Ship Structures I

CLAUDE DALEY
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© C.G.Daley 2011-19

© Claude G. Daley 2019

Lecture Notes for Engineering 6002

All rights reserved. No reproduction copy or transmission of this publication may be made
without written permission.

All enquiries to:

Prof. C.G. Daley
Faculty of Engineering and Applied Science
Memorial University of Newfoundland
St. John’s
Newfoundland and Labrador
Canada
A1B 3X5

Email: [email protected]

Cover image by C. Daley using

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Table of Contents

Symbols ..................................................................................................................................................iv
Chapter 1: Introduction to Ship Structures ............................................................................................ 1
Chapter 2: Approaching Ship Structural Design ................................................................................. 20
Chapter 3: Longitudinal Strength: Buoyancy & Weight ...................................................................... 31
Chapter 4: Longitudinal Strength: Murray’s Method and Direct Integration ...................................... 46
Chapter 5: Longitudinal Strength: Wave Bending Moments .............................................................. 59
Chapter 6: Longitudinal Strength: Inclined Bending / Section Modulus ............................................ 65
Chapter 7: Beam Theory ..................................................................................................................... 73
Chapter 8: Solving Beam Equations ................................................................................................... 92
Chapter 9: Indeterminate Beams – Force Method ........................................................................... 107
Chapter 10: Indeterminate Beams – Stiffness Method .................................................................... 120
Chapter 11: Solving Beam Problems using Superposition .............................................................. 130
Chapter 12: The Moment Distribution Method .................................................................................. 134
Chapter 13: The Moment Distribution Method with Sway ................................................................ 148
Chapter 14: Matrix Structural Analysis .............................................................................................. 155
Chapter 15: Overview of Finite Element Theory............................................................................... 168
Chapter 16: Hull Girder Shear Stresses ........................................................................................... 179
Chapter 17: Shear Stresses in multi-cell sections ............................................................................ 188
Chapter 18: Shear Flow in adjacent Closed Cells ............................................................................ 200
Chapter 19: Torsion in ships.............................................................................................................. 203
Chapter 20: Shear Center and Shear Lag in Ship Structures .......................................................... 211
Chapter 21: Plate Bending................................................................................................................. 219
General References ........................................................................................................................... 231
Appendix 1 – Angle Formulas ............................................................................................................. A1
Appendix 2 –Material Properties ......................................................................................................... A2
Appendix 3 –Areas and Moments ....................................................................................................... A3
Appendix 4 – Fixed End Moments ...................................................................................................... A4
Appendix 5 – Beam Formulas ............................................................................................................. A5
Appendix 6 – Moment Distribution ....................................................................................................A10
Appendix 7 – Hooke’s Law, Mohr’s Circle and von-Mises ...............................................................A11
Appendix 8 - Energy Methods in Structural Analysis .......................................................................A21
Appendix 9 – Solutions to Selected Chapter Problems ...................................................................A29

Note: all images, sketches and photo's are © C. Daley unless otherwise indicated.
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Symbols
a acceleration, area, a variable INA moment of inertia about lateral
b buoyancy line load, a variable neutral axis
dv differential deflection ICL moment of inertia about center
dx differential length vertical axis
f a distance L ship length (non-specific)
g acceleration of gravity, a distance LW length of wave (e.g. crest to crest)
h a height variable LBP length between perpendiculars
lcg length to center of gravity M bending moment
m mass, meters My bending moment about y axis
p line load (e.g N/m) MZ bending moment about z axis
r radius Q shear
t thickness R radius, reaction
v beam deflection SWBM still water bending moment
x a coordinate (usually fore-aft), a T draft
variable W weight
y a coordinate (usually lateral), a 𝑊̅ average weight per meter
variable  displacement (volume)
z a coordinate (usually vertical), a  strain
variable  curvature
AP aft perpendicular  hull displacement (weight), a
B beam translation displacement
BM bending moment lcg change in lcg
CB block coefficient  rolling angle, an angle, slope of a
CM midship coefficient beam
CWP waterplane coefficient

E Young’s modulus
 mass density, radius of curvature
F force
FP forward perpendicular  normal stress
HW height of wave (twice amplitude)  shear stress
I moment of inertia midship location
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Changes in the 2018 edition:

• Updated Chapter 1 – with ship structural features included
• Updated Chapter 2 – new discussion of approach to structural design
• New Chapter 11 – discussion of use of tables and superposition
• New beam tables in Appendix 4
• Energy Methods moved to Appendix 7

Changes in the 2019 edition:

• Updated Chapter 3 – added Bonjean Examples, minor edits
• Updated Chapter 4 – new cross check of Murray’s Method, by direct calculation
of still water bending moments
• Updated Chapter 7 – updates, addition of shear deflection in beams
• New material properties tables in Appendix 2
• New Appendix 9 with solution to 35 selected problems
• New table of symbols at front
• Other edits, minor corrections, and additional problems

Please let me know when you find errors and typos. Notice I didn’t say ‘if ’.
General comments and suggestions are also welcome.
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Chapter 1: Introduction to Ship Structures

The course is intended to develop the student’s knowledge of ship structures. The focus is on
various types of intact structural behavior, building upon concepts from mechanics of materials
and statics. The follow-on course (7002) will move from the consideration of intact behavior to
the mechanics of structural failure.

There are many types of structures. The definition of the word structure (Webster’s) is;
structure
1. manner of building, constructing, or organizing
2. something built or constructed, as a building or dam
3. the arrangement or interrelation of all the parts of a whole; manner of organization or
construction: the structure of the atom, the structure of society
4. something composed of interrelated parts forming an organism or an organization

Here is an example of some parts of a ship structure:

Web Frame under Deck

There are many types of structures, some built by nature, some built by people.
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Tintern Abby (Wexford) stone/wood Franjo Tudjman Bridge (Croatia) concrete/wire

A ship structure is quite a distinct type of structure, especially in the arrangement of components,
but also in the many unique constraints and the special regulatory context that influences ship
structural design. While this course will naturally share aspects that are common to other courses
in structures, it will emphasize some topics that are especially important to ships. All forms of
structural analysis rest on common fundamentals. However, ships differ from many conventional
structures used in civil construction, where frameworks of beams and columns are the most
common type of structure. In machine design and mechanical engineering more broadly, many
structural components are complex and require a general stress analysis, often based on 3D elastic
analysis. Ship structures are primarily comprised of stiffened panels and are highly redundant.
There is more need to cover topics such as complex shear flow and plate bending than would be
the case in a first course in civil structures. Also the regulatory aspects of ship design and quite
different from any other field of structures and this tends to lead to differing emphasis from other
branches of Engineering.

This course will focus on the technical elements of structural design and analysis. However,
students are encouraged to think about the wider social, economic and political issues that
influence ship structures.

Guesstimation: One of the aims of the course is for the students to develop the ability to make
an educated guess. Such guesses are not wild or random. Educated guesses are based on sound
reasoning, careful approximation and simplification of the problem. In most cases the 'guess'
starts by forming an idea of the problem in its essential form, or in 'bounding' forms. Basic laws
of mechanics are considered to determine what fundamental principle might govern the outcome.
Most problems are governed by simple conservation laws, such as of forces, moments,
momentum and/or energy. The ability to make quick assessments is the mark of an expert and is a
crucial skill to avoid costly and dangerous mistakes. Such guesses never remove the need for
detailed calculations, but they do improve the quality and efficiency of the engineering.
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A related aim of the course is for the students to develop the ability to sketch a problem, by hand
and clearly. Sketching is a form of symbolic communication, no less valuable than the alphabet or
algebra. A sketch is a kind of ‘construction’ and serves as a model to examine ideas and develop
concepts.

hand drawn sketch

Background

Humans have been constructing structures for a long time. A structure is a tool for
carrying and protecting. Ship structures have evolved like all other types of
structures (buildings, aircraft, bridges ...). Design was once purely a craft. Design is
evolving as we understand more about the structure itself and the environment that we subject
it to.

Traditional Design

• built by tradition (prior example)

• changes based primarily on experience (some analysis)
• essentially a builder’s “craft”
• quality assurance (QA) by proof test and use

Gondolas in Venice
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Engineering Design

• incorporates analysis based on math/physics

• common designs are codified (building code, class rules..)
• new designs should follow the “Engineering Method”

Eiffel Tower under construction (public domain - Wikipedia)

Design, analysis, construction and regulation are separate specialties. Design practice is evolving:
In the 1950 tabulated requirements were found in Class Rules. By the 70s all codes had changed
to include prescriptive algebra. New trends are towards "LRFD - load and resistance factored
design", "risk based design" and "goal based design". Current practice in large (novel) projects
makes extensive use of "scenario based" design, with HAZIDs (hazard identification and
mitigation).

The future of design will be "design by simulation" in which the many interacting process and
systems will be simulated numerically. In some ways this will represent a return to the idea of
proving a design by a "proof test", except it will be a numerical proof test and will simulate the
life of the design. Another development which is likely to follow soon after “design by
simulation” is “intelligent operation”. The deep knowledge of the ship gained during design will
likely continue to be used and expanded upon during the operational life of the vessel. Imagine an
intelligent ship, fully aware of all of it systems and fully aware of the operational risks including
structural risks. Such a vessel would not be designed or evaluated using today’s rules, but by a
much more sophisticated set of requirements.
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Purpose of Ship Structures

The structure of a ship or ocean platform has 3 principal functions:

• Strength (resist weight, environmental forces – waves + )
• Stiffness (resist deflections – allow ship/equipment to function)
• Water tight integrity (stay floating)

There are two other important functions

• provide subdivision (tolerance to hull breach)
• support payloads

These functions are all interrelated but should be considered somewhat separately.

Warship (public domain - Wikipedia)

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Bulk Carrier FLARE (from TSB report)

Shipbreaking on the beach at Chittagong

(Naquib Hossain - Wikipedia)
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Structural Arrangement

The particular arrangement of the structure is done to suit a variety of demands;

• Hull is shaped (reduce resistance, reduce motions, reduce ice forces, increase ice forces,
reduce noise)
• holds are arranged for holding/loading cargo
• holds are arranged for holding/installing engines
• superstructure is arranged for accommodation/navigation
• all structure is arranged for build-ability/maintainability
• all structure is arranged for safety
• all structure is arranged for low cost

Future remotely operated ship Modern cruise ship

(worldmaritimenews.com) (crystalcruises.com)

Ships are a class of structures called "semi-monocoque". In a pure monocoque, all the strength
comes from the outer shell ("coque" in french). To contrast, in "skin-on-frame" construction, the
loads are all borne by a structure of framing under the skin. In ships, the skin is structurally
integral with the framing which supports it, with the skin providing a substantial portion of the
overall strength.

pure framework semi-monocoque pure monocoque

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Load Types

We will define four general types of structural loads.

• Static Loads (e.g. fixed weights)
• Low Frequency Dynamic Loads (e.g. quasi static load, wave loads)
• High Frequency Dynamic Loads (e.g. vibrations)
• Impact Loads (e.g., blast, collisions)

With both static and quasi-static loads, we do not need to take inertial or rate effects into account
in the structural response. With high frequency loads we need to consider structural vibrations
which includes inertial effects and damping. For impact loads, we have both transient inertial
effects and rate effects in material behavior. It is important to distinguish between loads affecting
vessel rigid body motions and elastic structural response. Wave forces may cause the vessel body
as a whole to respond with inertial effects (heaving motions) but will seldom cause anything but
quasi-static elastic response of the structure. The important determinant is the relative frequency
of the load and response. Local structure will respond elastically at frequencies in the 100hz to
3000hz range. The hull girder will flex at around the 1 hz rate. The vessel will heave and roll at
around the 0.1 hz range. (large vessels/structures will respond more slowly).

launch of MEXOIL, by John N. Teunisson, 14 February 1918 (wikipedia)

In this course we will examine the structural response to quasi-static loads. The hull girder is
sized to resist the combination of self-weights and wave forces.
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Types of Structural Work

Ship structural specialists are involved in a variety of work;
• Design
• Analysis
• Construction
• Maintenance
• Repair
• Regulation

While almost all Naval Architects get involved in some structural issues, a few focus on the area
and tend to be involved in more advanced issues. This course aims to have you develop your
‘feel’ as well as your knowledge of structures. In other words, you should work at developing you
“Engineering Judgment” in the area of ship structures.

Ship Structural Photos

Terra Nova FPSO – Floating Production, Storage and Offloading vessel

(from wikipedia)
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Terra Nova Hull FramingTerra Nova Structural Connection Details

Terra Nova Stringer with web stiffener bracket

Terra Nova Stringer with web stiffener bracket

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Terra Nova Longitudinal angle frames

Transverse flat bar frames through stringer

Terra Nova flat bar frames

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Terra Nova Flare tower

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Terry Fox – Icebreaker

Bow framing in Terry Fox (photo by R. Frederking)

The Terry Fox is ~7000 tons displacement and capable of ramming thick old ice. It has never
been damaged.
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Bow of Supply Boat

Reduta Ordona (Photo credit: Andrew Kendrick).

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Local ice damage

CPF superstructure plating

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Ship Structural Features

Boats are made from a variety of materials, including wood, fiberglass, composites,
aluminum, steel and cement. Ships are built mainly from steel. In this section we will name and
discuss the main structural features of steel ships. Ships are much longer than they are wide or
deep. They are built this way to minimize resistance (fuel consumption), and yet maintain
adequate stability and seaworthiness. This geometry results in the ship being a girder (a beam
built from compound parts). The figures below show sketches of the structural details of the
midship section of a bulk carrier.

This type of vessel is very common and has many problems. Single side shell vessels are
being replaced with double hull vessels. The FLARE had this type of construction. 3D sketches
of this type of ship is shown below.
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(from Hughes)
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Chapter 1: Problems
(§ indicates solution available in Appendix 9)

1.1 What is the difference between “low frequency dynamic” and “high frequency dynamic”
loads? Give examples.

1.2 Describe the types of loads that you would be concerned with during the launch of a vessel on
a slipway.

1.3 What does LRFD mean?

1.4 What are the key differences between the study of ‘strength of materials’ and the study of
‘structures’.

1.5 List 5 purposes of structure in a ship.

1.6 When is a load considered to be quasi-static?

1.7 Sketch a X-section of a ship at mid-ships and label all features/elements.

1.8 This sketch of the structure in the double bottom/double side of a ship was made in Rhino.
- Label the elements.
- how many different dimensional variables would be required to fully describe this
structure?

1.9 § The photograph below shows some components of ship structure. In the right half of the
photo there are longitudinal (horizontal) frames attached to the outer shell. The frames are
supported by a deep web frame.
Make two sketches by hand as follows;
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1) Sketch the web frame looking directly at (ie normal to) the web. Include in the sketch the cross
sections of the longitudinal frames. The sketch would be as viewed from a point at the right
edge of the photo. Just include the web frame and not the various bits in the left side of the
photo (i.e. not the piping, or partial bulkhead).
2) Make a 3D sketch of the detail joint between the web frame and the longitudinal frame.

Be sure to label the main items in both sketches.

1.10 § The photo below is an old wooden boat. Draw a section through the boat (like a mid-ship
section). You only need to draw the right (starboard) half. The intent is to show all the relevant
structural parts at the section.
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Chapter 2: Approaching Ship Structural Design

Prefabricated module blocks of HMS Dauntless at BAE's Portsmouth Shipyard. (Wikipedia, Public Domain)

Introduction
In this Chapter we will
Discuss the idea of Engineering.
Describe the general nature and hierarchy of ship structures.
Discuss the way to approach the problem of structural design.
~~~~~~

Design and Assessment in Engineering

Engineering is sometimes defined as applied science. It is sometimes referred to as a branch of
science concerned with the design, building and use of <engineered stuff>. This definition
overemphasizes the scientific aspect of engineering. Science is certainly important, as is
mathematics. Science and math provide engineers with a rational basis and constraints to solve
engineering problems. However, Engineering is not a science, in the sense that some known,
single, true answer exists. Math tells us that 2 + 2 = 4 and only 4 and always 4. Science tells us
that an object subject to a net force will accelerate at a constant rate proportional to the force and
inversely proportional to the mass. In other words: F = m a, or a = F / m .

Science is both a methodology to create rigorous knowledge and that body of knowledge. Math is
a special branch science, concerned with numbers, quantities, shapes and the relationships among
them.
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A simple outline of the ‘scientific method’ is shown below. One could spend a lifetime studying
science, as a philosophy and an approach to knowledge. A simple, yet reasonably accurate,
statement about science would say that scientific knowledge is meant to be based on observation.
We should believe our senses, and our beliefs should be objectively verifiable by observation. If
we believe that objects fall with a constant acceleration, we should be able to confirm this belief
with a careful observation. While science is changing, and will continue to change, science seeks
to know things that do not change - those truths that can be thought of as ‘laws of nature’. Beliefs
than cannot be objectively verified are not (yet) science, but may be reasonable hypotheses.

Engineering is not primarily focused on knowing. Engineering is primarily focused on making

devices, structures and systems of practical value. And just as there are many people who gain
knowledge who are not scientists, there are many people who make things that are not Engineers.
Engineering, in its modern meaning, has developed into a profession, meaning that there are
professional standards covering the training and practice of Engineers. A professional engineer
must know and use science and math, just as a professional lawyer uses language and logic in the
practice of Law. But we would no more say that Engineering is a branch of Science than we
would say Law is a branch of English or logic.

As Engineers work towards making things, their professional standards require the highest care be
taken to ensure that their designs and devices are as safe and effective as possible. Most
engineering problems can be only partially solved precisely with scientific and mathematical
knowledge. Unfortunately, science and math alone does not ensure an Engineer can produce
products with satisfactory safety and effectiveness. Almost all the problems that Engineers deal
with contain aspects that cannot be solved absolutely. It is then that the Engineering method
comes into play. The Engineering method is a strategy for solving problems where complexity
and uncertainly prevent there being a ‘correct’ answer. In such circumstances, the proper
approach is to explore multiple solutions, and to use multiple means of assessment to produce an
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answer that ‘as good as reasonably possible and practicable’. It’s not a question of finding the one
correct answer. It is more about avoiding the many wrong answers. There is no ‘law’ that will
ever tell us what the best ship structure is any more than there is a law describing the best pie
recipe.

Engineering is really about offering the best advice in circumstances where many things are
known but many are not. Decisions and risks must be taken carefully and rationally.

Structural Behavior

Ship structural behavior, as with all structural behavior, may look complicated, but is essentially
simple because it is a combination of simple behaviors. Structures are an assemblage of parts.
This distinguishes them from objects. A beam or plate is a structural element, but only a
collection of structural elements is called a structure. The theory of structures builds upon the
field of ‘mechanics of materials’ (also called mechanics of solids, or strength of materials), by
considering the interactions and combined behaviors of collections of structural components. So,
much of this course will focus on techniques for understanding collections of structural elements.
We will also review and expand, somewhat, on the mechanics of individual elements.
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Levels of Structure

As a structure, a ship is an assemblage of

components. At the largest scale a ship is a simple
beam, carrying weight and supported by buoyancy.
The behavior or the whole ship as a single beam is
referred to as the behavior of the primary structure.

The hull girder is referred to as the primary

structure. The strength and stiffness of the hull
girder depend on the properties of the cross sections
of the ship. The key section is the midship section.
Within the hull, as integral components of the hull,
are large structural components that are themselves
made of individual structural members, and yet act
as individual systems. These are called secondary
structures. For example, the whole double bottom,
between bulkheads, is a unit that acts as a sandwich
panel, behaving somewhat like a plate.

Locally a ship is comprised of frames and plate.

These are called tertiary structures. The tertiary
structure are individual structural members.
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Structural Design Flow Chart

The process of ship structural design varies depending on the specific issues. Structural design
occurs after the mission is set and a general arrangement is determined. The general arrangement
allows us to determine both the environmental loads and the distribution of hull/outfit/cargo
weights. The establishment of scantlings (structural dimensions) is iterative. We assume that a
preliminary set of dimensions is settled upon from experience or by other choice. The loads will
cause a set of responses (stresses, deflections). The response criteria are then compared to the
responses. For any inadequacies we modify the structural dimensions and repeat the response
analysis. When all responses are satisfactory, we are finished.

In cases where we must satisfy additional constraints (cost, performance..) we add checks for
these items after we have checked the structural response. Again, we loop until we have met the
constraints, and reached optimal values for some measure. The sketch of the process below has
been slightly modified to show that there are multiple loads, multiple components and multiple
criteria. It is this expansion of the problem to causes design to change from a trivial ‘look-up’
process to a challenging exercise of exploring possible options.

As stated above, the structural design can only occur after the overall vessel concept and
arrangement is set, which is done during the preliminary design stage. The structural design itself
is a process that is comparable to the overall design. Just as the vessels has a mission and a
concept to satisfy that mission, so too does the structure have a mission and concept to satisfy the
mission. Prior to deciding on the structural sizes (scantlings), the designer must decide on the
overall structural concept and arrangement.
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Rule Based Structural Design

In rule-based design (Classification Society rules), the loads and response criteria have been
combined into standard scantling requirements formulae. The user can use these formulae to
determine minimum dimensions for members and components. There can then be the need to
check additional criteria (e.g. buckling, alternate loads). When this is complete the user has a
complete structural design, but not yet a final detailed design. The final structural drawings also
include detailed design features (e.g. bracket and weld specifications). The image following is
illustrative of a structural drawing of a transverse bulkhead on an FPSO.

Example for illustration of a structural blueprint of an FPSO bulkhead.

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One Simple Idea

All the various parts and levels of a ship structure interact. Ships are "all-welded" structures,
meaning that it is all one single, complex, solid elastic body. The main thing that structures (and
all parts of structures) do is “push back”. i.e. across any interface (across every patch of every
plane, everywhere in the universe, always!) the force acts in both ways. This powerful idea is the
key to understanding what happens in a structure.

Newton's 3rd Law:

action = reaction

Forces (and moments) always sum to zero, whether at a point, or on any body or partial body.
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Structural Design Thinking

This course is mainly about structural analysis, because analysis is useful in itself, and is crucial
to design. All design requires evaluation of the performance of the design. Analysis allows that
evaluation. But of course, design is more than analysis. Design can involve factors that are
difficult or impossible to formally quantify. Emotion and aesthetics often come in. However, for
this course we will be exploring only strictly quantifiable factors of design.

Even in cases where the design challenge has a single ‘best’ answer, it can be difficult to find. In
more realistic cases, there are multiple best answers, because there are multiple non-
interchangeable goals that we wish to optimize. Let’s start with an example that begins to
illustrate the issue.

We are trying to find a value of ‘y’ that is based on the following information:
𝑥2
• A constraint: 𝑦 > 12 − 17 {𝑥 > 0}
• A relationship: 𝑦 = 𝑥 .7434 {𝑥 > 0}
10
• A parameter: 𝑚 = 𝑥 {𝑥 > 0}

The problem is to find a value of x and y that satisfies the relationship and constraint and
minimizes the value of the parameter. How would you go about this challenge?

The answer is x=17.451 and y=8.379. The solution is shown visually below, using desmos. The
constraint is shown as an allowable region (in green). All values of the relationship (orange line)
that are inside the green region are allowed, but we want the one that has the minimum value of
the parameter. That value is (in this case) where the orange line crosses the constraint boundary. It
is quite common that optimal values are on the boundaries of constraints. Assuming that this
might be the case can help you solve the problem quicker.

The desmos graphing Calculator https://www.desmos.com/calculator

Let’s make a small change to the problem. Find a value of ‘y’ for the following information:
𝑥2
• A constraint: 𝑦 > 12 − 17 {𝑥 > 0}
• A relationship: 𝑦 = 𝑥 .7434 {𝑥 > 0}
10 𝑥
• A parameter: 𝑚 = 𝑥 + 10 {𝑥 > 0}
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In this case the minimum value of m corresponds to values of x and y inside the constraint
domain at x=10, y=5.539.

Dealing with multiple relationships, multiple constraints and even multiple parameters to
optimize can create a very challenging situation. But real design gets even more challenging. The
examples above have all relationships, constraints and parameters in 2D space. This would get
much harder in 3D space. But you could still picture it graphically. But what about 7 dimensional
space? This is not a joke. Design involves many independent continuous and discrete parameters,
which really do constitute a high order space, which could be 5, 10 or ever 20 dimensional.

Luckily it is possible to find acceptable answers in such situations, even though perfect may be
unattainable. As we go through the course, the idea of what a relationship, a constraint or a
parameter is, in structural terms, will become clearer.
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Chapter 2: Problems

2.1 Sketch a X-section of a ship at mid-ships and label all features/elements.

2.2 Sketch, free hand, the structure in the double bottom of a ship. Keep it neat and label the
elements

2.3 Discuss the difference between mechanics of materials and structural design.

2.4 Find x,y for minimum m.

2.5 § Find the area indicated.

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Chapter 3: Longitudinal Strength: Buoyancy & Weight

the Iron Bridge

Introduction
In this Chapter we will discuss still water bending moments, Bonjean curves, Prohaska’s method
to preliminarily estimate weight distributions.
~~~~~~~~~~~~~~~~~~~~
Overview

Structural design starts from:

Principal Dimensions - L,B,T

Hull Form - CB, CWP, CM
General Arrangement – decks and bulkheads

Which is called preliminary design:

The first strength consideration is the longitudinal strength of the hull girder. The hull girder feels
vertical forces due to weight and buoyancy. For any floating body the total weight must equal the
E6002 – Ship Structures I 32
© C.G.Daley 2011-19

total buoyancy, and both forces must act along the same line of action. However, at each location
along the ship, the weight will not normally equal the buoyancy.

The weights are set by the combination of lightship and cargo weights. The locations of the
weights are fixed (more or less). The buoyancy forces are determined by the shape of the hull and
the location of the vessel in the water (draft and trim). The net buoyancy will adjust itself until is
exactly counteracts the net weight force. However, this does not mean that each part of the vessel
has a balance of weight and buoyancy. Local segments of the vessel may have more or less weight
than the local buoyancy. The difference will be made up by a transfer of shear forces along the
vessel.

Bending Moment Calculations

The ‘design’ bending moment is the combination of Stillwater bending and wave bending. To
calculate these values, we will make the following assumptions;
• Ship is a beam
• Small deflection theory
• Response is quasi-static
• Lateral loading can be superimposed
E6002 – Ship Structures I 33
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Still Water Bending Moment (SWBM)

The still water bending moment is calculated from the effect of the weights and buoyancy in calm
water. The buoyancy force is a line load (e.g. kN/m). The local buoyancy per meter is found from
the x-sectional area of the hull at each location. The x-sectional area depends on the local draft and
are found from the ‘Bonjean’ curves.

Bonjean Curves – Calculating the Buoyancy Distribution

Bonjean curves show the relationship between local draft and submerged cross-sectional area.
There is one Bonjean curve for each station. There are typically 21 stations from the FP to the AP,
with 0 being the FP. This divides the LBP into 20 segments.

At each station we can draw a Bonjean curve of the x-section area;

E6002 – Ship Structures I 34
© C.G.Daley 2011-19

Bonjeans are drawn on the profile of the vessel. With these curves, we can find the distribution of
buoyancy for any waterline (any draft, any trim).

For hydrostatic calculations we need to know the distribution of buoyancy along the ship. We need
to be able to find this for every possible draft/trim. If we had a wall sided vessel, it would be
relatively easy to solve for the draft/trim (as in Assignment #1). With shaped hulls, there is a non-
linear relationship between buoyancy and position. We use Bonjean curves to find the buoyancies
as follows.

For the typical 21 station ship, we divide the ship into 21 slices, each extending fore and aft of its
station. Using the Bonjean curve for each station we calculate the total displacement at our
draft/trim;
20
𝐿𝐵𝑃
∇= ∑ (𝑎𝑖 (Ti ) ∗ ) [m3 ]
20
𝑖=0
E6002 – Ship Structures I 35
© C.G.Daley 2011-19

For example, the displacement for station 3 is;

L BP
3 = A 3  [m3]
20
The buoyant line load for station 3 is;

 3 = 3    g [N/m]

(assuming that area is in m2, g=9.81 m/s2 and  = 1025 kg/m3)

The above will provide a way of calculating the buoyant forces at each station. We will now
discuss the weights.

