulk
Carrier
5.
Hopper tank
Structural function
Sea pressure
S
e
a

p
r
e
s
s
u
r
e
Full load condition
empty hold
Combined effect of pressure on ship side and on double
bottom gives compression stresses in hopper plate
Slide 9
Bulk
Carrier
5.
Hopper tank
Structural function of webframe
Local loads
SF BM
Hopper
tank
webframe
Concentrated
loads from
hopper longs
Areas with high
shear stress
Back
Slide 10
Bulk
Carrier
5.
Hopper tank
Functions of hopper tank
global loads
Global loadsareactingon
thehull girder beam
Ship side, hopper
tank and top-wing
tanks is taking up
global shear forces
from wave induced
loads and
weight/buoyancy
vessel length
Slide 11
Bulk
Carrier
5.
Hopper tank
Global function of hopper tank
G
l
o
b
a
l

s
h
e
a
r

f
o
r
c
e
Shear flow
distribution in
hopper tank
Note the shear force is
distributed between
hopper tank sloping
plate and ship side
Slide 12
Bulk
Carrier
5.
Hopper tank
High shear stress in
hopper tank plate and
outboard double bottom
girder towards
bulkheads
Global response of hopper tank
NET LOAD
ON DOUBLE
BOTTOM
GIRDER
Slide 13
Bulk
Carrier
5.
Hopper tank
Global response of hopper tank
Effect of side pressure and net load on double bottom
gives torsion of hopper tank, specially in loaded ore hold
Net load
on double
bottom
Sea
pressure
S
h
e
a
r

s
t
r
e
s
s
Slide 14
Bulk
Carrier
5.
Hopper tank
Hull damages Hopper tank
Characteristic damages for hopper tanks:
1. Cracks in way of knuckle line between hopper tank sloping plate
and inner bottom plate
2. Crack in webframein way of sloping plate lower long.
Connection to webframe
Slide 15
Bulk
Carrier
5.
Hopper tank
Crack in webframe at hopper
tank / inner bottom knuckle
Stress concentration in
way of scallop
Heavy ballast condition
Net load down and out on
shell side
Slide 16
Bulk
Carrier
5.
Hopper tank
Repair method
Close scallop by doubler
plate, (reduce local stress
concentration)
Fit bracket in line with inner
bottom (reduce effect of
hard spot where inner
bottom welded to webframe)
Or:
Vertical brackets fwd. / aft
of webframe(distribute the
stresses in way of the
webframe)
Slide 17
Bulk
Carrier
5.
Hopper tank
Crack in webframeat lower end sloping plate
Webframecracked at
scallop for longitudinal
High Shear
stress
Slide 18
Bulk
Carrier
5.
Hopper tank
Crack will reduce webframestrength
Hopper tank longitudinalswill transfer more
load to the adjacent webframes
Hopper tank longitudinal may loose its support
double span of stiffener
May develop cracks in adjacent webframes
May develop cracks in hopper tank plate
water flooding of cargo hold
Crack in webframeimpact on function
Slide 1
Bulk
Carrier
6.
Topside tank
topside tank
1.
2.
3.
4.
5.
Side
Bottom
Deck
Transverse bulkhead
Hopper tank
Topside-tank
6.
7.
Slide 2
Bulk
Carrier
6.
Topside tank
Structural functions topside
tank
- Resist sea pressure on ship side
2. Give support for side structure and hatch coaming
- Side plating / top-wing tank sloping plat are part of the
- topside tanks upper part is part of the upper flange in
Slide 3
Bulk
Carrier
6.
Topside tank
Structural build up topside tank
Deckplating& longs
Topsidetank, vertical strake
Topsidetank, slopingplate &
longs
Topsidetank, side plate& longs
Slide 4
Bulk
Carrier
6.
Topside tank
Structural build up topside tank
Topsidetank transvereswebframe,
deck
side
slopingplate
Vertical side frame
supportingbkts, upper
Slide 5
Bulk
Carrier
6.
Topside tank
Structural functions of topside
tank tank
Cont.
topside tank sloping plate must withstand
static and dynamic loads from bulk cargo
and ballast
Deck and side plate must withstand static
and dynamic loads from external sea pressure
and from internal ballast
Slide 6
Bulk
Carrier
6.
Topside tank
Structural function
Local loads
Ballast pressure
Light bulk cargo / ballast
Pressure due to
ballast ( cargo)
Seapressure
Slide 7
Bulk
Carrier
6.
Topside tank
Structural function
withdistributedloadfrom external and
sea-presureand fixedends
Highstress at webframe
connection & midfield
Topside tank lower side long.
Cont.
Slide 8
Bulk
Carrier
6.
Topside tank
Structural function
Sea pressure on long
+
Load from vert.
stiffener
Resulting BM and SF
External sea pressure
Distributed load on side
frame
BM & SF upper end vertical side frame
BM
SF
Back
Slide 9
Bulk
Carrier
6.
Topside tank
Global strength function of
topside tank, bending moment
Upper part of shipside and slopingplate are
important contributorsto thetopflange in thehull
girder beam
Global loadsareactingonthe
hull girder beam from cargo
distributionand waveloads
Flange in hull girder (global strength)
Cont.
Slide 10
Bulk
Carrier
6.
Topside tank
Global strength function of
topside tank, shear
Global loadsareactingon
thehull girder beam
Cont.
Ship side, hopper
tank and top-wing
tanks is taking up
global shear forces
from wave induced
loads and
weight/buoyancy
vessel length
Slide 11
Bulk
Carrier
6.
Topside tank
Global Strength topside tank
G
l
o
b
a
l

