IOSR Journal of Engineering (IOSRJEN) www.iosrjen.

org
ISSN (e): 2250-3021, ISSN (p): 2278-8719
Vol. 05, Issue 05 (May. 2015), ||V1|| PP 45-55

Numerical Modelling Of Strength For Hull Form Components Of

A 700 Tonne Self-Propelled Barge Under Moment And
Operational Loading
Adumene Sidum and Nitonye Samson
Department of Marine Engineering, Rivers State University of Science and Technology Port Harcourt, Rivers
State, Nigeria

Abstract: - The design of vessel especially self propelled sea going barge is highly complex, considering the
various component needed to analyze. There are basic principle and method that is confirmed to the Lloyd’s
Register which are used in the analysis of this work. The principle of stability ratio and strength was used
against that of similarities of vessels for the determination of the barge dimensions. A numerical program was
used to check the result obtained using the dimensional analysis to calculate the centre of gravity of the self-
propelled barge transversely, longitudinally and vertically. The still water moment and wave moment modeling
was carried out to obtained the maximum bending moment and stresses that the structure would undergo during
operation. The result obtained shows that the barge would withstand a maximum bending stress of 83.33MN/m2
with a wave bending moment at sagging condition of about 18.846MNm. The vessel exhibit mechanical
strength and stability of moment loading condition and will withstand various form of stresses that would arise
during operations.

Keywords: - Barge, Self Propelled, Stability, Ship Resistance, Hull, Displacement

I. INTRODUCTION
A barge is usually a flat bottom vessel mainly used as cargo tankers, equipment supply carriers, Crain
platforms and support accommodation bases in offshore operation. Though most barges are pushed or pulled by
tug boat, this barge considered is to be a self propelled barge (Nitonye et al 2003).
Obviously, sufficiency of strength is one very important quantity necessary for the safety of a barge on
the sea voyage. If the barge structure is not sober enough for the sea and the load, it impress upon it, it will fail
in the primary function. The entire structure of the barge comparison of a steel plate, section and build-up girder
well interconnected in various ways to provide sufficient strength to withstand the forces acting upon the vessel
under every condition of service (Newton, 1970).
The framing system and analysis is adopted in order to meet the strength standard. There are two types
of framing system adopted; the transverse and the longitudinal system. A transverse system of framing made up
of floors, side frames and deck beam all join effectively together to encircle the hill from port to starboard and
effort transverse strength. A longitudinal framing system consist of longitudinal plead member of the shell, deck
and bulk head supported by deep transverse web frames spaced between transverse bulkhead running fore and
all which contribute to the longitudinal strength (Munro-Smith, 1997).
The longitudinal framing system set the orientation of plating stiffeners longitudinal which greatly
improve the artificial bulking strength of the plating under longitudinal compressive stress. In the analysis of
self-propelled barge strength, the longitudinal system of framing is adopted so as to withstand stress which
occurs when the vessel is hogging or sagging in cause of operation (Stephen, 2004).
A self-propelled barge is a single bottom vessel and the keel composes of the floors plate and sea
longitudinal bulkhead which run fore and aft. The vertical keep to the longitudinal bulkhead is made watertight
throughout the length between perpendiculars (LBP).
The hull of the self-propelled barge provides water-light covering; withstand water pressure, shearing
stress, tensile and compressive stresses. The girders, beams and stiffeners on the hull of the self propelled barge
are disposed such that they from a rigid connection with the shell planting. The weight of the hull and its
members form a good proportion of the total weight of the barge.
It is of prior important to localise damages of any compartment of the barge through adequate sub-
division of the space into separate water tight zones; using the deck, longitudinal and transverse bulkheads. The
decks contribute to the longitudinal strength of the barge and also keep the transverse form intact. The
bulkheads, apart from subdividing the space into compartments, helps in transferring the deck load to the bottom
of the barge, and also withstand the docking, axial and racking loads during operation. Also the stability of the
barge structure form and the trim during loading condition are calculated in this work. The stability evaluates
the vertical centre of geometry, longitudinal centre of gravity and the transverse centre of gravity.
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The general need for intact stability criteria arises due to the fact that actual ship designs suffer from
specific phenomena in rough weather that did not occur at those designs which were relevant when the intact
stability code was developed (Barber, 2002). The design of this system is to have a structure where the criteria
will account for a minimum stability limit require to that these minimum stability standards will provide the
barge with sufficient safety. Hence the dynamic criteria of the ship were developed to have the following
structural criteria to avoid large rolling angles, large acceleration to avoid broaching. Besides broaching which is
considering a maneuvering problem, pure loss of stability and parametric rolling was discovered to be relevant
phenomena which was related to a large rolling angles, provided the rolling damping is sufficient. The
strengthening of bulkheads against failure demands that all bulkheads should have the same strength that will
withstand water-pressure after damage has been done. Unsupported bulkheads of full loads drafts must be
avoided (Jerzy, 2004).
Many researchers in this field make use of both their experience and principal of similarity of vessels in
the determination of their principal dimension, while that of weight and centre of gravity are carryout through
the inclining experiment. But in this work, the principal dimensions and the centre of gravity is determine
through the use of stability ratio and centre of gravity by three dimensional analysis calculations. The structure
of the barge is designed to avoid sudden discontinuity of strength among the structural members in order to ease
out stress concentration and serious local stain. The barge is designed with sufficient stability to render perfectly
safe in any weather conditions and allow a margin of safety against the possible effect by increase of water.

