UNIVERSIDAD VERACRUZANA
FACULTAD DE INGENIERÍA MECÁNICA Y CIENCIAS NAVALES
INGENIERIA NAVAL
SUBJECT: MARINE STRUCTURES - THE SHIP STRUCTURAL
COMPONENTS
CLASS OBJECTIVE: The student knows the structural components of
a ship and its multiplicity of functions
Mtra. Edna D. Rosas Huerta
Bibliografia: SNAME PNA 2010
Ship Structural Components
A ship is constructed primarily as a network of welded
together cross-stiffened plates, sometimes referred to as a
“grillage” (in the “old days” – prior to the 1940s – all steel
ships were of riveted construction).
The plates are stiffened by welded girders or “stiffeners”, such
as I-beams, T-beams, angles, etc.
Ship structural Nomenclature for ship structural components is somewhat
components standardized, although also somewhat confusing to the
newcomer. The following figures illustrate nomenclature of
some of the important ship structural components.
The first illustration shows a perspective view. The second
illustration shows section views, with the port side showing
structural components which run longitudinally, and the
starboard side showing structural components which run
transversely.
CUADERNA
PLACA DE
CUBIERTA
TRACA CINTA
GEOMETRY AND MAMPARO
NOMENCLATURE PALMEJAR
OF STRUCTURAL PLACA DE
FORRO
BAO
ELEMENTS PUNTAL
TRACA DE
PANTOQUE
PLACA DE TRACAS, A, B, C
DOBLE TRACAS DE
QUILLA
FONDO APARADURA
TRACA DE
VAGRA
PANTOQUE
Traditionally, the term “keel” (or center vertical keel or CVK)
refers to the longitudinal center plane girder which runs along
the bottom of the ship (often loosely described functionally as
the ship’s “backbone”).
The term “plating” refers to thin structure, including the outer
“shell” plating (side and bottom plating), deck and inner bottom
plating, and bulkhead plating. The ship’s side and bottom shell
plating is typically arranged in longitudinal rows referred to as
Structural “strakes”.
Strakes may be designated either by letters or by specific noun
components names. The ‘A’ strake (also known as the Garboard Strake) is
the strake adjacent to the keel. Strakes may be designated by
successive letters outboard of the ‘A’ strake (see the top figure).
The strake located at the turn of the bilge is referred to as the
Bilge Strake. The upper-most strake (located at the deck edge)
is referred to as the Sheer Strake.
As you will learn, the shear strake experiences high stresses, so
it is often constructed from higher strength materials or of thicker
plating.
REF. DE
REFUERZOS REFUERZOS
CUBIERTA
LONGITUDINALES TRANSVERSALES
PLACA DE
CBTA.
TRACA CINTA
CARTELA
GEOMETRY AND
ESLORAS 2DA CBTA
NOMENCLATURE PALMEJARES
OF STRUCTURAL PUNTAL
ELEMENTS CUADERNA
VAGRAS
CUADERNA
QUILLA
CUADERNA
VARENGA
TRACA DE
APARADURA
The ship’s plating is stiffened by welded girders or “stiffeners”, which vary in name depending
on their location and orientation (in the “old days” everything was riveted instead of welded).
Longitudinals are stiffeners which run longitudinally (fore-aft) along the bottom of the ship, and
stiffen the bottom plating.
Stringers run longitudinally along the sides of the ship (nominally above the bilge strake) and
stiffen the side shell plating.
Deck girders run longitudinally and stiffen the various deck plating.
Frames run transversely from the CVK to the main deck, and stiffen the outer plating (bottom
plating and side shell plating).
Floors are the (usually) larger portion of the frames which run from the CVK to the bilge
strake. In addition to stiffening the bottom plating, the floors also function as foundations for
the inner bottom plating and also as tank boundaries and machinery foundations.
Deck beams run transversely and stiffen the various deck plating (note that deck beams run
transversely but deck girders run longitudinally – so deck beams are fundamentally
perpendicular to deck girders).
Single Hull
The sizes and spacing of longitudinal and transverse stiffeners vary in different types and
sizes of vessels for a number of reasons.
Some vessels have larger, closely-spaced frames with widely spaced longitudinals. This
type of framing system is referred to as “transverse framing”. Transverse framing systems
are usually designed for ships whose primary structural loads are hydrostatic or impact-type
loads, and are often found on shorter ships (such as workboats) and submarines.
Some vessels have closely spaced longitudinals and more widely-spaced frames. This type
of framing system is referred to as “longitudinal framing”. Longitudinal framing systems are
often chosen for ships whose primary loads are due to longitudinal bending (flexure).
Most larger ocean-going ships actually have what is referred to as “combination framing”
systems, which are better for dealing with combined loads (including hydrostatic,
longitudinal bending, torsion, racking, etc.). Most Navy surface ships are of this type.
Double bottom Hull
In addition to having different types of framing systems, some ships are constructed with
“single hull” or “single bottom construction”. This type of construction is often found on
smaller ships.
Most large modern ships are of “double bottom” construction (see illustration). Double
bottom construction has advantages of being stronger, providing volume in which liquids can
be stored without taking up valuable cargo space, and providing some damage resistance in
the bottom.
Double bottom construction has disadvantages of being more expensive to construct with
higher maintenance costs, and it also moves the neutral axis downward (increasing bending
stresses in the main deck).
Also note that many oil tankers are constructed as “double hull”, in which the entire bottom
and side shell are enclosed with an inner skin – this having a perceived advantage of being
less susceptible to oil spills, although this has been shown to be not necessarily the case.
Structural drawings provide details of structural arrangements, materials, construction methods,
etc.
Of the many structural drawings, the Midships Construction Drawing provides a section view (the
midships section), providing the details of the structure amidships (sometimes structural details for
other sections located fore and aft of midships are also indicated on this drawing).
In the following images, several example Midships Construction Drawings.
The first figure shows a midships section including a “deep frame” and other “scantlings”
(structural dimensions) for a double hull oil tanker, and the second figure shows a midships section
for a Navy destroyer (DD-963 class). The third figure is a midship section for a deck barge.
Structural plans
Midship section
Double Hull
Oil Tanker
Structural plans Midship
section
Navy Destroyer
Mid-section of a
deck cargo barge
¡END OF PRESENTATION!