Example Bonjean: Case a – 0 width base, triangle, rectangle, square

E6002 – Ship Structures I 36
© C.G.Daley 2011-19

Example Bonjean: Case b – wide base, shrinking width

Example Bonjean: Case c – separate watertight blocks

Example Bonjean: Case d – typical large ship

Example Bonjean: Case e – typical bow form

E6002 – Ship Structures I 37
© C.G.Daley 2011-19

Area are found by adding areas of strips

Example Bonjean: Case f – open (floodable) form

E6002 – Ship Structures I 38
© C.G.Daley 2011-19

Calculating the Weight Distribution

We need the weight distribution for a variety of reasons. The weights and buoyancy combined will
determine how the vessel floats in the water; both draft and trim. They will also determine the
shear force and bending moments that the hull structure will have to support. As the design
proceeds, the weights will become more precisely known for each loading condition of the ship.
Similarly, if analysis of an existing vessel is the goal, the accuracy of the weight distribution will
increase as more data is gathered.

If the weight distribution is known (even preliminarily), we use it directly. The steps to follow
are;
• estimate the weight at each station (+- half station)
• (optionally) find the c.g. of all weights and distribute accordingly

If the weight distribution is unknown, but we know (or est.) the total displacement, and we need
to estimate the distribution, we can use the Prohaska method. Prohaska proposed a method for a
ship with parallel middle body (i.e. most cargo vessels). The weight distribution is a trapezoid on
top of a uniform distribution, as follows;
E6002 – Ship Structures I 39
© C.G.Daley 2011-19

The weights are distributed according to the pattern above. With the average weight/meter of the
Whull
hull: W = the values of a and b are;
L

a b
W W
Tankers .75 1.125
Full Cargo Ships .55 1.225
Fine Cargo Ships .45 1.275
Large Passenger Ships .30 1.35
Note that the values of a and b are related, so that the average is always W . This gives;
b a
= 1.5 −
W 2W

To move the position of the center of weight (the lcg) the fore and aft ends of the load diagram are
adjusted by equal (and opposite) amounts.

7 ∆𝑙𝑐𝑔 54
∆𝑙𝑐𝑔 = 𝑥 𝐿 or, 𝑥= (can you derive this?)
54 𝐿 7

If the weight distribution is unknown and we have a vessel without a parallel middle body (i.e.
most sail yachts), we need a smoother distribution. The method below uses a parabolic distribution
on top of a uniform distribution. The two parts each have half the weight.

The equation for the weight is;

W 3 2x
W= + W (1 − ( − 1) 2 )
2 4 L
E6002 – Ship Structures I 40
© C.G.Daley 2011-19

To shift the total center of weight by ‘x’ we shift the c.g. of the parabola by 2x. This is done by
‘shearing’ the curve, so that the top center, ‘D’, shifts by 5x. All other points shift proportionally.
E6002 – Ship Structures I 41
© C.G.Daley 2011-19

Chapter 3: Problems

3.1 For the three station profiles shown below, draw the bonjean curves in the space provided.

3.2 For a vessel with 4 stations, the bonjean curves are given at the 3 half stations. Lbp is 60m.
for the vessel to float level (no trim), at a 4.5 m draft, where is the C.G.?
What would the Prohaska distribution of weight be to achieve this? (plot)
If the C.G is at midships, and the draft (at midships) is 4.5 m, what is the trim?
E6002 – Ship Structures I 42
© C.G.Daley 2011-19

3.3 For the vessel body plan shown below (left), sketch the corresponding bonjean curves (on the
right).

3.4 For the bonjean shown below (right), sketch the corresponding vessel body plan curve (on the
left).
E6002 – Ship Structures I 43
© C.G.Daley 2011-19

3.5 Bonjean Curves The following figure shows 5 potential Bonjean curves. Some of them are
impossible. Identify the curves that can not be Bonjean curves and explain why. For the feasible
Bonjeans, sketch the x-section that the Bonjean describes.

3.6 For the two ship stations shown below, sketch the corresponding bonjean curves on the grid
below.

20 m 20 m

12 m

145 m2
(a) (b)

12
10
z [m] 8
6
4
2
0
0 50 100 150 200
Area [m2]

3.7 You are supervising a preliminary ship design project. You have asked one of your team to
produce a net load (weight-buoyancy) diagram, so that bending moments can be calculated. The
diagram you are given is ;
E6002 – Ship Structures I 44
© C.G.Daley 2011-19

Net Load Curve

20

-20
AP ¼ ¾ FP

why is this diagram impossible? Justify your answer. (hint: use SFD and/or BMD)

3.8 For the three station profiles shown below, sketch the corresponding bonjean curves

3.9 § For each of the six cross sections shown, sketch the bonjean curve.

3.10 § Still Water Bending Stresses

Imagine that you are designing a ship of Length 260m, Beam of 47m and Draft of 15.6m in
seawater. The Displacement is 127,000 t.
Imagine that you are going to design the above container ships.
a) What is the Block Coefficient
b) Estimate the weight distribution according to Prohaska
c) Use the above together with Murray’s method to get the still water bending moment at
midships.
d) Roughly Sketch the following: buoyancy curve, weight curve, net load, shear and
bending moment diagrams (approximate the values as well as you can).
E6002 – Ship Structures I 45
© C.G.Daley 2011-19

3.11 § A recent news story in G-Captain read as follows;

Hanjin Heavy Industries Confirms 20,600 TEU Container Ship

Orders
BY MIKE SCHULER ON APRIL 6, 2015
Plans for the 20,600 TEU ships were first revealed by CMA
CGM last month, but the details of the order had not yet
been finalized.
Hanjin says the ships will be built at the group’s Subic
Shipyard in the Philippines. Delivery is scheduled for the
second half of 2017 and the vessels will be deployed on its
main Asia-North Europe route. They will measure 400 meters
long by 59 meters wide.

Imagine that you are going to design the above container ships.

a) Estimate the draft, and displacement

b) Estimate the weight distribution according to Prohaska
c) Use the above together with Murray’s method to get the still water bending moment at
midships.
d) Roughly Sketch the following: net load, shear and bending moment diagrams
(approximate the values as well as you can).
E6002 – Ship Structures I 46
© C.G.Daley 2011-19

Chapter 4: Longitudinal Strength: Murray’s Method and Direct

Integration

Battleship TEXAS

Introduction
In this chapter we will discuss Murray’s Method to estimate still water bending moments, along
with a direct integration approach.

Murray’s Method

Murray’s method is based on the idea that forces and moments in a ship beam (also called the hull
girder) are self-balancing. No net force or moment is transferred to the world at the ends of a ship
– i.e. the ends are ‘free’, quite unlike the usual boundary condition for most beams. Any set of
weight and buoyancy forces are in balance.
E6002 – Ship Structures I 47
© C.G.Daley 2011-19

Also, for any cut at x, the moment at the cut can be determined in two ways;
BM ( x) = y1 L1 − y 2 L2

= y5 L5 − y3 L3 − y 4 L4

Murray applied this idea to a ship:

where
ff,fa are the distances from the to the centers of weight (fore and aft)
gf,ga are the distances from the to the centers of buoyancy (fore and aft)

The bending moment at midships is;

or

These two moments are ‘estimates’ of the maximum bending moment. We can combine the two,
and increase our accuracy, by taking the average of the two;

= BM W − BM B
weight - buoyancy
To find the buoyancy part, Murray suggested

where x = average moment arm

E6002 – Ship Structures I 48
© C.G.Daley 2011-19

Murray suggested a set of values for x , as a function of the ship length, block coefficient and the
ratio of draft to length;

x = L(a  CB + b)
where
d/L a b
.03 .209 .03
.04 .199 .041
.05 .189 .052
.06 .179 .063
This table for a and b can be represented adequately by the equation;
a = 0.239 – d/L
b = 1.1 d/L – 0.003
d = draft, L= length

Example using Murray’s Method

Ship: Tanker L=278m, B=37m, CB=0.8

Assume wave bending moment is;

WBMsag = 583800 t-m
WBMhog = 520440 t-m

The vessel weights, and weight bending moments are as follows;

I TEM Weigh t lcg Mom en t
( t) (m) ( t -m )
Fwd
ca r go 62000 40 2480000
fu el & wa t er 590 116 68440
s t eel 12000 5 5 .6 667200
3 ,2 1 5 ,6 4 0
Aft
ca r go 49800 37 1842600
m a ch in er y 3400 125 425000
ou t fit 900 120 108000
s t eel 12000 5 5 .6 667200
 140690 t 3 ,0 4 2 ,8 0 0

BM w = 3 ,1 2 9 ,2 2 0
E6002 – Ship Structures I 49
© C.G.Daley 2011-19

To find the buoyancy moment we need the draft;

𝑊 = ∆= 𝐶𝐵 𝐿𝐵𝑑𝛾

∆
𝑑=
𝐶𝐵 ∙𝐿∙𝐵∙𝛾
= 16.68 m

𝑑 16.68
= = 0.06
𝐿 278

Murray’s table gives;

a=0.179, b=0.063

x = 278(.179  0.8 + .063) = 57.32 m

1
BM B = x
2
1
= 140690  57.32 = 4,032,428 t-m
2

SWBM = BMW-BMB
hog sag
= 3,129,220 − 4,032,428
= −903,145 t-m (- is sag)

we need to add the wave bending moment in sag

Total BM = 903,145 + 583,800

= 1,486,945 t-m (sag)

Note that in this case the ship will never get in the hogging condition, because the SWBM is so
large.

Cross Check of Murray’s Method

A more direct calculation of the buoyancy bending moment BMB can be made if the hull form is
known. We will use a standard hull form for a container ship to compute the BMB and compare to
Murray’s Method. The main particulars and the body lines are shown below. Rhino™ was used to
create a set of offset coordinates (x,y,z at 20 stations) and a 3D surface of the hull. The 3D surface
is reasonably good for the purpose of finding still water bending moments, but its not perfect. The
fine details at the stern and bulbous bow are not exact, but these will have only minor effect on the
distribution of buoyancy.
E6002 – Ship Structures I 50
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Main Particulars of S-175 Container Ship

Main particulars Variable (units) Values
Length Lpp (m) 175.0
Breadth B (m) 25.4
Depth D (m) 15.4
Draft d (m) 9.5
Displacement  (m3) 24186
Metacentric Height GM (m) 1.0
Block Coef. Cb (-) 0.5716
Pitch Rad. Gy. Kyy/Lpp (-) 0.24
Roll Rad. Gy. Kxx/B (-) 0.328

S-175 Body Lines (Fonseca and Guedes-Soares, 20021)

Use of Rhino™ to convert lines to 3D form

1
Fonseca and Guedes-Soares “Comparison of numerical and experimental results of nonlinear wave-induced
vertical ship motions and loads”, J Mar Sci Technol (2002) 6:193–204
E6002 – Ship Structures I 51
© C.G.Daley 2011-19

Resulting 3D Rhino™ model

Station Positions and Fore and Aft centers of buoyancy (9.5 m draft)

Also, we will calculate the values in excel™ using the offsets. The offsets are the y,z coordinates
at each station. The file for these is called S175_Offsets.xlsx, which is on the course website. Pls
review the file and study how the fore and aft volumes and centroids are calculated. An example
for station 3 is show below. Also below are two tables of offsets for the aft and fore regions.

The distances to the fore and aft centers of buoyancy are slightly different. The Rhino and Excel
averages are both 30.0 vs the Murray calculated value of 28.4. So Murray is reasonable but
clearly not as accurate as a direct calculation for an actual hull.

Computed Buoyancy Moment-arms for S-175 Container Ship

Values Murray Rhino™ direct Excel™ offsets
Aft volume (m3) 12,846 12,792
Fore Volume (m3) 11,342 11,181
Total Volume (m3) 24186 24,187 23,973
ga (m) 30.75 30.67
gf (m) 29.24 29.31
𝑥̅ (m) 28.4 30.0 30.0
 E6002 – Ship Structures I 52
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Example Excel calculation for area and volume of slice at station 3.

S-175 Hull Aft Body Offsets
Section M N 0.00 0.5 1.00 1.5 2.00 3 4.00 5 6.00 7 8.00 9 10.00
Sect Width 1.60 1.50 4.38 4.38 4.38 4.38 6.56 8.75 8.75 8.75 8.75 8.75 8.75 8.75 8.75
Sect. X Coord -90.6 -89 -87.5 -83.1 -78.8 -74.4 -70 -61.3 -52.5 -43.8 -35 -26.3 -17.5 -8.75 0
y z y z y z y z y z y z y z y z y z y z y z y z y z y z y z
0.00 0.152 0.00 -0.31 0.00 -0.6 0.00 -1.32 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5
1.51 1 0.96 0 1.56 0 1.31 -1 0.21 -9.5 0.27 -9.49 0.33 -9.49 0.39 -9.49 1.00 -9.48 2.00 -9.46 3.00 -9.43 5.00 -9.39 7.00 -9.35 9.00 -9.3 9.00 -9.3
2.57 2 2.27 1 2.91 1 3.07 0 0.32 -9 0.61 -9 0.98 -9 1.00 -9.38 2.00 -9.34 3.00 -9.37 4.00 -9.4 6.00 -9.35 8.00 -9.29 10.00 -9.24 10.00 -9.24
3.40 3 3.32 2 3.93 2 4.39 1 0.49 -8 1.04 -8 1.65 -8 1.81 -9 2.84 -9 4.24 -9 5.97 -9 7.83 -9 9.57 -9 11.00 -9 11.00 -9
4.10 4 4.13 3 4.77 3 5.41 2 0.60 -7 1.33 -7 2.04 -7 2.89 -8 4.34 -8 6.13 -8 7.98 -8 9.81 -8 11.20 -8 12.20 -8 12.20 -8
4.70 5 4.85 4 5.51 4 6.26 3 0.68 -6 1.56 -6 2.37 -6 3.61 -7 5.35 -7 7.31 -7 9.16 -7 10.80 -7 11.90 -7 12.60 -7 12.60 -7
5.28 6 5.52 5 6.19 5 7.02 4 0.81 -5 1.81 -5 2.72 -5 4.18 -6 6.21 -6 8.24 -6 10.00 -6 11.40 -6 12.30 -6 12.70 -6 12.70 -6
5.75 7 6.13 6 6.84 6 7.71 5 0.97 -4 2.09 -4 3.18 -4 4.79 -5 7.02 -5 9.06 -5 10.70 -5 11.90 -5 12.50 -5 12.70 -5 12.70 -5
6.67 7 7.37 7 8.33 6 1.20 -3 2.57 -3 3.84 -3 5.50 -4 7.79 -4 9.75 -4 11.20 -4 12.20 -4 12.70 -4 12.70 -4 12.70 -4
8.86 7 1.73 -2 3.32 -2 4.79 -2 6.35 -3 8.57 -3 10.40 -3 11.60 -3 12.40 -3 12.70 -3 12.70 -3 12.70 -3
2.97 -1 4.54 -1 5.96 -1 7.28 -2 9.31 -2 10.90 -2 11.90 -2 12.50 -2 12.70 -2 12.70 -2 12.70 -2
4.51 0 5.87 0 7.08 0 8.20 -1 10.00 -1 11.30 -1 12.20 -1 12.60 -1 12.70 -1 12.70 -1 12.70 -1
5.75 1 7.02 1 8.10 1 9.08 0 10.70 0 11.70 0 12.40 0 12.70 0 12.70 0 12.70 0 12.70 0
6.75 2 7.95 2 8.98 2 9.89 1 11.20 1 12.10 1 12.50 1 12.70 1 12.70 1 12.70 1 12.70 1
7.59 3 8.75 3 9.74 3 10.60 2 11.70 2 12.30 2 12.60 2 12.70 2 12.70 2 12.70 2 12.70 2
8.33 4 9.46 4 10.40 4 11.20 3 12.10 3 12.50 3 12.70 3 12.70 3 12.70 3 12.70 3 12.70 3
8.98 5 10.10 5 10.90 5 11.70 4 12.40 4 12.70 4 12.70 4 12.70 4 12.70 4 12.70 4 12.70 4
9.54 6 10.60 6 11.40 6 12.10 5 12.60 5 12.70 5 12.70 5 12.70 5 12.70 5 12.70 5 12.70 5
10.00 7 11.00 7 11.70 7 12.40 6 12.70 6 12.70 6 12.70 6 12.70 6 12.70 6 12.70 6 12.70 6
12.50 7 12.70 7 12.70 7 12.70 7 12.70 7 12.70 7 12.70 7 12.70 7

Aft Body Offsets for S-175

S-175 Hull Fore Body Offsets
Section 10.00 11 12.00 13 14.00 15 16.00 17 18.00 18.5 19.00 19.5 20.00 20.11
Sect Width 8.75 8.75 8.75 8.75 8.75 8.75 8.75 8.75 6.56 4.38 4.38 4.38 2.67 0.00
Sect. X Coord 0 8.75 17.5 26.25 35 43.75 52.5 61.25 70 74.38 78.75 83.13 87.5 88.46
y z y z y z y z y z y z y z y z y z y z y z y z y z y z
0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.5 0.10 -9.5 0.00 -9.5 0.00 -9.5 0.00 -9.32 0.00 -8.81
9.00 -9.3 8.00 -9.33 7.00 -9.35 5.00 -9.39 4.00 -9.41 2.00 -9.46 1.00 -9.48 0.46 -9.49 0.10 -9.5 0.00 -9.5 0.10 -9.5 0.06 -9.5 0.15 -9.27 0.16 -8.8
10.00 -9.24 9.00 -9.28 8.00 -9.27 6.00 -9.35 5.00 -9.23 3.00 -9.43 2.00 -9.38 1.00 -9.46 0.68 -9.41 0.68 -9.33 0.68 -9.3 0.91 -9 0.60 -9 0.69 -8.48
11.00 -9 10.10 -9 8.75 -9 7.09 -9 5.52 -9 4.02 -9 2.75 -9 1.92 -9 1.38 -9 1.16 -9 1.06 -9 1.48 -8 1.20 -8 0.98 -8
12.20 -8 11.50 -8 10.30 -8 8.62 -8 6.94 -8 5.26 -8 3.78 -8 2.77 -8 2.14 -8 1.89 -8 1.69 -8 1.56 -7 1.34 -7 1.15 -7
12.60 -7 12.10 -7 11.10 -7 9.52 -7 7.80 -7 6.02 -7 4.43 -7 3.16 -7 2.32 -7 2.01 -7 1.77 -7 1.45 -6 1.22 -6 1.02 -6
12.70 -6 12.40 -6 11.50 -6 10.10 -6 8.42 -6 6.59 -6 4.90 -6 3.45 -6 2.39 -6 1.97 -6 1.67 -6 1.24 -5 0.96 -5 0.57 -5
12.70 -5 12.60 -5 11.90 -5 10.50 -5 8.89 -5 7.04 -5 5.28 -5 3.68 -5 2.40 -5 1.89 -5 1.51 -5 1.04 -4 0.68 -4 0.00 -4.5
12.70 -4 12.60 -4 12.10 -4 10.90 -4 9.30 -4 7.45 -4 5.62 -4 3.90 -4 2.43 -4 1.84 -4 1.39 -4 0.89 -3 0.44 -3
12.70 -3 12.70 -3 12.20 -3 11.10 -3 9.64 -3 7.82 -3 5.94 -3 4.10 -3 2.50 -3 1.82 -3 1.29 -3 0.79 -2 0.26 -2
12.70 -2 12.70 -2 12.30 -2 11.30 -2 9.96 -2 8.18 -2 6.25 -2 4.34 -2 2.62 -2 1.88 -2 1.23 -2 0.77 -1 0.11 -1
12.70 -1 12.70 -1 12.30 -1 11.50 -1 10.30 -1 8.56 -1 6.60 -1 4.65 -1 2.83 -1 2.02 -1 1.29 -1 0.85 0 0.11 1
12.70 0 12.70 0 12.40 0 11.70 0 10.50 0 8.93 0 7.02 0 5.04 0 3.16 0 2.30 0 1.54 0 1.06 1 0.39 2
12.70 1 12.70 1 12.50 1 11.80 1 10.80 1 9.31 1 7.48 1 5.50 1 3.58 1 2.69 1 1.89 1 1.44 2 0.73 3
12.70 2 12.70 2 12.60 2 12.00 2 11.00 2 9.71 2 7.98 2 6.06 2 4.18 2 3.25 2 2.33 2 1.89 3 1.12 4
12.70 3 12.70 3 12.60 3 12.10 3 11.30 3 10.10 3 8.53 3 6.71 3 4.85 3 3.86 3 2.87 3 2.45 4 1.61 5
12.70 4 12.70 4 12.60 4 12.30 4 11.60 4 10.50 4 9.12 4 7.44 4 5.57 4 4.54 4 3.52 4 3.14 5 2.22 6
12.70 5 12.70 5 12.70 5 12.40 5 11.90 5 11.00 5 9.76 5 8.23 5 6.41 5 5.35 5 4.27 5 3.92 6 2.92 7
12.70 6 12.70 6 12.70 6 12.60 6 12.20 6 11.50 6 10.50 6 9.09 6 7.36 6 6.26 6 5.08 6 4.79 7 3.74 8
12.70 7 12.70 7 12.70 7 12.70 7 12.50 7 12.00 7 11.20 7 9.97 7 8.31 7 7.24 7 6.02 7 5.74 8 4.66 9
12.10 7.17 12.00 8 10.90 8 9.30 8 8.28 8 7.05 8 6.78 9 5.80 10.1
12.10 8.11 11.90 9 10.30 9 9.40 9 8.12 9 7.74 9.92 6.17 11.1
12.00 9.09 10.70 9.37 10.00 9.53 8.89 9.71 7.80 10.8
10.00 9.65 8.89 10.4

Fore Body Offsets for S-175

E6002 – Ship Structures I 53
© C.G.Daley 2011-19

Chapter 4: Problems
Note: problems with * are not taken from prior exams.

4.1. Longitudinal strength is a primary concern during the design of a ship. Briefly explain the
idea behind Murray’s Method.

4.2. § There is a ‘rectangular’ shaped block of wood, as shown in the image below. The
block weighs 200 N and has uniform density. It is 1 m long and 0.20 m wide. It is 20 cm thick and
is floating in fresh water.

4.3. A simple barge is made of steel, is 10m long, 2m wide and 1m high. The sides and bottom
steel is all 20mm thick. Steel has a density of 7850 kg per m3 and water has a density of 1000.

a) what is the draft of the barge?

b) what is the midship bending moment (describe you steps and assumptions).
c) compute the moment of inertia at midships.

4.4.

draw the shear force and bending moment diagrams for the block.

Now consider the addition of a small 50 N weight on the top of the block, at a distance 2/3m from
one end. (hint - a right triangle has its centroid at 2/3 of its length)
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After the block settles to an equilibrium position -

Draw the bending moment and shear force diagrams
What is the max. bending stress on the transverse plane at the middle of the block (ie at 0.5 m from the end)?

4.5. There is a ‘diamond’ shaped block of wood, as shown in the image below. The block
weighs 5.4 kg. and has uniform density. It is 60 cm long and 30 cm wide. It is 12 cm thick and is
floating in fresh water. Resting on the block are 2 weights, each small blocks of steel weighing 1
kg. They are symmetrically placed and are 55cm apart.
• What is the midship bending moment in units of N-cm ?
• What is the maximum bending stress in the wooden block?
• Draw the bonjean curve for a cross section of the wooden block at a point 15cm from the end.
(show actual units).
• What is the block coefficient for the block?

ANS: a) 171.5 N-cm (hog) b) 23.8 MPa c) Straight and then vertical d) 0.5
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4.6. Consider a 100m vessel resting in sheltered fresh waters (see below). The CG of all
weights fwd of midships is 23m fwd of midships (ff=23m). The CG of all weights aft of midships
is 25m aft of midships (fa=25m). The weights fwd and aft are 4200 and 4600 t respectively. Two
bonjean curves are given. Assume each refers to the average x-section area for 50m of ship (fore
and aft). The (fore and aft) buoyancy forces act at the bonjean locations, which are 18m fwd and
20 aft (of midships). The buoyancy force aft is 4650 t.

Using the bonjeans, find

• The vessel drafts at the two bonjeans.
• The buoyancy force fwd.
• The still-water bending moment at midships

4.7. Murray's Method Consider a 100m long vessel resting in sheltered waters. The CG of all
weights fwd of midships is 20m fwd of midships (ff=20m). The CG of all weights aft of midships
is 25m aft of midships (fa=25m).
• Describe how you would use Murray’s Method to determine the still
water bending moment for this vessel.
• What other info, if any do you need?
Note: you don’t need to remember the specific values for terms suggested by Murray.

4.8. Hull girder strength The hull girder can be viewed as a beam. When floating in still
water, is the beam statically determinate or statically indeterminate? Provide reasons for your
answer.
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4.9. You see below a sketch of a ship that is 200 m long. The displacement is made up of the
lightship plus the weight of cargo in two holds. The ship has stranded itself on a submerged rock.
Draw the various curves of load and response for the vessel (weight, buoyancy, net load, shear,
moment, slope and deflection) that are compatible with the information given. The numerical
values don’t matter. The intention is to draw a set of curves that are logical for the ship as shown.

4.10. You see below a sketch of a ship that is 200 m long. The displacement is made up of the
lightship plus the weight of cargo in two holds. The forward cargo hold is empty. Draw the
various curves of load and response for the vessel (weight, buoyancy, net load, shear, moment,
slope and deflection) that are compatible with the information given. The numerical values don’t
matter. The intention is to draw a set of curves that are logical for the ship as shown.

4.11. You see below a sketch of a ship that is 200 m long. The displacement is made up of the
lightship plus the weight of ballast in 4 tanks. The cargo holds are empty. Draw the various curves
of load and response for the vessel (weight, buoyancy, net load, shear, moment, slope and
deflection) that are compatible with the information given. The numerical values don’t matter.
The intention is to draw a set of curves that are logical for the ship as shown.
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4.12. Calculate the still water bending moment (in N-cm) for the solid block of plastic sketched
below. Assume the block has density as given and is floating in fresh water (density also given).
Is the moment hogging or sagging?

4.13. § Still Water Bending Stresses

a) a triangular block as sketched below is floating in fresh water. A 1 tonne load is added at the
centroid. By considering the block as a 9m beam, of tapered width, draw the shear and bending
moment diagrams, with values. What would the max bending stress be?
b) Concisely describe how the calculations would change if the load were not at the centroid.

4.14. § There is a floating block of wood, as shown in the image below. The block has uniform
density. It is 40 cm long and 15 cm wide. It is 10 cm thick at the ends and 15cm thick in the
middle. It is floating in salt water with a weight density of 10kN/m3.

a. what is the weight of the block?

b. What are the shear and bending moment values at cross section B-B?
c. What are the shear and bending moment values at cross section A-A?
d. Sketch the: net load, shear and bending moment diagrams (no numbers needed).
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4.15. * For the example of Murray’s method in the Chapter, remove the cargo weight and add
4000 t of ballast, with a cg of 116m fwd of midship. Re-calculate the maximum sag and hog
moments (both still water and wave).

4.16. * For the example of Murray’s method in the Chapter, instead of using the weight
locations as given, assume that the weights are distributed according to Prohaska. Re-calculate the
SWBM.

4.17. * Consider a 100m long tanker resting on an even keel (same draft fore and aft) in
sheltered waters. The CG of all weights is at midships and is 8000 tonnes.
Use Murray’s Method and Prohaska’s values to determine the still water bending moment for this
vessel (i.e. get both the weight and buoyancy BMs about midships).

