Year/Semester: II/III Programme & Batch : BE(ME) & 20

Course Name : Basic Ship Structure Course Code : UEME306

Prepared by :Neela Prasad U N /[Link]

Part A

Unit –II
[Link] Questions and Answers CO Blooms Marks
Level
1 Define Stress on Ships CO1 L1 2
The modern ship is made up steel plating,
section and builds up girders so connected as to
provide adequate strength in all parts to withstand the
forces acting on the ship under all condition of service.
The forces acting on a ship may be static or dynamic
2 Define Static force CO1 L1 2
The static forces are due to the difference in the weight
and buoyancy, which occur throughout the ship.
3 Define Dynamic force CO1 L1 2
The dynamic forces are cause by the motion of the ship
at sea and the action of the wind and wave.
4 Define Six degree of Freedom CO1 L2 2
A ship is free to move about six degrees of
freedom. Three linear and three rotational. Various
forces acting on ship are constantly varying in degree
and frequency. This movement of the ship introduces
dynamic forces which result in stresses on the ship’s
structure.
5 Define three Translational Ship Motions CO1 L2 2
In degree of freedom, we will analyse the three
translational degrees arising out of ship motions:
1. Heaving (Vertical translation – Z-axis)
2. Swaying (Transverse translation – Y-axis)
3. Surging (Longitudinal translation – X-axis)
6 Define three Rotational Ship Motions CO1 L1 2
In degree of freedom, we will analyse the three
translational degrees arising out of ship motions:
1. Yawing (Vertical rotation – Z-axis)
2. Rolling (Longitudinal rotation – X-axis)
3. Pitching (Transverse rotation – Y-axis)
7 Define heaving CO1 L1 2
The vertical motion is known as heaving. When
waves strike a ship moving along its path of motion, it
creates a difference in buoyancy and weight forces.
8 Define yawing CO1 L1 2
The rotation that occurs about the Z-axis that is
vertically located is known as yawing. Yawing is, in
general, less harmful than the other types of ship
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

motions. It is brought about by a wave couple that acts

perpendicular to the length of the ship. In general, it is
impossible to keep a straight course when there are
waves present, and there is always a small amount of
yaw action on the ship.
9 Define Rolling CO1 L2 2
Rolling is the rotation occurring due to wave
action, about a longitudinal axis, that is equivalent to
an axis parallel to our earlier defined X-axis. This type
of motion is often caused by waves moving
perpendicular to the direction of motion of the ship.
10 Define Hogging CO1 L2 2
If the buoyancy amidships exceed the weight
due to loading or when the wave crest is amidships, the
ship will Hog, as a beam supported at mid length and
loaded at the end.
11 Define Transverse Stress CO1 L1 2
A transverse section of amidships is
subjected to static pressure due to the surrounding
water as well as internal loading due to the weight of
the structure, cargo, etc.
12 Define Panting CO1 L1 2
As wave passes along the ship they cause fluctuation
in water pressure which tends to create in and out
movement of the shell plating. This is particularly the
case at the fore end.
13 Define cofferdam CO1 L3 2
A cofferdam means an empty space provided in a
ship so that compartments on each side have no
common boundary; a cofferdam may be located
vertically or [Link] empty space avoids
intermixing of two different fluid when there is a leak
from the boundary separating the two liquids
14 Define tank top CO1 L1 2
The deck constructed between three and four
feet above the shell at the bottom is called the inner
bottom or tank top plating, because between these two
sections of steel plates are double bottom tanks used
for carrying fuel oil, water ballast etc.
15 Define stiffener CO1 L1 2
The bending moments on the plates due to the
loads may exceed the value of stress that can be
withstood by the material, and hence cause failure. So,
the plates are stiffened. Now, there are two basic ways
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

to stiffen a ship –
Transverse Stiffening
Longitudinal Stiffening

Part B

Unit –I
[Link] Questions CO Blooms Marks
Level
1 Explain Framing system of vessel with neat Sketch CO1 L4 10

It is the various methods used to stiffen the bottom

shell and side, plating of a ship against the
compressive forces of the sea.

Types:

1, Transverse Framing System.

2. Longitudinal Framing System.
3. Combined Framing System.

1. Transverse Framing System

A framing system which is often adopted for

the ships experiencing severe racking stress and
having dominance over sagging and hogging stress.
Deck beams are used to support deck and
beams are supported by deck girders, knees are used
to connect beam to ship side framing.
Transverse frames at 3 m interval used to
support the ship side plating through the length of the
ship.
Floor plates at 3 m intervals with center and side
girders used to stiffen the double bottom space.

2. Longitudinal Framing System :

A framing system which is often adopted for

tankers and must be used for vessels greater than 198
metres in length.
Longitudinal stiffeners are used along the ships
sides and throughout the tanks length.
Side and bottom transverses are used to
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

support the longitudinal against compressive loading.

Longitudinal bulkheads are provided to divide the

cargo tank into centre tank and wing tanks.

Girders are used to support deck and bottom plating.