II. MATERIALS AND METHODS

2.1 DESIGN ANALYTIC MODEL
The design analysis is based on the principle of comparing two similar vessels and the principle of
stability ratio. By applying the geometrically similar ship, the design displacement was approximated from the
known displaced.

Table 1: Principal particulars of 700 tonnage self propelled barge.

PARTICULARS UNIT VALUE
Length Overall m 35.00
Length Between m 33.45
Perpendicular
Breadth molded m 10.00
Breadth Extreme m 10.30
Speed Knots 8.1
Wetted surface m2 2498.96
area
Depth m 3.5
Draught m 2.5
Tunics Capacity m3 560

Stiffener spacing = 500mm Steel plate thickness = 8mm

Density of steel =7.89ton/m2 Length of bulkheads = 10.0m
Type of section angle from 102x102 x7.8 = Height = 3.5m
12.06kg/m (4) Number of bulkheads =8
LONGITUDINAL BULKHEADS Mass = 10x3.5x7.89x0.008x8 = 17.67tons
Steel plate thickness = 8mm SIDE PLATE
Height = 3.5m Steel plate thickness = 10mm
Length of bulkheads = 26.95m Length of side plating = 33.45m
Mass = 0.008x26.95x3.5x7.89 = 5.95tons Height = 3.5m
TRAINSVERSE BULKHEADS Number of side plating =2

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Mass = (33.45x3.5x1x0.01x7.89) = 18.47tons AFT PLATE

BOTTOM PLATE Length = 4.3m
Length = 31.45 Breadth = 10.0m
Steel plate thickness = 10mm Thickness = 10mm
Breadth = 10m Mass = 4.2x10x0.01x7.89 = 3.39tons
Number of plate =1 BRACKET
Mass = 31.45x10x0.01x7.89 = 24.81tons Steel of plate = 8mm
DECK PLATE Number of brackets = 160
Length = 35.00m Area = 0.02m2
Steel plate thickness = 10mm Mass = 0.02x0.008x7.89x160 = 0.20tons
Breadth = 10.0m LONGITUDINAL STIFFENER ON DECK
Number of plate =1 Longitudinal space = 500m
Mass = 35x10x0.01x7.89 = 27.62tons Breadth = 10m
FORE PLATE Number of longitudinal = 20
Length = 3.80m Length of longitudinal = 35.00
Breadth = 10.0m Section 102x102x7.8 = 1ks/n
Thickness = 10mm Mass = 35.00x12.00x20 = 8442kg = 8.442tons
Mass = 3.80x0.01x7.89 = 3tons

