WEGEMT 20th GRADUATE SCHOOL

FISHING VESSEL TECHNOLOGY

STRUCTURES AND SCANTLING DETERMINATION

by

H. Espinosa de los Monteros

&
Constantino Carabal

Bureau Veritas S.A.F.

MADRID

Madrid,April 1994
 FISHING VESSEL TECHNOLOGY- 20th GRADUATE SCHOOL
MODULE 1.- SHIP DESIGN

Structures and Scantling Determination

Mr. H. Espinosa de los Monteros & Mr. Constantino Carabal
Bureau Veritw S.A.F

(i) GENERAL

Stain is a country with a very old tradition in fishing vessel

construc:ion. To make us an idea, we can say that in the past 10 years
Bureau Veritas has classified more than 600 of all kind of fishing
vessels with lengths between 20 and 110 m built in spanish shipyards.

(1) Scope
We shall speak about fishing vessels with a design length under 65
meters built in accordance with usual practice, with one or two
continuous decks having only small openings.

Normally, the fishing vessels structure does not differ from the one
of cargo vessels with the same size, apart from some details which will
be considered on this paper.

Taking into account the special lines shape of fishing vessels, with
a very reduced, or even without any cylindric body, transversal
stiffeners are currently arranged, except for very special ships as
tunny vessels which have normally longitudinal secondary stiffeners
allowing the support of the tanks.
(2) Some Definitions

Scantling waterline. Is the waterline corresponding to the summer

freeboard.

When the freeboard is unknown, the scantling waterline can be placed

at a draught equal to (1)

TCo
1,1

where

C. is the depth of ship to freeboard deck.

(1) GENERAL
Spain is a country with a very
construction. To make us an idea, we
Bureau Veritas has classified more
vessels with lengths between 20 and
old tradition in fishing vessel
can say that in the past 10 years
than 600 of all kind of fishing
110 m built in spanish shipyards.

(1) Scope
We shall speak about fishing vessels with a design length under 65
meters built in accordance with usual practice, with one or two
continuous decks having only small openings.

Normally, the fishing vessels structure does not differ from the one
of cargo vessels with the same size, apart from some details which will
be considered on this paper.
Taking into account the special lines shape of fishing vessels, with
a very reduced, or even without any cylindric body, transversal
stiffeners are currently arranged, except for very special ships as
tunny vessels which have normally longitudinal secondary stiffeners
allowing the support of the tanks.

(2) Some Definitions

Scantlino waterline. Is the waterline corresponding to the summer
freeboard.
when the freeboard is unknown, the scantling waterline can be placed
at a draught equal to ;1I

T CO

where

CO is the depth of ship to freeboard deck.

 7

Lenah L. Is the distance measured at the -level of the

scan'
waterline from the forward face of the stern to the
centerline of - -.
rudder stock.

ee -

II

.L La

Such length is not to be taken under 96% and does not need to be
taken greater than 97% of the waterline length.
Breath B. Is the greatest moulded breadth amidships.
Deoth C. Is measured at the middle of the length from the top of
the keel to the strength deck at side.

II
:T
 Scantling Draught T. Is measured at the middle of the length L frcm
-he top of the keel to the scantling waterline.
Block Coefficient C.. Is defined by the relation
v
Cb=-

where

V is the moulded displacement, in m', calculated for the waterline

corresponding to draught T.

A Sunerestructure. Is a decked structure located on the freeboard

deck, extending from side to side of the ship or with the side plating
not in board of the shell plating more than 0,04 B.
A Deckhouse. Is a decked structure other than a superestructure,
located on the freeboard deck or above.
Standard Stiffener Spacinq E.. Is the standard frame and
longitudinal spacing, in meters, as follows
(3)

E 0 = 0,48 + L
400

(3) Scantling Zones

The scantlings are, in general, defined amidship and at the ship's

ends :

* The midship region extends over 0,2 L each side of the mid
perpendicular

* The end regions extend over 0,1 L forward to the aft perpendicular
and aft from the fore perpendicular.

Scantlings are determined for the midship region and for the end
regions. Scantlings are to vary gradually between the midship region
and the ends.
 :0 0 0 0 -

. .. .-.. . . .. . . . . . .. . . .. . . .

....
....................... . . . . . .

