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Torsion and Shear Stresses in Ships

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DOI: 10.1007/978-3-642-14633-6_12

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Torsion and Shear Stresses in Ships
Mohamed Shama

Torsion and Shear Stresses

in Ships

123
Mohamed Shama
Faculty of Engineering
Alexandria University
Alexandria 21544
Egypt
e-mail: [email protected]

ISBN 978-3-642-14632-9 e-ISBN 978-3-642-14633-6

DOI 10.1007/978-3-642-14633-6

Springer Heidelberg Dordrecht London New York

Library of Congress Control Number: 2010933503

Ó Springer-Verlag Berlin Heidelberg 2010

This work is subject to copyright. All rights are reserved, whether the whole or part of the material is
concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation,
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Springer is part of Springer Science+Business Media (www.springer.com)

To my wife
For her love, patience, encouragement
and support

To my late parents
For their continuous care and
encouragement

To my students
Whose enthusiasm and hard work have
encouraged me to prepare the course
material of this book.
Preface

In the last few decades, much research work was conducted to improve ship
structure analysis and design. Most of the efforts were directed to improve the
strength of hull girder and to use the method of finite element analysis more
efficiently and effectively. Because of the high degree of complexity of ship
structures the interaction between hull girder strength and local strength require
special attention. Any structural element of the ship hull girder is subjected to
several types of stresses including the fabrication and residual stresses. The
stresses induced by hull girder and local loadings include the primary stresses,
secondary stresses and tertiary stresses. Local loading comprises tensile, com-
pressive, lateral, shear and torsion loadings. This complex system of stresses could
produce unacceptable deformations and high values of equivalent stresses. Most of
the methods commonly used for ship structure analysis and design focus on the
stresses induced by hull girder bending and shear as well as the stresses induced by
local lateral loadings.
This book is intended to cover an area of ship structure analysis and design that
has not been exhaustively covered by most published text books on ship structures.
Also, it addresses a very complex subject in the design of ship structure and presents
it in a simple and suitable form for research students and practicing engineers.
In addition it presents the basic concepts of the methods and procedures
required to calculate torsion and shear stresses in ship structures.
Moreover, it presents valuable analysis and design material on torsion and shear
loading and stresses. The book therefore should be very useful for practicing naval
architects and students of marine engineering and naval architecture. The book is
enhanced with a set of some solved and unsolved problems.

vii
Outline of the Book

The book is composed of three parts: Part I is devoted to Torsion stresses in ships;
Part II is concerned with Shear stresses in ships, whereas Part III is specialized to
modeling the aforementioned methodology as separate subjective modules man-
aged by a main executive program.
Part I of this book introduces the basic elements of pure torsion of uniform
thin-walled open sections are presented. The various cases of local torsion loading
on beam elements are presented. The basic equations of torsion of thin-walled
closed sections, multi-cell box-girders and the general case of combined thin-
walled open and closed sections are given.
Torsion of a thin-walled variable section beam subjected to non-uniform torque
for both cases of free warping and constrained warping are considered. Warping
deformations and flexural warping stresses of thin-walled sections are also pre-
sented for different types of loading and end constraints. Warping deformations
and stresses in deck structure of container ships are highlighted.
Solution of the torsion equation for an assumed two distributions of torsional
loading of container ships traveling obliquely in a sea-way is presented. The
method of calculation is based on using an idealized ship section for calculating
the sectorial properties of the ship section (principal sectorial area diagram, sec-
torial static moment). The position of the shear centre, torsion constant Jt and the
warping constant J(x), the shear and flexural warping stresses are then calculated.
The total stress in the deck plating of a container ship due to hull girder bending
and torsional loading is discussed. A numerical example is given to clarify the
calculation procedure.
Chapter 5 gives the basic concepts and calculation procedure of the sectorial
properties of open sections. Chapter 6 gives a general solution of the torsion
equation.
Part II of this book presents the basic principles and concepts of shear flow,
shear stress, shear deformation and the application of these principles to ship
structure. The shear lag effect in thin-walled structures resulting from the effect of
shear stress on bending stress is presented.

