ONE MIDWAY 2nd.

Semester, AY 2022-2023
MIDWAY COLLEGES, Inc.
HOME OF THE DRIVEN

SEAM 2
SHIP CONSTRUCTION

WEEK 3 PPT
TOPIC 4
Ship as a beam
TOPIC 5
Dynamic forces
 LEARNING OBJECTIVES
At the end of the session, the learners should be able to:
LO 2.1 Explain how bending moments and shearing forces
affects the ship's hull.

LO2.3 Explain how dynamic forces contribute to the stresses

of the ship's hull
LET HAVE A RECAP
 What is a beam?

Now, when we talk about breadth, what is the first thing

that comes to mind when we speak about breadth? The
breadth of any three-dimensional body is the span or the
lateral width associated with it. Now, in a simple sense,
this is a very perspective term. Consider a three-
dimensional box or a cube. While height can easily be
distinguished as the vertical elevation above the plane it
is kept, length and breadth can be contentious to define.
 Beam - A measure of the width of the ship. There are two
types: Beam, Overall (BOA), commonly referred to simply as
Beam - The overall width of the ship measured at the widest
point of the nominal waterline. Beam on Centerline (BOC) -
Used for multihull vessels.
 SHIP AS A BEAM

• Longitudinal Strength of Ships – an

Introduction
A ship with sufficient strength should be able to
bear its self-weight, the weight of its cargo, and
also the forces which the sea exerts upon it.

Abbreviations

• SF – Shear Force

• BM – Bending Moment
Longitudinal/Global vs Local Strength
At the outset, it is useful to know the difference
between global and local strength of ships.
Longitudinal strength is also called as global
strength. Global strength pertains to assessing
the strength of the entire ship when it is floating
in still water or in waves. Local strength, on the
other hand, is about assessing the strength of a
localised structure, like a girder or a longitudinal
for loads experienced locally. In this article, we
will talk about global (or Longitudinal) strength
only.
The basic premise – ship as a beam
 So, how do we go about assessing the longitudinal strength of
a ship?
Here’s the problem statement

I have a ship which is floating in water. It is loaded

with cargo, and its tanks are filled depending on
the operational requirements (called the loading
condition, e.g., ballast departure/arrival OR fully
loaded departure/arrival etc.). In the open ocean,
it will also experience waves. I want to know
whether the ship has sufficient strength to
withstand this loading. What do I calculate? What
do I check it against?
Put simply, I would like to calculate the forces
and moments acting on the ship’s structure
because of this loading condition, and check
them against the maximum which the ship can
take.
Complicated as it may sound, the basic premise
is actually quite simple. The whole ship is
considered to behave like a simple beam, and
principles similar to a beam are applied to
evaluate her strength.
Comparisons to a beam
When we analyse the strength of a beam which is under some load,
our final target is to calculate the following forces in the beam

• Shear Force
• Bending Moment
From basic theory of beams, it can be known that the Shear force
distribution is a mathematical integration of the load distribution
along the length of the beam, while the Bending Moment distribution
is the mathematical integration of Shear force distribution along the
length of the beam. We will discuss what is integration and how it is
done in later sections. To know more about this theoretical
formulation, see here.
If the Load, Shear Force and Bending Moment are designated by P, SF
and BM respectively, what we have is
 Load, Shear Force and Bending Moment
•Similar to a beam, to find out the Shear Force/Bending Moment of
the ship, we follow the steps below:
•Find out the load distribution of the Ship along its length
•Integrate the load distribution along the ship’s length to get the
Shear Force distribution
•Integrate the Shear force distribution along the ship’s length to get
the Bending Moment
At this juncture, several questions arise in our mind –
•What are the loads on the ship?
•What do we mean by load distribution? How to get it?
•What is meant by integrating the load/shear force and how do we
do it?
Loads on a ship

• If we think from a very basic viewpoint, there are only

two kinds of loads on the ship (ignoring external
wind/current forces)

