Ship Structural Design I

Prepared by:
Dr. Ahmed Elhewy
Naval Architecture and Marine Engineering Department
Faculty of Engineering
Alexandria University

Third Year (2019-2020)

Dr.Ahmed Elhewy 2019-2020 1

• Time Table : 2 Lectures/Week
- Saturday
• Course Total Marks (150)
-Total Term work (45) Marks = 25 Midterm,
20 Term Work
-Final Exam (105) Marks

Dr.Ahmed Elhewy 2019-2020 2

 Course Contents
• Introduction
• Hull Girder Loads and Response.
• Geometric Characteristics of Ship Hull Section.
• Hull girder bending and Shear stresses.
• Un-stiffened and stiffened panels design.
• Introduction to FEA.
• Introduction to ship structural reliability.
• Fatigue of ship Structures.
• Classification Rules.

Dr.Ahmed Elhewy 2019-2020 3

 References
• Ship Structural Design

• Basic Ship Theory Volume 1

• Ship Stability for Masters and Mates
•Ship Design and Construction.

Dr.Ahmed Elhewy 2019-2020 4

 Course Objectives

Upon completion of this course, the student should be able to:

Perform a preliminary structural design of a ship. This includes

demonstrating a basic understanding of the sources of structural
loads, types and control of material stresses, primary and
secondary structural failure modes, classification society rules,
factors of safety and material selection.

Apply basic hull girder analysis for the design of a ship structure,
including calculations of vertical global hull girder bending
loads, section modulus, and bending stresses.

Dr.Ahmed Elhewy 2019-2020 5

 Introduction
• Function of Ship Structure
- Toprovide a watertight envelope and subdivision ( mainly by bulkheads)
and decks to support payload.

• Efficiency of Structure
-Measured by the structural weight.
-But more usually by cost ( initial cost + total life cost)

• Reliability of Structure
- Sought by having marine structure classed.
- Quality assurance inspections.
- Materials tests during construction.
- Feedback of structural damage during services.
Dr.Ahmed Elhewy 2019-2020 6
Essential stages should include:
• Specification of function load requirements.
• Determination of significant load action.
• Determination of significant failure modes and serviceability.
• Specification of constraints – geometrical and behavioural
• Choice of design variables –materials , form, layout, scantlings.
• Specification of objective function-cost , weight or some compromise.
• Optimization
• Addition of wastage margin.

Dr.Ahmed Elhewy 2019-2020 7

The Ship Structural Design Process
Designing a ship’s structure follows the same basic process as designing any
structure. It is an iterative process with many compromises. The basic steps
include:

1-Environmental Operating Conditions Determination

2- Geometry Determination
3- Load Determination
4- Boundary Condition Estimation
5- Analytical Method Selection
6- Analysis (material selection)
7- Optimization (cost, weight and others)
8- Documentation (specs and drawings)

An example of a flowchart method for ship structural analysis is (from Hughes):

Dr.Ahmed Elhewy 2019-2020 8

Dr.Ahmed Elhewy 2019-2020 9
Structural Failure
In the world of structural design, two criteria are generally used as each
has different approaches to its analysis. The two criteria can be illustrated
through a simple example: a crane boom. It is easy to visualize that the
boom can fail by “breaking”. It could be that the load exceeds the
strength and the boom fractures. The solution might be to specify a
stronger material. Some polymers such as synthetic rubber are “stronger”
than many steels. Does it make sense to build a crane boom out of
rubber? Probably not, as the deflection would be too large. A structure
that deforms beyond allowable limits “fails” and is just as useless (and
possibly as dangerous) as one that breaks.

Dr.Ahmed Elhewy 2019-2020 10

The point is that an engineer has to consider whether a design is
“strength-driven” or “stiffness-driven”. The first requires analysis that
uses stresses and strengths. The second requires an analysis that
predominantly uses the stiffness constants such as the modulus of
elasticity.

As the most modes of failures are caused by the failure of strength-

driven designs. Whether a structure will fail is typically determined (in
the Working Stress Design Method) by calculating the Factor of Safety.
In design, regulations and common sense indicate that the minimum
factor of safety should be greater than one. Most design codes in practice
today have a minimum acceptable factor of safety of at least two for
most failure modes, and at least three for buckling. The American
Bureau of Shipping (ABS) has factors of safety ranging from 1.5 to 8,
depending on the application’s criticality and the load uncertainty.

Dr.Ahmed Elhewy 2019-2020 11

FOS = SF = n = Capacity/Load = Strength/Stress =

A visual way to look at Factor of Safety in a real world, probabilistic

method is by comparing the probabilistic distributions of the stress and
strength. The loads are uncertain in most cases, so a “one hundred year
event” might cause a very high stress. Similarly, a particularly weak
batch of steel may give very low strengths. If the high load occurs
when a low strength occurs, failure will occur. In the figure below, the
difference between the two means is the safety margin, which is a
function of the factor of safety. The shaded area represents where
failure will occur.

Dr.Ahmed Elhewy 2019-2020 12

Dr.Ahmed Elhewy 2019-2020 13
Strength is a material property such as:
Tensile ultimate strength, compressive yield strength, …

The common strength-driven failure modes in the marine environment

are:
- Tensile Stress
- Compressive Stress
- Shear Stress
- Bending (or Flexural) Stress
- Buckling (Compression or Shear) Stress
- Fatigue Damage
- Corrosion

Dr.Ahmed Elhewy 2019-2020 14

 Components of a Ship’s Structure

Dr.Ahmed Elhewy 2019-2020 15

 Longitudinal Structural Components

Starting from the keel to the deck:

• Keel
- Large center-plane girder
- Runs longitudinally along the bottom of the ship
• Longitudinals
- Girders running parallel to the keel along the bottom
- It provides longitudinal strength

Dr.Ahmed Elhewy 2019-2020 16

• Stringer
- Girders running along the sides of the ship
- Typically smaller than a longitudinal
- Provides longitudinal strength

• Deck Girder
- Longitudinal member of the deck frame (deck longitudinal)

….Primary role of longitudinal members :

Resist the longitudinal bending stress due to sagging and hogging

Dr.Ahmed Elhewy 2019-2020 17

 Transverse Structural Components

Starting from the keel to the deck:

• Floor
- Deep frame running from the keel to the turn of the bilge

• Frame
- A transverse member running from keel to deck
- Resists hydrostatic pressure, waves, impact, etc.
- Frames may be attached to the floors (Frame would be the
part above the floor)

Dr.Ahmed Elhewy 2019-2020 18

• Deck Beams
- Transverse member of the deck frame

• Plating
- Thin pieces closing in the top, bottom and side of structure
- Contributes significantly to longitudinal hull strength
- Resists the hydrostatic pressure load (or side impact)

•Primary role of transverse members : to resist the hydrostatic loads

Dr.Ahmed Elhewy 2019-2020 19

 LONGITUDINAL TRANSVERSE
MEMBERS MEMBERS

DECK
GIRDERS

STRINGERS

PLATING

LONGITUDINAL

KEEL

FLOOR

Dr.Ahmed Elhewy 2019-2020 20

The ship’s strength can be increased by:
- Adding more members
- increasing the size & thickness of plating and structural pieces

All this will increase cost, reduce space utilization, and

allow less mission equipment to be added

Optimization

• Longitudinal Framing System

• Transverse Framing System
• Combination of Framing System
Dr.Ahmed Elhewy 2019-2020 21
 Longitudinal Framing System
Primary role of longitudinal members : to resist the
longitudinal bending stress due to sagging and hogging
• A typical wave length in the ocean is 100 m. Ships of this
length
or greater are likely to experience considerable longitudinal
bending stress