LONGITUDINAL STIFFENER ON SIDE PLATE

Height = 3.5m
Number of longitudinal = 14
Length of longitudinal = 33.45m
Mass = 33.45x12.06x14 = 5.67tons
LONGITUDINAL STIFFENER ON BOTTON PLATE
Breadth = 10m
Length of longitudinal = 3.8+4.3+31.45 = 39.55m
Mass = 39.55x12.06x18 = 8.59tons
VERTICAL STIFFENER ON BULKHEAD (Transverse)
Total Length of Stiffener
on Bulkhead = 441.0m
Mass = 441.0x12.06 = 5.31tons
VERTICAL STIFFENER ON LONGITUDINAL BULKHEAD
Length of stiffener = 185m
Mass = 185.0x12.06 = 2.28tons
TRANSVERSE WEB FRAMES SIDE TO SIDE
Total number of frame =5
Total length of web with frame = (3.5x4) + (4.4x4) = 31.6m
FLANGE
(2.9x4) + (4.4x4) = 29.2m = total flange length
TOTAL TRANSVERSE WEB FRAME LENGTH
31.6x29.2 = 60.8m
Mass = 60.8x0.01x450x7.89 = 10.79tons

2.2 WEIGHT AND CENTRE OF GRAVITY MODEL

The position of the centre of gravity of the self–propelled barge can be modeled by analytical or
experimental method. In evaluating the centre of gravity of a barge, different particle and the moment of each
particle is calculating by multiplying it’s weight by the distance from a reference plane, the weight and moment
of all the particles added as the total moment divided by the total weight. The centre of gravity is loaded only
when the three planes has been established. In barge calculation, the reference plane generally used are
horizontal plane through the base line, for the vertical transverse plane either through amidships or through a
forward perpendicular for the longitudinal location (LCG) as a vertical plane through the centre line to the
transverse position (TCG) (Munro-smith, 1997). From the analysis we have
K G from the keel of the barge = 243.449/136.02 = 1.7898
Centre of gravity from the centre of transversely
= 0.1458/136.02 = 0.00107m
The L.C.G. from the middle of the ship = -38.862ft/136.02 = -0.2857m

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It is therefore important that the weight and location of the centre of gravity be strolled at an early stage in the
design of the barge. The weight ands and the centre of gravity model are major film in determining the
adequately of the ship’s stability.

2.2.1 BARGE STRENGTH MODEL

The strength of a structure indicates its ability to withstand the stresses or loads imposed on it. Ship structure is
designed to provide adequate strength without yielding under the normal conditions of loading which it can be
expected to experience.
Loading stress
Mass of the steel structure = 142tons
Mass of engines = 50tons
Mass of cargo = 508tons

Area (A2) = Length x breadth = 29 x 10 =290m2 (1).

Area (A1) = Area a1 + Area a2 (2)
Area a1 =1/2 base x weight= ½ x3.0.x3 =4.5m2 (3)
Area a2 = length x breadth = 3x10 = 30m2
Therefore are a1 = 4.5 +30 =34.5m2
Total A1= 2A1= 34.5x 2 = 69m2
Total area of the structure = 2A1 +A2 = 69+290 = 359m2
Weight of area (A2) (4)
Uniformly distributed weight along the length of area
A2 = (5)

Weight of area (6)

Weight of area

Weight of area

Weight distribution on area (7)

Weight distribution m area
(8)
Where x varies from 0 to 3
When x = 0, weight distribution = O t/m
When x =1.5, weight distribution = 0.89t/m
When x = 3, weight distribution = 1.78t/m
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Total weight distribution on area (a1) average

Weight distribution on area (A1)
= weight a1 + weight a2 = 0.89 + 3.957 = 4.84t/m
Total weight distribution on area (A1)
= 2A1= 4.847 x 2 =9.694t/m

Uniformly distribution load along the entire structure

= 2A1+A2 = 9.694+3.957
=13.651t/a

Weight at each point:

At engine point

At cargo space

Buoyancy force

2.2.2 WEIGHT RESULTANT DIAGRAM

2.2.3 SHEARING FORCE AND BENDING MOMENT MODEL

A self propelled barge of length overall 35m and length between perpendicular 33.45m has the breadth of 10m,
depth 3.5m is loaded.
The barge is now assumed to poise statically on a wave of cosine form in which case the height of the wave of
any point about the still water wave is given as.
(9)
Considering the loading and the wave form from trough to crest, we have

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At a quarter length
Buoyancy moment = (10)

Mass moment (11)

