MARINE CONSTRUCTION &

WELDING

NA21003

Autumn 2019 P1
 Syllabus

1. Ships: Introduction & Classification

2. The Marine Industry

3. Loads on Ship & Structural Requirement

4. Ship Structure

 Basic Structural Components

 Structural Subassemblies
 Structural Assemblies
 Midship Sections*
 Structural Alignment & Continuity
 Syllabus

5. Materials & Construction

 Shipbuilding Materials
 Steel Material Preparation
 Plate Cutting
 Plate & Section Forming
 Syllabus

6. Welding

 Introduction
 Welding Parameters
 Fusion Welding Methods
 Solid State Welding
 Residual Stress and Distortion
 Distortion Control and Mitigation
 Welding defects

7. Nondestructive Testing

8. Accuracy Control

9. Ship Production
 Resources

Books:

This course:
 *Ship Construction by D.J Eyres & G.J Bruce
 Ship Design and Construction by Taggart/ Lamb (SNAME)

Naval Architecture basics:

 Introduction to Naval Architecture by E.C Tupper
 Basic Ship Theory by K.J Rawson & E.C Tupper
 Principle of Naval Architecture series (SNAME) (*further study)
Introduction
 Introduction

Shipbuilding is believed to have existed as early

as around 5000 years ago.

Through the ages shipbuilding evolved as oared

ships, sail ships, and with the industrial
revolution into steamships, diesel and gas turbine
powered, and nuclear powered ships.
Dugout Canoe
Approximately 95% of all goods are transported by
the world’s waterways today.
 Nature of Ship Structure

The ship size and principal dimensions are

determined by its mission requirement i.e.
intended service.

Other considerations:
Stability, low resistance, propulsive efficiency,
navigational limitations etc.

Within these constraints, the ship Dugout

structure
Canoe
must
be designed to sustain loads expected in the sea-
going environment.
Ship Design Phases: Design Spiral
 World Fleet
OTHER BARGES/
CARGO PASSENGER NAVAL SERVICE OTHER
VESSELS VESSELS VESSLES VESSELS INSHORE
VESSELS
General Cruise Aircraft Fishing
cargo ship ships carriers vessels Cargo
barges

Dry bulk Deep sea Submarines Offshore

carriers ferries vessels Tugs

Liquid bulk Short sea Large Anchor

carriers ferries surface handling
combatants tugs Towboats

Container Fast Small

surface Dredgers Small
ships ferries combatants passenger
vessels
Ro-Ro Amphibious Research
ships vessels vessels

Sea-going Ice-
Auxiliaries breakers
The Marine Industry
 The Marine Industry

The international marine industry can be structurally divided into

five groups:

1) SHIP DESIGN:

Naval architectural firms

University schools/ departments
Classification societies

2) SHIP CONSTRUCTION:

Shipbuilding industry: major, medium-sized, and small

shipyards
 The Marine Industry

3) MARINE MANUFACTURING:

Provide machinery, outfit, equipments, etc. to the shipyards

Main engine & other machineries

Propulsion system
Cargo-handling system
Steering and Mooring system
Navigation system etc.

4) SHIP OPERATION:

Government agencies, navies, multinational corporations,

independent operators etc. operating vessels
 The Marine Industry

5) SHIP REPAIR:
Mainly dry-docks used for maintenance and repair activities
Very large, large, small, and very small, depending on capacities
 The Marine Industry

The International Maritime Organization:

IMO, a specialized agency of the United Nations, is the global

standard-setting authority for the safety, security and environmental
performance of international shipping.

Role:
To create a regulatory framework for the shipping industry that is fair
and effective, universally adopted, and universally implemented.

Flag of Convenience:

The flag of a suitable country (with good political connections)

is adopted for official (taxation) purposes
 Characteristics of Shipbuilding industry

The shipbuilding industry requires a very wide range of

equipment, materials, and skills.