• Ship that are longer than 100 m (long ship) tend to have a
greater number of longitudinal members than transverse
members

Longitudinal Framing System :

- Longitudinals spaced frequently but shallower
- Frames are spaced widely
Dr.Ahmed Elhewy 2019-2020 22
• Resulted from need for more longitudinal
strength as ships became larger

• All supporting structure runs in the longitudinal

direction

• System of “girders” and “longitudinals”

Girders main role is to carry long’l load
longitudinals are “beam-columns” in that they
perform two roles -
• supporting plating against hydrostatic pressure
• carrying longitudinal loads

Dr.Ahmed Elhewy 2019-2020 23

Characterized by:
-Closely spaced longitudinal members (longitudinals or
girders) - 20 to 40 inches apart

-Widely spaced, very large, transverse frames - 10 to

30 feet apart.
Frames referred to as “deep web frames”

- Alignment of structure in the longitudinal direction -

increases load carrying capacity

Dr.Ahmed Elhewy 2019-2020 24

 Longitudinal Framing System

Dr.Ahmed Elhewy 2019-2020 25

Dr.Ahmed Elhewy 2019-2020 26
Advantages
- Very efficient use of material
- Sound engineering approach for vessels of all sizes
- Cheaper for large vessels

Disadvantages
- Large web frames make stowage of bulk cargoes
difficult
- Large frames make for difficult accessibility, routing
of piping, cabling, etc.

Dr.Ahmed Elhewy 2019-2020 27

Dr.Ahmed Elhewy 2019-2020 28
Dr.Ahmed Elhewy 2019-2020 29
Dr.Ahmed Elhewy 2019-2020 30
Dr.Ahmed Elhewy 2019-2020 31
Dr.Ahmed Elhewy 2019-2020 32
Dr.Ahmed Elhewy 2019-2020 33
Dr.Ahmed Elhewy 2019-2020 34
Dr.Ahmed Elhewy 2019-2020 35
Dr.Ahmed Elhewy 2019-2020 36
 Transverse Framing System
•Primary role of transverse members : to resist the hydrostatic loads

• Ships shorter than 100 m and submersibles

•Transverse Framing System:

- Longitudinals are spaced widely but deep.
- Frames are spaced closely and continuously

•Transverse members: frame, floor, deck beam, platings

Dr.Ahmed Elhewy 2019-2020 37

• Oldest System – Smaller vessels
- Based on analogy to human body
Backbone  Keel Skin  Plating
Ribs  Frames
• Keel - primary longitudinal member
• Characterized by:
- Closely spaced transverse frames
Relatively small frames spaced 20” to 40” apart
- Few longitudinal members
Keel & plating carry most of long’l load

Dr.Ahmed Elhewy 2019-2020 38

Dr.Ahmed Elhewy 2019-2020 39
 Advantages
Very efficient use of materials for small ships
Easy to build
Lots of cargo space

Disadvantages
Poor longitudinal strength for large ships
Requires excessively thick plating as the ship gets larger

Dr.Ahmed Elhewy 2019-2020 40

 Combination Framing System
Sensible use of the best of the other framing
systems
-Decks and bottom are longitudinally framed

- Sides and long’l bulkheads are transversely

framed
Why?
-Largest bending stresses in the deck & bottom

- Transversely framed sides allows for smaller

frames - more cargo space
Dr.Ahmed Elhewy 2019-2020 41
Dr.Ahmed Elhewy 2019-2020 42
Advantages
Most effective use of structure and space
Very good system when used with double bottom
construction
Disadvantages
More expensive to construct
Not as strong in the longitudinal direction as a
longitudinally framed ship

Dr.Ahmed Elhewy 2019-2020 43

 Bottom Structure
1- Single Bottom Construction
- Usually found on tankers & small ships
- Bottom transverse frames are known as “floors”
• Floors are vertical structural members!
• Floors support bottom plating - transfer the load to
keel (& keelsons) and side frames
- Can be used with any framing system

Dr.Ahmed Elhewy 2019-2020 44

 Single Bottom Construction

Dr.Ahmed Elhewy 2019-2020 45

2- Double Bottom Construction
- Advantages over Single Bottom Construction
• Stronger - provides more longitudinal material
• Provides volume in which to store liquids without
taking up cargo space
• Provides damage resistance in the bottom

- Disadvantages
• More expensive to construct
• Moves neutral axis of the ship down - causing higher
stresses in the deck

Dr.Ahmed Elhewy 2019-2020 46

Dr.Ahmed Elhewy 2019-2020 47
 Midship
Section

175,000 DWT
Tanker
LWL = 1027 ft
B = 158 ft
D = 83.75 ft
T = 54.25 ft

Dr.Ahmed Elhewy 2019-2020 48

 Midship
Section
105,000 DWT
Bulker
LWL = 818.3 ft
B = 124.7 ft
D = 69 ft
T = 50.75 ft

Dr.Ahmed Elhewy 2019-2020 49

 Component Identification

Dr.Ahmed Elhewy 2019-2020 50

 Shell Plating Nomenclature
- Strake - a course , or row, of shell, deck,
bulkhead or other plating
- Garboard Strake - strake of bottom plating
adjacent to the keel plate
- Sheer Strake - uppermost strake of side shell
plating
- Deck Stringer - strake of deck plating
adjacent to the sheer strake

Dr.Ahmed Elhewy 2019-2020 51

 Shell Plating Plan
Deck Stringer

Sheer Strake

Simplified midship
section showing shell
plate straking plan
Weld Seam Symbol

Bilge Strake

Garboard Strake

Dr.Ahmed Elhewy 2019-2020 52

Dr.Ahmed Elhewy 1
 •There are many forces acting on a ship. How they act is
largely determined by the purpose the ship was built for.
Forces on a tugboat will be different from the forces acting on
a container ship. The types of forces that occur in waves are
the same for every ship but the magnitudes and points of
action depend on the shape of the ship below the waterline.
The pattern of forces on a ship is very complicated and
largely depends on the following parameters:
The weight of empty ship
The weight of the cargo, fuel, ballast , provisions, etc,.
Hydrostatic pressure on the hull applied by the water
Hydrodynamic forces resulting from the movement of the ship in the waves
Vibrations caused by the engines, propeller, pitching
Incident forces caused by docking, collisions
Dr.Ahmed Elhewy 2
 These and other forces cause the ship to be deflected. When the
forces stops acting, the ship will regain its original shape . Every
ship is different and some have more or less of this flexibility. If,
however, the forces exceed a certain limit, the deformation can be
permanent.

The static forces can best be considered by imagining the ship to be

floating in equilibrium in still water. The forces are two in number;

The weight of the ship and all that it carries acting vertically
downwards.

The hydrostatic pressure acting perpendicular to the outside surface of

the ship.

Dr.Ahmed Elhewy 3
  Since the ship is floating in equilibrium these hydrostatic pressures
must produce first of all a vertical components which is exactly equal
to the weight. The pressure will also have longitudinal and transverse
components, but the resultants of these must be equal to zero since the
ship is at rest.
If the buoyancy per unit length is considered then the buoyant force is
given by:
A* density of fluid
Where
A is the immersed cross-sectional area of the ship

Dr.Ahmed Elhewy 4
 The curve of buoyancy per unit length has ordinates
which are simply proportional to the immersed area of the
sections of the ship.

The weight per unit length depends mainly upon how the
various items making up the total are placed in the ship. It
will depend to some extent on the general arrangement of
the ship and only to a minor extent on the ship form. It will
depend also on density of cargo, fuel and on where the
spaces of these items are situated.

