Hull structures HANDOUT
Shell Plating
types of materials that are used in the construction of a ship
Steel for hull construction purposes is usually mild steel containing 0.15 to 0.23 per
cent carbon, and a reasonably high manganese content. Both sulphur and
phosphorus in the mild steel are kept to a minimum (less than
0.05 per cent). Higher concentrations of both are detrimental to the welding
properties of the steel, and cracks can develop during the rolling process if the
sulphur content is high. Steel for a ship classed with Lloyds Register is produced by
an approved manufacturer, and inspection and prescribed tests are carried out at
the steel mill before dispatch. All certified materials are marked with the Society’s
brand and other particulars as required by the rules.
shell expansion plan.
The arrangement of the shell plating taken from the 3-dimensional model may be
represented on a 2-dimensional drawing referred to as a shell expansion. All
vertical dimensions in this drawing are taken around the girth of the vessel rather
than their being a direct vertical projection. This technique illustrates both the side
and bottom plating as a continuous whole. In above Figure a typical shell expansion
for a tanker is illustrated. This also shows the numbering of plates, and lettering of
plate strakes for reference purposes and illustrates the system where strakes ‘run
out’ as the girth decreases forward and aft.
deck edge showing attachment of sheer strake and stringer plate
The upper strake of plating adjacent to the strength deck is referred to as the
‘sheer strake’. As the sheer strake is at a large distance from the neutral axis it has
a greater thickness than the other strakes of side shell plating.
sheer strake and attached structure
numbering of plates of a ship hull
Each shell plate is numbered and the integral arrangement of numbered shell plates
is shown on a shell expansion plan. Shell plates are counted from the one next to
the keel plate, and are named A strake, B strake, and so on. Shell plates in each
strake are numbered from the aft. For example, plate "C—5" is the fifth plate in C
strake counted from the aft. Generally, K means keel plates, and S sheer strake. To
avoid confusion, letters I and 0 are not used.
Framing
Standard steel sections used in ship construction.
Flat plate
Equal angle
Unequal angle
Channel
Tee
Properties of good ship building steel
• Can be welded with available simple methods.
• Ductility
• Homogeneity
• High yield point according to tensile stress.
• Resistance to corrosion
• Reasonable cost
longitudinal, transverse and combined framing system on Transverse
sections of ships
arrangement of frames, webs and transverse members of each system
double-bottom structure for longitudinal and transverse framing
Terms of frames are called differently according to the direction of installation; i.e.,
longitudinal frames and transverse frames.
Transverse framing
The transverse system has been used conventionally for a long- time, but it is used
today only for small ships. The transverse system has been used conventionally for
a long- time, but it is used today only for small ships. The transverse system has
been used conventionally for a long- time, but it is used today only for small ships.
Longitudinal framing system
Combined framing system of a ship
This is a very success full system providing sufficient longitudinal strength with
good tank drainaging
hold drainage systems and related structure
Tank Side Brackets
The lower end of the frame may be connected to the tank top or hopper side tank
by means of a flanged or edge stiffened tank side bracket.
Bilge Keel
purpose of bilge keels and how they are attached to the ships side.
Bilge keel is fitted along the bilge radii along the hull either side of the
vessel or so placed to minimize the resistance to forward movement of
the ship. Free end of the bilge keel is stiffened to have a bulb plate like
cross section.
Fixed end is fastened to a doubling plate on the hull, since the area is
subjecting to high stress and so constructed to break off the bilge keel
without damaging the hull in case of a grounding or collision and
increased longitudinal strength at the bilge.
Bilge keel reduce the rolling by providing some resistance. For this it must
be in the water but not too deep. This construction does not project
beyond extreme breadth.
It is carefully positioned on the ship so as to avoid excessive drag when
the ship is under way; and to achieve a minimum drag, various positions
of the bilge
This bilge keel then generally runs over the midship portion of the hull,
often extending further aft than forward of amidships and being virtually
perpendicular to the turn of the bilge.
In general bilge keels are attached to a continuous ground bar with the
butt welds in the shell plating,
Ground bar and bilge keel staggered direct connection between the
ground bar butt welds and the bilge plate and bilge keel butt welds and
the ground bar are avoided. In ships over 65 m in length, holes are drilled
in the bilge keel butt welds as shown in Figure .The ground bar thickness
is at least that of the bilge plate or 14 mm whichever is the lesser,
Connection of the ground bar to the shell is by continuous fillet welds and
the bilge keel is connected to the ground bar by light continuous or
staggered intermittent weld.
Bilge keels are gradually tapered (at least 3 to 1) at their ends and finish
in way of an internal stiffening member.
Structural components on ships plans
structural components on ships plans and drawings:
frames, Floors, transverse frames, deck beams, knees, brackets, shell
plating , Decks, tank tops, stringers, pillars, bulkheads and stiffener, hatch
Girders and beams, comings and bulwarks, bow and stem framing, cant
Beams, breast-hooks.
connection of superstructures to the hull at the ship's side
BOTTOM STRUCTURE
Keels & duct keels
Mainly two types of keels in merchant ships
Flat plate keel
Duct keel
Keels runs along the center of bottom plating from fore peak and after peak bulk
heads. Keels is the first lay at the building stage of the ship and structure is
developed on that. This provides longitudinal strength to the structure and
resistance to bending.
Duct keel is a constructed of two girders spaced not more than 2 m to provide
strength as she sitting on keel chocks. No duct keel is necessary in the machinery
space or aft of it. The keel plate and the tank top above the duct keel must have
their scantlings increased to compensate for the reduced strength of the transverse
floors. Since this is a water tight construction The space in the duct keel is used to
carry pipe lines and cables which run along the ship. Water tight man holes are
provided at the terminations of this keel for maintenance and inspections.
