B.

Tech (Marine Engineering)- KMSME- S6

Subject: Naval Architecture-II (19-208-0607)

MODULE-I
STRENGTH OF SHIPS
• Curves of buoyancy and weight, curves of load,
• Shearing force and bending moments.
• Alternate methods,
• Standard Conditions,
• Balancing ship on wave,
• Approximation for Maximum Shearing force and bending moment,
method of estimating B.M. & Deflection.
• Longitudinal Strength, Moment of Inertia of Section, Section Modulus
 FORCES ACTING ON SHIPS
• Ship at sea or lying in still water: subject to wide variety of
stresses & strains
• Stresses & strains- result from the action of forces from
outside & within the ship.
 Interior Forces:
 Structural weight, cargo, m/c weight
 Effects of operating machinery
 Exterior forces
 Hydrostatic pressure of water on the hull
 Action of the wind and waves.
 FORCES ACTING ON SHIPS
• TWO categories of forces:
1. Static forces
2. Dynamic forces
1. STATIC FORCES
ACTING ON SHIPS

Static forces (Forces acting on a ship floating at rest in still water)

 Weight of ship (acting vertically downward)
 Water pressure (acting r to ship’s outside surface)
 2. DYNAMIC FORCES ACTING ON SHIPS
Dynamic forces result from
 Action of wind & waves
 Effects of operating machinery (or moving m/c parts)
 Ship’s motion in the sea
SHIP’s MOTION:
• Ship - 6 dof (3 translational + 3 rotational)
• Larger motions  larger forces may be generated
• These forces:
 often of a local nature (eg. heavy pitching resulting in pounding)
 but may cause the structure to vibrate  transmit stresses to
other parts of the structure.
 STRESSES IN SHIP’S STRUCTURE
• Static & dynamic forces create following stresses in ship’s
structure:
 Global Stresses (those affecting whole ship)
 Longitudinal stresses
 greatest in magnitude
 result in bending of the ship along its length.
 Transverse stresses
 Local stresses (those affecting particular parts of the ship)

• Ship
o must withstand these stresses & strains throughout its structure.
o ∴ must be constructed in a manner, and of such materials, that
will provide the necessary strength.
 GLOBAL STRESSES
• ‘
LONGITUDINAL STRESSES DUE TO STATIC LOADING-
VERTICAL SHEAR & LONGITUDINAL BENDING IN STILL WATER
• Consider a homogeneous log of uniform rectangular section floating
freely at rest in still water.

• Homogeneous body floating in still water:

 At any section weight & buoyancy forces are equal & opposite
 No resultant force at a section (body won’t be stressed/ deformed)

• ∴ There is no bending moment longitudinally which would cause

stresses to be set up in the log.
LONGITUDINAL STRESSES DUE TO STATIC LOADING-
VERTICAL SHEAR & LONGITUDINAL BENDING IN STILL WATER
• Consider the case of a ship floating at rest in still water, on an even
keel, at the light draft

• Total weight of the ship = Total force of buoyancy

• Ship floating in still water:

 Uneven weight distribution (owing to cargo distribution,
structural distribution etc.).
 Non-uniform buoyancy distribution (since underwater sectional
area not constant along the length)
LONGITUDINAL STRESSES DUE TO STATIC LOADING-
VERTICAL SHEAR & LONGITUDINAL BENDING IN STILL WATER
 LONGITUDINAL STRESSES DUE TO STATIC LOADING-
VERTICAL SHEAR & LONGITUDINAL BENDING IN STILL WATER

• Imagine: Ship to be cut by a no. of transverse sections; Each section is

watertight and free to move in a vertical direction until it displaces its
own weight of water.
• End sections(1&5): Weight of each of these exceeds its buoyancy. These
sections sink deeper into water until equilibrium is reached
• Sections 2&4: If hold sections, may be empty. Provide an excess of
buoyancy over weight. Rise to displace their own weight of water
• Section 3: If engine room; a considerable amount of buoyancy is provided
by the section; but the weight of engines & other m/c in the ER , may
exceed the buoyancy. It will sink deeper into water.
• Net result: Each sections will displace its own weight of water. (Fig)
• However, sections in the ship are not free to move in this way
• But variation in longitudinal distribution of weight & buoyancy causes
bending moments, and consequently longitudinal stresses.
 LONGITUDINAL STRESSES DUE TO STATIC LOADING-
VERTICAL SHEAR & LONGITUDINAL BENDING IN STILL WATER
• Ship is like a non-uniform beam,
o carrying non-uniformly distributed weights and
o having varying degrees of support along its length
• For a ship floating at a particular draft
 Total weight = Total buoyancy.
 C.B. & C.G. in a vertical line
 but at each section there may be a resultant force or load (either an
excess of buoyancy or excess of load).