Dr.Ahmed Elhewy 5
If b buoyancy per unit length
w weight per unit length
L
Total buoyancy = Δ =  b dx
0 L L
L
 b dx =  w dx
Total weight = Δ =  w dx 0 0
0

Dr.Ahmed Elhewy 6
 Force on part of structure from zero to x =
x x

 b dx -  w dx
0 0

This represents a shearing force on the ship which is leading to

push the portion to the left of x up or down relative to
the portion to the right, according to whether the buoyancy
or the weight is in excess.

Dr.Ahmed Elhewy 7
Dr.Ahmed Elhewy 8
Dr.Ahmed Elhewy 9
 Mw =  w dx
Mb =  b dx
Net moment =  b dx -
 w dx
This represents a bending moment which is causing the
ship to bend in a longitudinal vertical plane like a beam.

Dr.Ahmed Elhewy 10
 Shearing force and bending moment curves

Dr.Ahmed Elhewy 11
Dr.Ahmed Elhewy 12
Dr.Ahmed Elhewy 13
Dr.Ahmed Elhewy 14
Dr.Ahmed Elhewy 15
 Explaining bending moments
Below is an explanation of how bending moments and shearing forces
are continuously changing. As an example a rectangular vessel is used
which is divided into three compartments ( A, B and C).

In figures 1, 2 and 3 both outer compartments are filled with cargo .

In figures 4 and 5 the inner compartment B is filled with cargo .

In figures 2 and 5 the vessel is on a wave top and in figures 3 and 6 the
vessel is in a trough.

The upward pressure keep changing because the wave pattern is also
changing. The downward forces however stay the same. The up and
downward forces per compartment are depicted as vectors.
Dr.Ahmed Elhewy 16
Dr.Ahmed Elhewy 17
Dr.Ahmed Elhewy 18
 Buoyancy curves amongst waves compared with buoyancy in
still water

Total shearing force = Still water shearing force + shearing force due to waves

Total bending moment = Still water bending moment + wave bending moment

Dr.Ahmed Elhewy 19
 Two additional factors have to be taken into account in assessing the
forces acting upon the ship’s structure.

The first of these concerns the waves themselves. A first

approximation to the buoyancy of a ship in waves is to say that the
pressure acting at any point of the surface of the hull is proportional
to the distance below the free surface as would be the case in still
water.

The other dynamic effect arises from the motion of the ship
itself. A ship in a wave system has six degrees of freedom,
three linear and three rotational.

Dr.Ahmed Elhewy 20
 The linear motions are the vertical movement called
heaving, transverse movement called swaying and the fore
and aft movement called surging.
The rotational motions are rolling about a longitudinal
axis, rolling about transverse axis (pitching) and rotation
about vertical axis (yawing).

All these motions involve accelerations which are

communicated to every mass in the ship, thus creating
dynamic forces which may be added to the static forces
due to the weight of the items concerned.

Dr.Ahmed Elhewy 21
 The study of the static forces on the ship has shown that the
ship can bend in a longitudinal vertical plane like a beam. This
is one of the most important types of distortion to which the
ship is subjected.

Is it possible for the ship to bend in a horizontal plan….how?

Consider now a transverse section of a ship. This section is subjected

first of all to static pressure due to the surrounding water. It will also be
subjected to internal loading due to the weight of the structure itself and
the weight of cargo which is carried.

Dr.Ahmed Elhewy 22
 The effect of these static forces is to cause transverse distortion of
the section, also it is possible to have a local deformation of the
structure due to these forces.

Distortion of transverse section due to static loading

Dr.Ahmed Elhewy 23
 Distortion of bottom plating due to water pressure

The longitudinal, transverse and local strength are treated as independent.

Dr.Ahmed Elhewy 24
 Ship Structural Loads

1 Ship Structural Design I

 Classifying Loads On Ships

Static loads • Loads to be combined

Stillwater loads – Basic loads
Hydrostatic, weight • “Live” loads
Other static • “Dead” loads
Dry docking (grounding) loads • Liquid loads
Thermal loads • Equipment loads
Slowly-varying loads – Sea environment loads
Wave-induced dynamic pressure • Hydrostatic loads
Wave encounter + ship motions – Still water, waves (sagging,
Sloshing liquids hogging)
Shipping (green) water • Other sea loads
Wave slap (sides/foredeck) – Heeling, transverse waves, shipping
(green) water, slamming
Launching, berthing
• Ship motion loads (DAF)
Rapidly-varying loads
• Individual loads
Slamming
– Operational environment loads
Mechanical vibration
– Flooding, aircraft landing, docking,
Propeller, machinery ice loads, etc.
Other dynamic loads – Combat loads
Combat loads, collision, grounding, – UNDEX, topside missile, airblast,
ice-breaking gun-blast (self), etc.
2 Ship Structural Design I
“Stillwater” loads
External pressures (hydrostatic/buoyancy – no waves)
Internal pressures (tanks)
All weights onboard
Fixed (“lightship”) weights
Structure (steel), machinery and piping (propulsion & non-propulsion
including fluid in piping systems), fixed deck gear,
outfitting/furnishing, fixed portions of weapons systems
Variable weights
Cargo (incl. “non-fixed” portion of weapons systems), fuel & lube,
water (variable ballast & fresh water), holding & waste, provisions &
stores, crew & effects, etc.

3 Ship Structural Design I

Special static loads
Grounding
Dry docking
Lifting, buckling, etc.
Thermal loads

4 Ship Structural Design I

 Slowly-Varying Loads
Wave-induced “dynamic” pressure distribution
Due to both wave motion and ship motion
Wave-induced buoyancy distribution
Longitudinal → longitudinal bending
Transverse → transverse “racking”
Oblique → torsion/twisting, bending, racking

5 Ship Structural Design I

Wave-induced buoyancy
distributions
(longitudinal)

Hogging
Wave crest amidships
Main deck in tension
Keel & bottom plating in
compression
Sagging
Wave trough amidships
Main deck in compression
Keel & bottom plating in
tension

6 Ship Structural Design I

Slamming
→ whipping (2 or 3 node flexural vibration)
→ local buckling, shell plating damage
Springing
Flexural hull vibration due to increased frequency of encounter with
waves in head seas
Mechanical Vibration
Propeller, machinery

7 Ship Structural Design I

 Rapidly-Varying Loads
Other rapidly-varying dynamic loads
Combat loads
UNDEX
shock wave, bubble pulse → whipping
Above water weapons
nuclear air blast, missiles, etc.
Self-launched (missile blast, gun blast)
Impacts: collisions & groundings

8 Ship Structural Design I

 Longitudinal bending moment
 For the purposes of structural design and for comparison
between ship and ship, it is useful to reduce the problem to a
static one.

 This in effect means that the ship is poised statically on a

wave system and the forces and moments acting upon the
ship are calculated.

 In order to be able to carry out the calculation for the ship

poised on a wave system some assumptions must be made
concerning the form of the wave system.

9 Ship Structural Design I

 Assumed form of wave system
 A ship at sea will generally meet waves of
different lengths and heights coming from different
directions. It would be an almost impossible task to
reproduce exactly the type of wave system which a
ship may meet.

 In order to investigate the longitudinal bending of

a ship, it is usual to assume some simplified form of
wave system.

 The first assumption is that the waves are of

regular form and secondly that they are long crested,
approaching the ship with their crests perpendiculars
to the direction of motion.
10 Ship Structural Design I
  The length and height of the waves would have an
important influence on the buoyancy distribution along the
length of the ship.