0.1 Li1 0.21 02.10L

L
AP MP F
(I) STRENGTH CRITERIA
(1) Stress Combination Criteria
The Von Mises combined stress, at any point, is defined by the
following formula
(4)
Gc = Ox - oa - 0xy ÷ 3-c

where :

aý : normal stress, in N/mm2 , in x direction

Gy:normal stress, in N/mm2 , in y direction
S: noshear stress, in N/mm2 , in xy direction

When

ay =0

the combined stress is given by

(5)
2
(Y = 2 + 3 Z

(2) Permissible Stress

Maximum permissible stress values, depending on the loading
conditions, are given in the following table for members not
contributing to the longitudinal strength and considering a normal
strength hull steel of Re = 235 N/mm 2 .

Ordinary
Maximum Stress Open sea Tank testing Watertight
in N/mm2 Conditions Conditions Bulkheads

Bending Stress 150 200 235

Shear Stress 100 115 135

Combined Stress 175 215 -

 0

For the stiffeners contributing to the longitudinal strength, zne

Local stress will be

OL = 215 - a

where
o is the stress due to the longitudinal bending moment of
vessel

When the longitudinal strength calculation is not carried out, as i:

happens with small fishing vessels, a is unknown and a. is taken equal
to 115 N/mm2
 7

(III) LONGITUDINAL STRENGTH CRITERIA

(1) Section Modulus Calculation

The midship section modulus in any transverse section, in m •, is
given by
at strength deck at side
(7)

wp=

at bottom (8)
I

where

I = moment of inertia, in m', of the midship cross section about the

horizontal neutral axis

N = vertical distance from keel line to the neutral axis, in m

V = vertical distance from the neutral axis to the strength deck at
side, in m

1i4

. . . . .
I.1
 The strength deck is the uppermost continuous deck contributing to
the longitudinal strength.
All continuous longitudinal members have to be included into the
calculation of the moment of inertia.
The sectional area of small openings does not need to be deduced if
their total breadth is less than 0,06 (B -Sb)

where:
Sb is the total breadth, in m, of openings.

(2) Longitudinal Strength Criteria

On ships, we normally must determine the necessary midship section
bending modulus, which must be bigger than both following values
A minimum section modulus prescribed by the Rules as a function of
the main dimensions of the vessel

(9)

where
a L
16,5 C

without being taken less than 1

W,= FL2 B (Cb + 0,7) 10-6

F = 109.5 - 4)L
A section modulus necessary to withstand the longitudinal bending
moment (still water M. and Rule wave bending moment MH)
(10)

W MC +Mg
175 . 101
 9
On small vessels and specially on fishing' vessels, it is not
normally necessary to determine the still water bending moment and the
longitudinal criteria only concerns the minimum section modulus which
calculation can be simplified and instead of a section modulus some
Rules establish an equivalent sectional area of the strength deck.
The sectional area of the strength deck is the amount of sectional
areas of items taking part into the strength against the overall
bending of the ship, and includes
* Deck plating abreast hatchways
* where the deck is framed longitudinally, deck longitudinals, provided
their continuity is ensured.
The sectional area S of the strength deck is calculated in
accordance to the Classification Rules as a function of the vessel-
dimensions and the scantling of the bottom

Nevertheless, for the fishing vessels with a length smaller than 30

meters, this checking may not be made, taking into account that they
satisfy largely this requirements with its minimum local scantlings.
But for bigger vessels, specially for those of over 60 meters length,
this checking has to be done.
in general, the midship section scantlings have to be maintained in
the midship region. Outside the midship region, the deck sectional
area is not to be below the value obtained from the following figure

1 0.2 L J 0.2 L

0.5SL 0.5 L

with S midship deck sectional area.

 10
(IV) DESIGN LOADS
The design loads, in m, to be considered for the scantlings of each
part of the vessel, are defined on the Classification Societies Rules.
We give some examples hereafter

(1) Bottom And Side Shell

The loads depend on the scantling draught MT), on the dimensions of

the vessel and on the vertical distance from the keel line to the point
considered. The relative motion between the sea and the vessel is also
considered.