4.18. * Consider the 175m long container vessel (the S-175 example) resting on an even keel
(same 9.5m draft fore and aft) in sheltered waters.
Use Murray’s Method and Prohaska’s values to determine the still water bending moment for this
vessel (i.e. get both the weight and buoyancy BMs about midships). Change the weight
distribution (same weight, same center) to better reflect a real vessel with an engine and re-do the
SWBM.
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Chapter 5: Longitudinal Strength: Wave Bending Moments

Cape Spear

Introduction
In this Chapter we will discuss the shape of ocean design waves and the moments caused by
waves.
~~~~~~~~~~~~~~~~~~~~
Design Waves

Design wave forces are considered to be quasi-static. As a wave passes by a vessel, the worst
hogging moment will occur when the midbody is on the crest of a wave and the bow and stern are
in the troughs. The worst sagging moment will happen when the bow and stern are on two crests,
with the midbody in the trough between.

Whether for sagging or hogging, the worst condition will occur when the wavelength is close to
the vessel length. If the waves are much shorter,
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or much longer than the vessel, the bending moments will be less than if the wavelength equals the
ship length.

Consequently, the design wave for any vessel will have a wavelength equal to the vessel length.
The wave height is also constrained. Waves will have a limited height to length ratio, or they will
break. This results in a standard design wave of L/20. In other words the wave height (peak to
trough) is 1/20th of the wave length.

Trochoidal Wave Profile

Note that the waves sketched above did not look like sinusoids. Waves at sea tend to be trochoidal
shaped, rather than simple sine waves. This has the feature that the crests are steeper and the
troughs are more rounded.

A trochoidal wave is constructed using a rolling wheel.

In the case of the design wave;

LW = LBP } for now we assume that this length and
HW = LBP/20 height or wave is possible
We can see that;

LW = 2  R
HW = 2 r

Which gives;
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L BP L
R = , r = BP
2 40

r 
=
R 20

To construct a plot of the wave, we start with a coordinate system at the crest of the wave.

x = R  − r sin  }  = rolling angle

z = r ( 1 − cos  )

This is a parametric equation (  is a parameter). We can write;

L L
x = − sin 
2 40
L
z = ( 1 − cos  )
40
To plot the wave, it is a simple matter to calculate x and z as a function of  and then plot z vs x.
This is done in the spreadsheet below.

L 100
H 5

 x z
0 0 0
2
10 2.343657 -0.03798
20 4.700505 -0.15077
0
z

30 7.083333 -0.33494
-2
40 9.504142 -0.58489 -4
50 11.97378 -0.89303 -6
60 14.5016 -1.25 0 50 100 150 200
x
70 17.09521 -1.64495
80 19.7602 -2.06588
90 22.5 -2.5
100 25.31576 -2.93412
110 28.20632 -3.35505
120 31.16827 -3.75

Alternatively, the link below will bring you to a DESMOS page that plots a trochoidal wave. You
will see the rolling circle, which you can drag by selecting its center. You can edit the wave
parameters.
https://www.desmos.com/calculator/rqvqvf6uy8
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1.1 L Wave

L/20 waves have been found to be too conservative for large vessels, esp. for vessels >500 ft. A
more modern version of the 1 . 1 L wave. In this case;

as before, LW = LBP

H w = 1 . 1 L BP (in feet)
or
H w = 0 . 607 L BP (in meters)

For trochoidal waves this gives;

L BP
R = , r = . 55 L BP (feet) or r = . 303 L BP (meters)
2

Calculating Wave Bending Moments

We can now calculate the wave bending moments by placing the ship on the design wave. We can
use the bonjean curves to determine the buoyancy forces due to the quasi-static effects of the
wave;

The steps to determine the wave bending moment are;

• at each station determine the still water buoyancy forces, using the design draft. (isw : still
water at station i)
Fisw = Aisw li g

• at each station determine the total buoyancy forces, using the local draft in that portion of
the wave. (iwt : total wave at station i)
Fiwt = Aiwt li g

The net wave buoyancy forces are the difference between wave and still water.
Fiwave=Fiwt-Fisw
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This gives us a set of station buoyancy forces due to the wave (net of still water). These forces
should be in equilibrium (no net vertical force). We can calculate the moment at midships from
either the net effect of all forces forward, or all forces aft (the two moments will balance).

** It must be noted that for every wave condition (sag, hog, height) the vessel will need to find a
new draft and trim. This makes the calculation of wave effects much more difficult. This happens
because the hull is fuller in the middle than at the ends so waves create a change in draft (vessels
rise on a hogging wave and sink on a sagging wave). Generally, one end of the vessel is fuller than
the other (might be a full bow and finer stern or the reverse) so the buoyancy forces result in the
vessel trimming (pitching). For wave bending calculations, a draft and trim must be found that
balances the weight and buoyancy perfectly. This produces a reasonably complicated set of
calculations. This can be solved in a spreadsheet, but it does get a bit complicated.

There are various ways to calculate the buoyancy forces. 3D Cad programs such as Rhino can be
used to find the still water and wave bending moments. Assuming that we have a hull modeled in
Rhino, we can find the still water buoyancy forces for the fore and aft halves of the vessel by
finding the volume and location of the centroids of the two submerged volumes.
The procedure would be as follows;

1. Produce solid model of hull

2. Cut the model at both the centerline and waterlines.
3. Find the volumes and centroids of the two halves.
4. Calculate the buoyant moments about midships.

A similar procedure would determine the wave values. The only difference would be the need to
draw the trochoidal wave as a surface.

The example below shows the use of Rhino to calculate the Buoyant BM for a large vessel. The
centroids of the two half volumes are shown.

BMB = 109,000 x 1.025 x 53.97 (m3 x t/m3 x m = t-m)

= 6,029,798 t-m
or
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BMB = 123,000 x 1.025 x 58.58 (m3 x t/m3 x m = t-m)

= 7,385,473 t-m

average: BMB = 6,707,376 t-m (sag)

The difference between this and the weight moment (hog) will give the SWBM.

Rhino model, showing slices and centroids

Chapter 5: Problems

5.1. Using a spreadsheet, plot the design trochoidal wave for a 250m vessel, for the L/20 wave.

5.2. Using a spreadsheet, plot the design trochoidal wave for a 250m vessel, for the 1.1 L .5
wave.
5.3. For the S-175 vessel described above, compare the total displacement and center of
bouyancy for a wave of 0m amplitude (still water condition) with that for a wave of height=8m
(amplitute = 4m). There is a spreadsheet called S175_Calcs.xlsx that is available to download,
which will require only minor editing.
5.4. How would you modify the spreadsheet above to change the draft and trim?
E6002 – Ship Structures I 65
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Chapter 6: Inclined Bending / Section Modulus

a breaking wave in Lisbon

Introduction
In this Chapter we will discuss the calculation of bending of an inclined vessel and the general
calculation of hull section modulus/inertia
~~~~~~~~~~~~~~~~~~~~
Inclined and Lateral Bending

When a ship rolls the weight and buoyancy forces cause lateral as well as vertical bending.
Normally the bending moment vector is aligned with the ship’s y axis. My is the bending moment
that results from buoyancy and weight forces.

When the vessels rolls by an angle , the moment vector remains horizontal. This is because the
buoyancy and gravity forces are always vertical. This means that the bending moment is no longer
aligned with the y,z axis of the vessel;
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Moments are vectors, adding in the same way that force vectors do.

Mz = M w sin  lateral bending

M y = M w cos  vertical bending

Stresses in the Vessel

Both My and Mz cause bending stresses in the x (along ship) direction.

−M yz Mzy
V = H = +
I NA I CL

Note: Sign convention: R.H.R., moment acting on +x cut face, compression is positive.

In this case a +My causes tension (-) on the +z part of the vessel. A +Mz causes compression (+)
on the +y side of the vessel.

The total axial stress at any point on the vessel is the sum of the stresses caused by the two
directions of bending.

−M yz Mzy
 X = V +  H = +
I NA I CL
− M w z cos  M w y sin 
= +
I NA I CL
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When we have bending moments in both y and z, there will be a line of zero axial stress that we
call the heeled neutral axis. This is not necessarily aligned with the total moment. To find the
heeled neutral axis we solve for the location of zero stress;

− M w z cos  M w y sin 
X = 0 = + ,
I NA I CL

solving for z in terms of y , we get;

I NA
z = tan   y ,
I CL
I NA
where we define: tan  = tan 
I CL
z = tan   y

 is the angle of the heeled neutral axis from the y axis;

Peak Stresses

The highest stresses will occur @ y=±B/2 , z=zdeck

Note: small z is a coordinate, capital Z is a section modulus

There are 2 section modulus values;

I NA I
Z NA = , Z CL = CL
z deck B 2

So that we can write;

 cos  sin  
 max = M w  + 
 NA
Z Z CL 

This leads to the question: What is the worst angle of heel (cr)?

To find it we use;

d  max  − sin cr cos cr 

= 0 = Mw  +  ,
d  Z NA Z CL 
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which gives;
Z NA
tan cr =
Z CL

Typically Z NA Z CL  0 . 5 so cr = 26 . 6 

Mw
For example, if   = 0 = then
Z NA
cos 26.6 sin 26.6 𝑀𝑤
𝜎𝜃=26.6 = 𝑀𝑤 ( + )= 1.12
𝑍𝑁𝐴 2 𝑍𝑁𝐴 𝑍𝑁𝐴

i.e. for this vessel, there is a 12% increase in stress during the worst roll.

Section Modulus Calculations

Ships are largely built of plates. This means that the moment or inertia and section modulus
calculations normally involve a collection of rectangular parts. For any individual plate:

Ina = 1/12 b t3

= 1/12 a t2

Ina = 1/12 t b3
= 1/12 a b2
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Ina = 1/12 a d2

= 1/12 t b3 cos2

~~~~~~
For compound sections we need to be able to find the inertia about other axes. We use the transfer
of axis theorem:

Izz = Ina + a c2

The overall neutral axis (NA) is found by equating 2 expressions for the 1st moment of area;
A hNA =  ai hi

The total area A is just the sum of areas.

A =  ai

This gives;
hNA =  ai hi /  ai = (a1 h1 + a2 h2)/(a1+a2)
The overall NA goes through the centroid of the compound area.
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Moment of Inertia Calculation

Izz =  ai hi2 +  Inai

INA = Izz - A hNA2

or
INA = (Inai + ai (hi - hNA)2)
A simple spreadsheet, as shown below, can be used to find the moment of inertia of a ship;

Section Modulus for Material Combinations

(e.g. Steel Hull, Aluminum Superstructure)

Consider a section with 2 materials

When the section bends the sections remain plane, meaning that the strain field is linear.
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To determine the stress/strain/deflection relationships, we convert the x-section to an equivalent

(corrected) section. The idea is to modify the section so that it is all made of one material but
retains the vertical distribution of axial force. The corrected section will produce the same internal
moments at the same strain/deflection as the true case, giving the same bending stiffness. We do
this by adjusting the width of one of the materials, in accordance with the ratio of Young’s
Modulus. For example, Aluminum is converted to steel, but made thinner by the ratio Eal/Est.

For the modified section, ITR is calculated in the usual way. The strains and deflections for any
vertical bending moment will be correct, i.e.;

𝑀
𝑣 ′′ =
𝐸1 𝐼𝑇𝑅

The only error will be the stresses in the transformed region. The stresses in the unmodified region
will be correct, but the modified region will be wrong by the ratio of modulii. We can correct this
as follows;

𝑀𝑦
𝜎1 = 𝑎𝑛𝑑
𝐼𝑇𝑅
𝐸2 𝑀 𝑦
𝜎2 =
𝐸1 𝐼𝑇𝑅
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Chapter 6: Problems

6.1. Find the moment of inertia of this compound section:

dimensions in mm
6.2. A box steel hull is 4m x 1m with a shell thickness of 10mm. It is inclined at 15 degrees,
and subject to a vertical bending moment of 2 MN-m. Find the bending stress at the emerged deck
edge.

6.3. For a composite beam (Steel plate with Aluminum web/Flange) loaded as show below
a) find the central deflection.
b) find the maximum stress in the Aluminum

6.4. § Consider a compound steel-aluminum beam, shown below. Calculate the deflection d
(show steps)
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Chapter 7: Beam Theory

Test Grillage at Memorial University

Introduction
In this Chapter we will develop the elastic behavior of beams and show the relationship among
load, shear, bending, slope and deflection
~~~~~~~~~~~~~~~~~~~~
Coordinate System and Sign Convention

The standard coordinate system has the x axis along the

neural axis of the beam. The positive y axis is pointed up.
The sign convention for force and moment vectors follows
the right hand rule;

+ Forces and deflections follow the axes.

+ Moments and rotations follow the curl of the fingers (on
the right hand) when the thumb is pointing along the axis.

Shear strain:

Bending moment:

To determine the equations for beam bending we take a

small section of the beam (which represents any part) as a
free body. We look at all the forces and moments on the
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section and assuming that the net force and net moment are
zero (Newton!) we derive the equations.

At this point we haven’t specified P, Q or M. They can

have any values. We will examine equilibrium conditions
and see how these result in relationships among P, Q, M.

We start by summing vertical forces, which must sum to

zero for equilibrium;

in SI units: 𝑄(𝑥 ) − (𝑄(𝑥) + 𝑑𝑄) + 𝑝(𝑥 ) 𝑑𝑥 = 0

P : N/m
Q:N which is simplified to;
M : N-m 𝑑𝑄 = 𝑝(𝑥 )𝑑𝑥
dx: m
and rearranged to give;
𝑑𝑄
𝑝( 𝑥 ) =
𝑑𝑥

This is a differential equation that states that the line load

on a beam is equal to the rate of change (slope) of the shear
force. Next, we sum moments about the right-hand end,
which must also sum to zero to show equilibrium of the
free body.

𝑑𝑥
−𝑀(𝑥 ) − 𝑄 (𝑥 )𝑑𝑥 − 𝑝(𝑥)𝑑𝑥 + (𝑀(𝑥 ) + 𝑑𝑀) = 0
2

which is simplified to;

𝑑𝑥 2
−𝑄(𝑥 )𝑑𝑥 − 𝑝(𝑥 ) + 𝑑𝑀 = 0
2

note that dx is not just small, it is vanishingly small, so that

dx2 is vanishingly small by comparison (i.o.w. we can
remove the second order terms, in this case with no loss of
accuracy). Therefore;

−𝑄(𝑥 )𝑑𝑥 + 𝑑𝑀 = 0
or;
𝑑𝑀
𝑄 (𝑥 ) =
𝑑𝑥

This is our second (related) differential equation, which

states that the shear in a beam is the rate of change (slope)
of the bending moment.
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We now have two differential equations;

𝑑𝑄
𝑝( 𝑥 ) =
𝑑𝑥
and
𝑑𝑀
𝑄 (𝑥 ) =
𝑑𝑥
We can re-express these relationships as integral equations.
The shear is;
𝑄(𝑥 ) = ∫ 𝑝(𝑥 )𝑑𝑥

In the form of a definite integral with a constant of

integration the shear is;
𝑥
𝑄(𝑥 ) = 𝑄𝑜 + ∫ 𝑝(𝑥 )𝑑𝑥
0

In words, this equation means: shear is the sum of all loads

from the start to x. Similarly, the moment is;
𝑀(𝑥 ) = ∫ 𝑄 (𝑥)𝑑𝑥
which becomes;
𝑥
𝑀 (𝑥 ) = 𝑀𝑜 + ∫ 𝑄(𝑥 )𝑑𝑥
0

Aside: The shear difference between any two sections on a

beam will be exactly equal to the load applied to the beam
between these two points, for any pattern of load. This
leads to a very easy and accurate way to measure force;
𝑥2
𝐹 = ∫ 𝑝(𝑥 )𝑑𝑥 = 𝑄2 − 𝑄1
x1
This principle has been used to design load cells, and to
instrument ship frames to measure loads from ice impact or
wave slamming.

Adding Deformations
So far, we have differential equations for the
load/shear/moment relationships. Now we add
deformations.

The shear force and bending moments cause stresses and

strains in the beam. We assume that we can ignore the
shear deformations (this is part of what we call simple
beam theory), so that only the bending moments cause
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distortions. For a discussion of the nature of shear

deformations in beams see the material at the end of this
chapter. This means that we only consider the shortening of
the compression side of the beam and the lengthening of
the tension side. When this happens, the beam deforms into
a curve, which for any short length is an arc of a circle,
with a radius R.

You might wonder why the local deformation of a beam is

an arc and why plane sections remain plane. One simple
way to understand this is to realize that all nearby sections
of a beam have almost the same moment (moments change
slowly in beams, as they are the integral of shear, which is
the integral of load). In the case of constant moment, all
sections have exactly the same moment and so all are going
to respond equally. The only deformation pattern where all
sections are the same is an arc of a circle, with all cross
sections remaining plane. It’s a form of symmetry called
continuing symmetry. Simple is not only nice, its required.
Real beams usually behave in a remarkably simple way,
though there are exceptions when shear is high or load are
highly concentrated or geometry is non-prismatic.

The local radius, as we can show, turns out to depend only

on the local bending moment. The figure below shows a
short length of a bending beam. The curved shape is also
presented in differential form, meaning essential or limit
shape for a very small value of dx.
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The neutral axis (NA) does not stretch or contract. The

upper and lower parts of the beam compress and/or stretch.
We can use the two ‘known’ relationships, the stress-
moment equation;

𝑀𝑦
𝜎=
𝐼

and 1D Hooke's law;

𝜎 = Eε

For the top fiber (in the figure above) we see that the strain
is;
∆ dθ
ε= =y
dx dx

from the above we have;

𝑀𝑦 𝑑𝜃
𝜀= =𝑦
𝐸𝐼 𝑑𝑥

which can be rearranged to give;

𝑑𝜃 𝑀
=
𝑑𝑥 𝐸𝐼
or
𝑀
𝑑𝜃 = 𝑑𝑥
𝐸𝐼
We also have
𝑑𝑥
𝑑𝜃 =
𝑅
𝑑𝜃 1
= =𝜅
𝑑𝑥 𝑅

Where R is the 'radius of curvature' and κ is called the

'curvature' (note the odd naming and note that this use of
dx = R d is only valid for small deflections).

Note also that d is both the change in relative angle of two

cross sections separated by dx and also the change in slope
between two points separated by dx along the beam. (x) is
the slope of the beam.

This gives us;

E6002 – Ship Structures I 78
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𝑥
𝑀
𝜃 = 𝜃0 + ∫ 𝑑𝑥
𝐸𝐼
0
For prismatic sections, EI is constant, so;
𝑥
1
𝜃 = 𝜃0 + ∫ 𝑀 𝑑𝑥
𝐸𝐼
0

Similarly, to find deflections v, we use the relationship,

assuming small deflections;

𝑑𝑣
=𝜃
𝑑𝑥
and
𝑑𝑣 = 𝜃 𝑑𝑥

which lets us write;

𝑣 (𝑥 ) = ∫ 𝜃 (𝑥 ) 𝑑𝑥
and;
𝑥
𝑣 (𝑥 ) = 𝑣𝑜 + ∫ 𝜃(𝑥 )𝑑𝑥
0
This completes the development of the differential and
integral equations for beams.
E6002 – Ship Structures I 79
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Beam Example 7.1: Cantilever beam with left end free

The cantilever beam is sketched at the left. The left end is

free, and the right end is fixed. The shear force is found by
integrating the load. In this case the initial shear is zero,
because there is no reaction at the left had end (it's a free
end);
𝑥
𝑄 (𝑥) = 𝑄𝑜 + ∫ 𝑝(𝑥)𝑑𝑥
0
𝑥
𝑄(𝑥 ) = 0 + ∫ −𝑝 𝑑𝑥
0
𝑄(𝑥 ) = −𝑝𝑥

The bending moment is similarly found by integrating the

shear. And again, there is no initial value of moment
because the boundary condition has no moment;
𝑥
𝑀 (𝑥 ) = 𝑀𝑜 + ∫ 𝑄(𝑥 )𝑑𝑥
0
𝑥
𝑀(𝑥 ) = 0 + ∫ −𝑝 𝑥 𝑑𝑥
0
−𝑝𝑥 2
𝑀 (𝑥 ) =
2
The shear is a straight line. We did not solve for the right-
hand vertical reaction 𝑅𝐵 , but it is 𝑝 𝐿 and it opposes the
shear in the end of the beam (which we can see is −𝑝 𝐿).
The moment is a quadratic function with a maximum value
𝐿2
of −𝑝 2 as is easily found from summing moments about
the right-hand end.

Next, we solve the equation for the slope.

1 𝑥
𝜃 (𝑥 ) = 𝜃𝑜 + ∫ 𝑀(𝑥 )𝑑𝑥
𝐸𝐼 0
by inserting the expression for bending moment we get;
1 𝑥 −𝑝 𝑥 2
( )
𝜃 𝑥 = 𝜃𝑜 + ∫ 𝑑𝑥
𝐸𝐼 0 2
which becomes;
𝑝 𝑥3
𝜃 (𝑥 ) = 𝜃𝑜 −
6𝐸𝐼
At this point we can either carry forward the unknown
initial slope or solve for it. We know the slope at L is zero,
so we can write;
𝑝 𝐿3
( )
𝜃 𝐿 = 0 = 𝜃𝑜 −
6𝐸𝐼
E6002 – Ship Structures I 80
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which can be solved to get;

𝑝 𝐿3
𝜃𝑜 =
6𝐸𝐼

therefore, the complete equation for slope is;

𝑝 𝐿3 𝑝 𝑥 3
𝜃 (𝑥 ) = −
6𝐸𝐼 6𝐸𝐼

Now we can find the deflection. The integral equation is;

𝑥
𝑣 (𝑥 ) = 𝑣𝑜 + ∫ 𝜃(𝑥 )𝑑𝑥
0
which becomes;
𝑥
𝑝 𝐿3 𝑝 𝑥 3
𝑣 (𝑥 ) = 𝑣𝑜 + ∫ − 𝑑𝑥
0 6𝐸𝐼 6𝐸𝐼
which becomes;
𝑝 𝐿3 𝑥 𝑝 𝑥 4
𝑣 (𝑥 ) = 𝑣𝑜 + −
6𝐸𝐼 24𝐸𝐼

The deflection at L is zero, letting us write;

𝑝 𝐿4 𝑝 𝐿4
𝑣 (𝐿) = 0 = 𝑣𝑜 + −
6𝐸𝐼 24𝐸𝐼
which gives;
𝑝 𝐿4
𝑣𝑜 = −
8𝐸𝐼

so, the total equation for the deflection is;

−𝑝 𝐿4 𝑝 𝐿3 𝑥 𝑝 𝑥 4
𝑣 (𝑥 ) = + −
8𝐸𝐼 6𝐸𝐼 24𝐸𝐼

which completes the solution.

E6002 – Ship Structures I 81
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Example 7.2: Pinned-pinned beam

In this case the initial value of shear is the reaction at the

left end. We can solve for this from static equilibrium at the
start. So, the shear is;
𝑥
𝑄(𝑥 ) = 𝑄𝑜 + ∫ 𝑝(𝑥 )𝑑𝑥
0
𝑥
𝑝𝐿
( )
𝑄 𝑥 = + ∫ −𝑝 𝑑𝑥
2 0

𝑝𝐿
𝑄 (𝑥 ) = −𝑝𝑥
2

The bending moment is;

𝑥
𝑀 (𝑥 ) = 𝑀𝑜 + ∫ 𝑄(𝑥 )𝑑𝑥
0
𝑥
𝑝𝐿
𝑀 (𝑥 ) = 0 + ∫ − 𝑝 𝑥 𝑑𝑥
0 2
𝑝𝐿𝑥 𝑝𝑥 2
𝑀 (𝑥 ) = −
2 2

The plot at the left shows the shear and bending solutions.
In this case, we were able to use statics to solve for one
unknown at the start, which simplified the problem.
Next we solve the equation for the slope, as before, by
inserting the expression for bending moment we get;
1 𝑥 𝑝𝐿𝑥 𝑝𝑥 2
𝜃(𝑥 ) = 𝜃𝑜 + ∫ − 𝑑𝑥
𝐸𝐼 0 2 2
which becomes;
1 𝑝𝐿𝑥 2 𝑝𝑥 3
𝜃 (𝑥 ) = 𝜃𝑜 + ( − )
𝐸𝐼 4 6

At this point we can either carry forward the unknown

initial slope or solve for it. We know, from symmetry, that
𝐿
the slope at 𝑥 = 2 is zero, so we can write;
𝐿 1 𝑝𝐿3 𝑝𝐿3
𝜃 ( ) = 0 = 𝜃𝑜 + ( − )
2 𝐸𝐼 16 48

which can be solved to get;

−𝑝 𝐿3
𝜃𝑜 =
24𝐸𝐼

therefore, the complete equation for slope is;

E6002 – Ship Structures I 82
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1 −𝑝 𝐿3 𝑝𝐿𝑥 2 𝑝𝑥 3
𝜃 (𝑥 ) = ( + − )
𝐸𝐼 24𝐸𝐼 4 6

Now we can find the deflection. The integral equation is;

𝑥
𝑣 (𝑥 ) = 𝑣𝑜 + ∫ 𝜃(𝑥 )𝑑𝑥
0
which becomes;
1 𝑥 −𝑝 𝐿3 𝑝𝐿𝑥 2 𝑝𝑥 3
𝑣 (𝑥 ) = 𝑣𝑜 + ∫ + − 𝑑𝑥
EI 0 24𝐸𝐼 4 6
which becomes;
−𝑝 𝐿3 𝑥 𝑝𝐿𝑥 3 𝑝 𝑥 4
𝑣 (𝑥 ) = 𝑣𝑜 + + −
24𝐸𝐼 12𝐸𝐼 24𝐸𝐼

The initial deflection is zero, letting us write;

−𝑝 𝐿3 𝑥 𝑝𝐿𝑥 3 𝑝 𝑥 4
𝑣 (𝑥 ) = + −
24𝐸𝐼 12𝐸𝐼 24𝐸𝐼

which completes the solution.

Adding Shear Deformations

While shear deformations are normally small enough to be

ignored, there are cases where they are significant. In cases
where the web height is relatively tall in relation to the
length, the shear deformations can be worth considering,
and may even exceed the bending deformations.

We will determine the shear deflections by considering the

shear distortions along the neutral axis of the beam. We
assume that all the shear distortion results in a lateral
movement of the beam (rather than shear the beam along
the axis), which is reasonable when beams are notably
longer than they are tall.

Start by considering a small square of material at the

neutral axis of the beam. Along the neutral axis (NA) each
element is subjected to a shear stress and distorts according
to Hooke’s law in shear. The shear stress at the neutral axis
can be found from the equation;
Qm
𝜏=
It

where Q is the local value of shear, I is the moment of

E6002 – Ship Structures I 83
© C.G.Daley 2011-19

inertia of the whole cross section, t is the web thickness at

the neutral axis and m is the first moment of area for all
material above the neutral axis (which happens to be equal
in magnitude and opposite in sign of the first moment of
area for all the material below the neutral axis);
𝑚 = h aa

The shear angle is the rate of change of vertical deflection

along the beam;

𝑑𝑣 −τ −mQ(x)
= =
𝑑𝑥 G GIt

Where the shear force 𝑄 (𝑥) is the only variable.

𝑚, 𝐺, 𝐼 𝑎𝑛𝑑 𝑡 are all constants. Note that G, the shear
modulus is related to Younge’s Modulus;

E E
𝐺= =
2(1 + ν) 2.6
So, we can write;
−2.6 m
𝑑𝑣𝑠 = 𝑄(𝑥 ) 𝑑𝑥
EIt
and;
−2.6 m 𝑥
𝑣𝑠 (𝑥) = 𝑣𝑜 + ∫ 𝑄(𝑥 )𝑑𝑥
EIt 0

Note that the integral term looks comparable to the bending

moment, though there is a small difference, because the
initial value of the bending moment is not involved. So, we
can evaluate the above equation, or if we already have the
found the bending moments, we can use it to write;
−2.6 m
𝑣𝑠 (𝑥 ) = 𝑣𝑜 + (M(x) − 𝑀𝑜 )
EIt
This completes the development of the differential and
integral equations for beams. To illustrate this solution,
consider the following example.
E6002 – Ship Structures I 84
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Shear Example 7.3: Cantilever beam with a partial load

The problem is one of a short cantilever beam with a load patch near the support,

I and m are found from the cross section:

The shear force and bending moments are found in the usual way:

Note that after finding the moment M(x), you find M(x) – Mo. This represents the
moment from the start, as if the starting moment is zero. Next the shear deflection
can be calculated but be sure you use consistent units. One way to do this is to
convert all values to N, m Pa etc.:
E6002 – Ship Structures I 85
© C.G.Daley 2011-19

The pattern of shear deflection is quite different from the normal bending deflection.
The curvature is different. The slopes are different. Is this right? One way to check
is to model the same problem in a finite element program and see. The FE program
will show the combination of bending and shear, so you should also calculate the
bending deflection for this case, combine it with the above solution and compare the
total with a finite element solution.
E6002 – Ship Structures I 86
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Chapter 7: Problems

7.1. Consider a beam made of steel joined to aluminum. The steel is 10 x 10 mm, with 5 x 10
mm of Aluminum attached. Esteel = 200,000 MPa, EAl = 80,000 MPa. The beam is fixed as a
simple cantilever, with a length of 100mm and a vertical force at the free end of 2 kN.

convert the section to an equivalent section in steel and calculate the equivalent moment of
inertia.
What is the deflection of the end of the beam (derive from 1st principles).
What is the maximum bending stress in the Aluminum at the support?