ix
x Outline of the Book

Methods of calculating the distribution of shear flow and stresses over sym-
metrical and asymmetrical thin-walled open sections are given.
Shear centre for symmetrical and asymmetrical thin-walled sections is
explained. The distribution of shear stresses over thin-walled single and multi-box
girders is given. The methods of calculation are explained and supported by
numerical examples.
Methods of calculation of the distribution of shear flow and stress over ship
sections are addressed. The methods of calculation are based on the introduction of
a simplified idealization of ship section using an effective thickness for the shell
plating and the attached stiffeners. For ship sections having closed boxes, a cor-
recting shear flow is introduced to eliminate any torsional distortions induced by
the assumed shear flow distribution.
The method is used to calculate the shear flow distribution over ship sections of
single and double deck cargo ships and oil tankers with one and twin longitudinal
bulkheads. A method for calculating shear load carried by the side shell plating
and longitudinal bulkheads is given. The importance of calculating the distribution
of shear stresses over ship sections of the hull girder is emphasized so as to
determine the maximum allowable shearing force for a given ship section.
A damage occurring in any part of the ship structure will cause redistribution of
the shear and bending stresses over the remaining intact structural members. Some
structural members will be over stressed and others may be lightly stressed. The
shear stress distribution over ship sections experiencing local damages is examined
so as to ensure adequate safety of the overloaded structural members.
Shear loading on ship hull girder is given together with shear force distribution
for alternate hold loading in bulk carriers.
Bulk carriers experience unique problems which result from the particular
structural configuration and loading of these ships (alternate hold loading system).
In bulk carriers, the longitudinal vertical shearing force is carried by the side
shell plating, top wing tanks, and hopper tanks. The side shell, therefore, may carry
a high proportion of the longitudinal vertical shearing force. Consequently, shear
stresses in the side shell plating may reach unfavorable values. Shear buckling, or
high values of combined stresses, may occur in some panels in the side shell
plating. Adequate measures should be taken, therefore, to prevent the initiation of
instability and high stresses. The effect of using alternate hold loading system on
the magnitude and distribution of shear loading along ship length is presented.
In order to calculate the shear stress distribution over a typical ship section of a
bulk carrier, the ship section is idealized by a simplified configuration so as to
reduce the laborious calculations associated with shear flow distribution. The
idealized structure should affect neither the magnitude nor the distribution of shear
flow distribution around the top wing tanks, hopper tanks, and side shell. Proce-
dures for calculating shear flow and stresses in bulk carriers are given in derail.
Part III of this book is specialized to modeling the aforementioned method-
ology as separate subjective modules managed by a main executive program
namely PROPÒ. FORTRANÒ is the programming language in which the modules
are written. The program has been written from scratch by Dr. K. A. Hafez,
Outline of the Book xi

Department of Naval Architecture and Marine Engineering, Faculty of Engi-

neering, Alexandria University, Egypt.
For any arrangement of rectangular cross sections, PROPÒ calculates their
physical, sectional, sectorial properties, and the shear center of closed, opened, and
combined cross sections. Also, the interested researcher may use the attached
standard mathematical subroutines to manipulate the distribution of the sectional
and/or sectorial properties together with their first few derivatives.
The information gathered in this program is expected to be sufficient for the
first glance without going into more detailed discussion. However, for further
details of the formulations and their associated computer programs, the interested
researcher may consult the appropriate subjective chapters of this book, or he may
refer to the listed references at the end of the book. All of the surveyed formu-
lations and their associated computer program are computationally fast using the
standard IBMÒ compatible computers, without any special requirements of the
hardware configuration.
One of the main goals of the PROPÒ program is the easy possibility of addition
to and deletion of functional modules as required. The program is not an opti-
mization routine but still considered to belong to the preliminary structural design
stage without any economical or optimization consideration.
Finally, this part includes three solved examples that surely help in tracing the
algorithm of the PROPÒ program and understanding the way of input and output.
Also, for the interested students and/or researchers a collection of non-solved
problems is introduced.
Acknowledgments

I would like to thank Dr. K. A. Hafez, for receiving and correcting the presentation
of this book and also for enhancing the value of the material presented herein by
adding the source list and output of his computer program in Chapter 12. Also, I
wish to thank all my graduate and undergraduate students who inspired me to write
this book.

xiii
Chapter 12
Programming Implementation

12.1 Introduction

The aforementioned methodology and its associated numerical examples are

modeled as separate subjective modules managed by a main executive program
namely PROPÒ. FORTRANÒ is the programming language in which the modules
are written. Attached to the program are four standard mathematical subroutines,
beyond a few accessories subroutines that function as follows
i. GAUSELM: solves a linear system of equations which are required for the
calculation of shear center in multi-cell closed section.
ii. SIMPUN: calculates the area under a curve using Simpson’s integration rules
for both equal and unequal intervals.
iii. DPLINT: determines the polynomial which interpolates a set of discrete data
points.
iv. DPOLVL: calculates the value of a polynomial together with its first NDER
derivatives, where the polynomial was produced by a previous call to
DPLINT.
For any arrangement of rectangular cross sections, e.g., vertical, horizontal, or
inclined, PROPÒ calculates their physical properties, e.g., the centre of area, the
principal axes together with the corresponding principal moments of inertia and
the other sectional area properties, the shear center of closed, opened, and com-
bined cross sections, in addition to the sectorial properties of the thin walled
sections. Also, the interested researcher may use the attached standard mathe-
matical subroutines to manipulate the distribution of the sectional and/or sectorial
properties together with their first few derivatives (if necessary).
The information gathered in this program is expected to be sufficient for the
first glance without going into more detailed discussion. However, for further
details of the mentioned formulations and their associated computer programs, the
interested researcher may consult the appropriate subjective chapters of this book,
or he may refer to the listed references at the end of the book. All of the surveyed

M. Shama, Torsion and Shear Stresses in Ships, 213

DOI: 10.1007/978-3-642-14633-6_12, Ó Springer-Verlag Berlin Heidelberg 2010
214 12 Programming Implementation

formulations and their associated computer programs are computationally fast

using the standard IBMÒ compatible computers, without any special requirements
of the hardware configuration.
One of the main goals of the PROPÒ program is the easy possibility of addition
to and deletion of functional modules as required. The program is not an opti-
mization routine but still considered to belong to the preliminary structural design
stage without any economical or optimization consideration.