How length would likely to effect that distribution ??

 considering very long waves passing the ship. If these

waves were several times the length of the ship their profile
on the ship would be indistinguishable from a horizontal line,
and if the ship were poised statistically on a such system the
buoyancy distribution would be essentially that in still water.

 On the other hand, if the waves were very short in length,

i.e. a small fraction of the length of the ship, then a series of
correspondingly small undulations in the still water buoyancy
curve would be obtained and these would have little effect on
the bending moment produced on the ship.

11 Ship Structural Design I

 Conclusion
There would be some length of waves in between these two
extremes which have the maximum effect on the buoyancy
distribution.
The standard which has usually been accepted is that
a wave having a length equal to the length of the ship
would produce the most severe bending moment.

For a wave having a length equal to the length of the ship it is

clear that increase in wave height will increase the bending
moment due to the buoyancy.

12 Ship Structural Design I

 A long accepted practice has been to fix the height at
1/20 of the length and procedure until quite recently
has been to carry out strength calculations on this
basis.
The suggestion by Lloyd’s Register that the better
approximation to the height would be h  1.1 L
This gives that h / L  1.1 / L instead of h/ L = 1/20

Lloyd’s Register has suggested that the wave height

should vary as L0.3 instead of L0.2 and the wave
height would be
h  3 . 75 L 0 . 3

13 Ship Structural Design I

 The difference in heights obtained by these three formulae
is shown in the following table:
L L/20 1 .1 L 3.75 L0.3
100 5 11 14.9
200 10 15.6 18.3
300 15 19.1 20.8
400 20 22 23.4
500 25 24.6 24.2
600 30 26.9 25.2
700 35 29.1 26.7
800 40 31.1 27.9
900 45 33 28.8
1000 50 34.8 29.8

14 Ship Structural Design I

 It is shown from the results that there are quite big differences
in the heights obtained from formulae and the consequently
big differences in the final result might be expected depending
upon which formula is adopted.

The remaining factor which has to be decided is the shape of

the wave
As a first approximation to the form of a deep sea wave the
sine curve could be considered.
2 x
y  h sin
l

15 Ship Structural Design I

 Experience has shown that in actual fact sea waves tend to be
sharper at crest than at the tough, whereas the sine form gives
a wave which is symmetrical about x-axis. A curve which
would give this sharpening of the crest is that known as a
trochoid.

Comparison between sine curve and trochoid

16 Ship Structural Design I

 The trochoid is formed as shown in the figure below.
Imagining a circle, radius R, rolling underneath a base line,
and consider the path of a point P at radius r from the centre
of the circle. The co-ordinates x, y of the point P can be
obtained in terms of the parameter θ.
x = Rθ- r sinθ y = r cosθ

17 Ship Structural Design I

 Hogging and Sagging
The position of the wave relative to the ship must be
considered, as this has a considerable influence on the
distribution of buoyancy along the length of the ship.

a wave of length equal to the length of the ship moves

past the ship it can occupy a whole variety of positions,
from the position with the crests at the perpendiculars to
the position with a crest amidships. If one considers
these two extremes conditions the types of buoyancy
curve produced are as shown in the following figure.

18 Ship Structural Design I

 It will be noted that with crests at the perpendiculars the support
provides by the buoyancy tends to be towards the ends of the ship,
whilst with a crest at amidships the support is mainly at that point

19 Ship Structural Design I

 In the former condition the greatest bending moment on the
structure will occur when there is a concentration of weight at
amidships and similarly with a wave crest at amidships the
greatest bending moment will occur with a concentration of
weight towards the ends.

ship will sag, with the deck in compression and the bottom
intension and the ship will hog, the deck being in tension and
the bottom in compression. The two conditions are shown in
figure 2.3. the shaded areas indicate the positions of the
weights in the ship.

20 Ship Structural Design I

 a) Sagging condition b) Hogging condition

21 Ship Structural Design I

 The buoyancy curve
It will be assumed that all the usual hydrostatic
information is available for the ship and that Bonjean’s
curves of area are also available.

The problem is to find the distribution of buoyancy

which will give these values of displacement and centre
of gravity so that the ship shall be in static equilibrium
either in still water or on the wave.

For the still water condition when the end drafts have
been worked out in the normal way the waterline at
which the ship floats can be drawn on the profile of the
ship as shown in the figure.
22 Ship Structural Design I
 Determination of buoyancy in still water

The buoyancy per length at any section is then simply the area of the
section multiplied by the density of the fluid.

Discrepancy may exist if the end drafts of the ship have been determined
from the hydrostatic curves making use of the moment to change trim one
cm. This is most likely to occur if the trim is large.

23 Ship Structural Design I

 Δ = the required displacement and the centre of gravity required is x from
the amidships
Δ* = the displacement derived from the Bonjean ‘s curve calculations and
the centre of gravity x* 
  
The waterline should be moved a distance T . P .C

where T.P.C is the tons per cm immersion and should be tilted

an amount  ( x   x )
MCT 1cm

24 Ship Structural Design I

 The other factor involved in the evaluation of the forces
and moments acting on the ship is the distribution of the
weight along the ship. This in some ways is much more
difficult to deal with than the buoyancy since it does not
follow any simple regular pattern.

The total weight of the ship in any condition of loading can be

divided into deadweight items such as cargo, fuel, stores,
ballast, etc., and the lightweight.

Ship Structural Design 3rd year 2008-2009

  continuous material

 semi-concentrated material

The continuous material is that material which is distributed over

the entire length of the ship .

The semi-concentrated material consists of items whose weights are

distributed over a short portion of the length only.

Ship Structural Design 3rd year 2008-2009

The first step in dealing with the weight distribution of
the lightweight is to deduct from the lightweight the
weights of the semi-concentrated items and to correct
the position of the centre of gravity of the lightship.

Typical examples of semi-concentrated items are the machinery,

superstructures, boats, and davits and decks which do not extend
over the entire length of the ship.

If a semi-concentrated item is of constant cross-section, such as a

long deckhouse near amidships, it will usually be sufficiently
accurate to imagine its weight to be distributed uniformly over its
length, which means that its centre of gravity is at the centre of length

Ship Structural Design 3rd year 2008-2009

If the section, and hence the weight per meter, changes
appreciably over the length this can be taken into
account with sufficient accuracy by assuming a
trapezoidal distribution of weight.

Ship Structural Design 3rd year 2008-2009

 The weight curve can be generated by
numerous methods:
 Distinct Items (same method as for LCG)
 Parabolic approximation
 Trapezoidal approximation
 Biles Method (similar to trapezoidal)
 They all give similar results for shear and
bending moment calculations. Select based
on the easiest in your situation.
 Each component is located by its l, t and v position and
weight Can be misleading for long components
ITEM Material units wt/unit WT LCG VCG LMOM VMOM
GROUP C - JOINERY WORK

Forward cabin
berth flat composite 35 0.77 27 10.50 1.25 282.98 33.69
mattress 35 3.00 105 10.50 1.50 1102.50 157.50
shelf p&s composite w/vene 12 1.02 12 12.00 2.50 146.88 30.60
verticals p&s composite w/vene 34 1.02 35 12.00 1.00 416.16 34.68
desk composite w/vene 4 1.28 5 14.50 2.50 74.24 12.80
supports and hardware 5 14.50 2.50 72.50 12.50
hanging locker composite w/vene 27 1.28 35 15.00 2.00 518.40 69.12
rod & hardware 10 15.00 3.00 150.00 30.00
cabinet composite w/vene 17 1.02 17 16.75 3.00 290.45 52.02
door blkhd composite w/vene 25 1.85 46 17.25 2.00 791.43 91.76
drawers wood 10 5.00 50 15.00 0.50 750.00 25.00
sole plywood & teak 29 2.50 71 16.40 -0.50 1168.50 -35.63
overhead honeycomb/vyna 24 0.50 12 17.00 6.25 204.00 75.00
 120