7.2. For elastic beam bending, derive the equation:

d M
=
dx EI
where  is the slope of the deflected shape, M is the moment, E is Young's Modulus, I is the
moment of inertia. You can assume the =E and =My/I. Use at least one sketch.

7.3. Find and draw the shear force and bending moment diagrams for the following beam. Find
the values at supports and other max/min values.

7.4. There is a 3m beam. The shear force diagram is sketched below.

• Sketch the load, moment, slope and deflection diagrams.
• What are the boundary conditions and discuss whether there can be more than one option
for the boundary conditions?
E6002 – Ship Structures I 87
© C.G.Daley 2011-19

7.5. For elastic beam bending, complete Figure 1. The shear force diagram is sketched. You
need to infer from the shear what the load (including support reactions) may be, as well as an
estimate of the bending moment diagram, the slope diagram and the deflected shape. Draw the
support conditions and the applied load on the beam, and sketch the moment, slope and deflection
is the areas given.
E6002 – Ship Structures I 88
© C.G.Daley 2011-19

7.6. Beam Mechanics. For the beam sketch below:

a) sketch by hand the shear, moment, slope and deflection diagrams

b) Assuming the beam is a 10cm x 10cm square steel bar, solve the problem to find the bending
stress at the fixed support. Use any method you like.

7.7. There is a length of steel that is 3.1416 m long, 50mm wide. It has a yield strength of 500
MPa (N/mm2), and a Young’s Modulus of 200 GPa. If the steel is thin enough it can be bent into
a perfect circle without yielding.
What is the maximum thickness 't' for the steel to be bent elastically (and not yield)?
If the steel thickness is 1mm, what is the stress when it is bent into a 1m Dia circle.
What would the shear force diagram look like?
(Hint :this relates directly to the derivation of the differential equations for beam bending)
E6002 – Ship Structures I 89
© C.G.Daley 2011-19

7.8. Sketch the shear, bending, slope and deflection patterns for the four cases shown below. No
numerical values are required.

7.9. Solve the shear deflections for the steel beam shown. Compare to the bending deflection.

7.10. § Sketch the shear, bending, slope and deflection patterns for the four cases shown below.
No numerical values are required.
E6002 – Ship Structures I 90
© C.G.Daley 2011-19

7.11. § For the four beams shown below. Sketch the shape of the shear force, bending moment,
slope and deflection diagrams. No numbers are required, but you should estimate the
shape as correctly as you can.

7.12. § For the two cases shown below, the bending moment diagrams are sketched. Show a
possible set of supports and loading. Sketch the shear, slope and deflection patterns. No
numerical values are required. (5 marks each problem) (answer in the answer book- not
on this sheet)
E6002 – Ship Structures I 91
© C.G.Daley 2011-19

7.13. § An L stand is sketched below. A vertical load of 1kN is applied to the tip. Using direct
integration solve the problem. Plot all responses (Q, M, , v) in terms of the path
coordinate ‘s’ (ie along the bar starting from the base – ie straighten the plots out), with
key values indicated.
How far does the tip move (vertically and laterally)?
E6002 – Ship Structures I 92
© C.G.Daley 2011-19

Chapter 8: Solving Beam Equations

A Train Station in Lisbon

Introduction
In this section we will review the differential equation set derived in the last section and discuss
solutions using direct integration, Macaulay functions and the symbolic math program Maple.

~~~~~~~~~~~~~~~~~~~~
Family of Differential Equations

Simple beam behavior considers only the deflections due to bending, and only in 2 dimensions.
Torsion, shear and other elastic distortions are neglected (for now).

Consider a beam between two supports. We describe the deflections with the variable v(x).
E6002 – Ship Structures I 93
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The analysis of bending in Chapter 7, developed the following differential equations;

𝑑 𝑄 (𝑥 )
𝑝( 𝑥 ) =
𝑑𝑥
𝑑 𝑀 (𝑥 )
𝑄 (𝑥 ) =
𝑑𝑥
𝑑 𝜃 (𝑥 )
𝑀(𝑥 ) = 𝐸𝐼
𝑑𝑥
𝑑 𝑣 (𝑥 )
𝜃 (𝑥 ) =
𝑑𝑥
These can be re-expressed into a set of related (not coupled) differential equations, of increasingly
higher order;

𝑣 (𝑥 ) = 𝑑𝑒𝑓𝑙𝑒𝑐𝑡𝑖𝑜𝑛[𝑚]

𝑑𝑣(𝑥 )
𝜃 (𝑥 ) = = 𝑣 ′ (𝑥 ) = 𝑠𝑙𝑜𝑝𝑒 [𝑟𝑎𝑑 ]
𝑑𝑥
𝑑 2 𝑣 (𝑥 )
𝑀(𝑥 ) = 𝐸𝐼 = 𝐸𝐼 𝑣 ′′ (𝑥) = 𝑚𝑜𝑚𝑒𝑛𝑡 [𝑁𝑚]
𝑑𝑥 2
𝑑 3 𝑣 (𝑥 )
𝑄(𝑥 ) = 𝐸𝐼 = 𝐸𝐼 𝑣 ′′′ (𝑥 ) = 𝑠ℎ𝑒𝑎𝑟[𝑁]
𝑑𝑥 3
𝑑 4 𝑣 (𝑥 ) 𝑁
𝑝(𝑥 ) = 𝐸𝐼 4
= 𝐸𝐼𝑣 ′′′′ (𝑥 ) = 𝑙𝑜𝑎𝑑 [ ]
𝑑𝑥 𝑚
Seen in this way, the key behavior is deflection, with all other quantities being derived from it.
There is a similar set of equations, expressed in integral form, starting from load;

𝑁
𝑝(𝑥 ) = 𝑙𝑜𝑎𝑑 [ ]
𝑚
𝑥
𝑄(𝑥 ) = 𝑄𝑜 + ∫ 𝑝(𝑥 )𝑑𝑥 = 𝑠ℎ𝑒𝑎𝑟 𝑓𝑜𝑟𝑐𝑒 [𝑁]
0

𝑥
𝑀(𝑥 ) = 𝑀𝑜 + ∫ 𝑄(𝑥 )𝑑𝑥 = 𝑚𝑜𝑚𝑒𝑛𝑡 [𝑁𝑚]
0
x
1
θ = θ0 + ∫ M dx = 𝑠𝑙𝑜𝑝𝑒 [rad]
EI
0
𝑥
𝑣 (𝑥 ) = 𝑣𝑜 + ∫ 𝜃 (𝑥 )𝑑𝑥 = 𝑑𝑒𝑓𝑙𝑒𝑐𝑡𝑖𝑜𝑛 [𝑚]
0
E6002 – Ship Structures I 94
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The set of derivative equations show that if the deflected shape is known, all other quantities can
be determined. In such a case there is no need for any boundary conditions. (to do: think of a
situation where the deflected shape is fully known, while other quantities are not.) Boundary
conditions are physical conditions that define which quantities are zero (or some other known
value) at the ends of a beam. These are equivalent to defining the values for the various
derivatives of deflection.

Normally we would not know the deflected shape. Instead we would know the load and would
want to determine the deflected shape. In that case we would employ the integral equations. One
significant issue with the integral equations is that the 'constants of integration' must be found.
These are found from the boundary conditions. Almost all types of end conditions can be
represented as some derivative of deflection being zero. More specifically, two of the derivatives
will be zero at each end of the beam. This gives four known boundary conditions for any beam (2
ends!), and so the four integral equations can be solved.

At this level of consideration, there is no difference between a determinate and an indeterminate

beam. All beams have 4 integral equations and 4 boundary equations (or it could be said that all
beams are represented by a fourth order ordinary differential equation with four boundary
condition equations, regardless of the type or loading or supports).

In the previous chapter we solved two beams by progressively solving the integral equations.
Those cases were relatively simple, both because they were determinant systems, and they had
simple load patterns, and in one case was symmetric. Solving non-symmetric cases of
E6002 – Ship Structures I 95
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indeterminate beams with discontinuous loads (patch loads) can involve a lot of algebra. We will
solve one such system in three different ways; 1) directly with the integral equations, 2) with
Macaulay functions and 3) with the help of the Maple program.

Example 8.1: Solving Piecewise Beam Equations

The beam sketched at left is fixed on the left end, guided on

the right and with the loading and properties shown. A
qualitative sketch of the solution is plotted, indicating that
the solution is in three parts. The load is a patch load, so the
solution must be in parts. The points labeled 'B' and 'C'
represent break points in the solution. The various
quantities at these points represent ending values for the
partial solution to the left of the point and starting values
for the solution to the right of that point.

The boundary conditions create a set of unknown loads on

the ends of the beam, which are sketched in the 'Loads'
diagram. For a fixed end we know that the deflection and
rotation are zero. For a guided end we know that the shear
(reaction) and rotation are zero. These conditions give two
unknown loads at the left end of the beam. There are two
known movements (deflection and slope are zero) at the
left end of the beam. At the right end the moment and
deflection are unknown while the shear and slope are both
zero (recall that there are always 2 known and 2 unknown
values at each end, in some combination of loads and
displacements).
In this particular beam we know that RA is the only vertical support
and must balance all the applied load (which is 4x5=20). We also
know that there is no shear in the right end of the beam (the vertical
force must be zero because the roller has released it). So, the shear
solution is as follows;

part 1:
𝑄1 (𝑥 ) = 20
part 2:
𝑄2 (𝑥 ) = 𝐶 − 5 𝑥
𝑄2 (2) = 𝐶 − 5 2 = 20 => 𝐶 = 30
𝑄2 (𝑥) = 30 − 5 𝑥
part 3:
𝑄3 (𝑥) = 0

The moment solution is;

part 1:
E6002 – Ship Structures I 96
© C.G.Daley 2011-19

𝑥
𝑀1 (𝑥 ) = 𝑀𝐴 + ∫ 20 𝑑𝑥
0
𝑀1 (𝑥 ) = 𝑀𝐴 + 20 𝑥
𝑀𝐵 = 𝑀𝐴 + 40
part 2:
𝑥
𝑀2 (𝑥 ) = 𝑀𝐵 + ∫ (30 − 5 𝑥)𝑑𝑥
2
5
𝑀2 (𝑥 ) = 𝑀𝐴 − 10 + 30𝑥 − 𝑥 2
2
𝑀𝐶 = 𝑀2 (6) = 𝑀𝐴 + 80
part 3:
𝑥
𝑀3 (𝑥 ) = 𝑀𝐶 + ∫ 0 𝑑𝑥 = 𝑀𝐴 + 80
6

The slope solution is;

part 1:
1 𝑥
𝜃1 (𝑥 ) = 𝜃𝐴 + ∫ 𝑀 + 20 𝑥 𝑑𝑥
𝐸𝐼 0 𝐴
𝜃1 (𝑥 ) = 0 + (𝑀𝐴 𝑥 + 10 𝑥 2 ) 10−6
𝜃𝐵 = 𝜃1 (2) = (2 𝑀𝐴 + 40)10−6
part 2:
1 𝑥 5
𝜃2 (𝑥 ) = 𝜃𝐵 + ∫ 𝑀𝐴 − 10 + 30 𝑥 − 𝑥 2 𝑑𝑥
𝐸𝐼 2 2
20 5
𝜃2 (𝑥 ) = ( + 𝑀𝐴 𝑥 − 10 𝑥 + 15 𝑥 2 − 𝑥 3 ) 10−6
3 6
920
𝜃𝐶 = 𝜃2 (6) = (6 𝑀𝐴 + ) 10−6
3
part 3:
1 𝑥
𝜃3 (𝑥 ) = 𝜃𝐶 + ∫ 𝑀𝐴 + 80 𝑑𝑥
𝐸𝐼 6
520
𝜃3 (𝑥 ) = (− + 𝑀𝐴 𝑥 + 80 𝑥) 10−6
3
1880
𝜃𝐷 = 𝜃3 (10) = 0 = (10 𝑀𝐴 + ) 10−6
3
Therefore
188
𝑀𝐴 = −
3
520 52
𝜃3 (𝑥 ) = (− + 𝑥) 10−6
3 3
The deflection solution is;
part 1:
𝑥
−188
𝑣1 (𝑥 ) = 𝑣𝐴 + ∫ ( 𝑥 + 10 𝑥 2 ) 10−6 𝑥 𝑑𝑥
0 3
−94 2 10 3
𝑣1 (𝑥 ) = ( 𝑥 + 𝑥 ) 10−6
3 3
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−94 2 10 3 −296
𝑣𝐵 = 𝑣1 (2) = ( 𝑥 + 𝑥 ) 10−6 = 10−6
3 3 3

part 2:
𝑥
−296 20 218 5
𝑣2 (𝑥 ) = ( +∫ − 𝑥 + 15 𝑥 2 − 𝑥 3 𝑑𝑥) 10−6
3 2 3 3 6
−10 20 109 2 5
𝑣2 (𝑥 ) = ( + 𝑥− 𝑥 + 5 𝑥 3 − 𝑥 4 ) 10−6
3 3 3 24
−1384
𝑣𝐶 = 𝑣2 (6) = ( ) 10−6
3
part 3:
𝑥
−1384 520 52
𝑣3 (𝑥 ) = ( +∫ − + 𝑥 𝑑𝑥) 10−6
3 6 3 3
800 520 26 2
𝑣3 (𝑥 ) = ( − 𝑥+ 𝑥 ) 10−6
3 3 3
𝑣𝐷 = 𝑣3 (10) = (−600) 10−6

Summary of solution:

20 0≤𝑥<2
𝑄(𝑥 ) = { 30 − 5𝑥 2 ≤ 𝑥 < 6
0 6 ≤ 𝑥 < 10
−62.67 + 20𝑥 0≤𝑥<2
( ) 2
𝑀 𝑥 = { −72.67 + 30𝑥 − 2.5 𝑥 2 ≤ 𝑥 < 6
17.33 6 ≤ 𝑥 < 10
−62.67𝑥 + 10𝑥 2 0≤𝑥<2
( ) −6 2 3
𝜃 𝑥 = 10 { 6.67 − 72.67𝑥 + 15 𝑥 − .83 𝑥 2 ≤ 𝑥 < 6
17.33 𝑥 − 173.3 6 ≤ 𝑥 < 10
𝑣 (𝑥 ) =
−31.33𝑥 2 + 3.33𝑥 3 0≤𝑥<2
−6
10 { −3.33 + 6.67𝑥 − 36.33 𝑥 2 + 5 𝑥 3 − .208𝑥 4 2 ≤ 𝑥 < 6
266.7 − 173.3 𝑥 + 8.67 𝑥 2 6 ≤ 𝑥 < 10

𝑅𝐴 = 20 𝑀𝐴 = −62.67 𝑀𝐷 = 17.33 𝑣𝐷 = (−600) 10−6

This completes the manual integration method for solving example

3. To check this, we will be solving the same problem in 2 other
ways.
E6002 – Ship Structures I 98
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Macaulay Functions

Macaulay functions (also called singularity functions) are simply a generalization of the idea of a
step function. These functions provide a convenient way of describing point forces, moments and
piece-wise continuous functions. And when a few special rules of integration are employed, it
becomes very easy to use Macaulay functions to solve beam problems.

The fundamental Macaulay functions are shown above. Each function in the sequence represents
the integral of the previous function (with the small exception noted later). Any of the functions
can be multiplied by a constant to change the magnitude.

For example, a unit moment at 𝑥 = 𝑎 is described as;

< 𝑥 − 𝑎 >−2
and a moment of magnitude M at 𝑥 = 𝑎 is;
𝑀 < 𝑥 − 𝑎 >−2

Similarly, a point for of magnitude 𝐹 at 𝑥 = 𝑎 is;

𝐹 < 𝑥 − 𝑎 >−1

The triangular brackets are just a way of saying that the function is meant to be seen as "one
sided". In simple terms:
E6002 – Ship Structures I 99
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𝐹 (𝑥 − 𝑎)𝑛 𝑖𝑓 𝑥 ≥ 𝑎
𝐹 < 𝑥 − 𝑎 >𝑛 = {
0 𝑖𝑓 𝑥 < 𝑎

Two examples of how Macaulay functions can be combined to describe various piecewise curves
are shown below;

Integrating Macaulay Functions

The integration of Macaulay functions is very similar to normal functions with an exception. If
the exponent is positive, then the normal rules of integration apply. If the exponent is negative,
then we just add one to the exponent. The rules are shown at the below.

So for example;

∫ < 𝑥 − 𝑎 >−2 = < 𝑥 − 𝑎 >−1

but
1
∫ < 𝑥 − 𝑎 >2 = < 𝑥 − 𝑎 >3
3
E6002 – Ship Structures I 100
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It likely makes sense to the reader that the integral of a point force is a step and the integral of a
step is a ramp. Does it make sense that the integral of a point moment is a force? To explore this
idea, consider the functions sketched at the left. In the first case we have function with a small
patch of load in one direction followed by a small patch of load in the opposite direction we have
no net force, but we do create a small point moment (in the limit). When we integrate this, we get
a small triangle, which when integrated again gives a step.

To Illustrate Macaulay functions, we start with an example of a pinned-pinned beam with a

central force:
E6002 – Ship Structures I 101
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Example 8.2: Solving Example 8.1 using Macaulay Functions

E6002 – Ship Structures I 102
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Example 8.3: Solving Example 8.1 using Maple

Maple is a computer program that is capable of solving a

wide variety of mathematical problems, including
differential equations.

Here is a very simple example of Maple’s ability to solve

and plot differential equations. This is the solution of a
cantilever beam (EI=1, L=10) under uniform load (p=-1).

The basic differential equation;

𝑑 4 𝑣 (𝑥 ) 𝑁
𝑝(𝑥 ) = 𝐸𝐼 4
= 𝐸𝐼𝑣 ′′′′ (𝑥) = 𝑙𝑜𝑎𝑑 [ ]
𝑑𝑥 𝑚

The boundary conditions are;

𝑣 (𝑥 = 0) = 0
𝑣 ′(𝑥=0) = 0
𝑣 ′(𝑥=𝐿) = 0
𝑣 ′′′(𝑥=𝐿) = 0

Below is the full Maple input and result, showing the shape
of a deflected cantilever;

> restart;
The following aliases simplify the definition of loads.
> dist_load := (w,a,b) -> w*Heaviside(x-a)- w*Heaviside(x-b): # distributed force
Length, Stiffness, Load at "a", Load at end, Location of "a"
> L := 10: EI := 10^6:
> wa:=5:we:=5:a:=2: b:=6:
> loads := -dist_load(wa,a,b)-(x-a)/(b-a)*dist_load(we-wa,a,b);

> plot(loads,x=0..L,title=`LOADS`, color=blue);

> supports := {y(0)=0, D(y)(0) = 0, D(y)(L) =0, D(D(D(y)))(L)=0}:

> de := EI*diff(y(x),x$4) = loads; # Form differential equation
E6002 – Ship Structures I 103
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> dsolve({de}union supports ,y(x)): # Solve boundary value problem

> yy := rhs(%): # Extract deflection
> th := diff(yy,x): # Extract slope
> m := EI*diff(yy,x$2): # Extract moment
> v := EI*diff(yy,x$3): # Extract shear
> plot(v,x=0..L,title=`Shear`, color=blue);

> plot(m,x=0..L,title=`Bending Moment`, color=blue);

> plot(th,x=0..L,title=`Beam Slope`, color=blue);

> plot(yy,x=0..L,title=`Beam Deflection`, color=blue);

> evalf(subs(x=0,m));evalf(subs(x=L,m));evalf(subs(x=L,yy));

The manual, Macaulay and Maple solutions are all the same, as expected.
E6002 – Ship Structures I 104
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Chapter 8: Problems

8.1. Solve the following beam by direct integration. What is the maximum deflection (mm)?
What is the maximum stress (MPa) ?

ANS: .000136mm, 140 Pa

8.2. Solve the following beam using Macaulay functions. What is the maximum deflection
(mm)? What is the maximum stress (MPa) ?

ANS: .000484mm, 253 Pa

8.3. § Beam bending. Find the end reactions and maximum deflection in terms of w L and EI.
Use any means you wish.
E6002 – Ship Structures I 105
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8.4. § For the four beams shown below;

Sketch the shape of the shear force and bending moment diagrams.
Assume the load is centered and ¼ of the beam length. No numbers are required, but you should
estimate the shape as correctly as you can.

8.5. § For the cantilever beam sketched below, solve using direct integration to get
expressions for shear and moment as functions of x.
Plot these 2 results.

8.6. A pinned-fixed beam is subject to a load pattern as shown.

a) Solve the beam problem using Macaulay functions.
b) Sketch the shear and bending diagrams.
E6002 – Ship Structures I 106
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8.7. § A simply supported beam with a partial load is shown below. EI is 100 kN-m2
a) Write the equation for the load on Macaulay notation.
b) Find the deflection at the center and the slope at B (the right end).

8.8. § Draw the shear, moment , slope and deflection diagrams for this structure. There is a
hinge a 1m from the right end. The hinge can hold shear but releases any moment. Put
numerical values on shear and moment, but only show the shape of slope and deflection.

8.9. § Sketch the shear, bending, slope and deflection patterns for the two cases shown below.
No numerical values are required.
E6002 – Ship Structures I 107
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Chapter 9: Indeterminate Beams – Force Method

part of the superstructure on an FPSO

Introduction
In this chapter we will review the idea of indeterminate beams and examine a way to solve them
by dividing the problem into parts. We have already looked at various ways to solve beam
equations regardless of whether they are determinate or not. The reason for studying this new
method is that it often gives a simpler and quicker way to solve problems, and so adds to you “skill
set”. This method is also useful to study prior to studying the stiffness method, which is a
precursor to the more general finite element method.

Transverse and Local Strength

Most of the local structure in a ship exists to resist lateral loads.

Example: The sketch below shows a bulkhead between the deck and inner bottom, supported by
one intermediate deck. The bulk cargo (liquid or granular) will exert a lateral pressure on the
bulkhead.


E6002 – Ship Structures I 108
© C.G.Daley 2011-19

We can model the bulkhead frame as a pinned frame over 3 supports, subject to a lateral load;

To solve this type of structure we need a method to solve indeterminate structures.

What does indeterminate mean? Determinate structures have a simple set of supports, such that the
support reactions can be found from considerations of rigid body equilibrium alone. This means
that there are just enough supports for equilibrium to exist. This is normally 3 for 2D structures
and normally 6 for 3D structures. The number of supports is also the number of equilibrium
conditions that need to be satisfied.

The sketch below illustrates the difference between determinate and indeterminate for a 2D beam.

Determinate Indeterminate

 Find the Reactions  Find the Reactions

 
 Then find the deflections  Then find the deflections

Reactions don’t depend on deflections The reactions depend on the deflections

 Equations for Reactions Equations for Reactions


 coupled
Equations for Deflections Equations for Deflections
There are two approaches for solving indeterminate systems. Both approaches use the principle of
superposition, by dividing the problem into two simpler problems, solving the simpler problems
and adding the two solutions.
E6002 – Ship Structures I 109
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The first method is called the Force Method (also called the Flexibility Method). The idea for
the force method is;

step  release internal forces* or external reactions until we have one or more determinate
systems
step  solve each determinate system, to find all reactions and deflections. Note all
incompatible deflections
step  re-solve the determinate structures with only a set of self-balancing internal unit forces*
(at internal releases) or unit reaction forces at removed reactions. This solves the
system for the internal or external forces removed in . Observe the magnitude of
incompatible deflections that occur per unit force.
step a scale the unit forces to cause the opposite of the incompatible deflections noted in 
step  Add solutions (everything: loads, reactions, deflections…) from  and a. Note that
this will result in no incompatible deflections.
*note: forces include both forces and moments

Overview of Force Method

The structure: a beam over multiple supports. This indeterminate structure has one too many
supports.

There are many ways to change the system into solvable determinate systems. Two options are;

Instead of removing a support, we will show how to remove an internal moment to illustrate the
force method. One of the nice aspects of the force method is that there are so many ways to apply
it, and you can choose one that is most appropriate to the problem, or easiest to solve.
Unfortunately, this flexibility is also a drawback. The many options actually make the method
difficult to use as the basis of a general-purpose structural analysis software.

Solution:
E6002 – Ship Structures I 110
© C.G.Daley 2011-19

step  cut the structure at the middle support (releasing the moment at that point), which creates
two determinate systems (two simply supported beams).

step  solve each system. Note  – an incompatible deflection.

E6002 – Ship Structures I 111
© C.G.Daley 2011-19

step  re-solve the cut structures with self-balancing internal unit forces*

step a scale these forces (moments) by “k” to cause the opposite of the incompatible
deflections noted in 

step  Add solutions (everything: loads, reactions, deflections…) from  and a. Note
that this will result in no incompatible deflections.
E6002 – Ship Structures I 112
© C.G.Daley 2011-19

Example of the FORCE Method:

Manual Solution

Problem:
1 - Find MA, RA, RB in terms of w, EI, L
2 – Find maximum displacement

Solution:
Part 1 – solve with MA released (denoted ’ ). The reason we do this
is because the structure is statically determinate.

The line load function is:

𝑤𝑥
𝑤 (𝑥 ) =
𝐿
Reactions are found from static equilibrium:

1 𝑤𝐿 𝑤𝐿
𝑅𝐴′ = =
3 2 6

2 𝑤𝐿 𝑤𝐿
𝑅𝐵′ = =
3 2 3

The shear 𝑄′ (𝑥 ) is found by integrating the line load:

𝐿
′(
𝑄 𝑥) = 𝑅𝐴′ + ∫ −𝑤 (𝑥) 𝑑𝑥
0
𝑤𝐿 𝑤 𝐿 𝑤𝐿 𝑤 𝑥 2
= − ∫ 𝑥 𝑑𝑥 = −
6 𝐿 0 6 2𝐿

The moment 𝑀′ (𝑥 ) is found by integrating the shear:

𝐿
𝑀′ (𝑥 ) = 𝑀𝐴′ + ∫ 𝑄′ (𝑥 ) 𝑑𝑥
0
𝑤𝐿𝑥 𝑤𝑥 3
= −
6 6𝐿

The slope 𝜙 ′ (𝑥 ) is found by integrating the moment:

E6002 – Ship Structures I 113
© C.G.Daley 2011-19

1 𝐿 ′
′(
𝜙 𝑥) = 𝜙𝐴′
+ ∫ 𝑀 (𝑥 ) 𝑑𝑥
𝐸𝐼 0
1 𝑤𝐿𝑥 2 𝑤𝑥 4
= 𝜙𝐴′ + ( − )
𝐸𝐼 12 24𝐿

And finally the deflection 𝑦 ′ (𝑥 ) is found by integrating the slope:

𝐿
𝑦 ′ (𝑥 ) = 𝑦𝐴′ + ∫ 𝜙 ′ (𝑥 ) 𝑑𝑥
0
1 𝑤𝐿𝑥 3 𝑤𝑥 5
= 𝜙𝐴′ 𝑥 + ( − )
𝐸𝐼 36 120𝐿

This leaves us with one left unknown to find, 𝜙𝐴′ which is the slope at
A . We use the boundary condition:
′( ) ′
1 𝑤𝐿4 𝑤𝐿4
𝑦 𝐿 = 0 = 𝜙𝐴 𝐿 + ( − )
𝐸𝐼 36 120
which is solved to give;
7 𝑤𝐿3
𝜙𝐴′ = −
360 𝐸𝐼
Substituting back gives;

Slope:
′(
1 −7𝑤𝐿3 𝑤𝐿𝑥 2 𝑤𝑥 4
𝜙 𝑥) = ( + − )
𝐸𝐼 360 12 24𝐿

Deflection:
′(
1 −7𝑤𝐿3 𝑥 𝑤𝐿𝑥 3 𝑤𝑥 5
𝑦 𝑥) = ( + − )
𝐸𝐼 360 36 120𝐿

The gives us the first half of the solution. Now we need to ‘correct’ the solution, by removing the
rotation at A (in Part 2). This is done by applying a moment at A, of just sufficient magnitude to
cause −𝜙𝐴′ . This moment will be the true reaction moment at A. All other responses in Part 2 are
added to the Part 1 responses (deflections, shear, moments, etc). Responses can be added because
the systems are linear (superposition holds).
E6002 – Ship Structures I 114
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Part 2 – solve with just 𝑀𝐴∗ (the * denotes the corrective solution ). 𝑀𝐴∗ will cause a rotation
opposite to 𝜙𝐴′ , which when added to the results of Part 1 will create a ‘fixed’ condition (no
rotation) at A. Initially 𝑀𝐴∗ is unknown.

Reactions are found from static equilibrium:

Σ𝑀𝐴 = 0 𝑅𝐵∗ 𝐿 − 𝑀𝐴∗ = 0

𝑀𝐴∗
𝑅𝐵∗ =
𝐿

Σ𝐹𝑉 = 0 𝑅𝐴∗ + 𝑅𝐵∗ = 0

∗
𝑀𝐴∗
𝑅𝐴 = −
𝐿

𝑀𝐴∗ is negative, so 𝑅𝐵∗ is negative. 𝑅𝐴∗ is positive.

The shear 𝑄 ∗ (𝑥 ) is found by:

𝐿
𝑀𝐴∗
∗(
𝑄 𝑥) = 𝑅𝐴∗ + ∫ −𝑤 (𝑥) 𝑑𝑥 = −
0 𝐿

The moment 𝑀∗ (𝑥) is found by integrating the shear:

𝐿
∗(
𝑀 𝑥) = 𝑀𝐴∗ + ∫ 𝑄 ∗ (𝑥 ) 𝑑𝑥
0
∗
𝑀𝐴∗ 𝑥
= 𝑀𝐴 −
𝐿
∗( )
The slope 𝜙 𝑥 is found by integrating the moment:

1 𝐿 ∗
∗(
𝜙 𝑥) = 𝜙𝐴∗
+ ∫ 𝑀 (𝑥 ) 𝑑𝑥
𝐸𝐼 0
𝑀𝐴∗ 𝑥2
= 𝜙𝐴∗ + (𝑥 − )
𝐸𝐼 2𝐿

And finally the deflection y’(x) is found by integrating the slope:

𝐿
∗(
𝑦 𝑥) = 𝑦𝐴∗ + ∫ 𝜙 ∗ (𝑥 ) 𝑑𝑥
0
𝑀𝐴∗ 𝑥 2 𝑥 3
= 𝜙𝐴∗ 𝑥 + ( − )
𝐸𝐼 2 6𝐿

To find *A and M*A , we use:

7 𝑤𝐿3
𝜙𝐴∗ = −𝜙𝐴′ =
360 𝐸𝐼
𝑀𝐴∗ 𝐿2 𝐿2
𝑦 ∗ (𝐿) = 0 = 𝜙𝐴∗ 𝐿 + ( − )
𝐸𝐼 2 6
E6002 – Ship Structures I 115
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7 𝑤𝐿4 𝑀𝐴∗ 𝐿2
0= +
360 𝐸𝐼 𝐸𝐼 3
−7
𝑀𝐴∗ = 𝑤𝐿2
120

Substituting back gives;

Reactions:
−𝑀𝐴∗ 7
𝑅𝐴∗ = = 𝑤𝐿 (𝑝𝑢𝑠ℎ𝑒𝑠 𝑢𝑝)
𝐿∗ 120
𝑀𝐴 −7
𝑅𝐵∗ = = 𝑤𝐿 (𝑝𝑢𝑙𝑙𝑠 𝑑𝑜𝑤𝑛 )
𝐿 120

Shear:
7
𝑄 ∗ (𝑥 ) = 𝑤𝐿
120

Moment:
7
𝑀 ∗ (𝑥 ) = 𝑤𝐿(𝑥 − 𝐿)
120

Slope:
1 7 −7 7
𝜙 ∗ (𝑥 ) = ( 𝑤𝐿3 + 𝑤𝐿2 𝑥 + 𝑤𝐿𝑥 2 )
𝐸𝐼 360 120 240

Deflection:
1 7 7 7
𝑦 ∗ (𝑥 ) = ( 𝑤𝐿3 𝑥 − 𝑤𝐿2 𝑥 2 + 𝑤𝐿𝑥 3 )
𝐸𝐼 360 240 720

This gives us the second half of the solution.

Now we sum the two parts together for the complete solution:
1 7 27
𝑅𝐴 = 𝑤𝐿 + 𝑤𝐿 = 𝑤𝐿
6 120 120
1 7 33
𝑅𝐵 = 𝑤𝐿 − 𝑤𝐿 = 𝑤𝐿
3 120 120
−7
𝑀𝐴 = 𝑀𝐴∗ = 𝑤𝐿2
120

1
𝑐ℎ𝑒𝑐𝑘 𝑓𝑜𝑟𝑐𝑒𝑠 𝑅𝐴 + 𝑅𝐵 = 𝑤𝐿 𝑂𝐾
2
𝑐ℎ𝑒𝑐𝑘 𝑚𝑜𝑚𝑒𝑛𝑡 𝑎𝑏𝑜𝑢𝑡 𝐴
E6002 – Ship Structures I 116
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𝑤𝐿 2
𝑅𝐵 𝐿 − 𝐿 = 𝑀𝐴
2 3
33 40 7
𝑤𝐿2 − 𝑤𝐿2 = − 𝑤𝐿2 𝑂𝐾
120 120 120

This is the answer to the first question. The maximum deflection is found where the slope is zero.
The full expression for the slope is:

𝜙 (𝑥 ) = 𝜙 ′ (𝑥 ) + 𝜙 ∗ (𝑥 )

′(
1 27 2
7 2
𝑤𝑥 4
𝜙 𝑥) = ( 𝑤𝐿𝑥 − 𝑤𝐿 𝑥 − )
𝐸𝐼 240 120 24𝐿

We can create a new normalized variable 𝑧, which ranges between 0 and 1. This gives us slope in a
simpler form:

𝑤𝐿3
𝜙 ′ (𝑥 ) = (27𝑧 2 − 14𝑧 − 10𝑧 4 )
240 𝐸𝐼
where
𝑥
𝑧=
𝐿

To find the location of zero slope we set the term inside the brackets above to zero, which
can be simplified to:

27𝑧 − 14 − 10𝑧 3 = 0

The solution of this equation will be the location of maximum deflection. One way to solve this
(which can be done without derivatives or computers) is to solve the equation for z iteratively. This
can be done on any hand-held calculator. We pick one of the z terms (the first term here), and
express z as a function of z:
14 + 10 𝑧 3 0.62

𝑧= 0.6
27
0.58

0.56
This iterative equation might be expressed as:
0.54

0.52
14 + 10 𝑧𝑖3
𝑧𝑖+1 = 0.5

27 0.48
0.48 0.5 0.52 0.54 0.56 0.58 0.6 0.62

Recall, z ranges from 0 to 1. So any value between 0 and 1 is a possible starting value. We can
guess that the maximum deflection will be at z >.5, so we could start with a guess of 0.6. It doesn't
really matter, except that the better the initial guess, the quicker the solution will converge.
Starting with z =0.6, we iterate to z = 0.5975 in 7 iterations.
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Note: there is another possible iterative version of the z equation;

27𝑧𝑖 − 14
3
𝑧𝑖+1 = √
10
Unfortunately, it won’t converge to an answer in the 0-1 range.

The equation for deflection is:

𝑦 ( 𝑥 ) = 𝑦 ′ (𝑥 ) + 𝑦 ∗ (𝑥 )

𝑤 𝐿4 27 3 7 2
𝑧5
= ( 𝑧 − 𝑧 − )
𝐸𝐼 720 240 120

The final step in the solution, is to find 𝑦𝑚𝑎𝑥 , which is at 𝑧 = 0.5975 :

𝑤 𝐿4 27 7 0.59755
𝑦𝑚𝑎𝑥 = ( 0.59753 − 0.59752 − )
𝐸𝐼 720 240 120

𝑤 𝐿4
𝑦𝑚𝑎𝑥 = −.00305
𝐸𝐼

This answer can be checked in Roark, which gives the same answer. This completes the problem.
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Chapter 9: Problems

9.1. Solve the below by removing the reaction RB (as shown). This creates ‘cut’ problem that
is a cantilever beam.

9.2. Force Method.

a) Sketch 3 alternative approaches to solving this indeterminate problem using the force method.
For each approach, you will need two sketches of the auxiliary systems.

b) Using one of the approaches sketched in a) , solve the system to find the reaction at B (in kN)
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9.3. § Use the Force Method and the solutions in the Appendix 5 to solve for the reaction at B
in the problem below.
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Chapter 10: Indeterminate Beams – Stiffness Method

Enniscorthy
Introduction
In this chapter we will introduce the stiffness method (also called the displacement
method) to solve structural problems and introduce the standard stiffness
components for a beam in 2D and 3D. This is qualitatively similar to the Force
method, but with a key difference. In the Force method we removed an internal force
(or moment) and then put it back. In this case we remove a “displacement” and then
put it back. This concept can be odd at first, but you will realize that applying a
movement to a structure is comparable to applying a force to a structure. In one case
you push a certain amount and the structure moves some amount. In the other case
you force the structure to move a certain amount and the force becomes whatever it
needs to be to allow that movement. In both cases there is a force and a movement.
The only difference is which one you specify.
And along the way we will define “stiffness terms” which are essential in both matrix structural
analysis and the finite element method.
~~~~~~~~~~~~~~~~~~~~
Indeterminate Problem