Therefore, in the Rules we have formulas as

Bottom plating and stiffeners

Midship region (12)

hf = 0,75 C + 0,325 T

End region . (13)

hf = 1,75 T

The loads must always be bigger than 3% of the vessel length CL)
Side. shell stiffeners : (14)
h, = hf - 0,9 Z

where
Z is the vertical distance, in m, from the keel line to the point
considered (mid-span of the stiffener)
Side shell plating
..Midship region (15)

hm 0,65 (c +

End region . (16)

h0 = 1,75 T
 (2) Weather Decks

The loads depend on the dimensions of the vessel as a function of

(17)
h= 0,7 - L T
0 60OC

h. being neither below 1,2 nor over 2,2 mn

The loads height, on each deck,, is obtained from the following table

D E CKh
1. Deck of single deck ships................................ 0, 9 ho
2. Freeboard deck of multideck ships +
Shelter deck over 0,125 L. forward forecastle deck........0, 7 ho
3. Shelter deck aft 0,125 L. from fore perpendicular +
Long superestructures.................................... 0,6, h
0
4. Short superstructures +
First tier of deck houses................................ 0,4 h,
5. Second tier of deckhouses................................ 0,3 ho

6. other deckhouse.......................................... 0, 3 h
0

Moreover, at the ends of ships, on weather decks, the height is not

to be less than
(18)
h = 1, 8 - C'

In the same way, the Classification Societies define load heights

for the other parts of the vessel (Accommodation and cargo decks,
platforms, inner bottom, dry compartments, tanks, etc.)
 12

MV) PLATING THICKNESS

(1) Requirements for Plating

As a general rule, the requirements for plating are divided into

three groups :
A minimum thickness
A thickness depending on the load height for plating subjected to
lateral pressure
Additional requirements for some types of plating
(2) Minimum Thickness
The thickness, in mm, is not to be less than
(19)
e= (e + 5 (E - E0 ))

where

E is the actual stiffener spacing, in m, and e, is the value listed

hereafter for the different plating

PLATING e,

Keel plate ........................................... 7 + 0,06 L

Bottom and bilge plating

transversal framing ................................ 6 + 0,05 L
longitudinal framing ............................... 5 + 0,05 L

Side shell
* below freeboard deck ............................... 5 + 0,05 L
* above freeboard deck ............................... 5 + 0,03 L

Weather strength deck and trunk

* midship transverse framing ........................ 4 + 0,07 L
* midship longitudinal framing ...................... 4 + 0,06 L
ends and between hatchways ........................ 4 + 0,05 L

Etc.
 (3) Plating Subjected to Lateral Pressure
The thickness of plating subjected to lateral pressure is not to be
less than

(20)
e =Coet. E J~
where
Coef. is a value which depends on the region of the vessel, the
framing system (longitudinal or transversal) and the member
(bottom, keel, side shell, decks, etc.) and eventually the
service or test condition.
(4) Additional Requirements
Some types of plating, as for instance the keel plate, the bilge,
the sheerstrake, the stringer plate, etc. have additional requirements
specified in the Rules.

(5) Current Values

The current values of the plating thickness on fishing vessels are
as follows:
* For bottom plating it may change from 6,5 mm for the smaller vessels
to 11 mm for the largest ones, but for corrosion allowance these
values can be increased. The keel plate usually has 2 mm more.
* The side shell thickness may change from 6,5 mm to 10 mm. The
thickness is increased in some special areas as for the strakes
forming the aft ramp, etc.
"The thickness of all the decks are always larger than 6 mm

(6) Fishing Vessels

For fishing vessels, the external plating (bottom, sides and weather
deck) is to be increased of 0,5 mm.
 14

MV) STIFFENERS

The hull stiffeners are divided into two types

(1) Secondary Stiffeners
They are to support the plating, and their spacing is near to the
standard spacing E0.
The scantling of these stiffeners is to be determined supposing some
conditions at their ends, which can be supported or fixed ends.

The standard formula for the bending modulus calculation is

(21)

W =Coef . h . E . 122

where
Coef. is a value depending on the contribution or not of the
stiffeners to the longitudinal strength and also on the
conditions at the ends (supported or fixed),

1 is the span of the stiffener

h is the design load

E is the stiffener spacing.

Among this type of secondary stiffeners, we have the following

*secondary longitudinals (bottom, side, deck and bulkheads)

*frames
*deck beams

*floors (when transversally framed)

When the structure of the vessel has transversal secondary
stiffeners, we can say that it is a transversal structure and when the
secondary stiffeners are longitudinals, we can say that it is a
longitudinal structure.

Fishing vessels are mainly ships with transversal structure.