The characteristics are discussed through the following

aspects:

PRODUCT SIZE:

 Size varies from a few metres to a few hundred metres

 Built on land, and need to be put into water (launching)

 Industry involves production, launching, and operation aspects

 Characteristics of Shipbuilding industry

MANHOUR REQUIREMENT:

 Labour intensive industry with huge manhour requirement

 Production time typically varies from 1-4 years (ship size)

 Evaluation of manhour difficult due to overlapping and complex

activities involved
 Characteristics of Shipbuilding industry

MATERIALS USED:

 Wide variety of materials used for construction

 Engineering requirement followed by boarding and lodging facilities

for passengers and crew
 Characteristics of Shipbuilding industry

MULTIPLE SKILLS:

 Complex construction and mission requires a wide range of skills

 They include- welding, fitting, piping, mechanical, electrical, and

navigational equipment installation, air conditioning and
ventilation etc.

Dugout Canoe
 Characteristics of Shipbuilding industry

UNIT PRODUCTION:

 Customer driven unit production market

 Each unit different from others depending on the owner’s specific

requirements

 No provision for prototyping

Dugout Canoe
 Characteristics of Shipbuilding industry

SERIES PRODUCTION:

 More than one vessel with identical specifications

 ‘Sister ships’-
for medium to big vessels - 5-10
for smaller vessels – around 50 or more.

 Timeline of building sister ships different. The next vessel

production is started only when the previousDugout
one has progressed.
Canoe
Fabrication done separately.

 Some modifications based on feedback of sister ships in service.

 Characteristics of Shipbuilding industry

DELIVERY SCHEDULE:

 Inputs from the customer: Type of cargo, Volume/Weight of

cargo, Operation route, Cruising speed.

 Shipbuilder needs to work out the design, build strategy, delivery

schedule, and cost of the ship.

 Contract between builder and ship owner: delivery date, ship cost,
speed requirement
 Characteristics of Shipbuilding industry

SHIP SPEED:

 Cruising speed determines the number of round trips and hence

the generated revenue per year

 Higher speed means greater power requirement leading to higher

fuel consumption increasing operating cost

 Speed of operation to be decided in the contract between the ship

owner and builder
 Shipyards in India

PUBLIC PRIVATE

 Mazagon Dock Limited-  ABG Shipyard Limited

Mumbai  Bharati Shipyard Limited
 Cochin Shipyard Limited  L&T Shipbuilding Limited
 Hindustan Shipyard  Pipavav Shipyard (now
Limited- Visakhapatnam Reliance Defence and
 Garden Reach Shipbuilders Engineering Limited)
and Engineers- Kolkata

 Goa Shipyard Limited

 Naval Dockyards (Mumbai

& Visakhapatnam)
Loads on Ship & Structural
Requirement
 Loads on ships

Types of service loads:

 Static

 Slowly varying/ Quasi-static

 Rapidly varying
 Loads on ships

Static loads:

Do not change over a short period of time

 Stillwater loads: External hydrostatic pressure, buoyancy forces,

 Lightship weight items: machinery, fittings and fixtures, piping, steering

gear, other fixed equipments etc.

 Dead weight items: Cargo, fuel, water, provisions, crew, etc.

Loads on ships

Static loads on ship

 Loads on ships

Slowly-varying loads:

Time period slightly greater than the natural flexural periods of the ship’s
primary structure.
Caused due to wave actions and ship motions and considered quasi-static

Based on distribution, they may cause

 Longitudinal bending
 Transverse distortion (racking)
 Combinations (bending, racking and torsion/ twisting)
Loads on ships

Longitudinal Bending
Loads on ships

Racking
 Loads on ships

Rapidly-varying loads:

Dynamic loads with time period of the order of the natural periods of vibration
or flexure of the ships

Generally local in nature. Some examples:

 Slamming: Impact of the bow (forward) with the wave surface

 Springing: Hull girder vibrations due to oscillating wave loads
 Mechanical vibrations caused by operating propeller and machinery
 Loads due to combat and weaponry for naval ships
Slamming load

Bow flare slamming

Bottom slamming
 Static Equilibrium

Buoyancy Force on ship = Weight of ship

Static Equilibrium
 Shear Force & Bending Moment

 Local segments of the vessel may have more or less weight

than the local buoyancy

 Difference between weight and buoyancy curves gives the

shear forces along the vessel

f(x) = b(x) – w(x)

Shear Force:

Bending Moment:
Shear Force & Bending Moment
 Strength Considerations

Structural design of ships is based on the following strength

considerations to withstand the service loads:

 Longitudinal strength.