We start by considering the indeterminate beam as shown below. This could be described as a
fixed-pinned beam or a cantilever with a pinned end.

Find MA RA and RB

To solve this problem with the displacement (stiffness) method we create two sub-problems, each
simpler than the whole problem. Rather than removing a support (removing a force or moment),
we remove a movement (i.e we completely fix the structure). This becomes the problem marked *
below. To the * problem, we add a second problem, the ** problem, that fixes any errors that we
created with the * problem. In this case we have a moment MB* that should not exist, while we
have a B* that should not be zero. So, in the ** problem, we impose B**, (and only a B**)
sufficiently large to cause a moment MB** that is equal and opposite to MB*.
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fixed-fixed beam applied moment at pin

known solution the moments and forces can be found from the
MA*=- MB*=pL2/12 “stiffness” terms, as shown below:
RA*=RB*=pL/2 MB**= B** 4EI/L
MA**= B** 2EI/L
RB**= - B** 6EI/L2
RA**= B** 6EI/L2

To solve the problem we use;

MB**+ MB*=0
which gives;
B** 4EI/L - pL2/12 = 0

from this we can solve for B**;

B** = pL3/(48 EI) = 0

from this we can find all other ** terms;

MA**= pL3/(48 EI) 2EI/L = 1/24 pL2
RB**= - pL3/(48 EI) 6EI/L2 = - 1/8 pL
RA**= pL3/(48 EI) 6EI/L2 = 1/8 pL

from this we can find the reactions;

MA =MA* + MA** = pL2/12 + pL2/24 = 1/8 pL2
RB = RB* + RB** = - pL/8 + pL/2 = 3/8 pL
RA = RA* + RA** = pL/8 + pL/2 = 5/8 pL

The terms used to find MB**, MA**, RB** and RA** are called stiffness terms because the are an
‘action per unit movement’, such as a force per unit displacement or moment per unit rotation.
They can also be a kind of ‘cross stiffness’ such as a force per unit rotation or a moment per unit
displacement. In the case of the example above, with the equations;

MB**= B** 4EI/L

MA**= B** 2EI/L
RB**= - B** 6EI/L2
RA**= B** 6EI/L2
The stiffness terms 4EI/L, 2EI/L, -6EI/L2 and 6EI/L2 are forces and moment ‘per unit rotation’.
We will define these stiffness terms in the next section.
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Stiffness Terms

When using the stiffness method, we always need to find a set of forces and moments that occur
when we impose a movement at a support. The movement will correct a situation that involved the
suppression of a movement at a support. In our case here, the structure is a beam, and the supports
are at the ends of the beam. The supports prevent the ends of the beam from moving. There are 3
possible movements at a support for a 2D problem, and 6 for a 3D problem. Because of this we
will define a standard set of ‘degrees of freedom’ for a beam. A ‘degree of freedom’ can have
either a force or displacement, or a rotation or moment. The standard 2D degrees of freedom for a
beam are shown below;

2D beam = 6 degrees of freedom

The degrees of freedom follow the Cartesian system, with the right-hand rule. These are essentially
x, y, rotation (called rz). In general, to impose a unit movement in one (and only one) of these
degrees of freedom, we need to also impose a set of forces/moments, The forces/moments must be
in equilibrium. These forces/moments will be ‘stiffnesses’.

The mechanics are linear. This means that the set of forces/moments corresponding to each
movement can be added to those of any other movement. A general solution for any set of
movements of the degrees of freedom can be found by superposition.

For now we will just consider the 2D case and derive the stiffness terms. There are 6 degrees of
freedom. For each degree of freedom, there are potentially 6 forces or moments that develop. This
means that there are a total of 36 stiffness terms. Any single term would be labeled kij, meaning the
force/moment at i due to a displacement/rotation at j. For example;

k11 = force at 1 due to unit displacement at 1

k31 = moment at 3 due to unit displacement at 1
k26 = force at 2 due to unit rotation at 6

All the terms can be written in matrix form as;

 k 11 k 12 k 13 k 14 k 15 k 16 
k k 22 k 23 k 24 k 25 k 26 
 21
k k 32 k 33 k 34 k 35 k 36 
K =  31 
k 41 k 42 k 43 k 44 k 45 k 46 
k 51 k 52 k 53 k 54 k 55 k 56 
 
k 61 k 62 k 63 k 64 k 65 k 66 
We will now derive these 36 terms. Luckily, they are not all unique.
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Axial Terms

The axial terms are found by asking what set of forces is required to create a unit displacement at
d.o.f. #1 (and only #1);

For axial compression, the deflection under load is;

F1L F AE
1 = = 1  1 = k11 =
AE 1 L

the force at d.o.f. #4 is equal and opposite to the force at #1;

F4 − AE
F 4 = −F1  = k 41 =
1 L

There are no other forces (at #2, 3, 5, 6), so we have;

F2
= k 21 = 0 and k 31 = k 51 = k 61 = 0
1
A displacement at 4 would require a similar set of forces, so that we can also write;

AE − AE
k 44 = , k 14 = , k 24 = k 34 = k 54 = k 64 = 0
L L

This has given us 12 terms, 1/3 of all the terms we need. Next we will find the terms for the #2 and
#5 direction.
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Shear Terms

The shear terms are found from the set of forces is required to create a unit displacement at d.o.f.
#2 (and only #2);

For shear of this type, the deflection is;

F2 L3 F 12 EI
2 = = 1  2 = k 22 =
12 EI 2 L3

Note: to derive this easily, think of the beam as two cantilevers, each L/2 long, with a point load at
the end, equal to F2.

The force at d.o.f. #5 is equal and opposite to the force at #2;

F5 − 12 EI
F 5 = −F 2  = k 52 =
2 L3

Following from the double cantilever notion, the end moments (M3, M6) are ;
L 6 EI
M 3 = M 6 = F2  k 32 = k 62 =
2 L2
There are no axial forces, so;
k 12 = k 42 = 0

A displacement at #5 require a similar set of forces, so that we can also write;

12 EI −12 EI − 6 EI
k 55 = 3 , k 25 = , k 35 = k 65 = , k 15 = k 45 = 0
L L3
L2
This has given us 12 more terms, for 2/3 of all the terms we need. Next we will find the terms for
the #3 and #6 direction.
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Rotary Terms

The rotary terms are found from the set of forces/moments required to create a unit rotation at
d.o.f. #3 (and only #3);

For illustration and to find these stiffness terms we will solve the system. We can draw the shear
force, moment, slope and deflection diagrams as below;

Q( x) = F2

M ( x) = −M 3 + F2  x

1  2 
 ( x) =  3 +  − M 3 x + F2  x 
EI  2 


1  x2 x3 
 ( x) =  2 + 3 x + − M3 + F2  
EI  2 6 

We can use the boundary conditions (3=1, 2=0, (L)=0, (L)=0) to find M3 and F2.
1  2 
 ( L) = 0 = 1 +  − M 3 L + F2  L 
EI  2 

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1  L2 L3 
 ( L) = 0 = 0 + L + − M + F 
EI  6 
3 2
2

These two equations can be solved to get;

4 EI 6 EI
M3 = , F2 =
L L2
from these we can find;

2 EI − 6 EI
M6 = , F5 =
L L2

This allows to find the stiffness terms;

4 EI 2 EI 6 EI − 6 EI
k 33 = , k 63 = k 23 = 2 , k 53 = , k 13 = k 43 = 0
L L L L2

A rotation at #6 require a similar set of forces, so that we can also write;

4 EI 2 EI 6 EI −6 EI
k66 = , k36 = k 26 = 2 , k56 = 2 , k 16 = k 46 = 0
L L L L

We can collect all these terms in the matrix;

 AE − AE 
 L 0 0 0 0 
L
 12 EI 6 EI − 12 EI 6 EI 
 0 0 
 L3 L2 L3 L2 
 6 EI 4 EI − 6 EI 2 EI 
 0 L2 L
0
L2 L 
K = 
 − AE 0 0
AE
0 0 
 L L 
 − 12 EI − 6 EI 12 EI − 6 EI 
 0 L3 L2
0
L3 L2 
 6 EI 2 EI − 6 EI 4 EI
 0 0 
 L2 L L2 L 

Note that the matrix is symmetrical. This means that terms such as k 35 (moment at
#3 due to displacement at #5) is equal to k 35 (force at #5 due to rotation at #3). It may
seem quite odd that these two items would be equal. A discussion and simple proof of
why stiffnesses are symmetrical is found in the Appendix in a discussion of Energy
Methods (pg 7 of Appendix 7).
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We have been discussing 2D beams. The standard 3D degrees of freedom for a beam are shown
below;

3D beam = 12 degrees of freedom

The K matrix for a 3D beam is a 12x12 (144 terms), with terms similar to the 2D beam above, with
torsional terms, in addition to the axial, shear and rotary terms.
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Chapter 10: Problems

10.1. Solve the pinned-pinned beam by using the displacement method as sketched below. The
solution for the fixed-fixed beam is the same as above. Then it is necessary to show that
MB*+MB**+MB***=0 and MA*+MA**+MA***=0. Note: MA** = ½ MB**, and MB*** =
½ MA***.

10.2. Describe how you would solve the beam shown below by using the displacement method.

10.3. For the simple beam shown below, derive the shear stiffness terms (i.e k 15 to k65)

10.4. Solve the beam shown below using the stiffness method. Find the reactions at A and B,
and the deflection at B.
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ANS: MA= 166667 N-m, MB = 83333N-m B = -.2082m

10.5. Stiffness method .

sketch a 2D beam and show the degrees of freedom.
Describe the meaning of the terms (any, all) in the 6x6 stiffness matrix for a 2D beam, and give 2
examples.

10.6. Explain the difference between the “Force” method, and the “Displacement” method.

10.7. In the stiffness method for a 2D beam, the standard value for the k22 stiffness term is;
𝑬𝑰
𝒌𝟐𝟐 = 𝟏𝟐 𝟑
𝑳

Derive this equation (Tables in appendix may be useful).

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Chapter 11: Solving Beam Problems using Superposition

The Louvre

Introduction
In this Chapter we will discuss how to use tabulated solutions for beams to construct solutions for
other cases.

In previous sections we have made use of superposition to help solve problems. In this section we
will discuss how to make use of any known solutions to build a solution to another problem. In
general, because superposition holds, the effect of any one force is independent of other forces.
The response to each force (deflections, stresses etc) can be determined individually and added to
the responses to other forces. The total response is just the sum of the individual responses.

The most common types of problems that can be solved with superposition are those where only
the loads are different.

Example No. 1: Find the value of the deflection at B for this 2m cantilever beam with a 1kN load
at B and a 2kN load at the center.
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The first part of the solution is found on the first page of appendix 4, using the problem labeled
“cantilever end-force”. The deflection at B caused by the 1kN force at B is;

The deflection at B caused by a load at C can be found in two steps, by adding the deflection at C
caused by load at C and the slope at C time the length from C to B:

(Note: You can check this result against the formula in the tables). Now the total deflection is
found by adding the two deflections;

In the second type of problem, we can solve the problem by breaking the problem into simpler
parts and look up those solutions.

Example No. 2: Find the value of the deflection at C for this 3m beam with 2 simple supports.

The problem can be seen as a cantilever attached to a simply supported beam. The beam is thus
subjected to a moment at its end. The support end of the cantilever rotates. The deflection at C is
the combination of two effects – the deflection of the cantilever due to bending plus the deflection
of the cantilever due to base rotation.
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The rotation of point B is caused by the moment of 3 kNm;

The deflection at C caused by the rotation at B is;

The bending deflection at C is;

The combination of the two effects gives;

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Chapter 11: Problems

11.1 Find the moment at A using tabulated solutions #14 and #11.

11.2 Find the reaction at B using tabulated solutions #1 and #4.

11.3 Describe the best way to solve this problem. Are the tables useful?

11.4 Find the reaction at B using tabulated solutions #1 and #6.

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Chapter 12: The Moment Distribution Method

Venice

Introduction
In this chapter we will describe the moment distribution method for solving indeterminate beams.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

Overview
The moment distribution method is a type of displacement
(stiffness) method because it makes use of the stiffness terms we
derived earlier. It is particularly useful for solving problems
involving beams over multiple supports, and frames with moment
connections. It is a ‘relaxation’ method, referring to the iterative
way that errors are ‘relaxed’. The method can be solved manually
on paper with a simple calculator and was once the dominant
method used in professional practice. These days it can easily be
solved with a spreadsheet but is seldom used professionally. It’s
current value is in helping students develop an understanding of
structural behavior. The moment distribution method is all about the
way neighboring elements interact.

Hardy Cross (Wikipedia) The method was developed by Prof. Hardy Cross in the 1920s and
30s. Cross studied at MIT and Harvard, taught at Brown, Illinois
and Yale and consulted extensively.

Prof. Hardy Cross described his procedure as follows:

" The method of moment distribution is this:
1. Imagine all joints in the structure held so that they cannot rotate and compute the moments at the
ends of the members for this condition;
2. At each joint distribute the unbalanced fixed-end moment among the connecting members in
proportion to the constant for each member defined as "stiffness";
3. Multiply the moment distributed to each member at a joint by the carry-over factor at the end of the
member and set this product at the other end of the member;
4. Distribute these moments just "carried over";
5. Repeat the process until the moments to be carried over are small enough to be neglected; and
6. Add all moments - fixed-end moments, distributed moments, moments carried over - at each end of
each member to obtain the true moment at the end."
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Description of Method

The moment distribution method is a way to solve

indeterminate structures comprised of beams. The method
works for continuous beams over multiple supports and for
frames. In its basic form it does not consider joint
translation. All joints are only assumed to rotate, as would
occur at a pin or roller support, or at a frame connection
(beams to column) where sway is prevented. Subsidence of
a support can easily be handled. An extended version can
treat sway of a frame system.

Fixed End Moments – FEM : To start the procedure, all

joint are considered fixed and all fixed-end moments are
calculated. One example of fixed end moments is shown
below for a beam with a central point force. The moments
are expressed as true moments acting on the supports. This
is an important point. Note that both end moments in the
sketch cause concave downward bending, and would this
have the same sign in a bending moment diagram. But here
they have opposite true senses (clockwise on left and
counterclockwise on right) and so have opposite signs. And
we keep tract of the moments acting from the beam, not the
reactions by the support.

Moment Distribution factors - : At each joint where two

or more beams connect, each beam provides part of the
rotary stiffness. When an external moment is applied to the
joint, it rotates as a unit, with each of the connecting beams
resisting part of the total moment. The portion of the total is
called the moment distribution factor - . For each beam
the moment will be :

𝑀𝑖 = 𝑘33𝑖 𝜃𝑗𝑜𝑖𝑛𝑡

where 𝑘33 is beam end rotation stiffness (see Ch10);

4 𝐸𝐼𝑖
𝑘33𝑖 = for beam i
𝐿𝑖

The moment distribution factor is;

𝑀𝑖 𝑘33𝑖 𝜃𝑗𝑜𝑖𝑛𝑡 (𝐸𝐼 ⁄𝐿)𝑖

𝛼𝑖 = =𝜃 =∑ 𝛼2 =
𝑀𝑡𝑜𝑡𝑎𝑙 𝑗𝑜𝑖𝑛𝑡 ∑𝑎𝑙𝑙 𝑘33 𝑗 𝑎𝑙𝑙(𝐸𝐼 ⁄𝐿)
(𝐸𝐼 ⁄𝐿)2
(𝐸𝐼 ⁄𝐿)1 +(𝐸𝐼 ⁄𝐿)2 +(𝐸𝐼 ⁄𝐿)3
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Carry-Over factors - CO: As we saw earlier, when one end

of a bean is rotated, the other end of the beam experiences a
moment as well. This is the 𝑘63 moment. In other words,
when a moment is applied to one end of a beam, and the far
end is fixed, that other end experiences a moment. Because
𝑘63 is half of 𝑘33 , the far end moment is always half of the
near end moment. Therefore the carry over factor is always
0.5.

Steps in the Moment-Distribution Method

The steps in the MDM are shown on the left.

The steps are discussed in more detail below.

Step 1: sketch the structure:

Sketch the structure, show the loads and number the joints.
In the case of two or more members connected at a joint,
there is one 'end' for each beam. Any correcting moment
applied to the joint is divided among the ends according to
the moment distribution factor.
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Step 2: plan the solution strategy and determine if the

structure will sway

In the standard type of problem, the joints do not translate,

they only rotate. Axial and shear deformations are ignored.
Only bending deformations are considered. If the model
supports permit one or more joints to translate, and the load
is such that it will cause such a movement, we need to
consider sway. The example structures at the left show both
types (no-sway and sway).

Note: And 'imposed' joint movement, as would occur when

a support 'settles' a fixed amount, is not a sway problem.
Imposed movements are just as easy to solve as are applied
loads.

In cases where there are redundant parts of the structure (a

determinant sub-structure), such as cantilever portions as
shown at left, these should be removed and replaced with
the moments or forces that they cause on the remaining
structure.

Step 3: Find moment distribution factors  :

For each joint we find the set of moment distribution

factors. In general;

(𝐸𝐼 ⁄𝐿)𝑖
𝛼𝑖 =
∑𝑎𝑙𝑙 (𝐸𝐼 ⁄𝐿)

The moments will tend to be larger in the stiffer members,

𝐸𝐼
where rotary stiffness is 𝐿 . Thus the shorter members will
tend to have the higher
𝛼 factors.
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Step 4: Find fixed-end moments:

In this step, we find the fixed end moments for each beam
end. In the example at left, we have 3 beams connected in a
frame. The top two have loads and so have fixed-end
moments. The vertical beam (the column) is unloaded so its
FEM are zero.

Steps 5, 6, 7, 8, 9: Perform iterative calculation to correct

end moments. The fixed-end moments found in step 4 are
the first estimate of the solution. The moments are in
equilibrium with the external loads, with the only problem
being that some of the joints are incorrectly fixed, when
they should be free to rotate. We will set up a calculation
table that will allow us to add a correcting moment to each
joint. We will perform the corrections iteratively and the
solution will converge to the correct answer.
The table with the solution is shown on the next page. With
two beam, there are 4 end and so there are 4 columns in the
table. The first row contains the moment distribution
factors. The second contains a note describing the target
moment (this is an extra feature normally not included).
The third row contains the fixed end moments. The fourth
row shows the total correction (later ignored), with the fifth
row dividing the correction among the beam ends. The
sixth row adds the carry-over moments from the
neighboring ends. And then the seventh row add the third,
fifth and sixth row terms to get a new estimate for the end
moments.

The whole process is repeated until the solution is

sufficiently converged.
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Steps 10: Solve for the other reactions and beam responses.

Once the end moments on a beam are known, the vertical

reactions can be found from static equilibrium.

Remember that the end moments found in the MDM are

moments acting "on" the supports. Moment reactions
"from" the supports are opposite to these.