s
h
e
a
r

f
o
r
c
e
Shear flow
distribution
topside tank
Note the shear force is
distributed between
hopper tank sloping
plate and ship side
Slide 12
Bulk
Carrier
6.
Topside tank
Strength topside tank
Full load condition
Ore hold
Sea pressure
Topside tank rotate up and out
Net load on double bottom and side
pressure rotate hopper tank as shown
Cont.
POSTFEM 5.6-02 18 MAR 3 SESAM
X Y
Z
MODEL: T1-1 DEF =100
2: LINEAR ANALYSIS
GAUSS D-STRESS SIGMX
SURFACE: 1
MAX =85.8 MIN =-168
-156
-144
-131
-119
-107
-95.2
-83.2
-71.1
-59
-47
-34.9
-22.8
-10.7
1.33
13.4
25.5
37.5
49.6
61.7
73.8
FEM - PLOT
Slide 13
Bulk
Carrier
6.
Topside tank
High shear stress in topside tank
sloping plate and ship side towards
transverse bulkheads due to global
shear stresses and torsion of topside
tank
Global response of topside tank
Slide 14
Bulk
Carrier
6.
Topside tank
Hull damages topside tank
Characteristic damages for topside tanks:
1. Buckling deformation due to overpressure of ballast tank
2. Crack in lower side long in topside tank
3. Heavy corrosion topside tank webframe
Slide 15
Bulk
Carrier
6.
Topside tank
1. Overpressure of topside tank
Vessels with high ballast pump capacity,
filled to overflow through air pipes, with
possible excessive pressure in topside
tank
Typical location for
overpressure buckling
Slide 16
Bulk
Carrier
6.
Topside tank
Deformed webframehas lost its strength and
may not be able to support the side and sloping
plate longs.
If longs are not efficiently supported at webframes
they may be excessively loaded in the mid-field, and
may buckle, however normally a local strength
problem
1. Overpressure of topside tank
impact on function
Slide 17
Bulk
Carrier
6.
Topside tank
2. Crack lower side long
Experience
feedback
Fatigue crack through
side long. Flange in
way of weld to flatbar
stiffener on top
Slide 18
Bulk
Carrier
6.
Topside tank
2. Crack lower side long.
impact on function
Crack impact on function
Crack through side long. may lead to
penetration of shell side, and cause
leak of water.
If side longs are cracked, the upper
support for the vertical side frame is
weakened
Less fixation at upper end of vertical
side frame will give higher stresses in
the field and in way of lower end.
The stresses in the vertical side
frames may become excessive
could lead to collapse of side frame
and water flooding.
B
m
S
F
Slide 19
Bulk
Carrier
6.
Topside tank
3. Heavy corrosion in topside tank
Vessel with vertical
stiffener on ship side
and sloping plate
Poor buckling strength
exposed to longitudinal
compression stresses
Calculation of allowable
t-min values for side &
sloping plate revealed
marginal allowable reduction
Slide 20
Bulk
Carrier
6.
Topside tank
4. Corrosion of webframesin topside
tank
Heavy local wastage of
webframein way of deck &
side longs
Slide 21
Bulk
Carrier
6.
Topside tank
Local corrosion of webframe
may lead to deck longs lose
their attachment to webframe
Span for deck longs two times
design value, Local strength
requirement increase by 4-
times (square of the stiffener
span)
Buckling capacity significantly
reduced
4. Corrosion of webframesin topside
tank consequence
May lead to global structural collapse !
Slide 1
Bulk
Carrier
7.
1.
2.
3.
4.
5.
Side
Bottom
Deck
Transverse bulkhead
Hopper tank
Topside-tank
6.
7.
Slide 2
Bulk
Carrier
7.
Structural functions of
- Resist dynamic loads from green seas, horizontal
& vertical pressure
2. Hatch coamingsupports the hatch covers
3. Hatch end coamingcontributes to transverse strength
Slide 3
Bulk
Carrier
7.
Longitudinal hatchcoaming, web & flange
Hatchend coaming, web & flange
Hatchend bracket
Hatchside bracket
Slide 4
Bulk
Carrier
7.
Hatch cover & coamings
Cont.
Hatch cover & coamingplatemust withstand dynamic loads from
green sea pressure as well internal pressure from ballast in
combined cargo / ballast hold.
2. Load on hatch covers (local strength)
Hatch cover & coamingplatemust withstand static and dynamic
loads from deck cargo if this is allowed (containers / timber ).
Slide 5
Bulk
Carrier
7.
Longitudinal global stresses
The longitudinal stresses in deck due to cargo
distribution and wave loads will flow into the
longitudinal hatch coamings. The hatches in the
midshipregion with full longitudinal stresses
most exposed
High stress areas
Slide 6
Bulk
Carrier
7.
Transversestresses
Slide 7
Bulk
Carrier
7.
Q = q x l /2
M = q x l
2
/ 8
SF.
BM.
q
l
q x l /2
Transv.
girder
Hatch cover with green
seas load
Transverse girder
single beam with
distributed load
Structural function local load
hatch cover
Slide 8
Bulk
Carrier
7.
Hull damages hatch
cover/coaming
Characteristic damages for hatch cover & coamingare:
1. Crack in hatch coamingflange
2. Shedder plate
3. Corrosion on hatch covers
Slide 9
Bulk
Carrier
7.
hatch coamingend
Crack in hatch coamingflange
amidships
Note cut-outs for hatch
cover hydraulic lifting
jacks
Local high stress
concentration due to
square cut-outs and
reduced cross section
area
Slide 10
Bulk
Carrier
7.
hatch coaming, consequence
- Crack in coamingmay cause
water leakage damage to
cargo
- Crack may propagate to main
deck
- Impact on longitudinal
strength
Slide 11
Bulk
Carrier
7.
Corrosion of hatch covers
Slide 12
Bulk
Carrier
7.
Moisture in cargo some dry bulk cargoes may
become liquified(Ref. IMO code for safe practice for solid bulk
cargoes BC code sec. 7 App. A)
Reduced thickness of stiffeners and girders may
cause collapse of stiffener / girder
Possible flooding of cargo holds impact on
longitudinal strength and stability / trim
Corrosion of hatch covers
Impact on function
18.02.2005 Slide 1
Container
Ships Container Ships - Hull Structure
18.02.2005 Slide 2