Net moment = buoyancy moment- mass moment = 2926-2142.56 =783.44t/m
Still water bending moment = 783.44 x 9.81 x 153=7.694MNm
Considering the wave as a cosine form and with the crest at the ends
H= = (12)

Integrating the buoyancy gives the sharing force due to the wave

(13)

Wave shearing force =

Integrating the wave shearing forces gives the wave bending moment [2]
Wave bending moment =

The condition that the bending moment is zero at

Pulling
Wave bending moment at sagging condition
= still water moment + wave moment
= 7.6942+11.152= 18.846MNm

2.2.4 MODULUS AND STRESS MODEL

The mild steel properties include ultimate tensile strength (400-49MN/m2) or
(26-32 ton/in2), Yield stress (230-250mn/m2) or (15-16ton/m2) and Shearing strength (22ton/m2)
Stress (14)

Factor of safety (15)

Unit area (16)

Bending moment MB = Sm (17)

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Sm= sector modulus, = unit stress

(18)

C= distance from the neutral axis (a line parallel to the base line drawn through the centroid of all the effective
longitudinal strength members comprising the sector
I= sectional moment of Inertia about the neutral axis.

Barge traverse section Amidships

Thickness of plating = 10mm
Equal angle = 102+102+7.8mm
Fabrication web frame 300 +150mm +10mm

III. RESULTS AND DISCUSSION

Table 2 SECTION MODULUS

S/N Items Scantlings Area(a) Height
(h)
(cm) Cm2
1 Strength Deck 450x1 450 3.5
2 Bottom 500x1 500 0
3 Side plating 350x1 350x1 1.75
4 Longitudinal 350x0.8 280 1.75
bulkhead
5 Deck 15.37 15.37 3.445
longitudinal
6 Bottom 15.37 15.37 0.051
longitudinal
1610.74

Moment (ah) 2nd Moment (ah2) Local 2nd Moment (lo)

Cm2m cm2m2 cm2m2

1575 5512.5
0 0
612.5 1071.875 357.293
490 857.5
52.950 182.4128 144.257
0.7838 0.039977 133.257
2678.289 7624.3272 623.8076

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Figure 9: Load distribution curve on the barge in operation

Figure 10: Weight distribution curve of the vessels components

Figure 11: Stiffener induced load distribution on the vessel components

The results indicated that the point load (weight) is high at cargo space accounting for about 31% of the total
force acting on the vessel as shown in figure 9. Figure 10 indicated that the deck plate member have a weighted
ton of 27.62. This represents about 27.3% of the overall ton weight of the vessel.
The stiffener induced load on the vessel component is indicated by figure 11. This show that the longitudinal
stiffener on the bottom plate induced a weighted tons of about 8.59, representing about 28.4% of the total weight
induced by the stiffeners. The transverse web frame length has a total weight induced of about 10.79tons.
For Stress Modeling,
Neutral axis above base Zb=
2nd moment of area of half section about base
= = 764.3272+ 623.8076
= 8248.1348cm2m2 (20)
Less area x Z2 base
= 1610.74 x1.6627662 = 4453.359088
INA (half section) = 3794.775714cm2m2
INA (complete section) = 589.551428cm2m2
Z deck = 3.5-1.662766 =1.83723m
Z deck section modulus =

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= 4130.966 cm2m2 = 0.4130966m3

Z bottom section modulus =
= 4564.3475cm2m = 0. 45643475m3
Factor of safety is 3
Maximum design stress =

= = 83.33 MN/m2
Using the maximum bending moment induced or the steel structure
Stress on deck = = = 44.94MN/m2