Once the vertical reactions are found, all other responses

(distribution of shear, bending, slope deflection, stress) can
be found using normal beam theory.
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Example 2: Here is a simple case that solves fully in 1 iteration. This will happen when there is
only one joint that needs to rotate to bring the problem into equilibrium.

Also note that this example shows a case of different EI values.

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Example 3: Here is a case that shows a frame with two columns. This is a relatively complex
case, though without sway.
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with the end moments solved, the full set of horizontal and vertical reactions can be found using
force and moment equilibrium.
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With the reactions found, the shear force and bending moment diagrams can be sketched as
follows:

The bending moments above are drawn on the compression side of the beam. Deflections can be
found by double integration of the moment diagram.

Exercise: What is the slope at joint #3?

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Chapter 12: Problems

12.1. Moment distribution method

12.2. Moment distribution method

12.3. Moment distribution method. For the case shown on the attached page (Figure 1), fill in
the first two cycles of the MD calculations.

12.4. For the statically indeterminate beam shown below, with the loads, properties and end
conditions as given,
a) Solve using the moment distribution method.
b) What is the vertical reaction at the middle support

12.5. For a load applied as shown, solve the problem using the moment distribution method.
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12.6. A 3 bar frame is shown below.

Solve for the moments using the moment distribution method.
Sketch the deformed shape.
Find the vertical reaction at the pin (the right hand end).

12.7. Solve the frame using the MDM method (suggest you use a spreadsheet).

12.8. Solve the frame using the MDM method (suggest you use a spreadsheet).
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12.9. For the case shown below, set up and fill in the first two cycles of the Moment
Distribution calculations.

12.10. A 2 bar structure is shown below.

Solve for the moments using the moment distribution method.
Find the vertical reaction at the pin A (the left).

12.11. § Set up this moment distribution problem, and just solve the first cycle.
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12.12. § For this moment distribution problem.

a) solve the Moment distribution problem shown below. Solve 2 cycles.
b) Using the solution from above - find the vertical reaction at the fixed support.

12.13. § Solve the problem shown below using the moment distribution method.
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Chapter 13: The Moment Distribution Method

with Sway
Introduction

In this chapter we will extend the application of the moment

distribution method for solving frames with sway
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

In the previous chapter we dealt with beams and frames in which

joints could not translate. In this chapter we all add the possibility
of sway motion. For simplicity we will only consider one sway
motion. This simple frame will sway sideways because of this
asymmetry.

a Quadrant

The solution of a sway problem is illustrated in the six steps below. In the first step, the problem
is separated in two parts, one with an imposed unit sway (call this the * problem). The second part
has sway prevented, but includes the applied load F. The imposed motion causes initial fixed end
moments, which relax as the solution progresses, just as happens with applied forces. The force
required to impose the unit sway can be found (F*2x in step 3), just like the other reactions. In the
second problem (the f problem) the sway is prevented, and the problem solved.
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To get the total solution we need to scale the * problem by  (we call this the ** problem) and
add it to the f problem.
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 is chosen so that the conditions at the "false" sway support are corrected.

If there is no direct force at the false support, (as in this example), we want:
F*2x + Ff2x =0

If there would be a direct force (eg F2x) at the false support, we would want:
F*2x + Ff2x = F2x
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Example of Moment Distribution Method with Sway

To illustrate the moment distribution method with sway, we

will use a problem similar to Example 3 in Chapter 12. In
this case the problem has a roller on the left, instead of a
pin. As a result the frame can sway.

To solve the problem we need to split the problem into two

component problems. The first problem has sway prevented
(by a pin on the left support). The complementary problem
has an imposed sway which will create a reaction of
opposite magnitude to the first problem.

The first problem was solved in Example 3 above. The

reaction at the left hand pin was (see pg. 130);
𝐹1𝑥 = 17.1 𝑘𝑁

Now we solve the second problem with a unit displacement

 applied to the roller. For the imposed unit displacement,
we have the initial fixed end moments as shown at the left.
For example the moments in the right column are;

6 𝐸𝐼 Δ 6 ∙ 100 ∙ 1
𝑀= 2
= = 3.84 𝑘𝑁𝑚
𝐿 12.52

Once we have solved the second problem, and found the

reaction at the roller, we scale the whole solution to match
the reaction with the 17.1 kN we need. The final answer is
the sum of the scaled solution of second problem and the
solution of the first problem. All the solutions needed are
presented below in the form of spreadsheets.
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The solution of Problem #1:

This is the solution of Problem #2:

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This is the solution of Problem #2, scaled to counteract the pin force from problem #1 (call this
#2a):

This is the sum of Problem #1 + #2a, which is the frame with roller solution. The values are
moments at the locations indicated.

1 2 3 4 5
A B C D E F G H
MDM 0.0 183.89 -294.13 110.24 127.84 -127.84 82.27 5.59
BEAM3D 0.0 183.8 -294.4 110.6 127.3 -127.3 83.9 6.47

To confirm these values independently, the same problem could be solved in Ansys. Plots of the
shear force, bending moments and deflections are shown below;

1 2 3

X 4

shear force (red), bending moment and deflections (exaggerated)

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Chapter 13: Problems

13.1. Solve the frame using the MDM method (suggest you use a spreadsheet).

13.2. A 3 bar frame is shown below.

Solve for the moments using the moment distribution method.
Sketch the deformed shape.
Find the vertical reaction at the pin (the right hand end).
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Chapter 14: Matrix Structural Analysis

Introduction
In this chapter we will discuss a very general method to analyze structures, to give bending
moments and axial forces in general frame structures.

A General concept for structural analysis

The behavior of a structure can be expressed in matrix form

as;

This type of equation is 'discrete'. It represents a set of

relationships among a finite set of degrees of freedom
(dof). A dof represents both a location and a direction. At
any point on a 2D body, there are an infinite number of
possible dof, but only 3 are needed to describe general
motion.
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For a general structure of arbitrary shape, the behavior the

behavior of a set of points in matrix form. In such a case,
all forces would have to be applied at the points and all
responses would be determined at the points. This may or
may not be adequate, but it is possible.

We might define arbitrary degrees of freedom, for which

we could write;

But how would we find the kij terms? For an arbitrary

body (a violin, a rock, a teapot ...) the kij terms would be
hard to find. There would be no table of standard values.

The kij terms could be found by experiment.

After defining a set of points and movement directions
(degrees of freedom), and clamping all of them, - apply a
test movement at dof "j", measure all forces at dofs "i":

𝐹𝑖
𝑘𝑖𝑗 = ⁄𝛿
𝑗
But is it even possible to apply a movement at "j" and only
"j" ? Remember that 𝐹𝑖 includes reactions as well as
applied forces (there is no difference as far as the structure
is concerned!)

Determining 𝑘𝑖𝑗 experimentally is not practical. The

practical approach is to use CAD geometry of the body,
combined with estimated material properties and construct
a numerical model of the object. One can then attempt to
validate the 𝑘𝑖𝑗 matrix experimentally by measuring some
responses and comparing these to the numerical
predictions. These numerical models of general objects are
called finite-element models (such as ANSYS). In this
chapter we are going to examine a less general method call
matrix structural analysis, one that describes the structure
using standard components (2D beams in our case). In a
later chapter we will examine the more general finite
element approach.
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Consider the 3 bar frame at left. We can define the define

local degrees of freedom for each member using the same
standard approach that was described in Chapter 10. We
will start from the local element stiffness matrices and
assemble the full structural global stiffness matrix, just to
illustrate the process.

The local degrees of freedom follow the individual

members, while the global degrees of freedom are all
aligned to the Cartesian (x-y) system. The other aspect is
that global degrees of freedom refer to nodes of a structure,
rather than to ends of members. This means that several
member ends can share a single set of degrees of freedom.

The matrices below show the local and global versions of

the stiffness matrix for beam 1. The difference is the way
the degrees of freedom are defined. In this case the global
degrees of freedom are just versions of the local dofs.
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Finding rotated stiffness matrices

There is a general way to find the global stiffnesses for a rotated bar. The rotation matrix can be
used to find the stiffness terms for a rotated beam. In a rotated beam dof 1 is partly axial and
partly shear, as is dof 2. But as superposition holds, any movement along dof 1 can be expresses
as some axial and some shear, and the resulting axial and shear forces can be resolved back into
the 1 and 2 directions, which stay in the global orientation.

The matrix below and the matrix operation expresses the mix of effects in a concise way.
(suggestion: derive the rotation matrix using vector algebra).

In the case of a 90 degree rotation, the rotation matrix has the effect of doing row-column swaps.
For other angles the effect is more complicated.
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Returning to the example problem, Beam 2 has a local [k] that is similar to beam 1 except that
area is 2A and modulus is 4I. The global [k] looks similar to the local [k], except that the
numbering is shifted.

Beam 3 has a local [k] that is the same as beam 1. The global [ k] also looks similar to the global
[k], of beam 1 because a rotation of +90 produces a similar effect to -90. The only change is that
the numbering is shifted.

The structural stiffness matrix is just the sum of the global versions of the member stiffness
matrices. Where two terms share a dof, the two values are added. This is again reflecting the
simple idea of superposition in linear systems that Hooke first saw.
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Stiffness matrices are symmetrical. This is a curious property, especially when you think about
the off-diagonal terms. Some of the terms refer to forces per unit rotation and others are moments
per unit translation. (see Appendix 7)

With the whole stiffness matrix assembled, we have a single equation that relates all actions
(forces and moments) with all movements (translation and rotations):
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To solve the system of twelve by twelve equations we need to identify the twelve unknowns. It is
(almost) never the case that we would know twelve deflections and want to know twelve forces.
Nor would we know twelve forces and look for the deflections. Typically, we know some forces
(mostly zero) and some deflections (zero at supports):

We should have some combination of unknown loads and deflections that adds up to twelve. If
we don't, we can't solve the system.

Note that the structure does not know what is an applied force and what is a reaction. All the
structure knows is whether it is in equilibrium.

There are a variety of ways of solving matrix equations like:

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There are various numerical strategies used in linear algebra that are used to solve such systems.
Gaussian elimination is one common method. We can assume that if we have N equations in N
unknowns that we can solve it.

To solve these in Maple (see 3bar_frame.pdf or 3bar_frame.mw), we would just expand the
matrix expression into a set of 12 simultaneous equations;

Maple will solve these equations in either numerical or algebraic form, giving expressions for all
results in terms of the variable. For example, for this problem, Maple will give;

Q1: With the above solution for force and deflections at the nodes (the dofs), how would we
find the stresses in each member?

A1: To find the stresses we have to return to the individual beams. We use the global stiffness
matrix of a single member. For example, for the cross beam in the previous example (beam 2), we
find the member forces as follows;

The forces are not the same as found above. They are only the forces that act on the individual
member.
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The beam forces are found as follows:

Note that there is no axial force (would be F4, F7) in Beam 2. This is because the roller at bottom
of beam 3 releases all horizontal force. The applied load of 10 must all be transmitted to ground
through Beam1. With these forces and moments we can find the shear force and bending moment
diagrams, along with the axial, shear and bending stresses:

Because there was no load along the member, the maximum stresses in the above case occurred at
the ends of the beam.
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Q2: How are loads along a beam dealt with?

A2: Loads that are act between dofs are dealt with in three steps. In step 1, the fixed end forces
and stresses that the loads cause are found. In step 2, the fixed end actions are placed on a full
structural model and solved. All responses, including deflection, stresses, strains, for the full
structure (including the beam where the loads acted) can be found for the whole structure.
The complete solution comes from adding the two solutions (step1 + step2):
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Chapter 14: Problems

14.1 Frame Structures can be analyzed by "Matrix Structural Analysis" or by solution of sets
of continuous differential equations. Compare and contrast these two approaches.

14.2 The stiffness matrix for a 2D beam is said to have axial, shear and rotary terms. Give
examples of each of the 3 types of stiffness (i.e. 3 examples of the individual kij terms), with a
sketch of the terms.
14.3 Explain the difference between the terms “local stiffness matrix” and "global stiffness
matrix".
14.4 Describe what is meant by the “rotary stiffness terms” in the stiffness matrix of a beam.
Explain which terms in the matrix are rotary terms and how they are derived.

14.5 1For the 4-bar frame shown below, the 2D solution is found by solving 12 equations in
matrix form shown beneath. For the case of the loads and boundary conditions as shown, fill
in the 14 columns (there is 1 column for forces, 1 for displacements and 12 in the stiffness
matrix), with any known values. In the force and displacement vectors, write in a zero (0) for
known zero values and the letter X or variable name for other unknown values. In the stiffness
matrix write a 0 for the zero terms and the letter K for a non-zero stiffness terms. You only
need to fill in the upper half of the stiffness matrix. You don’t need any equations or numbers
(other than 0).

14.6 A 2 part frame is shown below.

Construct the full structural stiffness matrix for the structure. Describe the steps you take to do so.
Write the force-deflection equation for the structure in matrix format, showing all terms (ie include all terms
in the matrices or vectors). Explain which, if any, terms are unknown.
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14.7 Assuming that you are using a program that performs matrix structural analysis, explain
concisely how the global stiffness terms for the joint circled in the sketch below are
determined. You don’t have to solve this frame.

14.8 § Consider how this frame would be solved using matrix structural analysis. Give the
equations for k4,4 and k10,10 terms from the global stiffness matrix. The global degree of
freedom numbering is given.

14.9 Describe how you would construct the stiffness matrix for this problem. Of all the load
and deflections, which are known?
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14.10 Construct the stiffness matrix for this problem. Of all the load and deflections, which are
known?

14.11 § A single beam is shown in its global position. The global degrees of freedom are
indicated.
What is k47,47 (one of the member stiffness terms in global coordinates) ?
If you can’t derive it, explain how you would.
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Chapter 15: Overview of Finite Element Theory

Introduction
In this chapter we will introduce the 2D finite element called the constant stress triangle (cst) and
show how to derive the element stiffness and all output values from energy considerations
~~~~~~~~~~~~~~~~~~~~
Finite element method

Recall that for a beam, we can relate the end loads by a stiffness equation in matrix form;

F = K x
We can find the K terms for a beam by solving the beam bending equation for various end
movements. To find the displacement of some point along the beam (at x ) we could solve the
system for the displaced shape. We would find that the displacements would be;

𝑑𝑥 = 𝑑1 + 𝑥(𝑑4 − 𝑑1 ) (why so simple?)

and
𝑑𝑦 = 𝑑2 + 𝑓(𝑥, 𝑑3 , 𝑑5 , 𝑑6 ) (why is this more complex?)
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For this beam element, we made use of what is called ‘beam theory’, to solve for the loads and
deflections under certain loading conditions. (We ignored shear deformations and other minor
elastic behaviours.)

However, in the case of most finite elements, such as 2D planar elements, plate elements, and
solid elements, we will not start from some general analytical solution of a loaded membrane,
plate or solid. These solutions are too complex and will not give practical results. Instead, we
assume some very simple behaviors, highly idealized, but which satisfy the basic requirements for
equilibrium (i.e. forces balance, energy is conserved). With this approach, the single element does
not really model the behavior or a comparable real solid object of the same shape. This is ok,
because the aggregate behavior of a set of these simple elements will model the behavior quite
well. This is something like modeling a smooth curve as a series of straight lines (even horizontal
steps). This is locally wrong, but overall quite accurate.

Constant Stress Triangle

To illustrate the way that finite elements are formulated, we will derive the full description of an
element called the constant stress triangle (cst). This is a standard 2D element that is available in
most finite element models.
Consider a 2D element which is only able to take in-plane stress. The three corners of the triangle
can only move in the plane.

For this element the force balance is;

𝑭 = 𝑲𝒆 𝜹
6 x1 = 6x66 x1

We want to determine the element stiffness matrix Ke, and we want it to be valid for any triangle;

So, while we have six degrees of freedom, as we did in the beam case, we don't have any handy
analytical solutions. To create a general solution that will apply to all triangles we will make some
very simple assumptions which will allow us to model 2D stress problems (such as a web in
shear, or stresses in plane around a cutout in a web. .
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We will follow the outline in Hughes (p. 245-253).

Step 1 - select a suitable displacement function.

Consider the movement of a general triangle. Each corner moves differently, and every point
inside moves.

The movement in x is defined as u and the movement is y is defined a v. Both u and v are
functions of x and y ;

∆𝑥 = 𝑢
∆𝑦 = 𝑣

𝑢 = 𝑓𝑢 (𝑥, 𝑦)
𝑣 = 𝑓𝑣 (𝑥, 𝑦)

Assuming that the material in the triangle is isotropic (no preferred direction), then we would
expect the two displacement functions 𝑓𝑢 (𝑥, 𝑦) and 𝑓𝑣 (𝑥, 𝑦) to look similar.

The functions for u and v can only depend on the 6 nodal displacements (that all the info that we
have to define movement), so we can have no more than 6 unknown coefficients for both
functions.

A trial function;
a) lets try: 𝑢 = 𝑐1 𝑥 + 𝑐2 𝑦 + 𝑐3 (𝑥 + 𝑦)

is this ok? No! Why? Because it means that at (0,0) (the origin) there is no movement. It would
be as if all elements are pinned to the origin.

b) lets try: 𝑢 = 𝑐1 𝑥 + 𝑐2 𝑦 + 𝑐3 (𝑥𝑦)

is this ok? No! Why? same problem.

The simplest viable functions for u and v that has 6 coefficients is;
𝑢 = 𝑐1 + 𝑐2 𝑥 + 𝑐3 𝑦
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𝑣 = 𝑐4 + 𝑐5 𝑥 + 𝑐6 𝑦

Occam's razor, in Latin: "lex parsimoniae " (the law of simple), is a principle that says: from
among alternative explanations, the one that works, but makes the fewest new assumptions is
usually correct. The concept is central to rational thought. William Occam was a 14th century
English Friar and writer.

This provides a very simple but viable general description of the displacement field. We can re-
write the displacement function in matrix form;
𝑐1
𝑐2
𝑢 1 𝑥 𝑦 0 0 0 𝑐3
𝛿 (𝑥, 𝑦) = { } = [ ] 𝑐
𝑣 0 0 0 1 𝑥 𝑦 4
𝑐5
{ 𝑐6 }
𝛿 (𝑥, 𝑦) = 𝑯 𝑪

Now we have the displacement function.

Step 2 - Find the constants in C

at the corners we can write;
1 𝑥1 𝑦1 0 0 0
𝛿1 = 𝛿 (𝑥1 , 𝑦1 ) = [ ]𝑪
0 0 0 1 𝑥1 𝑦1

1 𝑥2 𝑦2 0 0 0
𝛿2 = 𝛿 (𝑥2 , 𝑦2 ) = [ ]𝑪
0 0 0 1 𝑥2 𝑦2

1 𝑥3 𝑦3 0 0 0
𝛿3 = 𝛿 (𝑥3 , 𝑦3 ) = [ ]𝑪
0 0 0 1 𝑥3 𝑦3

The total displacement of the corners can be written;

𝑢1 1 𝑥1 𝑦1 0 0 0 𝑐1
𝑣1 0 0 0 1 𝑥1 𝑦1 𝑐2
𝑢2 1 𝑥2 𝑦2 0 0 0 𝑐3
𝜹= 𝑣 =
2 0 0 0 1 𝑥2 𝑦2 𝑐4
𝑢3 1 𝑥3 𝑦3 0 0 0 𝑐5
{𝑣3 } [0 0 0 1 𝑥3 𝑦3 ] {𝑐6 }

or
𝜹= 𝑨𝑪
A is called the connectivity matrix. It contains the geometric information, the coordinates of the
nodes of the triangle. The terms in the C vector can be found;
𝑪 = 𝑨−𝟏 𝜹

𝑨−𝟏 is a 6x6 matrix;

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𝑥2 𝑦3 − 𝑥3 𝑦2 0
1 𝑦2 − 𝑦3
𝑨−𝟏 =
2 𝐴123
…
[ ]

where 2 𝐴123 is the determinant of the 3x3 coordinate matrix;

1 𝑥1 𝑦1
2 𝐴123 = 𝑑𝑒𝑡 [1 𝑥2 𝑦2 ]
1 𝑥3 𝑦3
where:
1 𝑥1 𝑦1
2 𝐴123 = 𝑑𝑒𝑡 [1 𝑥2 𝑦2 ] = 𝑥 2 𝑦3 − 𝑦2 𝑥3 + 𝑥3 𝑦1 − 𝑥1 𝑦3 + 𝑥1 𝑦2 − 𝑥2 𝑦1
1 𝑥3 𝑦3

which happens to be 2x the area of the triangle (ie

𝐴123 is the area of the triangle).

We can now go back to;

𝛿 (𝑥, 𝑦) = 𝑯(𝑥, 𝑦)𝑪

which we can re-write as;

𝛿 (𝑥, 𝑦) = 𝑯(𝑥, 𝑦) 𝑨−𝟏 𝜹

where 𝛿(𝑥, 𝑦) is the displacement of any point in the triangle, 𝑨−𝟏 contains information on the
geometry of the triangle and 𝜹 contains the displacements of the corner nodes of the triangle. This
lets us find the displacement anywhere by just tracking the displacements of the nodes.
Remember that the finite element method lets us model a continuum by modeling a discrete
system of connected nodes.

Step 3 - Find the strain in the element

We need to find the stress and strain in the element so that we can determine the stiffness of the
element.
The (2D) strains at any point in the element have 3 components;
𝜀𝑥
𝜀 (𝑥, 𝑦) = { 𝜀𝑦 }
𝛾𝑥𝑦
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where the strains are found from the partial derivatives of the displacement field:

𝜕𝑢
𝜀𝑥 =
𝜕𝑥

𝜕𝑣
𝜀𝑦 =
𝜕𝑦

𝜕𝑢 𝜕𝑣
𝛾𝑥𝑦 = +
𝜕𝑦 𝜕𝑥
recall that;
𝑢 = 𝑐1 + 𝑐2 𝑥 + 𝑐3 𝑦
𝑣 = 𝑐4 + 𝑐5 𝑥 + 𝑐6 𝑦

so that we have;
𝜕𝑢
𝜀𝑥 = = 𝑐2
𝜕𝑥

𝜕𝑣
𝜀𝑦 = = 𝑐6
𝜕𝑦

𝜕𝑢 𝜕𝑣
𝛾𝑥𝑦 = + = 𝑐3 + 𝑐5
𝜕𝑦 𝜕𝑥

which allows us to write;

𝑐2
𝜀(𝑥, 𝑦) = { 𝑐6 }
𝑐3 + 𝑐5
Note that the strains in the triangle are just constants, and do not vary with x and y. This is the
reason that this element is called the CST or constant stress triangle.

We can write the strains in matrix form;

𝑐1
𝑐
0 1 0 0 0 0 𝑐2
𝜀(𝑥, 𝑦) = [0 0 0 0 0 1] 𝑐3
4
0 0 1 0 1 0 𝑐5
{𝑐6 }
and simplified to be;
𝜀(𝑥, 𝑦) = 𝑮 𝑪

We can substitute for C to get;

𝜺 = 𝑮 𝑨−𝟏 𝜹
E6002 – Ship Structures I 174
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This is the strain fully described in terms of nodal coordinates and nodal displacements. We can
collect terms;
𝑩 = 𝑮 𝑨−𝟏

where B is called the strain coefficient matrix, and so write;

𝜺= 𝑩𝜹

G is a 3x6 matrix. A-1 is a 6x6, so B is a 3x6 matrix that relates the 3 strains to the 6 nodal
displacements.

Step 4 - Find the element stresses (and forces)

Start by defining the stresses;

𝜎𝑥
𝝈 = { 𝜎𝑦 }
𝜏𝑥𝑦

We can write Hooke's law in matrix form as;

𝜀𝑥 𝜎𝑥
1 1 −𝜈 0
𝜀
{ 𝑦 } = [−𝜈 1 0 ] { 𝜎𝑦 }
𝛾𝑥𝑦 𝐸 0 0 2(1 + 𝜈) 𝜏𝑥𝑦

or in terms of stress;

𝜎𝑥 1 𝜈 0 𝜀𝑥
𝐸 𝜈 1 0
{ 𝜎𝑦 } = [ ] 𝜀𝑦
𝜏𝑥𝑦 1−𝜈 2 1 − 𝜈 2 {𝛾 }
0 0 𝑥𝑦
2
In simpler form we write the stresses as;

𝝈=𝑫𝜺

where D is called the elasticity matrix. Now we can use 𝜺 = 𝑩 𝜹 to let us write;

𝝈=𝑫𝑩𝜹
or
𝝈= 𝑺𝜹

where 𝑺 = 𝑫 𝑩 and is called the stress matrix.

E6002 – Ship Structures I 175
© C.G.Daley 2011-19

Step 5 - Obtain the Element Stiffness Matrix

Idea: To obtain the element stiffness we will use the principle of virtual work. The principle of
virtual work states that for a body in equilibrium, the virtual work done by real forces fi acting
through any viable pattern of virtual displacements * will be zero. In our case we wish to equate
the ‘external’ work done by the real nodal forces with the ‘internal’ work done to distort the
element.

The external work done for a set of 6 virtual displacements will be;

𝑾𝒆𝒙𝒕 = 𝜹∗𝑻 𝒇
or
f1
f2
f
𝑾𝒆𝒙𝒕 = [𝛿1∗ 𝛿2∗ 𝛿3∗ 𝛿4∗ 𝛿5∗ 𝛿6∗ ] 3
f4
f5
{f6 }
Note that, for example, f3 only does work when 3* moves. And the work is the full amount of, f3
3*, as f3 is fully active during the whole of 3* . Remember that f3 does not cause 3*. We just
imagine that 3* occurs even as the nodal forces stay acting.

The internal work done is equal to the integral of the stress times the strain over the volume;

𝑾𝒊𝒏𝒕 = ∫ 𝜀 𝜎 𝑑𝑣𝑜𝑙
𝑉𝑜𝑙

which in the case of the virtual work done one element becomes;
E6002 – Ship Structures I 176
© C.G.Daley 2011-19

𝑾𝒊𝒏𝒕 = ∫ [𝜀 ∗ (𝑥, 𝑦)]𝑇 𝜎(𝑥, 𝑦) 𝑑𝑣𝑜𝑙

𝑉𝑜𝑙

which when making use of the strain coefficient matrix and the elasticity matrix can be written as;

𝑾𝒊𝒏𝒕 = ∫ [𝑩 𝜹∗ ]𝑇 𝐃 𝐁 𝛅 𝑑𝑣𝑜𝑙
𝑉𝑜𝑙

In this equation 𝜹∗ refers to virtual displacements, while 𝜹 refers to real (existing) displacements.

𝑾𝒊𝒏𝒕 = ∫ 𝑩𝑻 𝜹∗𝐓 𝐃 𝐁 𝛅 𝑑𝑣𝑜𝑙

𝑉𝑜𝑙

So if we say;
𝐖𝐞𝐱𝐭 = 𝑾𝒊𝒏𝒕
we can obtain;

𝜹∗𝑻 𝒇 = 𝜹∗𝐓 (∫ 𝑩𝑻 𝐃 𝐁 𝑑𝑣𝑜𝑙 ) 𝛅

𝑉𝑜𝑙

which simplifies to;

𝒇 = (𝑩𝑻 𝐃 𝐁 ∫ 𝑑𝑣𝑜𝑙 ) 𝛅
𝑉𝑜𝑙
and;
𝒇 = (𝑩𝑻 𝐃 𝐁(𝐴123 𝑡)) 𝛅
where t is the element thickness and 𝐴123 is the element area. The term in the brackets is the
element stiffness;
𝑲𝒆 = (𝑩𝑻 𝐃 𝐁(𝐴123 𝑡))

𝑲𝒆 is a 6x6 matrix ( 𝑩𝑻 𝐃 𝐁 is 6x3 ⋅ 3x3 ⋅ 3x6 = 6x6)

Numerical Example: Consider this triangular element with properties shown.

E6002 – Ship Structures I 177
© C.G.Daley 2011-19

For this case the matrices are;

1 .1 .1 0 0 0
0 0 0 1 .1 .1
1 .5 .2 0 0 0
𝑨=
0 0 0 1 .5 .2
1 .1 .3 0 0 0
[0 0 0 1 .1 . 3]
1.62 0 −.25 0 −.375 0
−1.25 0 2.5 0 −1.25 0
𝑨−𝟏 = −5 0 0 0 5 0
0 1.62 0 −.25 0 −.375
0 −1.25 0 2.5 0 −1.25
[ 0 −5 0 0 0 5 ]

𝐴123 = .08

0 1 0 0 0 0
𝑮 = [0 0 0 0 0 1]
0 0 1 0 1 0
−1.25 0 2.5 0 −1.25 0
𝑩 = 𝑮 𝑨−𝟏 = [ 0 −5 0 0 0 5 ]
−5 −1.25 0 2.5 5 −1.25

220000 65900 0
𝑫 = [ 65900 220000 0 ]
0 0 100000
−1.25 0 −5
0 −5 −1.25
𝑩𝑻 = 2.5 0 0
0 0 2.5
−1.25 0 2
[ 0 5 −1.25 ]

𝑲𝒆 = (𝑩𝑻 𝐃 𝐁(𝐴123 𝑡))

4540 1660 −1100 −2000 −3440 340

1660 9050 −1320 −500 −340 −8550
𝑲𝒆 = −1100 −1320 2200 0 −1100 1320
−2000 −500 0 1000 2000 −500
−3440 −340 −1100 2000 4540 −1660
[ 340 −8550 1320 −500 −1660 9050 ]

This is the stiffness matrix for a specific CST element. (note: all rows add to zero – Why?)
E6002 – Ship Structures I 178
© C.G.Daley 2011-19

Chapter 15: Problems

15.1 The displacement functions of the constant stress triangular element are:
u(x,y) = C1 + C2 x + C3 y
v(x,y) = C4 + C5 x + C6 y

where u represents the x-translation of any point (x,y) and v represents the y-translation of the
point. What would the C terms be for an element that is part of an unconstrained steel plate
subject to a 20 deg C increase in temperature, assuming all strains were initially zero?

15.2 A beam has only one coordinate (x). However, most beam models would allow a point on
the beam to rotate as well as translate. So, construct 3 simple displacement functions;
u(x),
v(x),
(x),
of a ‘beam element’, using the same logic as was used to create the displacement functions of the
constant stress triangular element.

15.3 The displacement functions of the constant stress triangular element are:
u(x,y) = C1 + C2 x + C3 y
v(x,y) = C4 + C5 x + C6 y
Can you show that the strain is independent of the orientation of the coordinate axes? (re-express
u and v of corners in rotated coordinates and see if they result in same strains as you would expect
for rotated coordinates). (Note: This is a study question, probably too long for an exam, but …)

15.4 § Sketch a triangular finite element (constant stress triangle) with two degrees of freedom at
each corner. Write down a possible stiffness matrix for this element (assume k_11 = 1 kN/m).
No calculations are needed.

15.5 § Explain why the units of the terms in a stiffness matrix can have a range of different units.

15.6 § For the constant stress triangle, do the stiffness terms have all the same units? Why or why
not?
E6002 – Ship Structures I 179
© C.G.Daley 2011-19

Chapter 16: Hull Girder Shear Stresses

Italian Stone

Introduction
In this Chapter we will examine vertical shear in a ship and describe the idea of shear flow.
~~~~~~~~~~~~~~

Ships are made of steel plate. This means that ships are thin
walled shells. Even for the local components such as
individual frames the width of a plate is much greater than
its thickness;

𝐿≫𝑡

Overall, the cross section of a ship contains long sections of

connected plate. Such sections transfer shear very
effectively. Ships are generally very stiff in shear and need
to be.