Container
Ships Contents Container Ships
1. Introduction to Container Ship hull structure
Bottom, side, hatch, deck and hatch coamingand transverse
bulkhead including relevant hull damages for all structural
elements
3. Case
18.02.2005 Slide 3
Container
Ships Ship related characteristics
Feeder
Panamax
Open Top
Post Panamax
Double Hull
Flexible hull girder torsion
Critical hull girder strength high tensile steel
High freeboard
Worlds largest engines (100 000 BHP)
High Speed
Light loads
Value of cargo up to 5 times value of ship
Liner Trade
Any
proposals?
18.02.2005 Slide 4
Container
Ships
Container Carriers,
Bulk Carriers and Oil Tankers
Historical Fleet Development
1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002
0
1
2
3
4
5
6
Mill. TEU
0
100
200
300
400
500
Mill. Dwt.
Container Carriers (TEU)
Bulk Carriers (Dwt.)
Oil Tankers (Dwt.)
Average growth 1997 - 2002:
Container Carriers: Bulk Carriers: Oil Tankers:
+9.3 % +3.1 % + 3.2 %
2002 - Year-end figures
Source: Fairplay/Clarkson
18.02.2005 Slide 5
Container
Ships
It started in the late 50s
18.02.2005 Slide 6
Container
Ships
The Container Ship Development
Container ship erastarted late 60s
70 ship below 2000 TEU delivered before 1970
In the 70s ships up to 3000 TEU
Big Panmaxbuilt in the 80s, exceeding 4000 TEU
Post Panmaxships today designed with capacity
exceeding 8000 TEU
10000 TEU now contracted at HHI
18.02.2005 Slide 7
Container
Ships
Feeder
Panamax
Open Top
Post Panamax
Loa 100 - 200 m long
Service speed range is 18 to 22 Knots in general
Cranes are often arranged to achieve flexible
operating ability
Damage stability criteria influence on hatch
cover tightness and subdivision of hold area
Fully aft located deckhouse can be seen often
Mixed stowage (Russian stowage) in hold is
common
Types of Container Ships
18.02.2005 Slide 8
Container
Ships
Feeder
Panamax
Open Top
Post Panamax
3800 4800 TEU
Max Loa =294 m
Service speed 24 knots
11 rows in hold in general, but 12 rows is possible
8 tiers in hold, 5 tiers on deck
18.02.2005 Slide 9
Container
Ships
Feeder
Panamax
Open Top
Post Panamax
Loa 270 m (5,500 TEU) to 340 m (9000 TEU)
5,500 TEU has been popular size, but its a trend that the
ships become bigger and bigger
Service speed 25-26 knots
HT40 steel is often used to upper deck and hatch coaming
18.02.2005 Slide 10
Container
Ships
The Cargo
Total value= Ship+ Cargo = 100 + 500 = 600 000 000 USD
18.02.2005 Slide 11
Container
Ships
The Cargo
Post Panamax Container Ship in Typhoon
Babs - Pacific, October 98
300 containers lost
ab. 100 more damaged
Cargo claim ~ 50mUSD (or even higher)
New ship price ~ 92mUSD
18.02.2005 Slide 12
Container
Ships
- A vesselshull canbe dividedintodifferent hull
structural elements
- Eachelement has itsownfunctionin thetotal hull
integrity
- In order to assessthestructureof a Container Ship you
needto understand thefunctionof thestructural element
you arelookingat
18.02.2005 Slide 13
Container
Ships
1.
2.
3.
4.
5.
Bottom
Side
Deck & hatch coaming
Transverse Bulkhead
Hatch
18.02.2005 Slide 1
Container
Ships
1.
Bottom
1.
2.
3.
4.
5.
Bottom
Side
Hatch
Transverse Bulkhead
18.02.2005 Slide 2
Container
Ships
1.
Bottom
1. Watertight integrity (local strength bottom / inner bottom)
- Resist external sea pressure (bottom)
- Resist internal pressure from ballast & fuel oil
2. Carry net load on double bottom girder structure
- Inner bottom / bottom plate & stiffn. are girder flanges
- Double bottom floors / girders are webs in double bottom
girders
- Bottom and inner bottom structure is the bottom flange
in the hull girder
18.02.2005 Slide 3
Container
Ships
1.
Bottom
Longitudinal girders
Floor
Hopper Tank
Bottom plating
w/ longitudinals
18.02.2005 Slide 4
Container
Ships
1.
Bottom
Stress distribution in a double bottom structure
follows the hierarchy:
Plating
Longitudinals
Floors / girders
Bulkheads /side
18.02.2005 Slide 5
Container
Ships
1.
Bottom
Functions of inner bottom
Cargo hold boundary (local strength)
The internal loads from tanks induce shear
forces and bending moments in the inner
bottom longitudinals as single beams
(between floors)
BM and SF distribtion for a single beam
with distributed load and fixed ends
18.02.2005 Slide 6
Container
Ships
1.
Bottom
External loads from container sockets
induce shear forces and bending moments
in the floors and girders
Functions of inner bottom
18.02.2005 Slide 7
Container
Ships
1.
Bottom
Stresss flow
shortest way to
support
18.02.2005 Slide 8
Container
Ships
1.
Bottom
girders & floors carry the net load to hopper tank and
support- and water tight bulkhead
longitudinal girders carry most of the load towards
transverse bulkhead
length / width ratio is important for the distribution of loads
between girders & floors
the stiffest elements are taking most of the load / stresses
seek the shortest way to supports
Double bottom girders load response
18.02.2005 Slide 9
Container
Ships
1.
Bottom
Longitudinal girders represented by springs
18.02.2005 Slide 10
Container
Ships
1.
Bottom
Bending
Moment
Shear Force
18.02.2005 Slide 11
Container
Ships
1.
Bottom
Bending
Moment
Shear
Force
18.02.2005 Slide 12
Container
Ships
1.
Bottom
Functions of bottom
Bottom structure is
acting as flange in
hull girder beam
Global loads are
acting on the hull
girder beam
Bottom flange in hull girder (global strength)
The bottom and inner
bottom longs and
longitudinal girders
are carrying the
vertical bending
moments from still
water and wave
induced bending
moments along the
vessel length
18.02.2005 Slide 13
Container
Ships
1.
Bottom
ENGINE ROOM
Post-Panamax Container Ship
Moment & Shear Force Diagram
B
e
n
d
i
n
g

