Stress Concentration on

ships

(stress on constructual element)

Presented by: D/C Salmasan, Orlando

 Stresses to which a Ship is Subject
Longitudinal Hull Stress
Hull failures will result onboard ship, which mean
if the ship is not operating within its maximum
allowable designed stress. The strength of a
ship’s structure depends upon a balance of
design, materials and workmanship
 If there is a latent defect especially in the
midshipsection of a ship, the vessel is not able
to withstand the longitudinal stress for which
the ship is designed.
Sagging and Hogging Condition
 HOGGING- is the stress a ship's hull or keel
experiences that causes the center of the
keel to bend upward. If the ship will be
loaded, at the fore and aft part , the vessel
will tend to hog. A cause of dynamic
hogging is when a wave is the same length
as the ship and the crest of the wave is
amidships. This causes the middle of the
ship to bend up slightly, and depending of
the level of bend, may cause the hull to snap
or crack.
 Sagging- is the stress a ship's hull or keel is placed
under when a wave is the same length as the ship
and the ship is in the trough of two waves. If all
weight will loaded, that all weight will concentrate
in the amidships section of the vessel, the vessel
will tend to sag.
 In both cases extremely high tensile and
compressive stresses would result in the flanges
and hull girder. These would be severe loading
condition. For such conditions a ship is not build.
Stress acting on the bulbous bow
 The fore part of the ship is subject to large
forces and stress. These stress are:
 Pitching of the ship
 Panting Stress
 Maintaining speed in heavy weather
 ice
 Therefore the fore part of the ship and the
bulbous have to be constructed in a much
stronger way than the other sections.
Construction wise the fore part of the vessel is
designed as a transverse system. Here it is easier
than the longitudinal frames because the
longitudinal stress in this are is minimal.
Stress acting on stern of the ship
 The stern is the final end of the ships
construction where the longitudinal elements
will end. The construction is in accordance with
the type of rudder of the vessel. The
construction must be strong enough to
overcome the stress resulting from the propeller,
the rudder forces. Also the steering gear is
located aft and most of the ship today most
weights are concentrated aft.
All structures are exposed to stresses
of varying characters
 These are the varying stress
 Tension- stress which is also called as tensile
stress. It is a result of two forces acting in
opposite direction in the same line. If this
appears it tends to pull the material apart,
lengthening it in process.
 Compression- stress which is also called as
compressive stress. It is a result of two forces
acting in the opposite direction on the same line.
The forces tends to push or compress the
material together. (buckling).
 Shear- is the result out of two forces acting
in opposite direction along parallel lines. It
tends to tear the material between the two
forces.
 Transverse Stresses
 When a ship experience transverse forces these
tends to change the shape of the vessel’s cross
sections and thereby introduce transverse stress.
These forces may be produced by hydrostatic
loads and impact of seas or cargo and structural
weights both directly and as the result of
reactions due to change of ship motion.
 Racking- when a ship is rolling, the deck tends
to move laterally relative to bottom structure
and the shell on one side to move vertically
relative to the other side. Transverse bulkheads
primarily resist such transverse deformation, the
side frames contribution being insignificant
provided the transverse bulkheads are at their
usual regular spacing. Where transverse
bulkheads are widely spaced deep web frames
and beams may be introduced to compensate.
 Torsion- when any body is subject to a twisting
moment which is commonly referred to as
torque, that the body is said to be in torsion. A
ship heading obliquely(45deg.) to a wave will be
subjected to righting moment of opposite
direction at it ends twisting the hull and putting
it in torsion. In most ships these torsional
moments and stresses are negligible but in ships
with extremely wide and long deck opening they
are significant. For example a larger container.
 LOCAL STRESS
 Panting- refers to a tendency for the shell plating
to work in and out in a bellows like fashion, and
is caused by the fluctuating pressure on the hull
at the ends when the ship is amongst waves.
These forces are most severe when the vessel is
running into waves and is pitching heavily.
 Pounding- severe local stress occur in way of the
bottom shell and framing when a vessel is driven
into head seas. These pounding stresses as they
are known are likely to be the most severe in a
lightly ballasted condition and occur over an
area of the bottom shell aft of the collision
bulkhead.
 Other local stresses
 Ship structural members are often subjected to high
stress in localized area and great care is required to
ensured that these are correctly designed. This is
particularly the case where various load carrying
members of the ship intersect, examples being where
longitudinal meet at transverse bulkhead and at the
intersections of longitudinal and transverse bulkheads.
Another highly stressed area occurs where there is
discontinuity of the hull girder at ends of deck house
structures.
 References
 Google book search
 Ship Construction by D.J. Reyes
 Wikipedia. Com