5003 Lectures - Faculty of Engineering and Applied Science

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E5003 - Ship Structures I 32 © C.G. Daley The first strength consideration is the longitudinal strength of the hull girder. The hull girder feels vertical forces due to weight and buoyancy. For any floating body the total weight must equal the total buoyancy, and both forces must act along the same line of action. However, at each location along the ship, the weight will not normally equal the buoyancy. The weights are set by the combination of lightship and cargo weights. The locations of the weights are fixed (more or less). The buoyancy forces are determined by the shape of the hull and the location of the vessel in the water (draft and trim). The net buoyancy will adjust itself until is exactly counteracts the net weight force. However, this does not mean that each part of the vessel has a balance of weight and buoyancy. Local segments of the vessel may have more or less weight than the local buoyancy. The difference will be made up by a transfer of shear forces along the vessel.
E5003 - Ship Structures I 33 © C.G. Daley Bending Moment Calculations The ‘design’ bending moment is the combination of Stillwater bending and wave bending. To calculate these values we will make the following assumptions; 1. Ship is a beam 2. Small deflection theory 3. Response is quasi-static 4. Lateral loading can be superimposed ~~~~~~~~ Still Water Bending Moment (SWBM) The still water bending moment is calculated from the effect of the weights and buoyancy in calm water. The buoyancy force is a line load (e.g. kN/m). The local buoyancy per meter is found from the x-sectional area of the hull at each location. The x-sectional area depends on the local draft and are found from the ‘bonjean’ curves.
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5003 Lectures - Faculty of Engineering and Applied Science

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