M
o
m
e
n
t

[
t
m
]
S
h
e
a
r

F
o
r
c
e

[
t
]
Functions of bottom
18.02.2005 Slide 14
Container
Ships
1.
Bottom
Total hull girder bending moment = M
still water
+ M
wave
Total BM acting on a vessel
M
wave
M
still water
H
o
g
g
i
n
g
S
a
g
g
i
n
g
B
M

l
i
m
i
t
s
18.02.2005 Slide 15
Container
Ships
1.
Bottom
Highly stressed areas
Bottom plate/longs middle of empty holds
(compression )
Bottom plate in loaded holds (tension)
Inner bottom plate middle of loaded holds
(compression )
Double bottom bending
Global bending
Deck
Inner Bottom
Bottom
NA
18.02.2005 Slide 16
Container
Ships
1.
Bottom
Hull damages bottom / inner
bottom
Characteristic damages for bottom are:
1. Crack at connection of longitudinals to floors
2. Indents of inner bottom plate
18.02.2005 Slide 17
Container
Ships
1.
Bottom
Crack at connection of longitudinal to floor
Floor in way of high shear stress
Connection at bottom longitudinals
Areas exposed to high fatigue loading
18.02.2005 Slide 18
Container
Ships
1.
Bottom
Loss of support of longitudinals increased
stresses in adjacent structure
Large crack in floor increased stresses in
adjacent floors and girders
Crack of floor
Impact on function
18.02.2005 Slide 19
Container
Ships
1.
Bottom
18.02.2005 Slide 20
Container
Ships
1.
Bottom
Severe indents cracks leakage
Impact on buckling capacity of panel
18.02.2005 Slide 21
Container
Ships
1.
Bottom
Contact damages in bottom plate
18.02.2005 Slide 22
Container
Ships
1.
Bottom
Contact damages of bottom plate
Impact on function
Severe indents cracks leakage
Impact on buckling capacity of panel
Slide 1
2.
Side
Container
Ships
1.
2.
3.
4.
5.
Bottom
Side
Hatch
Transverse Bulkhead
Slide 2
2.
Side
Container
Ships
- Resist internal pressure from ballast / fuel oil tanks
2. Carry net load on double side structure
- Inner side / side plate are girder flanges
- The webs act as web in double side girder
- Side plating and inner side act as the web in
Slide 3
2.
Side
Container
Ships
Strength deck
Side shell
Side longitudinal
Side stringer
Longitudinal
bulkhead
Side frame
Hopper structure
Flat, recess or step
Structural build up of ship side
Slide 4
2.
Side
Container
Ships
External static and dynamic loads
induces shear forces and bending
moments in the side and inner side
longitudinals as single beams (between
each web frame)
Side long.as a single
beam between two
web frames
BM and SF distribtion for a single beam
with distributed load and fixed ends
Slide 5
2.
Side
Container
Ships
-Side longs are supported at the web
frames
- Web frames are supported at the
stringers and at the deck and bottom
Shear
force
Bending
moment
High Shear
Local function: Webs in a double side
L
Slide 6
2.
Side
Container
Ships Local function: Stringers in a double side
Stringers contribute to the stiffness of the double hull
ship side, which means:
High shear stress in
stringers towards the
transverse bulkhead
Slide 7
2.
Side
Container
Ships Loads on the ship side
Min cargo / max draught
N
e
t f
o
r
c
e
f
r
o
m
c
o
n
ta
in
e
r
s
Max cargo / min draught
N
et force
Slide 8
2.
Side
Container
Ships
Side plating is
acting as web in
hull girder beam
global shear forces
resulting from the
hull girder bending
moment and
weight/buoyancy
vessel length
Global loads are
acting on the
hull girder beam
Slide 9
2.
Side
Container
Ships
Side plating is
acting as web in
hull girder beam
global shear forces
resulting from the
hull girder bending
moment and
weight/buoyancy
vessel length
Global loads are
acting on the
hull girder beam
Slide 10
2.
Side
Container
Ships
Function of ship side
S
h
e
a
r