• Since the vessel remains intact

there are vertical upward & downward forces tending to distort the
vessel known as VERTICAL SHEARING FORCES
(forces tending to shear the vertical material in the hull)
 LONGITUDINAL STRESSES DUE TO STATIC LOADING-
VERTICAL SHEAR & LONGITUDINAL BENDING IN STILL WATER
• Loading of Ship in Fig will be in a similar manner to the beam below 
Bending will be similar owing to variation in vertical loading.

• Upper fibres of the beam - and similarly the material forming the deck
of the ship- in tension.
• Lower fibres of the beam- and likewise the material forming the bottom
of the ship- in compression.
• This type of bending of ship (with excess buoyancy amidships): ‘hogging’
• Bending in the reverse form with excess weight amidships: ‘sagging’.
 In Sagging: deck in compression and bottom shell in tension.
LONGITUDINAL STRESSES DUE TO STATIC LOADING-
LONGITUDINAL BENDING IN STILL WATER
HOGGING:
• If buoyancy forces amidships  weight
then ship will curve upwards or ‘HOG’
• Equivalent to a beam supported at the centre & loaded at ends
• Deck structure - in tension
Bottom plating - in compression
LONGITUDINAL STRESSES DUE TO STATIC LOADING-
LONGITUDINAL BENDING IN STILL WATER
SAGGING:
• If weight amidships  buoyancy forces
then the ship will curve downwards or ‘SAG’
• Equivalent to a beam supported at its ends and loaded at centre
• Deck structure - in compression
Bottom plating - in tension
 LONGITUDINAL STRESSES DUE TO STATIC LOADING-
VERTICAL SHEAR & LONGITUDINAL BENDING IN STILL WATER
• Lying in still water, the vessel is subjected to:
 bending moments ( hogging or sagging) depending on the relative
weight & buoyancy forces
 vertical shear forces.
18
 Strength curves for ships:
• Strength curves consist of five curves that are closely inter-related.
• The curves are:
i. Weight curve (tonnes/m run or kg/m run)
ii. Buoyancy curve - either for hogging or sagging condition
(tonnes/m or kg/m run)
iii. Load curve (tonnes/m run or kg/m run)
iv. Shear force curve (tonnes or kg)
v. Bending moment curve (tonnes-m or kg-m)

Some forms use units of MN/m run, MN and MN. m

 Longitudinal Strength curves for ships:
In STILL WATER
• ‘
 WEIGHT CURVE
• Total weight of a ship consists of
 a number of independent weights concentrated over short
lengths of the ship
(eg: cargo, m/c, accommodation, cargo handling gear, poop ,
forecastle )
 a number of items which form continuous material over the
length of the ship
(eg: decks, shell, tank top)
• Actual weight at various points along ship’s L is unevenly
distributed
 WEIGHT CURVE

• Weight curve:
 Graphical representation of Weight of the ship plotted as t/m on a
vertical scale Vs Length of the ship on a horizontal scale (i.e. it
represents weight distribution along the ship’s L)
 Starts and finishes at extremes of ship’s structure
 Total area under the curve = Total weight of the ship
 Longitudinal centroid of the area: represents LCG of the ship
 Drawn generally both for light ship & fully loaded condition
• Weight curve for Light ship:
 represents weights of the ship complete in every respect, but WITHOUT
crew or passengers, fuel, consumable stores, cargo
• Weight curve for Full load
 represents the Light ship PLUS fuel, consumable stores, crew (&
passengers), and a homogeneous cargo of sufficient density to load the ship
to the fully loaded draught
 WEIGHT CURVE
• To be absolutely correct, each item of weight of ship is to be plotted
as a miniature weight curve showing its weight/unit length at every
point
• To do this for every item of weight: Laborious as to be impracticable
• Some simplification of the curve is necessary, and may be adopted
without changing the results appreciably

• Total mass of the ship in any condition of loading can be divided

into:
 Hull
 Machinery
 Deadweight (consisting of cargo, fuel, water, stores, ballast
etc.)
 WEIGHT CURVE
• Because of the labour involved in assessing the distribution of
Hull mass with reasonable accuracy, many strength calculations are
carried out on an approximation to the Curve of Hull mass

• There are a number of such approximations

 WEIGHT CURVE
Approximation to the Curve of Hull mass given by Biles

M
M
M

• M = Hull mass
• L = Length of ship
• Length is divided into 3 equal parts with ordinates as in the Fig

• Area of the diagram = M. L (0.653+1.195) + 1.195+ (1.195+0.566)

L 3 2 2

= M . (0.3080 +0.3983 + 0.2935)

=M
 WEIGHT CURVE M
M
M

• Centroid of the diagram is at 0.0056 L abaft midship

• Centroid can be moved from this position by transferring a triangle from
one trapezium to the other as shown by dotted lines
7L
The shift of the centroid of the triangle is 9
Let x be the end ordinate of the triangle to be shifted then,
1. x. L 7L 7.x. L²
Moment of shift = Area of triangle * (7/9)L = 2 3 9 = 54
Shift of centroid of the diagram = moment of shift ‚ M
= 7.x.L²
54M
x = 54.M . (shift of centroid desired)
7L²