We wish to be able to determine the shear forces and

stresses everywhere in the cross section of a ship. We will
start by examining the shear that is associated with the
vertical bending stress. In a later chapter we will examine
torsion.
E6002 – Ship Structures I 180
© C.G.Daley 2011-19

Recall from beam theory that shear is the slope of the

bending moment:

𝑑𝑀 = 𝑄 𝑑𝑥

𝑑𝑀
𝑄=
𝑑𝑥

There is significant shear is a ship. How is it distributed in

the cross section? Shear is not just in the vertical plates.
There is shear in all parts of the vessel. The average shear
stress can be found by dividing the shear force by the cross-
section area;
𝑄
𝜏𝑎𝑣𝑔 =
𝐴𝑠ℎ𝑒𝑎𝑟

How is Q distributed around the x-section of the ship? Is

the shear stress uniform? Is it only in vertically oriented
members? To find the pattern of stress, we construct a
free-body diagram of a part of a slice of the ship's cross
section.

To find the shear on the cross section, we cut the section

longitudinally and note that the shear stress on the cut must
be the same as the shear stress on the cross section at that
point. We can assume there is no shear on the centerline.
The shear force on the cut is 𝜏 𝑡 𝑑𝑥

We find the force on the cut by integrating all horizontal

forces on out slice starting from the centerline (keel). We
integrate along the shell plating, using the path variable 's'.
E6002 – Ship Structures I 181
© C.G.Daley 2011-19

Define:

m: 1st moment of area, about the neutral axis, of all the

material from the start to the cut at S (where  is
determined)

Define:

The units of shear flow are N/m, which is a line load. This
is quite similar to a line load on a beam, except that instead
of pressing normal to the surface, the load acts tangentially,
or along the surface.

There is an analogy between shear flow and fluid flow. At

an abrupt change in section, the shear flow remains
constant, while the stress abruptly changes. This is
analogous to water flow where at a change in pipe size the
mass flow rate (kg/s) would stay constant while the
velocity would abruptly change.

We can combine the above concepts into one equation;

E6002 – Ship Structures I 182
© C.G.Daley 2011-19

Shear Flow Example 1: a rectangular steel bar subject to a shear force Q.

Summary:

Shear flow acts along the cross section of a plate. There can
be no significant shear across a thin plate, because there is
no shear on the inner and outer surfaces. The shear flow is
found by determining the value of 'm' (a path integral)
along with Q (the total shear force) and I (the moment of
inertia);
E6002 – Ship Structures I 183
© C.G.Daley 2011-19

Example 2: Shear Flow in a simple box-girder.

Consider the simple box girder with the dimensions as

show below. This is like a simple barge without the frames.
The overall vertical shear Q is 20 MN. To find the pattern
of shear flow and then the shear stresses we first calculate
the location of the neutral axis h, and the moment of inertia
I.

g and h are the distances from the deck and bottom to the
neutral axis;

∑ 𝑎𝑦 . 010 ∙ 10 ∙ 12 + .012 ∙ 12 ∙ 6 + 0 2.064

ℎ= = =
∑𝑎 . 010 ∙ 10 + .012 ∙ 12 + .015 ∙ 10 . 394

= 5.24 m

g = 12 − 5.24 = 6.76 m

The moment of inertia about the base can be approximated

by;
(what approximations and why?)

𝐵 2 1
𝐼𝑏𝑎𝑠𝑒 ≅ 𝑡𝐷 ∙ ∙ 𝐻 + 𝑡𝑆 ∙ 𝐻3
2 3
1
= .01 ∙ 10 ∙ 12 + ∙ .012 ∙ 123
3
= 21.31 𝑚4 (ℎ𝑎𝑙𝑓 𝑠ℎ𝑖𝑝)

The moment of inertia about the neutral axis is;

𝐼𝑛𝑎 = 2 ∙ (𝐼𝐵𝐴𝑆𝐸 − 𝐴 ℎ2 ) = 21 𝑚4 (whole ship)

Next we find m. We will start at the centerline on the

bottom, where s1 starts;
𝑠1 𝑠1
𝑚(𝑠1 ) = ∫ 𝑦 𝑡𝐵 𝑑𝑠 = ℎ 𝑡𝐵 ∫ 𝑑𝑠 = 𝑦 𝑡𝐵 𝑠1
0 0

𝐵 𝐵
@ 𝑠1 = 𝑚 = 𝑦 𝑡𝐵 = 0.786 𝑚3
2 2
E6002 – Ship Structures I 184
© C.G.Daley 2011-19

Next we find m on the side shell. The initial value for the
side is the same as the final value for the bottom. The shear
flow continues around the corner. We integrate along s2
(note: y = h - s2 ) ;
𝑠2
𝑚(𝑠2 ) = 𝑚(𝑠1 = 𝐵⁄2) + ∫ 𝑦 𝑡𝑆 𝑑𝑠
0

𝑠2
= 0.786 + ∫ (ℎ − 𝑠2 )𝑡𝑆 𝑑𝑠
0
𝑡𝑆 𝑠22
= 0.786 + ℎ 𝑡𝑆 𝑠2 −
2

This is a quadratic equation in s2. To find the location of

the maximum value, we set its derivative to zero;

𝑑𝑚
= ℎ 𝑡𝑆 − 𝑡𝑆 𝑠2 = 0
𝑑𝑠2
𝑠2 = ℎ
This shows that the maximum shear flow is occurring at the
neutral axis;
2
𝑡𝑆 ℎ2
𝑚(𝑠2 = ℎ) = 0.786 + ℎ 𝑡𝑆 −
2
. 012 5.242
= 0.786 + = 0.951 𝑚3
2

Continuing the integral to the deck gives;

𝑡𝑆 𝐻2
( )
𝑚 𝑠2 = 𝐻 = 0.786 + = 0.677 𝑚3
2

Next we continue the integral along the deck, along s3, to

the centerline;
𝑠3
𝑚(𝑠3 ) = 0.677 + ∫ 𝑦 𝑡𝐷 𝑑𝑠 = .677 + 𝑔 𝑡𝐷 𝑠3
0

𝑚(𝑠3 ) = 0.677 − 6.76 ∙ 0.01 ∙ 𝑠3

𝐵
@ 𝑠3 = 𝑚 = 0.677 − 6.76 ∙ 0.01 ∙ 10 = 0 𝑚3
2

With the shear force of 20 MN (about 2000 tonnes) The

maximum shear stress is;
E6002 – Ship Structures I 185
© C.G.Daley 2011-19

𝑄𝑚 20 ∙ 0.951
𝜏𝑚𝑎𝑥 = = = 75.5 𝑀𝑃𝑎
𝐼𝑡 21 ∙ 0.012

Branching Shear:

At a tee junction, the shear flow branches. As long as there

are no closed loops between the points of zero shear (ie. pts
A, B and C in the sketch at left) the shear flow can be
found easily. Such situations are statically determinate.
E6002 – Ship Structures I 186
© C.G.Daley 2011-19

Chapter 16: Problems

16.1 An open section is shown below. This is the cross section of a long folded steel plate. The
cross section is subject to a shear force of 2 MN. Solve the shear flow, plot it and then also show
the shear stress values.
If this is a section of a long cantilever (fixed at one end and free at the other) explain what types
of deformations you would expect to see?

16.2 § A cross section of a box girder is shown below. A vertical shear force of 200kN is applied.
a) Solve the shear flow, plot it and then also show the shear stress values.

16.3 § An open section is shown below. This is the cross section of transverse frame in a ship.
The vertical shear force is 200kN.
Solve the shear flow, plot it and then also show the shear stress values.
The web is fillet welded to the shell plate, as sketched, with a throat thickness of w. What is the
shear stress in the weld?
E6002 – Ship Structures I 187
© C.G.Daley 2011-19

16.4 § What is the shear stress at B?

16.5 § Solve the shear flow and shear stress problem shown below.

16.6 § Sketch the shear flow patterns for the three cases shown below (no numbers needed)
E6002 – Ship Structures I 188
© C.G.Daley 2011-19

Chapter 17: Shear Stresses in multi-cell sections

Croatian Coast
Introduction
In this Chapter we will discuss indeterminate shear flow, calculate shear slip in a cut section and
do an example of shear flow in a ship
~~~~~~~~~~~~~~~~~~~~

Shear in Multi-cell Sections

Consider a tanker with two longitudinal bulkheads;

E6002 – Ship Structures I 189
© C.G.Daley 2011-19

There will likely be two spots in the cell where m=0. The
shear flow will look something like the sketch to the left.

To solve the statically indeterminate problem, we apply the

same kind of technique that we used in the Force Method to
solve indeterminate beams.

We will cut the structure, releasing the shear force and

allowing shear deflection (called 'slip'). We will then
determine how much shear we have to apply to the cell to
remove the slip.

This is qualitatively similar to the correction of movements

in the force method.

For any case where the loops are not adjacent, the steps in
the solution process are;

1) Make n cuts to make the problem into a statically

determinate problem.
2) Solve the statically determinate problem.
3) Find the N incompatible deflections (slips).
4) Apply N internal forces (actually torsions) to reverse the
incompatible deflections
5) Add #2 and #4(s) to get the solution
The above steps are sketched below;
E6002 – Ship Structures I 190
© C.G.Daley 2011-19

The cuts and the slip at the cuts are in the longitudinal
direction;

The shear flow occurs on the cross section,

which is a transverse vertical plane. The shear
stresses on this plane will also occur on a
longitudinal plane at right angles to the
transverse plane. The longitudinal plane may be
horizontal or vertical or inclined. The stressed
plate will respond to the shear by distorting into
a 'diamond' with relative movement in the
longitudinal direction, which creates a differential slip over
a small part of the cross section.

The total slip is found by integrating the slip over the whole
loop from one side of a cut to the other. If the loop is
symmetrical, the fore and aft slip will cancel out and result
in no slip. In an unsymmetrical section there is a net slip.

𝑠𝑙𝑖𝑝 = ∮ 𝛾 𝑑𝑠

s = the path variable (length) around any loop

𝜏
𝛾 = shear strain 𝛾 = 𝐺
∮ = a cyclic or loop integral

The slip can be found from the shear flow;

𝜏 1 𝑞
𝑠𝑙𝑖𝑝 = ∮ 𝑑𝑠 = ∮ 𝑑𝑠
𝐺 𝐺 𝑡

To correct the slip in a cut loop, we impose a correcting

shear flow 𝑞 𝑐 , such that;

1 𝑞∗ 1 𝑞𝑐
∮ 𝑑𝑠 + ∮ 𝑑𝑠 = 0
𝐺 𝑡 𝐺 𝑡
E6002 – Ship Structures I 191
© C.G.Daley 2011-19

𝑞 𝑐 is a constant so we can find it as;

𝑞∗
− ∮ 𝑡 𝑑𝑠
𝑞𝐶 =
1
∮ 𝑡 𝑑𝑠
𝑞 𝑐 is constant around the loop and zero elsewhere. 𝑞 ∗ is a
determiate solution, found in the usual way. The total
solution is;

𝑞 = 𝑞∗ + 𝑞𝑐
E6002 – Ship Structures I 192
© C.G.Daley 2011-19

Shear Flow Example #2

Find the shear stresses in the section below. The total shear
is 10MN (5 MN on the half section).

First, we find the section properties:

The centroid and moment of inertias are (for half section) ;

Σ ay 5.86
𝑐= = = 5.48 m
A 1.07

𝐼𝑏𝑎𝑠𝑒 = Σ 𝐼𝑜 + Σ 𝑎 𝑦 2 = 2.73 + 48.38 = 51.1 m4

𝐼𝑛𝑎 = Ibase − 𝐴 ∙ 𝑐 2 = 51.1 − 1.07 ∙ 5.482 = 19.0 m4

The shear flow and stress in the half section can be found
from;

𝑄𝑚
𝑞=
𝐼
𝑞 = .2634 𝑚

𝑄𝑚 5
𝜏= = ∙ 𝑚 = 8.78 ∙ 𝑚
𝐼𝑡 19 ∙ 0.03

where
𝑠
𝑚 = ∫ 𝑦 𝑡 𝑑𝑠
0
So to find , we just need to find m. To find m we need to
integrate along the 5 branches of the problem.

Because we have a loop, the problem is indeterminate and

we need to cut the loop, find the slip and add a
correcting shear flow.

The solution to the cut problem is called q*. The

correcting flow is called q c.

For s1 (along deck);

E6002 – Ship Structures I 193
© C.G.Daley 2011-19

𝑠1
∗
𝑚 = 0 + ∫ 𝑦 𝑡 𝑑𝑠
0
y = 10 - 5.48 = 4.52,
y t = 0.1357
m* = .1357 s1
= 0.814 (@ s1 = 6)
= 1.357 (@ s1 = 10)
For s2 (side shell above wing tank);
𝑠2
𝑚∗ = 1.357 + ∫ 𝑦 𝑡 𝑑𝑠
0
y = 4.52 - s2 ,
m* = 1.357 + .03 (4.52 s2 - s22 / 2 )
= 1.357 + .1357 s2 - .015 s22
= 1.658 (@ s2 = 4) ( at wing tank plate)

For s3 (inclined plate of wing tank);

𝑠3
∗
𝑚 = 0 + ∫ 𝑦 𝑡 𝑑𝑠
0
y = 4.52 - s3/2 , s3 = 0 -> 42
m* = .03 (4.52 s3 - s32 / 22 )
= .1357 s3 - .0106 s32
= .428 (@ s3 = 42) ( at side shell)

For s4 (side shell below wing tank);

𝑠4
∗
𝑚 = .428 + 1.658 + ∫ 𝑦 𝑡 𝑑𝑠
0
y = 0.52 - s4 , s4 = 0 -> 6

m* = 2.086+ .03 (0.52 s4 - s42 / 2 )

= 2.086 + .0156 s4 - .015 s42
= 1.64 (@ s4 = 6) ( at bottom)
= 2.09 (@ s4 = .52) (max value at n.a.)

For s5 (along bottom);

𝑠5
𝑚∗ = 1.64 + ∫ 𝑦 𝑡 𝑑𝑠
0
y = -5.48 , s5 = 0 -> 10
m* = 1.64 - .164 s5
= 0 (@ s5 = 10) ( at centerline) ok

Now we can calculate the corrective shear needed to close

the slip that occurs at the wing tank cut;

𝑠𝑙𝑖𝑝∗ + 𝑠𝑙𝑖𝑝𝐶 = 0
E6002 – Ship Structures I 194
© C.G.Daley 2011-19

1 𝑞∗ 1 𝑞𝑐
∮ 𝑑𝑠 + ∮ 𝑑𝑠 = 0
𝐺 𝑡 𝐺 𝑡

𝑞 𝑐 is a constant so we can find it as;

𝑞∗
− ∮ 𝑡 𝑑𝑠
𝑞𝐶 =
1
∮ 𝑡 𝑑𝑠

In this case t is a constant so;

− ∮ 𝑞 ∗ 𝑑𝑠
𝑞𝐶 =
S

where S is the length around the loop. S = 8 + 42. We can

use the definition of shear flow to get;

Q
𝑞𝐶 = − ∮ 𝑚∗ 𝑑𝑠
IS
= −.01929 ∮ 𝑚∗ 𝑑𝑠

m*deck = .814 +.1357 s1

m*side = 1.357 + .03 (4.52 s2 - s22 / 2 )
= 1.357 +.1357 s2 -.015 s22
m*wt = .03 (4.52 s3 - s32 / 22 )
= 0.1357 s3 – 0.0106 s32

4
∮ 𝑚∗ 𝑑𝑠 = ∫0 (. 814 + .1357 s) 𝑑𝑠
4 s2
+ ∫0 (1.357 + .03 (4.52 s − 2 )) 𝑑𝑠
4√2
− ∫0 (. 1357 s − .0106 s2 ) 𝑑𝑠
= 4.34 + 6.188 - 1.53
= 9.00

Note that the m*wt part is subtracted because we are

integrating in the reverse direction. With m* we can
calculate qC;

qC = -0.1736 [MN/m]
E6002 – Ship Structures I 195
© C.G.Daley 2011-19

We have q* and qC.

q = q* ± qC = 0.2364 m* ± qC

We can plot q* (solid lines) and q (dashed lines);

and we can plot the shear stress ;

The values of shear stress have been checked against an

ANSYS model, and show good, though not perfect,
agreement. A sketch of the ANSYS model is shown below.

See next pages for ANSYS results.

E6002 – Ship Structures I 196
© C.G.Daley 2011-19

image from ANSYS

E6002 – Ship Structures I 197
© C.G.Daley 2011-19

image from ANSYS Workbench

E6002 – Ship Structures I 198
© C.G.Daley 2011-19

Chapter 17: Problems

17.1 Solve the shear flow in the following section of a tanker. Ignore the radius of the bilge.

17.2 Solve the shear flow in the following section of a tanker.

17.3 Solve the shear flow in the following section of a tanker.

17.4 Solve the shear flow in the following frame section. What are the shear forces transferred
through the welds in details A and B (in kN/m)?
E6002 – Ship Structures I 199
© C.G.Daley 2011-19

17.5 § Sketch the shear flow pattern for the section shown below (no numbers needed)
E6002 – Ship Structures I 200
© C.G.Daley 2011-19

Chapter 18: Shear Flow in adjacent Closed Cells

In a double sided or double bottom vessel there are often

many adjacent closed cells. Adjacent close cells present an
added complexity when solving shear flow. The complexity
is that the corrective shear flow in once cell causes a
corrective slip in the adjacent cell, because of the common
side.

When we add a corrective shear flow in one loop we can't

help but get some flow and slip in adjacent loops.

Consequently, in order to ensure that we have no net slip at

each and all cuts we need to satisfy a set of coupled
equations. For example, in the case of two adjacent loops
we have;
E6002 – Ship Structures I 201
© C.G.Daley 2011-19

𝑞∗ 𝑞 𝑐1 𝑞 𝑐2
∮ 𝑑𝑠 + ∮ 𝑑𝑠 + ∮ 𝑑𝑠 = 0
𝑡 𝑡 𝑡
𝑐𝑒𝑙𝑙 1 𝑐𝑒𝑙𝑙 1 𝑐𝑒𝑙𝑙 1

𝑞∗ 𝑞 𝑐1 𝑞 𝑐2
∮ 𝑑𝑠 + ∮ 𝑑𝑠 + ∮ 𝑑𝑠 = 0
𝑡 𝑡 𝑡
𝑐𝑒𝑙𝑙 2 𝑐𝑒𝑙𝑙 2 𝑐𝑒𝑙𝑙 2

𝑞 𝐶1 and 𝑞 𝐶2 are unknown constants. 𝑞 ∗ is the determinate

shear flow in the cut section. For N adjacent closed cells,
we have to solve N simultaneous equations.
E6002 – Ship Structures I 202
© C.G.Daley 2011-19

Chapter 18: Problems

18.1 Solve the shear flow in the following section of a tanker. Ignore the radius of the bilge.

18.2 Solve the shear flow in the following section of a tanker.

18.3 Solve the shear flow in the following section of a tanker.

E6002 – Ship Structures I 203
© C.G.Daley 2011-19

Chapter 19: Torsion in ships

Ships as a whole and many individual members within

ships experience torsion.

The overall design torsional moment is given in various

classification society rules;
E6002 – Ship Structures I 204
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E6002 – Ship Structures I 205
© C.G.Daley 2011-19

Local structural torsion can be found throughout ships.

Bending of a frame can result in a torsion in a supporting
frame.

Torsion Review

Consider a solid circular shaft subject to a torsional

moment. The longitudinal axis of the cylinder x axis. A
torsion is a moment about the x axis. In such a case we get
an ideal torsional response. Every circular cross section
E6002 – Ship Structures I 206
© C.G.Daley 2011-19

remains plane and remains centered on the x axis. Each

plane rotates slightly in comparison to its neighboring cross
sections. Assume that two planes (1 and 2) are separated
by a distance dx. In comparison to their original
orientations, the planes are rotated
𝑑𝜃 = 𝜃1 − 𝜃2

𝑀𝑥
𝑑𝜃 = 𝑑𝑥
𝐺𝐽
or

𝑑𝜃
𝑀𝑥 = 𝐺 𝐽
𝑑𝑥
𝑑𝜃
note similarity to the deq. for bending: 𝑀𝑦 = 𝐸 𝐼 𝑑𝑥

For solid sections like the circular shaft shown at left, the
shear stress is;

𝑀𝑥 𝑟
τ=
𝐽

𝜋 𝑟4
𝐽=
2

Thin Walled Torsion

Torsion in thin walled sections differs greatly between ‘open’ and ‘closed’ sections.

To examine the difference between open and closed sections we first make some simplifying
assumptions;
• sections are prismatic
• no in-plane deformation (cross sections only rotate)
• small out of plane deformations (warping)
E6002 – Ship Structures I 207
© C.G.Daley 2011-19

Thin Walled Torsion – Open Sections

Consider an open section, built-in at its base and subject to

a torsion at the free end.

The section rotates about a point called the shear center.

Point ‘p’ moves in the y and z direction due to rotation and
in the x direction due to ‘warpage’.

The displacements of point ‘p’

𝑤𝑎𝑟𝑝𝑎𝑔𝑒 𝑓𝑢𝑛𝑐𝑡𝑖𝑜𝑛

𝑥: 𝑢𝑝 = ⏞
𝑤𝑛 (𝑦, 𝑧) 𝜃′ 𝜃 ′ = 𝑑𝜃⁄𝑑𝑥

𝑦: 𝑣𝑝 = −𝜃 𝑧𝑝
} 𝑠𝑚𝑎𝑙𝑙 𝑟𝑖𝑔𝑖𝑑 𝑏𝑜𝑑𝑦 𝑟𝑜𝑡𝑎𝑡𝑖𝑜𝑛𝑠
𝑧: 𝑤𝑝 = 𝜃 𝑦𝑝

For ideal open sections with no warping restraint;

𝑑𝜃
𝑀𝑥 = 𝐺 𝐽
𝑑𝑥

J = St. Venant torsional constant

For an open section;

1 𝑏 3
𝐽 = ∫ 𝑡 𝑑𝑠
3 0

For example, for a pipe of thickness t, radius r, cut

longitudinally;
𝑏 = 2𝜋𝑟

1 2𝜋𝑟 3 2𝜋 𝑟 𝑡 3
𝐽 = ∫ 𝑡 𝑑𝑠 = = 2.09 𝑟 𝑡 3
3 0 3
E6002 – Ship Structures I 208
© C.G.Daley 2011-19

Thin Walled Torsion – Closed Sections

Closed sections carry torsion in an entirely different way

from open sections. Because the loop is closed, shear can
flow around the loop. The shear stress is uniform over the
full thickness of the wall. The shear flow is also constant
over the full loop. Once again;
𝑑𝜃
𝑀𝑥 = 𝐺 𝐽
𝑑𝑥

We can also write;

2𝜋 𝑟
𝑀𝑥 = ∫ 𝜏 𝑡 ∙ 𝑟 𝑑𝑠
0
2𝜋 𝑟
=∫ 2𝑞 𝑑𝑎
0
𝑛𝑜𝑡𝑒: 𝜏 𝑡 = 𝑞, 𝑟 𝑑𝑠 = 2 𝑑𝑎
As q is constant we can write;
2𝜋 𝑟
𝑀𝑥 = 2 𝑞 ∫ 𝑑𝑎
0
= 2 𝑞𝐴
where;
A = enclosed area of the loop

For a pipe (a circle);

𝑀𝑥 = 2 𝑞 𝜋 𝑟 2

Using the general formula for torsion;

𝑀𝑥 𝑟 𝑀𝑦 𝑐
𝜏= (𝑠𝑖𝑚𝑖𝑙𝑎𝑟 𝑡𝑜 𝜎 = )
𝐽𝑐𝑙𝑜𝑠𝑒𝑑 𝐼𝑛𝑎

We can use this to find 𝐽𝑐𝑙𝑜𝑠𝑒𝑑

E6002 – Ship Structures I 209
© C.G.Daley 2011-19

𝑀𝑥 𝑟 2 𝑞 𝜋 𝑟 3
𝐽𝑐𝑙𝑜𝑠𝑒𝑑 = = = 2 𝜋 𝑡 𝑟3
𝜏 𝜏

Compare this to 𝐽𝑜𝑝𝑒𝑛 ;

2
𝐽𝑜𝑝𝑒𝑛 = 𝜋 𝑟 𝑡3
3

For example, consider a pipe of 1m dia., with a 10mm wall thickness;

𝐽𝑐𝑙𝑜𝑠𝑒𝑑 = 2 𝜋 𝑡 𝑟 3 = 2 𝜋 ∙ 0.01 ∙ 13 = 0.062 𝑚4

2 2
𝐽𝑜𝑝𝑒𝑛 = 𝜋 𝑟 𝑡 3 = 𝜋 ∙ 1 ∙ 0.013 = 2𝑥10−6 𝑚4
3 3
𝐽𝑐𝑙𝑜𝑠𝑒𝑑
𝐽𝑜𝑝𝑒𝑛 = = 29,600
𝐽𝑜𝑝𝑒𝑛

The difference is so dramatic that it is easily illustrated by seeing what happens when a cardboard
tube (eg paper coffee cup) is cut open longitudinally.

Thin Walled Torsion – warpage restraint

Warpage is the term to describe axial displacements due to
torsion. In a closed circular section the axial symmetry
prevents all warpage. In an open circular section, the
warpage is unrestrained (ie. The section is free to warp), so
no warpage stresses arise.

In sections with corners such as a box section, the twist of

one face is, to a degree, incompatible with the twist of the
connecting face. Each face wants to warp differently, but is
constrained at the corner. This results in stresses on both
faces. The treatment of these effects requires the use of
warpage functions. This topic will not be considered any
further here. We will limit our attention to simple torsion
theory.
E6002 – Ship Structures I 210
© C.G.Daley 2011-19

Chapter 19: Problems

19.1 A hollow closed section is made of plate of uniform thickness ‘t’ . A torsional moment of
80 MN-m is applied. To have the maximum shear stress equal to 135 MPa, what value should t
be?
E6002 – Ship Structures I 211
© C.G.Daley 2011-19

Chapter 20: Shear Center and Shear Lag in Ship Structures

Topsides supports on an FPSO

Introduction
In this Chapter we will discuss the idea of the shear center of a frame and describe the idea of
shear lag and the notion of effective width.
E6002 – Ship Structures I 212
© C.G.Daley 2011-19

Consider a channel section. A channel is a common

structural profile, but one that is asymmetric on one axis.
The center of area (centroid) and the ‘shear center’ are not
at the same location.

What is the centroid? For one thing, it is a property of the

cross sectional area. But what does it mean for the channel
section? If we were to want to use the section as a column
and apply an axial force that would only compress (and not
bend) the column, we would apply the force at the centroid
‘g’. This is because a uniform stress in the cross section
would have a ‘center of force’ at ‘g’.

To find ‘g’ we use the standard formulations;

Σ𝑎𝑦 1800 ∙ 5 + 2000 ∙ 50

𝑔𝑦 = = = 28.7 𝑚𝑚
𝐴 3800

If the end of the column had an end cap, the load would
naturally find its way to the centroid.

However if the end were connected with a bold through the

web, the load would be applied off the centroid and the
axial load would cause bending. In this case the end load
would not only cause bending, but the bending deflection
would increase the moment arm to further increase the
bending. This is a kind of self-excited response called the
p-delta effect, and is the subject of a special analysis.

The above discussion is about axial loads. What is the

connection to shear? The connection is the idea of the shear
center. When a load is applied at the shear center of a
beam, the load will only cause shear and bending, and no
torsion. If the load is applied anywhere else, a torsion will
result.

Consider a shear force Q =10000 N applied to the channel

section on the previous page.

1
𝐼𝑦 = (100 ∙ 2003 − 90 ∙ 1803 )
12
E6002 – Ship Structures I 213
© C.G.Daley 2011-19

= 22,927,000 𝑚𝑚4

We will need Q/I;

𝑄
= 0.0004362
𝐼𝑦
Now we find the values of m. On the top flange;
𝑠1
𝑚1 = ∫ 𝑦 𝑡 𝑑𝑠 = 950 𝑠1
0

𝑄
𝑞1 = 𝑚 = 0.4144 𝑠1
𝐼𝑦 1
So at B;
𝑁
𝑞𝐵 = 0.4144 ∙ 95 = 39.36
𝑚

The force on the top flange is;

95
𝐹𝑡𝑓 = ∫ 𝑞1 𝑑𝑠
0
1
or = 𝑞𝐵 95
2
= 1870 𝑁

In the web;
𝑄 𝑠2
𝑞2 = 39.36 + ∫ 𝑦 𝑡 𝑑𝑠
𝐼𝑦 0
𝑠2
= 39.36 + .0004362 ∙ 10 ∫ (95 − 𝑠2 )𝑑𝑠
0
𝑠22
= 39.36 + .0004362 ∙ 10 (95 𝑠2 − )
2
The force on the web is;
190
𝐹𝑤 = ∫ 𝑞2 𝑑𝑠
0
1902 1903
= 39.36 ∙ 190 + .004362 (95 − )
2 6

= 9978 (≅ 10,000 ) 𝑂𝐾
The lower flange is symmetrical with the upper and will
have a shear flow of the same magnitude but opposite in
direction.
E6002 – Ship Structures I 214
© C.G.Daley 2011-19

The shear flow as drawn shows the directions of shear in

the direction of the applied force. If we think instead of the
reaction to the applied force, we have the sketch at left.

In this case the applied force is shown pushing directly

down on the web. In this case the vertical forces oppose
each other and produce no moment. However, the
horizontal forces, while equal in magnitude, are separated
by 190mm and produce a couple of 1879 x 190 = 355300
N-mm. This couple is a torsion acting on the section.

In order to eliminate the torsion, we would need to apply

the load Q at the shear center ‘e’ to the left of the web. We
can find the location of ‘e’ as follows;
𝐹𝑡𝑓 ∙ 190 35530
𝑒𝑦 = =
𝑄 10000
= 35.53 𝑚𝑚 (𝑡𝑜 𝑐𝑒𝑛𝑡. 𝑜𝑓 𝑤𝑒𝑏)

General formula for shear centers of channels

The following derivation is only valid for symmetrical

channels with constant wall thickness.

𝑡 = 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡, ≪ 𝑎

1 3
𝑏 2
𝐼= 𝑡𝑏 +2𝑎𝑡 ( )
12 2

𝑄 𝑠1
𝑞1 = ∫ 𝑦 𝑡 𝑑𝑠
𝐼 0
𝑄
= 𝑦 𝑡 𝑠1
𝐼

The force in the top flange;

𝑄 𝑎
𝐹𝑓 = ̅̅̅
𝑞1 𝑎 = 𝑦𝑡 𝑎
𝐼 2

𝑄 𝑏 𝑎2 𝑡
=
4𝐼
Now we can find ‘e’ by setting the sum of the torsional
moments to zero. The flange forces create one couple and
the applied load, opposed by the reaction in the web,
creates another couple. The two couples will sum to zero
when the load is applied at the shear center.

𝑄 𝑒 = 𝐹𝑓 𝑏 (𝑏𝑎𝑙𝑎𝑛𝑐𝑒 𝑚𝑜𝑚𝑒𝑛𝑡𝑠)
E6002 – Ship Structures I 215
© C.G.Daley 2011-19

𝑄 𝑏 𝑎2 𝑡 𝑏 𝑏2 𝑎2 𝑡
𝑒= =
4𝐼 𝑄 4𝐼

𝑏2 𝑎2 𝑡 1
𝑒=
4 1 3 𝑏 2
12 𝑡 𝑏 + 2 𝑎 𝑡 (2)
𝑎
𝑒=
𝑏
2 (6𝑎 + 1)

For the previous example

𝑎 = 95, 𝑏 = 190

95
𝑒= = 35.6 𝑚𝑚
190
2 (6 ∙ 95 + 1)

(Q? – why would there be a slight difference between the

above result and the previous example? )

Shear Lag / Effective Width

We normally assume that bending in a frame of a ship or

the hull girder can be modeled with what we call ‘simple
beam theory’. This means that we assume that as the beam
bends, plane sections remain plane. When we make this
assumption, we are implicitly assuming that the flange is
uniformly compressed (or stretched), and that the
compressive or tensile stresses are uniform in the flanges.
Recall that ‘standard’ formula;

𝑀𝑦
𝜎=
𝐼

This formula says that all stresses at the same value of y

will be the same (i.e. all stresses in the flange are the
same!).

While the simple beam assumption is ok for beams with

relatively narrow flanges, the assumption is not valid for
sections with wide flanges such as are sometimes found in
ships.
E6002 – Ship Structures I 216
© C.G.Daley 2011-19

In the case of very wide flanges, the compressive stresses

drop off away from the web.

To find the true pattern of flexural stress in a wide flange

beam, and the consequent effective width, is a complex
analysis, easily done in a finite element model, but difficult
to obtain analytically. The idea of the behavior is presented
below.

When we a lateral load (a bending load) to a beam or ship

frame, the web carries the load and tends to bend. The
flange is attached at the edges of the web and as the web
bends, its edge shortens (or lengthens) and tends to pull the
flange with it. To pull on the flange, a shear stress of
applied to the edge of the flange. As shown in the sketch,
the flange is acted upon along its edge. Its as if the flange is
pinched along its edge, causing the flange to compress
more near the web and less away from the web.

Unfortunately, there are no general analytical solutions for

shear lag and effective width. Certain approximate
solutions have been postulated (see PNA, VI, pp 247-250)
E6002 – Ship Structures I 217
© C.G.Daley 2011-19

Shear lag and diminished effective width are most important in cases of ;
• wide flanges (large b)
• short frames (small L/b)
• proximity to free ends
• proximity to concentrated loads

Finite element programs, when shell or brick elements are used to model the frames, will
naturally show the shear lag effects.
There have been experiments on hull girder models that have shown not only a variation in deck
stresses, but actual stress reversals. This means that even when the average deck stress is
compressive, there may be a part of the deck (at center) where the stresses are tensile, with the
deck edges in exaggerated compression. (PNA p 250)

Classification society rules have various approaches to account for effective width. We will
consider deck plate buckling in the next ship structures course (6003). In that case we will
consider another type of effective width of plating, but one that describes a buckled plate’s
reserve capacity.

ANSYS analysis results

E6002 – Ship Structures I 218
© C.G.Daley 2011-19

Chapter 20: Problems

20.1 The following figure shows 4 x-sections. Identify the location of the shear center in each
case (i.e. which letter?). You should sketch the shear flow to help identify the location.

20.2 When the vertical force F is applied to this section, how will the cantilever beam deform?
Explain

20.3 Where is the shear center of a 300 x 150 x 15fl x 10w mm ?

E6002 – Ship Structures I 219
© C.G.Daley 2011-19

Chapter 21: Plate Bending

Wexford Ireland

Introduction
In this chapter we will discuss the mechanics of plate bending
~~~~~~~~~~~~~~~~~~~~
Plates are the essential structural components in ships. Almost all the structural weight in ships is
from the shell plating, the bulkheads, decks and webs of large frames.