f
o
r
c
e
Shear Force Distribution
B
e
n
d
i
n
g

m
o
m
e
n
t
Slide 11
2.
Side
Container
Ships
Global shear forces resulting from the distribution of cargo
and buoyancy are taken up in the ship side plating
Shear stress distribution resulting from
global loads for midship section
Area effective in
transferring shear
force
Slide 12
2.
Side
Container
Ships
Hull damages in ship side
Characteristic damages for ship side:
1. Indents in ship side
2. Fatigue Cracks in side longitudinals
3. Fatigue Cracks in web frame cut out
Slide 13
2.
Side
Container
Ships
Indents of side shell with stiffeners
The terms indents and buckling should not be mixed up with each other,
as the cause for these damages are different:
Indents: Caused by lateral forces.
Buckling: Due to excessive in-plane stresses
Mainly from contact damages:
Slide 14
2.
Side
Container
Ships
Acceptance Criteria
Deformations
Local Plate Indents (contact / slamming deformations);
Maximum Depth S/12 provided;
smooth indent
no cracks
Small deformation (less than 15
deg) out of plane for stiffeners
and girders
Less than
15deg
New IS 5.1 Technical survey Guide
Slide 15
2.
Side
Container
Ships Consequense of indents
Sharp indents may lead to
cracks and possible leakage
Large area set in (plating and stiffeners)
gives reduced buckling capacity
Adjacent areas may then be overloaded
Slide 16
2.
Side
Container
Ships
Fatigue cracks in longitudinals
Cracks have been detected due
to FO leakage to the sea
270 cracked longitudinals
Ship was 7 years of age
This could be the
future problem in
many container ships!
Slide 17
2.
Side
Container
Ships
Fatigue cracks in longitudinals
Side longs connection to
web frame & transverse bhd.
Slide 18
2.
Side
Container
Ships
Fatigue Damages are caused by
Dynamic Loading
Slide 19
2.
Side
Container
Ships
High alternating bending stresses towards the end
supports (web frames)
Highly stressed areas created around geometric
hard points (bracket toes, scallops, flat bars)
E
x
.