Flat plate keel
Duct keel
Single Bottom Structure
In some smaller vessels, a single-bottom construction is employed. The single
bottom in smaller ships is similar to double-bottom construction but without the
inner skin of plating. The upper edge of all plate floors must therefore be stiffened
to improve their rigidity.
Center keelson the same depth as the bottom frames is required for docking. A
center girder or center keelson is required for docking. The center keelson and side
keelsons are intended primarily to keep the floors from buckling, or tripping, and to
assist them in acting together. When the ship is in dry dock, the center keelson has
the additional duty of transferring the pressure from the keel blocks into the floors
and bulkheads, and thus into the hull as a whole. The scantlings of these members
increase with the length of the ship because of their contribution to the longitudinal
strength of the hull.
Double Bottom Structure
Longitudinally framed double bottom
This is the system favored as a result of tests and it provides adequate resistance
to distortion on ships of 120 m in length or greater. Offset bulb plates are used as
longitudinal stiffeners on the shell and inner bottom plating, at intervals of about 1
m. Solid floors provide support at transverse bulkheads and at intervals not
exceeding 3.8 m along the length of the ship. Brackets are fitted at the center
girder and side shell at intermediate frame spaces between solid floors. These
brackets are flanged at the free edge and extend to the first longitudinal. Channel
bar or angle bar struts are provided to give support at intervals of not more than
2.5 m where solid floors are widely spaced.
Intercostal side girders are again fitted, their number depending upon classification
society rules. When the longitudinal (stiffeners, frames) run longitudinally
effectively continuous through transverse bulkheads, they contribute the section
modulus of the hull girder and thus assist in resisting the longitudinal bending of
the ship's hull. They also greatly increase the critical compressive buckling strength
of the plating to which they are attached. ABS Rules provide for reduction of the
required thickness of deck and bottom plating when longitudinally framed. For oil
tankers, bulk carriers, general cargo vessels, containerships, and Great Lakes ore
carriers, longitudinal framing is generally adopted, at least for the strength deck
plating and bottom shell. An exception is made at the ends of the vessel, where the
advantages of longitudinal framing disappear and where transverse framing is
simpler to build.
Transversely framed double bottom
1. Solid floor of a Transversely framed double bottom
2. Bracket floor of a Transversely framed double bottom
When transversely framed, the double-bottom structure consists of solid plate
floors and bracket floors with transverse frames. The bracket floor is fitted between
the widely spaced solid floors. It consists of transverse bulb angle sections
stiffening the shell and inner bottom plating. Vertical support is provided by
brackets at the side shell and center girder, any side girders and intermediate
struts. The number of intercostal side girders fitted is determined by classification
society rules.
BULKHEADS AND PILLARS
strength as support for the decks and to resist deformation caused by broadside
waves (racking).The spacing of watertight bulkheads, which is known as the
watertight subdivision of the ship, is governed by rules dependent upon ship type,
size, etc. All ships must have:
1. A collision or fore peak bulkhead which is to be positioned not less than 0.05
X length of the ship, nor more than 0.08 X length of the ship, from the
forward end of the load waterline.
2. An after peak bulkhead which encloses the stern tube(s) and rudder trunk in
a watertight compartment.
3. A bulkhead at each end of the machinery space; the after bulkhead may, for
an aft engine room, be the after peak bulkhead, the purpose of this
watertight subdivision is to contain water in a compartment if flooded and to
protect machinery spaces in such a case. Water tight floor is fitted directly
under the every transverse watertight bulk head. Where these water tight
bulk heads are penetrated for piping or cables water tight enclosure around
the penetration must be ensured. mainly two types of bulk heads are found
In addition to subdividing the ship, transverse bulkheads also provide considerable
structural
Plain Watertight bulkhead
Watertight bulkheads, because of their large area, are formed of several strakes of
plating. They are welded to the shell, deck and tank top. The plating strakes are
horizontal and the stiffening is vertical. Since water pressure in a tank increases
with depth and the watertight bulkhead must withstand such loading, the bulkhead
must have increasingly greater strength towards the base. This is achieved by
increasing the thickness of the horizontal strakes of plating towards the bottom.
The collision bulkhead must have plating some 12% thicker than other watertight
bulkheads. Also, plating in the aft peak bulkhead around the stem tube must be
doubled or increased in thickness to reduce vibration. The bulkhead is stiffened by
vertical bulb plates or toe-welded angle bar stiffeners spaced about 760 mm apart.
This spacing is reduced to 610 mm for collision and oil tight bulkheads. The ends of
the stiffeners are bracketed to the tank top and the deck beams. In tween decks,
where the loading is less, the stiffeners may have no end connections.
Corrugated watertight bulkheads
The use of corrugations or swedges in a plate instead of welded stiffeners produces
as strong a structure with a reduction in weight. The troughs are vertical on
transverse bulkheads but on longitudinal bulkheads they must be horizontal in
order to add to the longitudinal strength of the ship.
The corrugations or swedges are made in the plating strakes prior to fabrication of
the complete bulkhead. As a consequence, the strakes run vertically and the plating
must be of uniform thickness and adequate to support the greater loads at the
bottom of the bulkhead. This greater thickness of plate offsets to some extent the
saving in weight through not adding stiffeners to the bulkhead.
The edges of the corrugated bulkhead which join to the shell plating may have a
stiffened flat plate fitted to increase transverse strength and simplify fitting the
bulkhead to the shell. On high bulkheads with vertical corrugations, diaphragm
plates are fitted across the troughs. This prevents any possible collapse of the
corrugations.