[Link] Framing System :
A framing system with best compromise to
suite the structural demand to counter act the
composite stress and strain.
Decks are supported by deck transverse
with deck longitudinal interconnected the deck
girders are used to support deck transverse.
Transverse frames along with side
longitudinal used to support the ship side plating.
Floor plates with longitudinal and girders
are used to strengthen the double bottle space.

Brackets and knees are used to connecting members.

Diagram 1,2,3 available in last page
2 Explain Double bottom. CO1 L3 10

A double bottom is a ship hull design and

construction method where the bottom of the
ship has two complete layers of watertight
hull surface: one outer layer forming the
normal hull of the ship and a second inner hull
which is somewhat higher in the ship, which
forms a redundant barrier to seawater in case
the outer hull is damaged and leaks.

The space in between the two bottoms is often

used as storage tanks for fresh water or ballast
water. Fuel storage in the double bottom is not
allowed for new built ships since 2007, due to
MARPOL 73/78.

Double bottoms are significantly safer than

single bottoms. In case of grounding or other
underwater damage, most of the time the
damage is limited to flooding the bottom
compartment and the main occupied areas of
the ship remain intact. For this reason, double
bottoms have been required in all passenger
ships for decades as part of the Safety Of Life
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

At Sea or SOLAS Convention.

An even more extensive protection is

available as a double hull, where the second
hull layer extends up the sides of the ship as
well as in the bottom.

A double bottom also conveniently forms a

stiff and strong girder or beam structure with
the two hull plating layers as upper and lower
plates for a composite beam. This greatly
strengthens the hull in secondary hull bending
and strength, and to some degree in primary
hull bending and strength.

3 Explain Bilge keel. CO1 L4 10

A bilge keel is used to reduce a ship’s tendency to

roll. Bilge keels are employed in pairs (one for each
side of the ship). Bilge keels increase hydrodynamic
resistance to rolling, making the ship roll less. Bilge
keels are passive stability systems.

On commercial ships the bilge keel is the form of a

strake, running along much of the length of the hull.
They are typically fitted one on each side, low down
on the side of the hull, so as not to increase the draft
of the vessel. Although not as effective as stabilizing
fins, bilge keels have a major advantage in their low
impact on internal ship arrangements. Unlike
Stabilizer fins, bilge keels do not have any
components inside the hull that would adversely
affect cargo spaces. Like fins, bilge keels have the
disadvantage of increasing the hydrodynamic
resistance of the vessel, thus hindering forward
motion. This impact is very low and negligible.

To minimize hydrodynamic drag the bilge keel is

placed in way of a flowline where it does not oppose
crossflow. Ends of the bilge keel are tapered and
properly faired into the hull. A bilge keel does not
protrude from the hull as seen in the diagram. Bilge
keels do not protrude below the baseline either, where
they could be damaged or fouled by grounding.
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

A bilge keel is constructed from flat plate so as to

present a sharp obstruction to roll motion. The roll
damping provided by a bilge keel is more than that of
a barehull ship, but falls short of other roll damping
devices.
Bilge keels can also be used in conjunction with other
roll damping devices. Cost of fitting Bilge keels is
negligible.

4 Explain Shell plating and deck plating. CO1 L3 10

The shell plating forms the watertight skin of the ship

and at the same time, contributes to the longitudinal
strength and resists vertical shear forces. Internal
strengthening of the shell plating may be both
transverse and longitudinal.

The bottom and side shell plating consists of a series

of flat and curved steel plates butt welded together.
The vertical welded joints are referred to as ‘butts’
and the horizontal welded joints as ‘seams’.
Stiffening members both longitudinal and transverse
are generally welded to the shell.
Bottom shell plating
Throughout the length of the ship the width and
thickness of the keel plate remain constant where a
flat plate keel is fitted. Its thickness is never less than
that of the adjoining bottom plating. Keel strake is on
the center line.
Strakes of bottom plating to the bilges have
their greatest thickness over the 40% of the ship’s
length amidships, where the bending stresses are
highest.
The bottom plating then tapers to a lesser
thickness at the ends of the ship, apart from increased
thickness requirements in way of the pounding
region.
Side shell plating
As with the bottom shell plating, the greater
thickness of the side shell plating is maintained
within 40% of the vessel’s midship length and then
tapers to the rule thickness at the ends. The thickness
may be increased in regions where high vertical shear
stresses occur, usually in way of transverse bulkheads
in a vessel permitted to carry heavy cargoes with
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

some holds empty. There is also a thickness increase

at the stern frame connection, at any shaft brackets,
and in way of the hawse pipes, where considerable
chafing occurs. Further shell plate thickness increases
may be found at the panting region .
Deck plating

The heaviest deck plating will be found abreast the

hatch openings of the strength deck. Plating that lies
within the line of the hatch openings contributes little
to the longitudinal strength of the deck and it is
therefore appreciably lighter.
As the greatest longitudinal bending stresses will
occur over the midship region, the greatest deck plate
thickness is maintained over 40% of the length
amidships and it tapers to a minimum thickness
permitted at the ends of the ship.
Locally, the plating thickness may be increased
where higher stresses occur owing to discontinuities
in the structure or concentrated loads.