 15

~
.. ~ ~ . . .....--,..-U MV

...........................
 2.6

But we have also fishing vessels as for instance tunny vessels with
:ongitudinal structure.

i \\\ I
 17
(2) Primary Stiffeners
They are to support the secondary stiffeners and their ends are
attat:hed to other primary stiffeners and / or to other rigidest parts
or tze hull structure. They can as well be supported on pillars.
Primary stiffeners are to be arranged in such a way they ensure
adecuate continuity of strength. Abrupt changes in height or cross
section are to be avoided.
The scantling of the primary stiffeners can be determined by rule
standard formula or by direct calculations using the corresponding
design loads and the permissible stresses indicated.

Among Primary Stiffeners, we have the following

*floors, girders and keelsons at the bottom
*web and stringers at the side
*main beams, deck transverses and deck girders at the deck
Primary members are to be flanged or stiffened by a welded face
plate, the width of which is not to be under 0, 1 times the depth of the
web.
(3) Attached Plating
The section modulus of stiffeners is to be calculated in association
with an attached plating which the width is given by

(22)
a = 0,2 1

without being bigger than the spacing, E, of the stiffeners.

where
"111 is the span, in mn, of the stiffeners
(VII) STRUCTURAL PARTS
We give hereafter a short description of the main areas of the
vessel structure.
(1) Bottom Structure
on small vessels, we can find single bottom structure, but for
vessels above 20 meters length it is usual to fit a double bottom.
The height of the double bottom is not to be under 0,1 AL
But for other reasons as the requirements for tank capacity,
accessibility for inspection or building facilities, the double
bottom height is normally larger than the minimum regulation value.
Inner bottom strakes are to be fitted longitudinally. Its thickness
may change from 6 mm in small vessels to 9,5 mm in larger ones.
The center girder is to be continuous and extended over the full
length of the ship.

The spacing of girders is not to overseed 4,2 m.

Girders are to be fitted under each line of pillars and their
thickness may change from 6 mm to 10 mm.

0 00

Transverse Framing. Plate floors are to be fitted at every frame,

within:

the engine room

0,2 L aft from the fore perpendicular

Where open floors are fitted, the spacing of plate floors is not to
overseed 5 frame spacings.
 19

However, it is normal to fit plate floors every frame at least for

vessels under 60 meters length, for stability rea sons and construction
facility. The thickness of the plate floors changes from 6 mm to 8 mm.
Longitudinal Framing. The floor spacing is not to exceed
5 frame spacings in the midship region

2 frame spacings in the engine room

1 frame spacing in way of the main engine and thrust block
Intermediate brackets connecting either the margin plate or the
center girder to the nearest bottom and inner bottom longitudinals are
to be fitted.

•~ rr

where the side shell is transversally stiffened, margin plate brackets

are to be fitted at every frame.
 20

Bilge Keels. They are not to be welded directly on the shell

plating. An intermediate flat is required on the shell plating.

Strengthening of the Flat Bottom Forward. The flat bottom forward

is to be strengthened within the region extending from the collision
bulkhead to 0,30 L aft from the fore perpendicular.
(2) Side Shell Structure

Side structure in fishing vessels is usually transversally framed.

Between the collision bulkhead and 0,2 L aft from the fore
perpendicular, overlap of fore peak stringers is to be ensure by side
stringers.
As a rule, in the engine room, web frames are to be fitted every
five frames.
Web frames are to be fitted in way of hatch end beams.

Sheerstrake. The thickness of the sheerstrake is to be increased by

40% in way of breaks of long superstructures occurring within the
midship 0,5 L.

For the breaks of the short superstructures, the thickness of

sheerstrake is to be increased by.15%
 21
Transverse Stiffening. Transverse frames are to be fitted at every
frame. The span to be considered in the calculation of the section
modulus of main frames is shown in the following figure.

Longitudinal Stiffening. Longitudinal stiffeners are to be

continuous, as far as practicable, in way of web frames and transverse
bulkheads.
As a rule, the web frame spacing is not to exceed

5 frame spacings in the midship region

4 frame spacings in the engine room

(3) Deck Structure

Fishing vessels have only small openings at decks. If the size of
the openings is important, hatch girders and hatch end beams of
reinforced scantlings are to be fitted in way of hatch openings.