Stress on base = 40.675MN/m2

Figure 12: Stress distribution curve

The stress induced curve show that the deck experiences much stress during loading and operation. It
indicated that the maximum limiting stress (vessel overall design stress) is 83.33MN/m2, which must not be
exceeded to ensure a safe operation of the vessel. This provides an operational loading limit for the barge
operators.
Also the principle of the beam-draught ratio was useful in the determination of the initial stability and nature
period of roll, since the barge is a box shape where the point of metacentre from the centre of gravity of
buoyancy (BM) = B2/12d. An increase in the beam means increase of the metacentre from the centre of
buoyancy. With an increase in breadth draught ratio, there would be an increase in resistance and transverse
stability. A decrease in the ratio would increase the rolling period of the barge and less resistance. Hence the
ratio must be such that vessel remains stable at all condition of loading with less resistance to ahead or astern
motion.
The draught-depth ratio was extremely important to large angle stability in this research since it
determine the point of deck edge immersion and reserve of buoyancy of a vessel for survivability. The greater
the freeboard at given draught, provided the centre gravity is not too high, the longer the sighting lower becomes
at considerable angle of inclination and also the greater the range of stability. It therefore confirms that with a
good beam, and metacentric height (GM), unless combined with sufficient freeboard, there is no guarantee for
either good range or lever of stability. Hence an increase in the ratio leads to a decrease in reserve of buoyancy
which endanger the life of the crews and vessel in case of any bilge(s) to one or two compartments.
The determination of the centre of gravity shows that references were taken from the three axis viz, from the
keel and amidships of the vessel. The centre of gravity of the lightship was numerically obtained. It involves the
determination of the mass and centroid of every item making up the total mass. The result shows that the
vertical centre of gravity KG is low, hence the barge is not top heavy which means that the structural reposition
of the material is in accordance to the specification.
The longitudinal centre of gravity from amidships shows that it is some distance aft of the amidships
which is of good importance for the efficient operation of the rudder and propeller without any statistical
disruption.
The GM value of 3.63m obtained indicates that barge will be stable after loading. It will therefore require larger
moment to incline the vessel and when inclined, she would tend to return more quickly to the initial position.
The longitudinal stability of the vessel was assessed at various trimming angle; and the moment to change trim
was calculated to enhance loading at any part of the barge. The tons per centimeter immersion (TPC) values of
3.43 ton/cm is required in order to know the quality of weight that would be added at point to increase or
decrease the draft by one centimeter.

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The strength of the model of the vessel assessed the various forces to which the barge structure is
subjected during its lifetime; the results of the analysis indicated that there is variation in the weight of the
structure throughout the length of the barge. Although the total weight of the vessel is balanced by the total
force of buoyancy, neither is it uniformly distributed throughout the vessel length. The result show that the
weight of each ends section exceeds the buoyancy which they provide at these sections, will since deeper into
the water. The load curve results indicate that there is difference between weight and buoyancy of each section
throughout the length of the barge. In still water, the uneven loading which occurs throughout the length of a
ship varies considerably with different conditions which may reach very high values.
In waves, additional bending moments are created. These being brought about by the uneven distribution
indicate the loading, the effect of the still water and wave buoyancy where the ship is constantly changing from
hogging to sagging condition. The result obtained from the still water and wave moment shows that the barge
would be sagging at the amidships. A barge is like an I-Girder in a loaded condition with a wave crest or
through amidships, the shearing force attains its maximum value in the vicinity of the neutral axis at about a
quarter of the barge’s length each end.
The minimum shear force is extended at the keel and on the top deck while the maximum bending moment
occurs at the keel and top deck.
The longitudinal stress was determined from the moment of inertia, section modulus at amidships.

IV. CONCLUSION
The research results obtained indicate that the deck would be in a compression stress while the bottom would be
on a tensile stress. The stress obtained is within the allowable stress hence the vessel structure would be able to
withstand the stresses that she will encounter during operations. Also the results of the longitudinal transverse
vertical centre of gravity and metacentric height showed that the barge would be stable at all normal condition
of loading.
In order to obtain the moment of inertia giving a safe stress with maximum material, the materials are disposed
further away from the neutral axis and most efficiently converted to have its designed share of the stress. Hence
the (strength) stress which the structure needed is withstands compare with the maximum allowable yield
stressed from Lloyd’s handbook indicated that the barge structure would withstand the hogging and sagging and
six motion of gyration that would undergo during the course of its service.
The analysis revealed that the hull form components weigh a total mass of 136.0ton and the moments along the
X, Y and Z components are 0.1458 ton-metre, -38.862 ton-metre and 243.449 ton-metre respectively. This show
that the barge can withstand a maximum stress of 83.33MN/m2, haven a bending moment induced on the deck at
44.94MN/m2 maximum and on the base at 40.6759MN/m2 maximum.

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