Weight Curve
Displacement = 27450 LT
100 LCG = 299.3 ft aft FP
1/19/99
Distributed Weight (LT/ft)

80

60

40

20

0
700 600 500 400 300 200 100 0 -100
Feet from FP (+ Aft)
 For each weight item, need W, lcg, fwd and aft

W
fwd
lcg
aft
FP
 Models weight item as a trapezoid
 Best used for semi-concentrated weight
items
 Need the following information:
◦ Item weight – W (or mass, M)
◦ Location of weight centroid wrt FP - lcg
◦ Forward boundary wrt FP - fwd
◦ Aft boundary wrt FP - aft
 lcg must be in middle 1/3 of trapezoid
 Find l and x
 Solve for wf and wa so
trapezoid’s area equals W
and the centroid is at the lcg FP
lcg
x  lcg  f  l
2
x

W Wx
wa   6 2
l l wa G w
W Wx
wf   6 2
f
fw
l l l/2
d
l aft
 Used for weight items which are nearly
continuous over the length of the ship.
 Assumes that weight decreases near bow &
stern.
 Assumes that there is a significant amount
of parallel middle body.
 Models the material with two trapezoids
and a rectangle.
 w  54 x   54 x 
h w f  h 0.6   wa  h 0.6  
l  7l   7l 
lcg
x

1.2h
G
wa
wf

l l l
3 3 3

aft
FP
 The trapezoidal distribution of weight of an item has a length l
and total weight w. if its centre of gravity is a distance x*
from the middle of the length and the end ordinates of the
weight distribution curve are a and b, then

( a  b) l ( a  b)

x  w
6(a  b) 2

From these two expressions the values of the end ordinates a and b
of the weight curve can be obtained. In this way it is possible to deal
with non-uniform distributions of weight for individuals items.

Ship Structural Design 3rd year 2008-2009

 The weight of continuous materials will consists largely of the
weight of steel structure, and this would include shell, tank,
decks, longitudinals, floors, and side frames. It might also
include the weight of accommodation if this is distributed over
the length of the ship.

The detailed approach to the distribution of continuous materials is to

calculate the weight per meter at a number of sections throughout the
length of the ship and then plot a curve to a base of length.
The area underneath this curve should equal the total weight of
continuous material and the centroid of area should be the same
position
as the centroid of the continuous material.

Ship Structural Design 3rd year 2008-2009

The Figure above shows a curve of weight per meter obtained by calculating the
weight at a number of sections throughout the length of the ship.
Suppose that the area under this curve is W1 and the centroid is k1 from amidships,
the required area and position of centroid being W and k respectively.

Ship Structural Design 3rd year 2008-2009

The ordinates of the curve at any distance x from the after end is w.
the correct weight will be obtained by multiplying all such
ordinates by the ratio W/W1

W
Modified ordinate = w
W1

To modify the ordinates of the original curve by an amount a+bx/L

where a and b are constants

The modified ordinate would be w + a + bx/L

Ship Structural Design 3rd year 2008-2009

The conditions would now be satisfied by the following two equations

L
bx
0 (w  a  L ) dx  W

L
bx L
( w  a  L
) xdx  W (  k )
2
0

These are two simultaneous equations in a and b from which the

values of the constants can be obtained and the correct ordinates for
the weight curve calculated.

Ship Structural Design 3rd year 2008-2009

 The general characteristics of curves of the weight of continuous
material are firstly, that the weight per meter is greater at
amidships than at the ends and, secondly, that very often in
ships with parallel middle the weight per meter is constant for
a fair proportion of the length amidships.

A well known approximation is that due to Sir.John H.

Biles, and this is often used in preference to the more
detailed approach.

The weight per meter amidships is assumed to be constant over the midship one
third length. The weight per meter is then assumed to fall away linearly to values a
and b at the after and forward ends respectively. The value of the ordinate of the
weight curve amidships is assumed to be 1.2 times the mean ordinate of the curve.
The ordinates a and b arte determined, so as to give the correct total

Ship Structural Design 3rd year 2008-2009

Total area = ab
(0.8h  )L  W
6

7 L2
Moment of area about amidships (a b)  Wk
108

Ship Structural Design 3rd year 2008-2009

  Generally sectional area curves will be available for the
compartments in which these items are contained and the
weight per meter at any point will be proportional to the cross-
sectional area at that point.
 If a compartment has a volume V and contains W tons, the
length being l, then

A W AW
Weight per meter =  
V /l l V
Where A is the cross-sectional area at the point considered.

Ship Structural Design 3rd year 2008-2009

 When the weights per meter for these have been obtained, they
are simply added to the curve for the lightweight, giving the
complete weight curves as shown in the Figure below

Ship Structural Design 3rd year 2008-2009

 The weight curve as obtained by the method
described shows many discontinuous. The sudden
changes which occur in the weight per unit length are
not at regular intervals in the length and this makes
for difficulty when integrating, particularly by a
tabular method. To overcome this difficulty what is
often done is to divided the length of the ship into a
number of equal parts and to assume that the weight
per unit length is constant over each division.

Ship Structural Design 3rd year 2008-2009

The greater the number of divisions into which the length is divided
the greater will be the accuracy, but it would appear that forty
divisions would give quite accurate results.

Ship Structural Design 3rd year 2008-2009

Ship Structural Design 3rd year 2008-2009
1. The buoyancy distribution of a vessel is zero at the fore
and aft ends and uniformly increases to the
amidships. While the weight distribution is zero at the
amidships and increases uniformly to the ends. Draw
the shear force and bending moment curves. Also,
find the expression of the maximum shearing force
and bending moment in terms of displacement and
length of the vessel.

Ship Structural Design 3rd year 2008-2009

Ship Structural Design 3rd year 2008-2009
Δ=½ b L = ½ w L  w = b =2Δ/L
For 0 x  ½ L, w(x) = w (½ L-x)/ ½L = w (1-2x/L)
b(x) = (x/½L) b = 2xb/L
f(x) = b(x) - w(x)= 2xb/L-w+2xw/L
substitute the value of b and w then
f(x) = 8 Δ x/L2 - 2 Δ/L
Q(x) = f(x) dx= 4 Δ x2/L2 - 2 Δ x/L
M(x) = Q(x) dx= 4 Δ x3/3L2 - Δ x2/L
f(x)=0  x=L/4  Qmax =- Δ/4 (Answer)
Q(x) =0  x=L/2  Mmax =- ΔL/12 (Answer)

Ship Structural Design 3rd year 2008-2009

2. The cross-section area of 60 m barge is constant over
the middle 30 m of the length then uniformly
diminishes to zero. The barge carries a uniformly
distributed weight including its weight of 6.6 t/m over
the entire length, in addition, two loads of 16.5 t/m,
each 15 m long and located at the barge ends. Draw
the curves of weight, buoyancy, loads, shear force and
bending moment showing the maximum values of the
shear force and bending moment.