P
a
n
a
m
a
x
Potential problem area
Slide 20
2.
Side
Container
Ships
K
g
: Gross Geometry (from FEM analysis or standard values)
K
w
: Weld Geometry (typical 1,5)
K
te
: Eccentricity tolerance (production tolerances)
K
t
: ngular mismatch (production tolerances)
K
n
: Unsymmetrical Stiffeners (L & bulb-profiles)
Stress concentration factors
Slide 21
2.
Side
Container
Ships
3
1
K
C N
Where:
N = Fatigue life (normally 20 years)
= Nominal Stress (dynamic stress amplitude)
K = Stress Concentration Factor
C = Constant (including the environment and mean stress
level i.e. compression / tension)
Fatigue Life
Slide 22
2.
Side
Container
Ships
Standard repair proposal longs / web frames
Slide 23
2.
Side
Container
Ships Consequence of damage
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)
Slide 24
2.
Side
Container
Ships
Cracks around openings for
side longitudinals in web
frames
C
r
a
c
k
s
Fatigue cracks in web frames
Slide 25
2.
Side
Container
Ships
Cause for cracking in cut outs for
longitudinals
Sea loads induce shear stresses in the web frame
Shear stress
Shear stress
High shear stresses
around openings etc,
where shear area is
reduced
Slide 26
2.
Side
Container
Ships
Consequence of fatigue crack in webs
Re-distribution of shear
stresses in web frame
Side longitudinals
loose their support
May lead to overloading
of adjacent structure
How does the damage impact on the function?
Slide 27
2.
Side
Container
Ships
Fatigue is not an exact science
10% stress 30% fatigue life
High tensile steel Mild steel
Corrosive environment (Fatigue life / 2)
North Atlantic/Pacific (Fatigue life / 2)
Symmetric profiles have longer fatigue life
Rules of Thumb Regarding Fatigue
Slide 28
2.
Side
Container
Ships
Rule of thumb regarding fatigue crack
repairs
* Note! cracks in main deck / hatch opening
corners to be specially considered
Years
Workmanship has a significant impact on fatigue life
Repair as function of time for crack to develop:
0-5 Design improvement recommended, check
misalignment, possible vibration related
5-10 Design improvement recommended
10-15 Repair to original standard normally acceptable, grinding out
and re-welding may also be considered towards 15 years *
< 15 Repair by re-welding normally acceptable *
Slide 1
3.
Hatch
Container
Ships
1.
2.
3.
4.
5.
Bottom
Side
Hatch
Transverse Bulkhead
Slide 2
3.
Hatch
Container
Ships
1. Load on hatch covers (local strength)
must withstand static and dynamic loads from
containers
2. Allow for hull deformations
3. Weather tightness
Resist water pressure
Slide 3
3.
Hatch
Container
Ships
Structural build up
Pin stopper
(Rolling / pitching)
Longitudinal
stopper (Pitching)
Hold down device
(Vertical support)
Support Pads
(Vertical support)
Slide 4
3.
Hatch
Container
Ships
Hatch cover with container load
A-A
A
A
Bending
Moment
Shear
Force
Structural functions:
Container load (local strength)
Slide 5
3.
Hatch
Container
Ships
Wind Transverse
Acceleration
P
h
Slide 6
3.
Hatch
Container
Ships
Allow for Hull Deformations
150 100 70
Diagonal
deflection
(mm)
+ 9000 TEU + 7000 TEU Panamax. Ship Size
Hull deformation looking down at deck
Slide 7
3.
Hatch
Container
Ships
Allow for Hull Deformation
Slide 8
3.
Hatch
Container
Ships
Weather tightness
Weather tight hatches are to have packing
Some hatches are not weather tight, i.e. no packing. In case
of non weather tight hatches, this is written in the Load Line
report.
Slide 9
3.
Hatch
Container
Ships
Hull damages
Characteristic damages related to the hatch cover are
damages to the:
Hatch Cover Support
Slide 10
3.
Hatch
Container
Ships
Hull damages - hatch cover support
Damaged low friction pad
Heavily worn steel to steel
Damage due to corrosion
and high forces
Slide 11
3.
Hatch
Container
Ships
Hull damages - hatch cover support
Lowfrictionbearingpad
Lubripadsfor bigships
Slide 12
3.
Hatch
Container
Ships
