SHELL CONSTRUCTION
• The shell plating forms the
watertight skin of the ship and
at the same time, in merchant
ship construction, contributes to
the longitudinal strength and
resists vertical shear forces.
• Internal strengthening of the
shell plating may be both
transverse and longitudinal and
is designed to prevent collapse
of the plating under the various
loads to which it is subject.
• Shell plating
The bottom and side shell plating
consists of a series of flat and
curved steel plates generally of
greater length than breadth 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 by
intermittent fillet welds with a
length of continuous weld at the
ends of the stiffening member.
• Continuous welding of
stiffening members to the shell
is found in the after peak, the
bottom shell within the forward
30 per cent of the length and
where higher tensile steel is
used. Framing is notched in way
of welded plate butts and seams.
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.
• Strakes of bottom plating to the bilges
have their greatest thickness over 40
per cent 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 per cent 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 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, as discussed
• The upper strake of plating
adjacent to the strength deck is
referred to as the 'sheer strake'. As
the sheer strake is at a large
distance from the neutral axis it has
a greater thickness than the other
strakes of side shell plating.
Also, being in a highly stressed region
it is necessary to avoid welded
attachments to the sheer strake, or
cutouts, which would introduce stress
raisers. The upper edge is dressed
smooth, and the welding of bulwarks to
the edge of the sheer strake is not
permitted within the amidships
• Scupper openings above the deck over
the same length, and at the ends of the
superstructure, are also prohibited in
larger vessels. The connection between
the sheer strake and strength deck can
present a problem, and a rounded
gunwale may be adopted to solve this
problem where the plating is heavy.
This is often the case over the midship
portion of large tankers and bulk
carriers. Butt welds are then employed
to make connections rather than the
less satisfactory fillet weld at the
perpendicular connection of the vertical
sheer strake and horizontal strength
deck stringer plate .
The radius of a rounded gunwale
must be adequate (not less than 15
times the thickness) and any
welded guardrails and fairleads are
kept off the radiused plate if
possible.
A smooth transition from
rounded gunwale to angled
Sheerstrake / Deck Stringer
connection is necessary at the
ends of the ship.
All openings in the side shell have
rounded corners, and openings for
sea inlets, etc., are kept clear of the
bilge radius if possible. Where this
is not possible openings on or in
the vicinity of the bilge are made
elliptical
Requirement
1. Grade D where thickness less than
15 mm otherwise Grade E.
2. Grade A where thickness less than
15 mm. Grade B where thickness 15 to 20 mm.
Grade D where thickness 20 to 25 mm. Grade E
where thickness greater than 25 mm.
3. Grade A where thickness less than
20 mm. Grade B where thickness 20 to 25 mm.
Grade D where thickness 25 to 40 mm. Grade E
where thickness over 40mm.
4. Grade A where thickness less than
30 mm. Grade B where thickness 30 to 40 mm.
Grade D where thickness greater than 40 mm.
Structural member
1. Sheer strake or rounded gunwale over 40 per
cent of length amidships in ships exceeding 250 m
in length.
2. Sheer strake and rounded gunwale over 40 per
cent of length amidships in ships of 250 m or less
in length. Bilge strake (other than for vessels of
less than 150 m with double bottom over full
breadth).
3. Bottom plating including keel. Bilge strake
(ships of less than 150 m and with double bottom
over full breadth).
4. Side plating.
GRADES OF STEEL FOR
SHELL PLATING
In large ships it is necessary to
arrange strakes of steel with
greater notch ductility at the
more highly stressed regions.
Details of Lloyd's requirements
for mild steel and over 40 per
cent of the length amidships are
given in Table
The Rules also require thicker
plating for the members
referred to in Table outside the
amidships region to have
greater notch ductility.
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