Deck transverses of reinforced scantlings are to be in line with

double bottom floors, where practicable.
 22
Adecuate continuity of strength is to be ensured in way of changes
in :
* height of the strength deck, and
framing system
Stringer Plate. The thickness of stringer plate is to be increased
by 40% in way of breaks of long superstructures occurring within the
midship 0,5 L.
This increasing will be of 30% when it happens outside the midship
and 15% for short superstructures.
Transversally Framed Decks. Deck beams are to be fitted at each
frame.
Longitudinally framed decks. Deck longitudinals are to be
continuous, as far as practicable, in way of deck transverses and
transverse bulkheads.
As a rule, the spacing of deck transverses is not to exceed

5 frame spacings in the midship region

4 frame spacings in the engine room

(4) Fore and Aft End Structure

Stern. A bar or plate stern must be arranged with the adecuate
section. Internal brackets horizontal or perpendicular to the contour
are to be provided spaced about 1 meter. Such spacing is to be reduced
at the forefoot.
Sternframe. A sternpost solid forged or cast steel or rolled and
welded steel made with the adecuate section and thickness must be
arranged.
 23
(VIII) PARTICULAR STRUCTURAL DETAILS OF FISHING VESSEL

(1) Aft Ramp (Trawlers)

When an aft ramp is fitted, the load height to be considered is not
to be less than 2,2 meters.

Gan"

deft

The thickness of the strakes forming the aft ramp is to be neither

under the thickness of shell placing in the aft end region with a 2 mm
increase, nor less than 12 mm.
The same thickness is required for the lower part of the ramp sides.
 24

(2) mast for Pishing Operations

Trawlers. There are three fishing operations in trawlers as shown
in the following figure

--- -------- ---

---- ---------------

. .......... . . . .. . . . .. . . . .

Case NO 1. Trawl strictly speaking, where the fishing gantry of the

aft part of the vessel, the fishing winches and the stoppers are
working.

*Case No 2. Net hauling through the ramp where the fore gantry as
well as the winches participate.

*Case No 3. Hoisting of the bottom of the seine to allow the fish to

fall through the fishing hatch where the aft gantry works.
 25
(a) Case N 1
The fishing gantry supports small forces as we can see in the
figure. This is the reason why it is only necessary to arrange two
girders and two main beams on the deck below the columns of the gantry.

The columns of the gantry are directly welded to the deck.

4---
------------------------
 26

(b) Case No 2
For the net hauling through the ramp to the deck, it is necessary
to pull up with the fishing winch with the help of a pulley which is
located on the upper part of the fore gantry.
This gantry is fixed upon the bridge structure as shown on the
figure.

'-- . . .. . .77
,2 /

IiI
 27
(c) Case NO 3
To hoist the bottom of the seine and to allow the fish to fall
through the fishing hatch, it is necessary to use a pulley located on
the aft gantry which is in the same vertical as the fishing hatch.
This gantry is normally fixed upon the casings placed at both sides
of the vessel.

The design load to be applied for the scantlings calculations of the

masts, gantries and other structures used for the fishing operations is
to be based on the maximum brake load of the winches, and the combined
stress should not exceed 115 N/mm 2 .
 28
Tunny Vessels. These vessels are only equiped with a mast which is
fixed upon the two decks of the ship and normally vertically on the
same line as the crossing between a transversal and a longitudinal
bulkhead. This mast is equiped with several derrick-booms.

The principal derrick-boom supports on its end the power-block.

Nevertheless, the most important load supported by this derrick is the
one corresponding to the hoisting of the auxiliary boat to the aft
ramp.
Taking into account the peculiar arrangement of the pulleys on the
principal derrick, this one will be submitted to a bending combined
with compression.
The auxiliary boat has a weight that may be bigger than 20 Tm.

LI--1-

" -... ".-. --....-.. _

TI
 29
(3) Fishing Winches
Usually the f ishing winch is located in a deck area supported by
pillars or bulkheads, or by a combination of both of them.
vertically on the same line with the foundation of the fishing
winch, we must have reinforced beams and deck girders in order to
transmit the forces from the fishing winch to the supports.
The fishing winch is submitted to forces which are, as we can see in
the figure hereunder, the own weitht and the pulling.

4-0

l-----

rol-~
 30

(4) Nozzles
The trawlers are usually equiped with controlable pitch propeller on
a fixed nozzle.
The joining between the nozzle and the hull must be made in such a
way that the plated of junction with the hull are aligned with the
girders of the stern and the diaphragms of the nozzle.

-oOo-

We wish to thank INGENIERIA Y SERVICIOS TECNOR. S.L. and the

shipyard HIJOS DE J. BARRERAS who have allowed us to show in this
paper arrangements of vessels desioned and built by them.