Ship Structural Design 3rd year 2008-2009

Ship Structural Design 3rd year 2008-2009
For 0 x  15
b(x) = xb/15 w(x) = 6.6 + 16.5 = 23.1
f(x) = b(x) – w(x) = xb/15 -23.1
 Q(x) = x2b/30 – 23.1 x
 M(x) = x3b/90 – 23.1x2/2
For 15 x  30
b(x) = b w(x) = 6.6
f(x) = b(x) – w(x) = b-6.6
 Q(x) = b x - 6.6x + Q(15) = b x – 6.6 x +(15)2b/30 –
23.1 (15)
 M(x) = (b - 6.6) x2/2 +[(15)2b/30 – 23.1 (15)]x
To find the value of b B=W=Δ
(60+30) b/2= 60*6.6 + 16.5*2*15  b = 19.8 t/m
Q max (find where?) = - 198 t
Mmax = (find where?) = - 105435 t.m

Ship Structural Design 3rd year 2008-2009

3. For a large cargo vessel the following table summarize
the weight and buoyancy distribution in the fore body
of the vessel in three specified conditions of loading.
The shear force and bending moment amidships are
expressed as W/C1 and WL/C2 respectively.
Determine the value of C1 and C2 for each of the
specified condition.

Ship Structural Design 3rd year 2008-2009

 Deep load in Worst hogging Worst sagging
still water condition condition

Weight in the 0.511W 0.482W 0.256W

fore body
C.G forward of 0.418L/2 0.434L/2 0.393L/2
amidships
Buoyancy in 0.507W 0.472W 0.294W
the fore body
C.B forward of 0.406L/2 0.327L/2 0.487L/2
amidships

Ship Structural Design 3rd year 2008-2009

Still water:
Q at amidships =0.507 W – 0.511 W = -0.0004 W
M at amidships = 0.507 W * 0.406 L/2 – 0.511 W *
0.418 L/2 = -3.88*10-3 WL
 C1 =-250 C2= -258
Worst hogging
Q at amidships = 0.472 W – 0.482 W = - 0.01 W
M at amidships = 0.472W * 0.327 L/2 – 0.482 W *
0.434 L/2 = -0.027WL
 C1 = -100 C2 = -36.47
Worst Sagging
Q at amidships = 0.294 W – 0.256 W = 0.038 W
M at amidships = 0.294W * 0.487 L/2 – 0.256 W *
0.393 L/2 = 0.021WL
 C1 = 26.3 C2 = 47.62
Ship Structural Design 3rd year 2008-2009
 4. A ship of length 128 m is balanced on a crest wave.
The ordinates of the weight and buoyancy curves
for one half-length of the ship commencing from
the After end are as shown in the following table.
Draw the shear force and bending moment curves
for one-half the ship length. Determine the
maximum value of bending moment and maximum
shearing force and their positions from amidships.
Spacing from A.P A.P 16 32 48 64

Weight t/m 4 5 7 7.5 8

Buoyancy t/m 0 4.2 7.3 9.2 9.5

Ship Structural Design 3rd year 2008-2009

 ST b b mean w w mean f(x) Q(x) Q mean M(x)

A.P 0 4 0 0
+, /2 +, /2 4.5
2.1 -2.4 + -1.2 +

1 4.2 5 -2.4 -1.2

5.75 6 -0.25 -2.525

2 7.3 8.25 7 7.25 1 -2.65 -2.15 -3.725

3 9.2 9.35 7.5 7.75 1.6 -1.65 -0.825 -5.875

Amidships 9.5 8 -0.05 -6.7

St Spacing = 16 m
Maximum shear force = -2.65 *16 = -42.4 t at x = 32 m
Maximum bending moment = -6.7 * 162 = -1715.2 t.m at x= 64 m

Ship Structural Design 3rd year 2008-2009

 !"#$%#& '#$ ()"'* (+*"(("( ,-.

!"#$%&'
! "#$% &#'( )* )+ ,-# ./0( /. '+ 123)0"#0 '* *-/4+ )+ ,-# '$$/(5'+6)+3
7)380# 9:;9;

/%&0 1,01

<. ,-# &#+")+3 (/(#+, ', ,-# ()""=# /. ),* =#+3,- )* >? ,/++#* (#,0#*@ A+" ,-#
('B)(8( *,0#** )+ ,-# *,##=;
C1 : " D&- : H
<! .! !6
>D <
:E # :E : " D!>9!D? : 1 :E
<! 6! ! ! >? $(
>D D D
F>E EEE " 9:G ?EE >?EE # >D
<! .! # >?
>D :GD ?EE
:GD ?EE 9
<! $( . ! E!GD? ,/++#* 5#0 *I $(
>D
!"#; H'B; J,0#** ! E!GD? ,/++#* 5#0 *I $( /0 GD? %3 5#0 *I $(

K-# '&/L# ,-#/06 $'+ +/4 &# 8*#" ,/ A+" ,-# *#$,)/+ (/"8=8* /. ,-# *-)5;
K-# #B,#0+'= &#+")+3 (/(#+, $'+ &# $'=$8=',#"@ '* $'+ ,-# *,0#** ', ,-#
,0'+*L#0*# *#$,)/+* 8+"#0 ,-# $/+"),)/+* /. ('B)(8( &#+")+3 (/(#+,; K-#
+#8,0'= 'B)* 5'**#* ,-0/83- ,-# $#+,0# /. 30'L),6 /. ,-# *#$,)/+ '+"@ &#$'8*# /.
,-)*@ ),* 5/*),)/+ $'+ &# ./8+"; K-# (/(#+,* /. )+#0,)' /. '== /. ,-# $/+,)+8/8*
=/+3),8")+'= (',#0)'= '&/8, ,-)* 'B)* $'+ &# ./8+"; K-#+ ,-# *#$,)/+ (/"8=8* )*
#I8'= ,/ <M6;

!"#$%&'( !)%#**#*
<, -'* '=0#'"6 &##+ *-/4+ ,-', ' *-#'0)+3 *,0#** '$0/** /+# 5='+# 4),-)+ '
(',#0)'= 50/"8$#* '+/,-#0 *-#'0)+3 *,0#** /. #I8'= )+,#+*),6 /+ ' 5='+# ',
0)3-, '+3=#*; NJ## !"#$%&#&'()*+ ,(*&--&- )+ O-'5,#0 9E;P
K-# (#'+ *-#'0)+3 *,0#** )+ '+6 *#$,)/+ /. ' *,08$,80# $'+ &# /&,')+#" &6
!"# $%&' $()*&+&(, -./ 0)1(2/1 )34 0)(21

!"#"!"$% &'( )'(*+"$% ,-+.( *& &'*& )(.&"-$ /0 &'( .+-))1)(.&"-$*2 *+(* -, &'(
)(.&"-$3 "3(3
5
4(*$ )'(*+"$% )&+()) !
6
7'(+(
5 ! 8(+&".*2 )'(*+"$% ,-+.( *$!
6 ! 6+(* -, .+-))1)(.&"-$
6 9-+( *..:+*&( ()&"9*&"-$ -, )'(*+ )&+()) !")&+"/:&"-$ .*$ /( -/&*"$(!
,+-9 * .-$)"!(+*&"-$ -, &'( /($!"$% -, /(*9)3
;-$)"!(+ &'( )'-+& 2($%&' -, /(*9 !< "$ 5"%:+( =>3?@*A 7'".' 2"()
/(&7(($ &'( #(+&".*2 B2*$() */ *$! .!3 C(& !0 /( * 2*0(+ -$ &'") )'-+&
2($%&' -, /(*9 7'".' ") )"&:*&(! *& !")&*$.( 0 ,+-9 &'( $(:&+*2 B2*$(3
5+-9 &'( ,-+9:2* ,-+ /($!"$% 9-9($&) !(!:.(! (*+2"(+D &'( 2-$%"&:!"$*2
)&+()) E,F -$ * )9*22 *+(* /!!0 -, )(.&"-$ */ .*$ /( ,-:$! ,+-9 &'( ,-+9:2*G
4H
,! !0
IH
7'(+(
4H ! &'( /($!"$% 9-9($& *& &'") )(.&"-$D
IH ! )(.-$! 9-9($& -, &'( )(.&"-$ */:& &'( $(:&+*2 *<")D *$!
0 ! &'( !")&*$.( -, &'( *+(* ,+-9 &'( $(:&+*2 *<")3