Damages to friction pad may cause an undesired stiff
connection
Introduction of new forces
Potential cracks in the coaming
Slide 1
4.
Deck and
coaming
Container
Ships
1.
2.
3.
4.
5.
Bottom
Side
Hatch
Transverse Bulkhead
Slide 2
4.
Deck and
coaming
Container
Ships
Structural build up
Hatch side coaming
Coaming stay
Hatch end coaming Hatch coaming top Hatch side coaming
Slide 3
4.
Deck and
coaming
Container
Ships
2. Carry and transfer loads from hatch (local strength)
- Coaming stays are main load carrying element
3. Global strength
-Bending and torsion
Slide 4
4.
Deck and
coaming
Container
Ships
Deck plate and hatch coaming must be watertight
Slide 5
4.
Deck and
coaming
Container
Ships
Hatch cover with container load
2. Carry and transfer loads from hatch (local strength)
Slide 6
4.
Deck and
coaming
Container
Ships
Stays
Support
Slide 7
4.
Deck and
coaming
Container
Ships
Vertical Bending Moment
Global Strength
What kind of global
loads are we talking
about and which effects
do they have?
Slide 8
4.
Deck and
coaming
Container
Ships
Horizontal Bending
Moment
Global Strength
Slide 9
4.
Deck and
coaming
Container
Ships
Torsion
Global Strength
Slide 10
4.
Deck and
coaming
Container
Ships
Incorporate hull deformation
Deckplate and coamingmust be strong
enoughto withstandthecombinationof all the
loadcases!
A typical combination of stresses couldbe:
Max Still water bending moment (vertical +horizontal +torsion)
45% vertical wavebending moment
100% horizontal wavebending moment
100% wavetorsion
Slide 11
4.
Deck and
coaming
Container
Ships
Hull damages
Characteristic damages related to deck & hatch coaming are:
1. Hatch Coaming Stays
2. Hatch and Deck Corners
3. Knuckle at Side Hatch Coaming
4. Coaming Termination
Slide 12
4.
Deck and
coaming
Container
Ships
Hatch Coaming Stays
Cracks in hatch coaming stays
Upper deck
Coaming stay
Upper deck
High Dynamicstress due
to frictionbetweenhatch
and bearingpad
Slide 13
4.
Deck and
coaming
Container
Ships
Hatch coaming may loose its transverse strength
The cracks may propagate into the deck
Slide 14
4.
Deck and
coaming
Container
Ships
Cracks in Hatch corners
High global stress (vertical and horizontal bending) in additionto
torsion may result in fatigue damages in the hatch corners
Slide 15
4.
Deck and
coaming
Container
Ships
High global stress (vertical and horizontal bending) in additionto
torsion may result in fatigue damages in the hatch corners
Slide 16
4.
Deck and
coaming
Container
Ships
Hatch Corner
Insert Plate
Insert plate IWO hatch corners is to be 25
% thicker than adjacent deck plate
Forward Cargo Hold
Slide 17
4.
Deck and
coaming
Container
Ships
Cracks in hatch corners
Consequence
Cracks in hatch and deck corners should be
taken serious! (Contact MTPNO864 if in doubt)
Crack in hatch corners could indicate a design
problem. It is therefore most likely to find
similar damages other places too.
The cracks may develop rapidly in a highly
utilized structure
Repair
Thickness increase
Edge grinding
Improved shape
Slide 18
4.
Deck and
coaming
Container
Ships
Upper
Deck
Additional force due to knuckle brings stress
concentration at upper deck connection
Cause of Damages:
The transverse member was arranged 100 mm away from the knuckle line
Fine mesh F.E. analysis results show high stress concentration factor of K
=3.5 (75 mm offset distance and 20 of knuckle angle) at the knuckle point
Cracks in Hatch Coaming Knuckle
Slide 19
4.
Deck and
coaming
Container
Ships
Upper Deck
Hatch
Coaming
Knuckle in
Coaming
Upper Deck
Cracks
Slide 20
4.
Deck and
coaming
Container
Ships
Theknucklehas to be
supported. A possible
repair is insert of a
support bracket
Consequenceof crack
May influence the load carrying
characteristics of the hatch coaming
with regard to support of hatch
Reduced longitudinal strength
Slide 21
4.
Deck and
coaming
Container
Ships
Hatch Girder / Coaming Termination