 Transverse strength.

 Torsional strength.

 Local strength.
 Longitudinal Strength

Ocean going vessels : L/B ~ 3 to 6 (slender structure)

Longitudinal strength is of prime importance.

Higher ship length results in higher bending moment

Structural members resisting longitudinal bending contribute towards

longitudinal strength.

Minimum length to effectively contribute towards longitudinal strength:

15% of the LBP
 Longitudinal Strength

Tensile and Compressive stresses to develop in the hull girder.

Maximum stress on deck and the keel plates as they are farthest
from the neutral axis.
 Longitudinal Members

 Main deck plate

 Deck longitudinal
 Inner and outer side shell
 Bottom shell
 Bottom shell longitudinal
 Central girder
 Side girder
 Longitudinal bulkhead etc.
 Transverse Strength

Transverse loading on ship hull may arise due to oblique waves

May cause deformation in transverse direction known as

‘Racking’ is transverse strength is not sufficient.
 Transverse Members

Main deck plate Subdivision transverse water tight

Deck transverses bulkhead
Deck beams Side shell frames and web frames
Continuous lower deck plate Plate Floors and water tight floors
Lower deck transverses
 Torsional Strength

In addition to bending, the transverse forces over the hull result

in torsional moments.

These moments may be caused by both static or dynamic

forces acting on the ship hull.
 Torsional Strength

Torsional strength important particularly in the case of

container ships: Deck openings large in comparison to the
breadth of the vessels

Additional torsional strength

 Providing box girder

 Double walled, i.e. cellular construction
 Local Strength

Local strength requirement assumes significance in the areas where the hull
structure is subjected to localized loading:

 Support bearings of propeller shaft

 Support structure for rudder stock
 Engine room base
 Derrick and crane foundation on the deck
 Forward end structure subjected to slamming load
 Forward most deck plating subjected to load due to shipping in of green
waters, etc.
 Local Strength

Provide additional stiffening members:

 Stringers in the side shell

 Centre line wash bulkhead in the ford end construction,
 Beams in the forward part of deck plating,
 Plate floors at every frame space in engine room,
 Increased scantlings and additional stiffeners in way of
seatings of deck machineries, etc.
 Structural Arrangement

Strength to weight ratio

A good design will provide for high strength to weight ratio, e.g.
frame spacing should be so chosen that for the required strength
the weight of the structure works out to be minimum.

If the functional requirement permits then the framing system

should be such which gives better buckling strength.
 Framing System

Stiffened plate panels (prefabricated)

• flat
• curved

Hull structure built as an assembly of stiffened pate panels.

Stiffeners in orthogonal direction (longitudinal and transverse

direction)

Longitudinal stiffeners and girders: Along the length of ship

Transverse stiffeners and frames: Perpendicular to the length

 Longitudinal Framing System

Longitudinal members often referred to as primary stiffeners

are closely spaced and the transverse members (secondary
stiffeners) are widely spaced
Longitudinal Framing System
 Transverse Framing System

The transverse frames or beams are the primary stiffeners. They

are closely spaced with widely spaced longitudinal girders or
stringers supporting them
 Preferred Framing System

Longitudinal framing system is generally preferable to

transverse framing system for the following reasons:

 The critical buckling stress in longitudinal framing system is

about 3.5 times higher than that of transverse framing system.

 Weight of stiffened panel with longitudinal framing is less

than that in transverse framing system, giving a higher
strength/weight ratio.