Ship Construction

3. Bottom Construction
Types of keel
The keel runs along the centerline of the bottom plating of the ship and for the majority of merchant
ships is of a flat plate construction. At right angles to the flat plate keel, running along the ship's
centerline from the fore peak to the aft peak bulkhead, is a watertight longitudinal division known
as the center girder or vertical keel. This provides considerable strength to the structure and
resistance to bending.

Some double bottoms have a duct keel fitted along the centerline. No duct keel is necessary in the
machinery space or aft of it. The construction of the duct keel uses two longitudinal girders spaced
not more than 2.0 m apart. Stiffeners are fitted to shell and bottom plating at alternate frame spaces
and are bracketed to the longitudinal girders. 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.

Stiffener

Solid Solid
Side floor
floor piping

Stiffener

Flat plate keel

Duct keel

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1- Bar keel
2- Duct keel
3- Flat keel

Double-bottom structure
The minimum depth is determined by rule requirements for the size of vessel but the actual depth is
sometimes increased in places to suit double-bottom tank capacities. The structure is made up of
vertical floors which may be watertight, solid or of bracket construction. The floor structure is
continuous from the center girder to the side shell and supports the inner bottom shell. Side girders
are fitted in the longitudinal direction, their number depending on the width of the ship. These side
girders are broken either side of the floors and are therefore termed intercostal girders.
Watertight or oiltight floors are fitted beneath the main bulkheads and are also used to subdivide
the double-bottom space into tanks for various liquids. Solid plate floors of non-watertight
construction, usually lightened by manholes, are positioned in other places as required to stiffen the
structure. Between solid plate floors, bracket floors are fitted. Bracket floors consist of plate
brackets attached to the center girder and the side shell with bulb plate stiffeners running between.
The stiffeners are supported by angle bar struts at intervals and any side girders which are present
in the structure. The arrangement of flooring will be determined by the type of framing system
adopted, which may be either transverse or longitudinal.

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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.

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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.

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When the longitudinals (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.

In cargo ships and refrigerated cargo vessels, they interfere with cargo stowage and with the
joiner work in passenger spaces in passenger vessels. Also, in passenger ships, the longitudinals
interfere with running engineering service systems, such as wiring, ventilation, and piping. These
supply systems generally run fore-and-aft over the passageways, and longitudinal framing interferes
with the transverse branches to the various rooms and spaces being serviced. A practical solution
for modern cargo ships is, to frame the bottom shell, inner bottom and strength deck longitudinally
utilizing transverse floors every third frame.

Plan view of bottom

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Machinery space double bottom

There are solid plate floors at every frame space under the main engine. Additional side girders are
fitted outboard of the main engine seating, as required. The double-bottom height is usually
increased to provide fuel oil, lubricating oil and fresh water tanks of suitable capacities. Shaft
alignment also requires an increase in the double-bottom height or a raised seating. Continuity of
strength is ensured and maintained by gradually sloping the tank top height and internal structure to
the required position. Additional support and stiffening is necessary for the main engines, boilers,
etc., to provide a vibration-resistant solid platform capable of supporting the concentrated loads. On
slow-speed diesel-engine ships, the tank top plating is increased to 40 mm thick or thereabouts in
way of the engine bedplate. This is achieved by using a special insert plate which is the length of
the engine including the thrust block in size. Additional heavy girders are also fitted under this plate
and in other positions under heavy machinery as required. Plating and girder material in the
machinery spaces is of increased scantlings in the order of 10%.

Double-bottom tanks
Access to the double-bottom tanks is usually by manholes cut in the tank top. These manholes are
suitably jointed and bolted to be completely watertight when not in use. Docking plugs are fitted in
all double-bottom tanks and are a means of completely draining these tanks for inspection in
drydock. Air pipes are fitted to all double-bottom tanks to release the air when filling. Sounding
pipes are also fitted to enable the tanks to be sounded and their capacity determined. All double-
bottom tanks are tested on completion by the maximum service pressure head of water or an
equivalent air test.

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Single-bottom construction
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.

The single bottoms is for vessels under 61 Meters (200 Feet) in Length." Where transversely
framed, floors or bottom frames are spaced from about 457 to 610 mm (18 to 24 in.). They are
required by the Rules to be provided with center and side keelsons of specified scantlings. Bottom
transverse frames are not required to be provided with side keelsons, but a 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.

Q:: Draw a single bottom construction of small ship?

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