5&67 8!79
 !"#$%#& '#$ ()"'* (+*"(("( ,-,

!"#
$!%& ! %'
()" *+,-" .-#/01 +0 %' ! *!%'
23
! &!%'
43
!"# '3 $" #)" -,+5565"-#/+0.7 .,". .# .$8 #)"0 #)" #+#.7 *+,-" 9:3 ; .-#/01 +0
#)" .,". '3 /5 1/<"0 $&=
23
:3 ! " ! &!%'
43
23
! " & " '3
43
!"# :> $" #)" *+,-" .-#/01 +0 #)" 5.?" .,". 9'> ; .# 5"-#/+0 -%@
()"0
2>
:> ! " & " '>
4>
A)","
2> ! B"0%/01 ?+?"0# .# #)/5 5"-#/+08
.0%
4> ! C"-+0% ?+?"0# +* #)" 5"-#/+0 .$+D# #)" 0"D#,.7 .E/5@
C/0-" %E /5 5?.77 #)"0 '3 ! '> .0% 43 ! 4> @ ()","*+," 7"# ' !
.,". .0% 4 ! 5"-+0% ?+?"0# +* #)" 5"-#/+0 .$+D# #)" 0"D#,.7 .E/5@
C)".,/01 *+,-" .# ' ! :3 # :>
23 # 2>
! "&"'
4
23 # 2> %E " & " '
! "
%E 4
23 # 2>
BD# /5 "FD.7 #+ #)" <",#/-.7 5)".,/01 *+,-" .# #)/5 5"-#/+0 +* #)"
$".?@ %E
& " ' " %E
" :3 # :> ! G "
4
H+A 7"# IFJ $" #)" 5)".,/01 5#,"55 K", D0/# .,". .# ' .0% 7"# I#J $" #)"
#)/-L0"55 +* #)" $".?8 #)"0 #)" 5)".,/01 *+,-" /5 "FD.7 #+ F!#!%E@
G " & " ' " %E
" F!#!%E !
4
!"# $%&' $()*&+&(, -./ 0)1(2/1 )34 0)(21

!"
$!%!&
#!
'!(

!"#$%&'
% )!*+, -./0 !1 ".2(/345*/" ).2(+!3 6/) ,.7(6 8,9 /3, (6+2:3.)) 8(9 /3, /( /
4+;.3 ).2(+!3 +3 +() *.34(6 +) 53,." / ;."(+2/* 1!"2. 8$9< $+3, =6.". (6. 0/>+050
)6./"+34 )(".)) !225") /3, /*)! ,.(."0+3. +() 0/43+(5,. +3 (."0) !1 8,9? 8(9 /3,
8$9<
@+32. (6. ).2(+!3 +) ".2(/345*/"? (6. ' /3, & /-!5( (6. 3.5("/* />+) /". 4+;.3 -&A
(, B
'!
CD
/3,
, C ,
&! " !
D D E
/3,
(",
%"./ % !
D
'3 (6. 2/). -.+34 2!3)+,.".,? %& /((/+3) +() 0/>+050 ;/*5. /( (6. 3.5("/*
/>+) /3, (6+) +) (6.".1!". =6.". (6. 0/>+050 )6./"+34 )(".)) F#G !225")<
$!%!&
#!
'!(
(, ,
$! !
! # 0/> ! BD E
(,
"(
CD
B$
!"#< #!"# !
D(,
H!3)+,." (6. =!":., .>/07*. 1!" (6. IJ4+",." )6!=3 +3 $+4< EB<K<
L6.3 (6. )6./" )(".)) ,+)("+-5(+!3 1!" /3 IJ4+",." +) 2/*25*/(., /3, 7*!((.,
!3 / 4"/76 +( /77./") )+0+*/" (! (6/( )6!=3 +3 $+45". EB<M< '( 2/3 -. )..3 1"!0
(6+) N45". (6/( (6. ;."(+2/* =.- !1 (6. -./0 (/:.) (6. 4"./(.)( /0!53( !1 )6./"<

!"#$%&' () * +,-.'/ '"#$%&' 01,+234 /205-26752,3 ,8 01'#-

95-'00 :;< =+251 >#34'0?) F@.. $+4)< EB<K /3, EB<O<G
P.(
$ ! BQ (!33.)<
C
'R% ! CD #K " CD B $ S!S " CC B %
! 'R% ! DSE 20 E
%( 577." .,4. !1 (!7 T/34. /3, *!=." .,4. !1 *!=." T/34. (6. )(".))
8#9 ! U."!<
 !"#$%#& '#$ ()"'* (+*"(("( ,-.

/%&0 1,0-

/%&0 1,02

!"# $%&" '"()*+

,- ! . ! / " 01 " 2!32 ! 03!12 4. 5
6 ! / 4.
7","-
%!
89, " 6
5: " 03!12
! $%&" ! ! :!5; <=4. 1
12; " /
!6# >)?< 6*(@A $B # B&+
,- ! 03!12 4. 1
6 ! 01 4.
5: " 03!12
%6 ! ! ;!:3 <=4. 1
12; " :!2
!4# ,< 5 4. CD@. 9*)<D"( ,BE?
. ! 03!12 $ %1!2 " :!2& " ;!12
! 11!2/ 4. 5 ! ,-
6 ! 01 4.
5: " 11!2/
%4 ! ! 2!55 <=4. 1
12; " :!2
!"" #$%& #'()%*%'+ ,-. /(0'1.0 (23 /('10

!"# $% &'(%)*+ $,-.

/ ! 01!23 " #3!3 $ 02 $ 2!13%

! 24!50 6/ 7 ! $8

9 ! 02 6/
7; $ 24!50
:! ! ! 3!5< %=6/ 2
234 $ ;!3

4%56 7!68

: /*, >66(). *% &'(%)*+ $,-.?

@>*" 6*))-'" 98 %A' B'9 -. 25?C % DA'E F>)6' F ! 7; %? B'9 G-H'. )'.-.%*E6'
%> .A'*)-EG .%)'..? F+*EG'. G-H' )'.-.%*E6' %> I'E"-EG .%)'..?

!"#$%&' () *'+,-. /,01'. '"#$%&' 23,/4-5 .426047864,- ,9

23'#0 260'22 :;< =/463 -, >#-5'2?) !J'' F-G. 47?C *E" 47?0;?#
@'%
F ! 7; %>EE'.

F$$$8
:!
K&$ $ 9

%" 7 ;!3 $ 02 7
K"# ! ! ! 12 6/ 4
02 02
7; $ $8
!:! ! ;!577 $ $ $ 8
12 $ ;!3
 !"#$%#& '#$ ()"'* (+*"(("( ,-.

/%&0 1,02

!!"" # #!$%% $ &!' $ #!' $ '!(' # %!($& )*+, (

!!!%!!" # #!$%% $ %!# $ #!' $ -!' # '!.(' )*+, (

!!!%!!%!!!" # #!$%% $ -!' $ #!' $ %!/' # /!#%& )*+, (

!!! "# !$" # #!$%% $ .!# $ #!' $ % # /!'## )*+, (

012+34
%$5 % $ %#
!%&' # # # /!'## )*+, (
()6 ( $ #!' $ &(

/%&0 1,034
!"# $%&' $()*&+&(, -./ 0)1(2/1 )34 0)(21

!"##$%& '()*+,)' -.% *,) */. /.%()0 )1$#23)' %)3$*456 *.