12.2 Program List

Following is the detailed listing of the PROPÒ program:

12.2 Program List 215
216 12 Programming Implementation
12.2 Program List 217
218 12 Programming Implementation
12.2 Program List 219
220 12 Programming Implementation
12.2 Program List 221
222 12 Programming Implementation
12.2 Program List 223
224 12 Programming Implementation
12.2 Program List 225
226 12 Programming Implementation
12.2 Program List 227
228 12 Programming Implementation
12.2 Program List 229
230 12 Programming Implementation
12.2 Program List 231
232 12 Programming Implementation
12.2 Program List 233
234 12 Programming Implementation
12.2 Program List 235
236 12 Programming Implementation
12.2 Program List 237
238 12 Programming Implementation
12.2 Program List 239
240 12 Programming Implementation
12.2 Program List 241
242 12 Programming Implementation
12.2 Program List 243
244 12 Programming Implementation
12.2 Program List 245
246 12 Programming Implementation
12.2 Program List 247
248 12 Programming Implementation
12.2 Program List 249
250 12 Programming Implementation
12.2 Program List 251
252 12 Programming Implementation
12.2 Program List 253
254 12 Programming Implementation
12.2 Program List 255
256 12 Programming Implementation
12.2 Program List 257
258 12 Programming Implementation

12.3 Solved Problems

(1) Figure 12.1 shows a cross section having 3 closed cells.

The centroid and the principal axes of the whole cross section are calculated
using the program PROPÒ.and tabulated in Table 12.1.
The unknown redundant shear flows Q1, Q2, and Q3 at the 3 artificial cuts of the
3 closed cells are obtained simultaneously and having the values: Q1 = -0.0025,
Q2 = -0.056, Q3 = -0.130. Figure 12.2 shows the shear forces in the open cells.
The shear flow due to cells openings are shown in Fig. 12.3, whereas the
corresponding shear forces are shown in Fig. 12.4.

Fig. 12.1 Cross section of a 3 closed cells

12.3 Solved Problems 259

Table 12.1 Geometrical properties of the 3 closed cells section

Geometrical constants
Area A = 2.400 in2
Centroid xc = 4.417 in, yc = 1.000 in
Principal moments of inertia IX = 2.002 in4, IY = 20.8884 in4
Direction of principal axes H = 0.000°

Fig. 12.2 Shear forces in open cells

Fig. 12.3 Unknown shear flow due to cells openings

Fig. 12.4 Shear forces due to the unknown shear flows

260 12 Programming Implementation

Fig. 12.5 Final shear forces in the closed cells

Fig. 12.6 C-channel section

Table 12.2 Geometrical, shear, and warping properties of the C-rolled section
Area A = 447.04 mm2
Centroid xc = 20.205 mm, yc = 0.0 mm
Principal moments of inertia Ixx = 1.226 9 106 mm4, Iyy = 0.255 9 106 mm4
Polar moment of inertia (Torsion constant) J = 0.381 9 103 mm4
Shear center position (wrt the arb. xs = -29.60 mm, ys = 0.0 mm
selected coord. sys.)
Warping constant Ix = 829 9 106 mm6
12.3 Solved Problems 261

Fig. 12.7 Distribution of the principal sectorial coordinate, x(s)

Fig. 12.8 Distribution and direction of the sectorial shear functions Sx(s)
262 12 Programming Implementation

Table 12.3 Geometrical, shear, and warping properties of a container ship

Area A = 2.21 mm2
Centroid xc = 0.0 m, yc = 6.24 m
Principal moments of inertia Ixx = 100.46 m4, Iyy = 331.83 m4
Polar moment of inertia (Torsion constant) J = 5.6685 m4
Shear center position (wrt the arb. selected coord. sys. x, y) xs = 0.0 m, ys = 8.30 m
Warping constant Ix = 21851 mm6

Fig. 12.9 Midship section of a container ship

Fig. 12.10 Sectorial area of a container ship

 12.3 Solved Problems 263

Fig. 12.11 Sectorial moment of a container ship

Finally, the final shear forces in the given 3 closed cells section are shown in
Fig. 12.5.
The location of the shear center with respect to the principal axes is (-0.08000 ,
0.000).
(2) Figure 12.6 shows an open cross section ‘‘C rolled section’’.
The geometrical, shear, and warping properties of the C-cross section are cal-
culated using the program PROPÒ and tabulated in Table 12.2.
Figures 12.7 and 12.8 shows the distribution and direction of the principal
sectorial coordinate x(s), and the sectorial shear function Sx(s) respectively.
(3) Figure 12.9 shows a typical open midship section of a container ship.
The geometrical, shear, and warping properties of the cross section are calcu-
lated using the program PROPÒ and tabulated in Table 12.3.
Figures 12.10 and 12.11 shows the distribution and direction of the sectorial
area, and the sectorial moment of area of the given container ship respectively.

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