Slide 22
4.
Deck and
coaming
Container
Ships
Crack
Slide 23
4.
Deck and
coaming
Container
Ships
Repair proposal
Meeting angle of bracket to be less than 15 degrees
Bracket toe and flange end to be grinded after
welding
Full penetration welding to be carried out for min.
500 mm IWO flange and 1000-1500 mm for bracket
toe
Consequence
Crack may develop and penetrate the deck
Slide 24
4.
Deck and
coaming
Container
Ships Damages to the wave breaker
Slide 25
4.
Deck and
coaming
Container
Ships
Possible buckling
problems
Sea pressure
Damages to the wave breaker
Slide 26
4.
Deck and
coaming
Container
Ships
Collapse of wave breaker could lead to damages to
the containers or leakage into cargo hold
Damages to the wave breaker
Impact of function
Slide 1
5.
Transverse
Bulkhead
Container
Ships
1.
2.
3.
4.
5.
Bottom
Side
Hatch
Transverse Bulkhead
Slide 2
5.
Transverse
Bulkhead
Container
Ships
Transverse watertight
bulkhead
Pillar or support
bulkhead
Bulkhead stringer
Vertical girder
Box beam web
(diaphragm)
Box beam
Structural build up
Slide 3
5.
Transverse
Bulkhead
Container
Ships
- Watertight integrity
- Support of container stacks
- Support the bottom
- Support the stringers in ship side
2. Stiffness to the hull girder (global strength)
Slide 4
5.
Transverse
Bulkhead
Container
Ships
Damaged condition
Shear
Force
Bending
Moment
Watertight
bulkhead
Slide 5
5.
Transverse
Bulkhead
Container
Ships
Highstress lower / upper
end & midfield
Support of container stacks (local strength)
Shear
Force
Bending
Moment
Pillar bulkhead
Slide 6
5.
Transverse
Bulkhead
Container
Ships
Support of container stacks (local strength)
Tipping Racking
Stringer
Slide 7
5.
Transverse
Bulkhead
Container
Ships
Support the bottom (local strength)
Highcompression
Slide 8
5.
Transverse
Bulkhead
Container
Ships
Transverse strength of hull girder
Torsion
Deformation
Slide 9
5.
Transverse
Bulkhead
Container
Ships
Hull damages
Characteristic damages for transverse bulkheads:
1. Damages to cell guide
2. Damages to webs and stringers
3. Overstressed / buckled support bulkhead
Slide 10
5.
Transverse
Bulkhead
Container
Ships
Damages to cell guide
Slide 11
5.
Transverse
Bulkhead
Container
Ships
Damages to cell guide
Consequencesof damages?
Difficultiesin loading/ unloadingthecargo holds
Loss of support of containers
Slide 12
5.
Transverse
Bulkhead
Container
Ships
Damages to webs
Damagesto webs due to wrongloadingof containers
Slide 13
5.
Transverse
Bulkhead
Container
Ships
From Specification:
7th tier in cargo holds
shall be suitable for 40ft
long 9 feet 6 inches high
container loading.
Typical design
Slide 14
5.
Transverse
Bulkhead
Container
Ships
Typical design
86Bulkhead
Slide 15
5.
Transverse
Bulkhead
Container
Ships
Damages to webs
Slide 16
5.
Transverse
Bulkhead
Container
Ships
Consequencesof damages
Difficultiesin loading/ unloadingthecargo holds
Damagesto webs and stringerscouldreducethe
container support
Reducedvertical support of bottom
Damages to webs
Slide 17
5.
Transverse
Bulkhead
Container
Ships
Overstressed / buckled support bulkhead
Crack repaired by welding and additional stiffener
Critical area of support bulkhead
Thesupport bulkheadsarehighlystressedin
shear and equivalent stress in theouter part
Areas withlighteningholes areto be
speciallychecked
Slide 18
5.
Transverse
Bulkhead
Container
Ships
Overstressed / buckled support bulkhead
Impact of function
Damages may lead to cracks and hence
leakage from bottom / wing tank
Containers may shift due to reduced support
Reduced support of bottom and consequently
other overloaded areas
Slide 19
5.
Transverse
Bulkhead
Container
Ships

Hull Structure

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What are some common damages seen in transverse bulkheads?

What are the functions of transverse bulkheads?

Hull Structure

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