1. Weight of the ship – acts downwards and distributed

over entire length of ship
2. Buoyancy force which the water exerts on the ship’s
underwater body – acts upwards and distributed
over the length of underwater portion of ship
The buoyancy, on the other hand, is the upwards force
exerted by water on the ship. When the ship is in
equilibrium, its Weight is equal to its buoyancy. The
buoyancy force distribution depends on the underwater
profile of the ship, which keeps changing because the ship
keeps encountering waves of different sizes.
Coming to the Weight of a ship – there are different types
of weights on the ship. First is the self-weight of the ship,
also called the lightweight. It comprises of the ship hull’s
structural weight, the weight of machinery and the weight
of outfitting (basically, all the items which are unchanging
are part of Lightweight).
• The other type of weight is the
Deadweight (DWT). It is the weight of all
the changeable items like Cargo, Fuel,
Ballast Water, Fresh Water, and all the
other items in the ship’s tanks. Together,
Lightweight and Deadweight add up to
the total weight of the ship called
displacement.
Hogging and Sagging
• Imagine a ship as a long structure with hollow compartments in
between. What happens if I load more at the ends of the ship and less
on the midship part? The ends of the ship will bend down, while the
middle part will be pushed up, leading to the ship taking the shape of
an arch, with the deck being convex, and bottom of the ship being
concave. This is called ‘Hogging’ of the ship. Similarly, if the ship is
loaded more on the middle and less at the ends, then the midship will
go down, while ends will go up, leading to a condition called ‘Sagging’.
Hogging or sagging can also be induced by the wave which a ship is
encountering. A long wave with crest at the midship and troughs at
ends will increase the hogging of the ship (by increasing buoyancy in
midship), and a wave with crest at ends and trough at midship will
increase Sagging. Hogging and sagging are depicted below. Needless
to say, these deflections put stress on the structure of the ship, and
the ship structure should be strong enough to bear them.
The main hull stresses set up by the cargo are hogging ,
sagging and shearing . These can be minimised by
evenly distributing the cargo - homogenous loading.

Dynamic loads are those additional loads exerted on the

ship's hull structure through the action of the waves and
the effects of the resultant ship motions (i.e. acceleration
forces, slamming and sloshing loads). Hogging and
sagging forces are at a maximum when the wave length
is equal to the length of the ship.
Sloshing loads may be induced on the ship's internal
structure through the movement of the fluids in
tanks/holds whilst slamming of the bottom shell structure
forward may occur due to emergence of the fore end of
the ship from the sea in heavy weather.
• Cargo over-loading in individual hold spaces will
increase the static stress levels in the ship's
structure and reduce the strength capability of
the structure to sustain the dynamic loads
exerted in adverse sea conditions.

• In harbour, where the ship is in sheltered water

and is subjected to reduced dynamic loads, the
hull is permitted to carry a higher level of stress
imposed by the static loads, so a certain amount
of difference in the loading of each hold is
allowable.
• Most modern bulkers have strain
monitoring equipment so that hull
stresses that cause hull fractures as
above are minimised.
Ship Stresses

SHIP CONSTRUCTION
STRESSES EXPERIENCED BY A SHIP :-
Bending Moment
The bending moment is the amount of bending caused to the
ship's hull by external forces. For example, the bending moment
is the highest in the midship section when the ship's ends are
supported by crests of a wave ­known as `sagging' or `positive
bending'. When the ship is riding the crest of a wave at its
midships, the bending moment is known as `hogging' or
`negative bending'. Bending moments are measured in tonne-
metres.
Shearing Force
When two external parallel forces act in opposite directions on
any part of a structure to break it apar or shear it, the forces are
known as shearing forces and are measured in tonnes. Shearing
stress is, therefore, the stress that may break or shear the
structure apart.
What is static and dynamic force?
• Static loads or forces are loads that do
not change in size, position or direction.
On the other hand,
• Dynamic loads or forces are loads that
have change in either size, position or
direction. A good example of a static load
is the weight of a building acting on the
ground. Another example is a car parked
at a carpark.
AT#1

Create a 250 words Essay, Explain how

bending moments shearing and dynamic
forces contribute to the stresses affects
the ships hull.