5 Explain Stress on ships. CO1 L3 10

Stress on Ships
The modern ship is made up steel plating, section and
builds up girders so connected as to provide adequate
strength in all parts to withstand the forces acting on
the ship under all condition of service.

The forces acting on a ship may be static or dynamic.

The static forces are due to the difference in the
weight and buoyancy, which occur through out the
ship. The dynamic forces are cause by the motion of
the ship at sea and the action of the wind and wave.

These forces create:

Longitudinal stress
Transverse stress
Local stress

The greatest stress set in the ship as wholes are due to

the distribution of load along the ship, causing
longitudinal bending.
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

Longitudinal Stress
The forces are two in number, the weight of the ship
and all that it carries acting downwards and the
vertical component of the hydrostatic pressure.
Depending upon the direction in which the bending
moment acts the ship will Hog or Sag.
Hogging
If the buoyancy amidships exceed the weight due to
loading or when the wave crest is amidships, the ship
will Hog, as a beam supported at mid length and
loaded at the end.
Sagging
If the weight amidships exceed the buoyancy or when
the wave trough amidships the ship will sag, as a
beam supported at a ends and loaded at mid length.
Transverse Stress
A transverse section of amidships is subjected to
static pressure due to the surrounding water as well as
internal loading due to the weight of the structure,
cargo, etc.
The parts of the structure, which resist transverses,
are
Transverse bulkhead.
Floor in the double bottom.
Bracket between deck beam and side frame, together
with bracket between side frame and tank top plating,
or margin plate .
The pillars in hole and tween deck.
Local Stress
These are created by such item:

Heavy concentrated load like boiler, engine etc.

Dead cargo such as timber
Hull vibration
Ship resting on block on a dry dock (Static Stress)
6 Explain Six degree of freedom, Panting and CO1 L2 10
slamming.

A degree of freedom refers to the ability for the body

to move freely in that particular motion.
These six freedoms are divided into two categories:
three translational degrees, and three rotational
degrees.
Three translational Ship Motions
In this section, we will analyse the three translational
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

degrees arising out of ship motions:

1. Heaving (Vertical translation – Z-axis)
2. Swaying (Transverse translation – Y-axis)
3. Surging (Longitudinal translation – X-axis)
Translation refers to the motion of a body such that
every point on it moves at the exact same speed.
Along the three axes, we obtain motions known as
heaving, swaying and surging.
Heaving
The vertical motion is known as heaving. When
waves strike a ship moving along its path of motion,
it creates a difference in buoyancy and weight forces.
Swaying
The transverse motion is known as swaying. This
occurs specifically when the ship is struck by waves
moving perpendicular to the motion of the ship. It
results in a motion that rocks the ship and tends to
shifts the vessel between the port and starboard sides.
Surging
The longitudinal ship motion is known as surging.
This arises due to the rapid acceleration and
deceleration of the ship in a longitudinal direction
that rocks the ship back and forth.
It is caused by waves striking the ship from either the
fore or the stern, forcing it to momentarily surge
either forward or backwards
Three Rotational Ship Motions
In this section, we will analyse the three rotational
degrees arising out of ship motions:
Rotation refers to the motion of a body such that
different points on it move at varying speeds
depending on their position.

Along the three axes, we obtain motions known as

yawing, rolling and pitching. These rotational
motions arise out of force couples set up at different
regions on the ship.
Yawing
The rotation that occurs about the Z-axis that is
vertically located is known as yawing. Yawing is, in
general, less harmful than the other types of ship
motions. It is brought about by a wave couple that
acts perpendicular to the length of the ship
Rolling
Rolling is the rotation occurring due to wave action,
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

about a longitudinal axis, that is equivalent to an axis

parallel to our earlier defined X-axis. This type of
motion is often caused by waves moving
perpendicular to the direction of motion of the ship.
Pitching
Pitching is the rotation occurring about a transverse
axis, equivalent to an axis parallel to the Y-axis. This
action is common and results in an up and down
motion of the fore and stern of the ship

Panting
As wave passes along the ship they cause fluctuation
in water pressure which tends to create in and out
movement of the shell plating.
This is particularly the case at the fore end.
The rules of the classification societies required extra
stiffening, at the end of the ship, in the form of
beams, brackets, stringer plate, etc. in order to reduce
the possibility of damage.
This in and out movement is called panting.
Slamming or Pounding
In heavy weather when the ship is heaving and
pitching, the fore end emerges from the water and
renters with a slamming effect which is called
pounding.
Extra stiffening require at the fore end to reduce the
possibility of damage.
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

Part-B

1 Diagram

Transverse Framing System

Longitudinal Framing System

Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

Combined Framing System

2 Double bottom
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

3 Bilge Keel
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]
Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

[Link] plating

5 Hogging and sagging

Year/Semester: II/III Programme & Batch : BE(ME) & 20
Course Name : Basic Ship Structure Course Code : UEME306
Prepared by :Neela Prasad U N /[Link]

6 Six degree of freedom