',)$% '*%)''

5&67 8!799

!" # $%#&'& ()*+ ,*-) # ,#.' /0'(- %0 -0%12) #3*&()*+(4 -)' ()'#0*"2 5%0/'
#--#*"( *-( 3#6*313 .#$1' *" -)' .*/*"*-7 %5 -)' "'1-0#$ #6*( #- #8%1- # 91#0-'0
%5 -)' ()*+:( $'"2-) 50%3 '#/) '"&; <)' 3*"*313 ()'#0*"2 5%0/' *( '6'0-'& #-
-)' =''$ #"& -)' -%+ &'/=;

7)50456 '*%)'')' 45 *,) ,"33 64%0)%

!"#$%&'
<)' '55'/-*.' +#0- %5 # -0#"(.'0(' ('/-*%" %5 # ()*+ #3*&()*+( *( 0'+0'('"-'& 87
-)' (-''$ 3#-'0*#$ ()%," *" >*2; ?@;AB C#$(% ('' "%-' #- -)' '"& %5 -)*( /)#+-'0D;

5&67 8!79:
 !"#$%#& '#$ ()"'* (+*"(("( ,-.

!"# $#%& '( )"# *"+, +* -. & %/0 )"# 0#,)" +* 1 &2 344 ,4%)+/5 +* -26 7& )"+782
9+/0 )"# &%:+&;& )#/*+4# %/0 7'&,<#**+=# *)<#**#* >"#/ )"# *"+, +* *;$?#7)#0
)' % *%55+/5 &'&#/) '( 1... )'//#* &#)<#*2
3**;&# +/+)+%44@ )"%) A#;)<%4 3:+* +* %) -B 0#,)"C +2#2 D & %$'=# $%*#2

!"#$ %&#' ()* $+ ,#-#& ./$#0" ,#-#& !

J,,#< E#78 -. $ .!.-6 ! .!-6 D .2H6 D -2D6
B/0 E#78 -. $ .!.-6 ! .!-6 - .2-6 - .2-6
!%/8 !', -. $ .!.-6 ! .!-6 " B " .2D. " B .21.
K'))'& L"#44 -. $ .!.-6 ! .!-6 " D " .2H6 " D -2D6
L+0#*"#44 B $ 1 $ .!.-6 ! .!-F . . . .
MNL
E';$4# K'))'& B $ - $ .!.-6 ! .!.D " B26 " .2.G6 " B26 .2-FG6
O+<0#<*
.2F- " .2BB6 D21DG6

-
!"#$ 120 30#&"3' ! -B 3" B

J,,#< E#78 -
$ .!-6 $ .!.-6 B ! B!F $ -. "1

%
-B
B/0 E#78 -
-B $ .!-6 $ .!.-6 B ! B!F $ -. "1
!%/8 !', -
$ .!-6 $ .!.-6 B ! B!F $ -. "1 !
-B
K'))'& L"#44 -
-B $ .!-6 $ .!.-6 B ! B!F $ -. "1
-
L+0#*"#44 MNL -B $ .!-F $ D1 ! .!6H
E';$4# K'))'& O+<0#<* -
-B $ .!.D $ - ! B6.. $ -. "1
.26HB6
P I) 7%/ $# *##/ (<'& )"+* )%$4# )"%) )"# *#7'/0 &'&#/) '( %<#% '( 4/&35/0"'6 &#&$#<* +/ )"#
*)<;7);<# *;7" %* 0#78*C )%/8 )',* %/0 ';)#< $'))'&C %$';) )"#+< '>/ /#;)<%4 %:#* %<# *&%44 %/0 +/
,<%7)+7# )"#*# =%4;#* %<# +5/'<#0 +/ )"# 7%47;4%)+'/2

".!BB6
E#,)" '( A#;)<%4 3:+* $#4'> "%4( 0#,)" !
.!F-
! ".!BF &
!')%4 *#7'/0 &'&#/) %$';) "%4( 0#,)" ! D!1DG6 # .!6HB6
! H!-F & H
!')%4 *#7'/0 &'&#/) %$';) /#;)<%4 %:+* ! H!-F " .!F- $ .!BF B
IA3 ! H!-F " .!.1
! H!-B & H
!"# $%&' $()*&+&(, -./ 0)1(2/1 )34 0)(21

!"# $%&'$($ )*$+,#--'.# /#01'02 -3,#-- '- %3 3"# 4++#, 1#)5 6#.#67
8 :
!
9 ;
<===
!8! " A!@B
>!?@
! >CCC 3*00#- +#, -D $
!"# $%&'$($ 3#0-'6# /#01'02 -3,#-- '- %3 3"# /*33*$ -"#667
<===
8! " @!C@
>!?@
! AE<? 3*00#- +#, -D $
!"#$ :%&'$($ 3#0-'6# /#01'02 -3,#-- ! AE<? 3*00#- +#, -D $7
:%&'$($ )*$+,#--'.# /#01'02 -3,#-- ! >CCC 3*00#- +#, -D $

!"##$%&
!"# -3##6 $%3#,'%6 -"*F0 '0 G'27 >A7?@ '- -3##6 3"%3 '- %&"'(")&)# '0 %
6*02'3(1'0%6 1',#)3'*07 ;03#,)*-3%6 -3,()3(,#- %,# 0*3 )*0-'1#,#1 /#)%(-#
3"#9 )*03,'/(3# .#,9 6'336# ,#-'-3%0)# 3* 6*02'3(1'0%6 /#01'02 *8 3"# -"'+7
!"# )%6)(6%3'*0 %01 3%/6# *0 +%2# A<E '- 50*F0 %- 3"# HID('.%6#03 J',1#,
K%6)(6%3'*0L7 ;3 '- 3"# ;MN 3"%3 "#6+- ,#-'-3 "*22'02 %01 -%22'02 $*3'*0- *8 %
-"'+7 ;0 1*'02 -*O ;MN "#6+- ,#1()# 3"# 3#0-'6# %01 )*$+,#--'.# /#01'02
-3,#--#-7
P6*91- -(22#-3 $%&'$($ .%6(# 8*, 3"#-# /#01'02 -3,#--#- '0 )*0Q(0)3'*0
F'3" % 8%)3*, *8 -%8#39 *8 >7 ;8 $'61 -3##6 -3,()3(,#O 8$%& '- %/*(3 ??= :MR$ @
*, %/*(3 ?? === 3*00#-R-D7 $ 8*, $#1'($S-'T#1 -"'+-7 ;8 "'2" 3#0-'6# -3##6 '-
(-#1O 8$%& '- %/*(3 ?U= :MR$ @ *, %/*(3 ?U === 3*00#-R-D7 $ 8*, $#1'($S
-'T#1 -"'+-7
!%5# $#1'($S-'T#1 -"'+- %- /#'02 ?== $ 3* ?U= $ PVW7 ;8 3"#,# '- %09
1%02#, *8 3"#-# /#01'02 -3,#--#- /#'02 3** "'2" '0 .%6(# 8*, % -"'+ '0
-#,.')#O % )"%02# '0 3"# 6*%1'02 %,,%02#$#03 )*(61 "#6+ $%5# 3"'- 6*%1#1
)*01'3'*0 -%8#,7