This section will examine the lateral deformation of a single plate panel subject to a uniform
pressure. We will limit our problem as follows;
• rectangular plate
• constant thickness (t<<a, b)
• simple edge conditions (fixed, pinned, free)
• linear elastic material behavior
• steel material (isotropic, homogeneous)
• pressure normal to surface
• no membrane stresses (no in-plane stress)
E6002 – Ship Structures I 220
© C.G.Daley 2011-19

• no significant through thickness stresses 𝜎𝑧 ≪ 𝜎𝑥 , 𝜎𝑦

Recall that with beams we describe the deformation and
strains as follows;

𝑑𝑒𝑓𝑙𝑒𝑐𝑡𝑖𝑜𝑛 = 𝑤

𝑑𝑤
𝑠𝑙𝑜𝑝𝑒 = 𝜃 =
𝑑𝑥

1 𝑑𝜃 𝑑 2 𝑤
𝑐𝑢𝑟𝑣𝑎𝑡𝑢𝑟𝑒 = 𝜌𝑥 = = =
𝑟𝑥 𝑑𝑥 𝑑𝑥 2

Unlike beam, plates can bend in 3 ways;

• x-bending
• y-bending
• twist

x and y bending are similar to beam bending.

Recall that there are no membrane stresses, therefor no x

and y stresses at the mid-plane. Stresses only arise from
bending, and are equal, opposite and maximum on the
bottom and top of the plate.

Twist is a behavior that does not occur in beams, although

it is something like torsion.

Twist causes a shear strain in the top (and bottom) of the

plate, and results in curvature on 45° diagonals. When we
twist a dx x dy portion of a plate we get;

𝑑𝜃𝑦 𝑑𝑦 𝑑𝜃𝑥 𝑑𝑥
Δ= ∙ = ∙
2 2 2 2
E6002 – Ship Structures I 221
© C.G.Daley 2011-19

therefore

𝑑𝜃𝑦 𝑑𝜃𝑥 𝑑 𝑑𝑤 𝑑 𝑑𝑤 𝑑2𝑤

= = ( )= ( )=
𝑑𝑥 𝑑𝑦 𝑑𝑥 𝑑𝑦 𝑑𝑦 𝑑𝑥 𝑑𝑥 𝑑𝑦

The above equation can be stated as;

the change in x-slope with change in y
= the change in y-slope with change in x
𝑑2𝑤
=
𝑑𝑥 𝑑𝑦
What about the curvature on 45° diagonals?

𝑑𝜃𝑥 Δ 𝑑𝜃45 Δ Δ 𝑑𝜃𝑥

= , = = √2 = √2
2 𝑙 2 𝑙 𝑙 2
√2

𝑑𝜃45 = √2 𝑑𝜃𝑥 (= √2 𝑑𝜃𝑦 )

Consider a view of the plate normal to the 45° diagonal.

√2 𝑑𝑦 = 𝑟𝑥𝑦 𝑑𝜃45 = 𝑟𝑥𝑦 √2 𝑑𝜃𝑥

1 𝑑𝜃𝑥 𝑑𝜃𝑦
= (= )
𝑟𝑥𝑦 𝑑𝑦 𝑑𝑥

𝑑 𝑑𝑤 𝑑2𝑤
= ( )=
𝑑𝑦 𝑑𝑥 𝑑𝑥 𝑑𝑦

We now have a variety of relationships for deflection,

curvature and strain.

The x direction movement 'u' is the result of bending

deflection w in the y direction.
𝑑𝑤
𝑢 = −𝑧
𝑑𝑥
E6002 – Ship Structures I 222
© C.G.Daley 2011-19

We can find the strain from derivatives of the movement;

𝑑𝑢 𝑑2𝑤
𝜀𝑥 = = −𝑧 2
𝑑𝑥 𝑑𝑥

In the y direction the movement is called 'v';

𝑑𝑤
𝑣 = −𝑧
𝑑𝑦

𝑑𝑣 𝑑2 𝑤
𝜀𝑦 = = −𝑧 2
𝑑𝑦 𝑑𝑦

When u and v vary in x and y we can get shear strains.

𝑑𝑢 𝑑𝑣
𝛾= +
𝑑𝑦 𝑑𝑥

CONCEPT: displacement field

In solid mechanics it is useful to describe how all points

move relative to their original positions as a 'displacement
field'. In the example below we just consider how points
along an x axis move. We call the movement in the x
direction u. A point at some original position 𝑥𝑜 moves to a
displaced position 𝑥𝑑 . The displacement 𝑢 = 𝑥𝑑 − 𝑥𝑜. we
describe 𝑢 as a function of 𝑥, or 𝑢(𝑥 ). We could also write
this as 𝑢(𝑥𝑜 ) because we think of the displacement as
dependent on the original position.

If all points move the same amount, then 𝑢(𝑥 ) =

𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡. In such case the derivative of the displacement
field is zero and there is no strain anywhere. We call this
'rigid body movement'. If the movement is a linear function
of the 𝑥 coordinate, (such as 𝑢(𝑥 ) = 𝑐 + 𝑘 𝑥 ) then the
derivative of the displacement field is 𝑘 and the strain is 𝑘
everywhere. The sketch below illustrates the concept. The
concept can be extended to 2D and 3D problems.
E6002 – Ship Structures I 223
© C.G.Daley 2011-19

ANSYS analysis results

For
𝑑𝑢 𝑑𝑣
𝛾= +
𝑑𝑦 𝑑𝑥

we can use our definitions of u and v to get;

𝑑 𝑑𝑤 𝑑 𝑑𝑤
𝛾= (−𝑧 )+ (−𝑧 )
𝑑𝑦 𝑑𝑥 𝑑𝑥 𝑑𝑦

𝑑2𝑤
= −2 𝑧
𝑑𝑥 𝑑𝑦
or
1
𝛾 = −2 𝑧
𝑟𝑥𝑦
E6002 – Ship Structures I 224
© C.G.Daley 2011-19

𝑑2𝑤 1
𝜀𝑥 = − 𝑧 2 = −𝑧
𝑑𝑥 𝑟𝑥

𝑑2𝑤 1
𝜀𝑦 = − 𝑧 2
= −𝑧
𝑑𝑦 𝑟𝑦

We can use the 2D version of Hooke's Law to get the

stresses.
𝐸
𝜎𝑥 = (𝜀 + 𝜈 𝜀𝑦 )
(1 − 𝜈 2 ) 𝑥
𝐸 𝑑2𝑤 𝑑2𝑤
= −𝑧 ( + 𝜈 )
(1 − 𝜈 2 ) 𝑑𝑥 2 𝑑𝑦 2
𝐸
𝜎𝑦 = (𝜀 + 𝜈 𝜀𝑥 )
(1 − 𝜈 2 ) 𝑦
𝐸 𝑑2𝑤 𝑑2𝑤
= −𝑧 ( + 𝜈 )
(1 − 𝜈 2 ) 𝑑𝑦 2 𝑑𝑥 2

𝐸 𝐸 𝑑2𝑤
𝜏𝑥𝑦 = 𝛾 = −𝑧
(1 + 𝜈) 𝑥𝑦 (1 + 𝜈) 𝑑𝑥 𝑑𝑦

Clearly when z = 0 (middle of plate), all stresses vanish.

Also, there are no average in-plane stresses, only bending
moments and torsion.
𝑡
2
𝑀𝑥 = ∫ 𝜎𝑦 𝑧 𝑑𝑧
𝑡
−
2

𝑡
2
𝑀𝑦 = ∫ 𝜎𝑥 𝑧 𝑑𝑧
𝑡
−
2

𝑡
2
𝑀𝑥𝑦 = ∫ 𝜏𝑥𝑦 𝑧 𝑑𝑧
𝑡
−
2
By using the expressions for 𝜎𝑥 , 𝜎𝑦 and 𝜏𝑥𝑦 we can write;

𝑑2𝑤 𝑑2𝑤
𝑀𝑥 = −𝐷 ( + 𝜈 )
𝑑𝑦 2 𝑑𝑥 2
𝑑2𝑤 𝑑2𝑤
𝑀𝑦 = −𝐷 ( 2 + 𝜈 )
𝑑𝑥 𝑑𝑦 2
𝑑2𝑤
𝑀𝑥𝑦 = 𝑀𝑦𝑥 = −𝐷(1 − 𝜈)
𝑑𝑥 𝑑𝑦
where
E6002 – Ship Structures I 225
© C.G.Daley 2011-19

𝐸 𝑡3
𝐷=
12 (1 − 𝜈 2 )

The derivation of these equations is as follows;

𝑡
2
𝑀𝑥 = ∫ 𝜎𝑦 𝑧 𝑑𝑧
𝑡
−
2
𝑡
𝐸 𝑑2𝑤 𝑑2𝑤 2
= ( + 𝜈 ) ∫ −𝑧 2 𝑑𝑧
(1 − 𝜈 2 ) 𝑑𝑦 2 𝑑𝑥 2 −
𝑡
2

𝑡
𝐸 𝑑2𝑤 𝑑2𝑤 𝑧2 2
= ( + 𝜈 ) − |
(1 − 𝜈 2 ) 𝑑𝑦 2 𝑑𝑥 2 3 𝑡
−
2
𝐸 𝑡3 𝑑2𝑤 𝑑2𝑤
= − ( +𝜈 )
12 (1 − 𝜈 2 ) 𝑑𝑦 2 𝑑𝑥 2

So far we have expressions for stress and strain (2 axial and

shear) and for moments (2 bending and torsion) expressed
as the derivatives of the deflection w.

We now want to derive the differential equation relating the

deflection to load. The load is a pressure acting normal to
the plate. Consider a small section of the plate subject to a
uniform pressure p.

Summing the vertical forces ;

Σ 𝐹𝑣𝑒𝑟𝑡 = 0

𝑝 𝑑𝑥 𝑑𝑦 + (𝑄𝑧𝑥 + 𝑑𝑄𝑧𝑥 )𝑑𝑦 − 𝑄𝑧𝑥 𝑑𝑦 + (𝑄𝑧𝑦 + 𝑑𝑄𝑧𝑦 )𝑑𝑥

− 𝑄𝑧𝑦 𝑑𝑥 = 0

𝑝 𝑑𝑥 𝑑𝑦 + 𝑑𝑄𝑧𝑥 𝑑𝑦 + 𝑑𝑄𝑧𝑦 𝑑𝑥 = 0

𝑑𝑄𝑧𝑥 𝑑𝑄𝑧𝑦
𝑝+ + =0
𝑑𝑥 𝑑𝑦

Summing moments about x axis (about center of plate) ;

Σ 𝑀𝑥 = 0

𝑑𝑀𝑥𝑦 𝑑𝑦 + 𝑑𝑀𝑥 𝑑𝑥 − 𝑄𝑧𝑦 𝑑𝑥 𝑑𝑦 = 0

E6002 – Ship Structures I 226
© C.G.Daley 2011-19

now divide by dy;

𝑑𝑀𝑥
𝑑𝑀𝑥𝑦 + 𝑑𝑥 − 𝑄𝑧𝑦 𝑑𝑥 = 0
𝑑𝑦
and by dx;
𝑑𝑀𝑥𝑦 𝑑𝑀𝑥
+ − 𝑄𝑧𝑦 = 0
𝑑𝑥 𝑑𝑦
which gives;
𝑑𝑀𝑥𝑦 𝑑𝑀𝑥
𝑄𝑧𝑦 = +
𝑑𝑥 𝑑𝑦
Using the previous expressions for 𝑀𝑥𝑦 and 𝑀𝑥 we can
write;

𝑑 𝑑2𝑤
𝑄𝑧𝑦 = (−𝐷(1 − 𝜈) )
𝑑𝑥 𝑑𝑥 𝑑𝑦
𝑑 𝑑2𝑤 𝑑2𝑤
+ (−𝐷 ( 2 + 𝜈 ))
𝑑𝑦 𝑑𝑦 𝑑𝑥 2

𝑑 𝑑2𝑤 𝑑2𝑤
𝑄𝑧𝑦 = (−𝐷 +𝐷𝜈 )
𝑑𝑥 𝑑𝑥 𝑑𝑦 𝑑𝑥 𝑑𝑦
𝑑 𝑑2 𝑤 𝑑2𝑤
+ ( −𝐷 − 𝐷 𝜈 )
𝑑𝑦 𝑑𝑦 2 𝑑𝑥 2

𝑑3𝑤 𝑑3𝑤 𝑑3𝑤 𝑑3𝑤

𝑄𝑧𝑦 = −𝐷 +𝐷𝜈 2 −𝐷 −𝐷𝜈
𝑑𝑥 2 𝑑𝑦 𝑑𝑥 𝑑𝑦 𝑑𝑦 3 𝑑𝑥 2 𝑑𝑦

𝑑3𝑤 𝑑3𝑤
𝑄𝑧𝑦 = −𝐷 − 𝐷
𝑑𝑥 2 𝑑𝑦 𝑑𝑦 3
Similarly;
𝑑3𝑤 𝑑3𝑤
𝑄𝑧𝑥 = −𝐷 − 𝐷
𝑑𝑥 𝑑𝑦 2 𝑑𝑥 3

Now, using
𝑑𝑄𝑧𝑥 𝑑𝑄𝑧𝑦
𝑝+ + =0
𝑑𝑥 𝑑𝑦
we can write;

𝑑 𝑑3𝑤 𝑑3𝑤
𝑝+ (−𝐷 −𝐷 )
𝑑𝑥 𝑑𝑥 𝑑𝑦 2 𝑑𝑥 3
𝑑 𝑑3𝑤 𝑑3 𝑤
+ (−𝐷 − 𝐷 )=0
𝑑𝑦 𝑑𝑥 2 𝑑𝑦 𝑑𝑦 3
E6002 – Ship Structures I 227
© C.G.Daley 2011-19

which simplifies to;

𝑝 𝑑4𝑤 𝑑4𝑤 𝑑4𝑤 𝑑4𝑤

= 2 2+ + +
𝐷 𝑑𝑥 𝑑𝑦 𝑑𝑥 4 𝑑𝑥 2 𝑑𝑦 2 𝑑𝑦 4

and can be written in the short hand got a general 4th

derivative in 2 dimensions;

𝑝
= 𝛥4 𝑤
𝐷

Note the similarity to the differential equation for a beam of

𝑝 = 𝐸𝐼 𝑤 ′′′′ . Now we need to solve 𝑝 = 𝐷 𝛥4 𝑤 for the
appropriate boundary conditions to get w(x,y) and the other
results (stress, moments etc.)

Example #1:
A long plate, simply supported with a pressure in the shape
of a half sine wave.

Check the pressure equation;

𝑝(𝑦 = 0) = 0 (𝑎𝑡 𝑒𝑑𝑔𝑒) 𝑂𝐾

𝑏 𝜋
𝑝 (𝑦 = ) = 𝑝𝑜 sin ( ) = 𝑝𝑜 (𝑎𝑡 𝑐𝑒𝑛𝑡𝑒𝑟) 𝑂𝐾
2 2

Note that nothing varies along the x axis, so all derivatives

of x are zero. Therefore, the differential equation becomes;
E6002 – Ship Structures I 228
© C.G.Daley 2011-19

𝑝 𝑑4𝑤
=
𝐷 𝑑𝑦 4

assume the solution has the form;

𝜋𝑦
𝑤(𝑦) = 𝐶 sin ( )
𝑏
so

𝜋𝑦 𝑑4 𝜋𝑦
𝑝𝑜 sin ( )=𝐷 4
(𝐶 sin ( ))
𝑏 𝑑𝑦 𝑏

which becomes;

𝜋𝑦 𝜋 4 𝜋𝑦
𝑝𝑜 sin ( ) = 𝐷 𝐶 ( ) (sin ( ))
𝑏 𝑏 𝑏

and lets us solve for C;

𝑝𝑜 𝑏 4
𝐶= ( )
𝐷 𝜋

which gives the deflection as;

𝑝𝑜 𝑏 4 𝜋𝑦
𝑤(𝑦) = ( ) sin ( )
𝐷 𝜋 𝑏
with
𝑝𝑜 𝑏 4
𝑤𝑚𝑎𝑥 = ( )
𝐷 𝜋

The stress can be found using;

𝐸 𝑑2𝑤 𝑑2 𝑤
𝜎𝑦 = −𝑧 ( + 𝜈 )
(1 − 𝜈 2 ) 𝑑𝑦 2 𝑑𝑥 2

which simplifies to;

𝐸 𝑑2𝑤
𝜎𝑦 (𝑧, 𝑦) = −𝑧 ( )
(1 − 𝜈 2 ) 𝑑𝑦 2
The stress at the top of the plate , @ z = t/2 ;
E6002 – Ship Structures I 229
© C.G.Daley 2011-19

𝑡 𝐸 𝑑2𝑤
𝜎𝑦,𝑡𝑜𝑝 (𝑦) = − ( )
2 (1 − 𝜈 2 ) 𝑑𝑦 2
𝑡 𝐸 𝑝𝑜 𝑏 4 𝜋 2 𝜋𝑦
= 2
( ) ( ) sin ( )
2 (1 − 𝜈 ) 𝐷 𝜋 𝑏 𝑏
2
6 𝑏 𝜋𝑦
= 2 ( ) 𝑝𝑜 sin ( )
𝜋 𝑡 𝑏

The stress as the edge is;

𝜎𝑦,𝑡𝑜𝑝 (0) = 0

The stress in the center is;

𝑏 6 𝑏 2
𝜎𝑦,𝑡𝑜𝑝 ( ) = 2 ( ) 𝑝𝑜
2 𝜋 𝑡

Similarly, we can find;

𝑏 𝜈6 𝑏 2
𝜎𝑥,𝑡𝑜𝑝 ( ) = 2 ( ) 𝑝𝑜
2 𝜋 𝑡

General Plate Problems

The solution for a general plate problem requires the

solution of the 4th order partial differential equation;

𝑝(𝑥, 𝑦)
= 𝛥4 𝑤(𝑥, 𝑦)
𝐷

Such solutions can be complex, even for simple load

patterns. Even in the case;

𝑝(𝑥, 𝑦) = 𝑝𝑜 (𝑖. 𝑒 𝑢𝑛𝑖𝑓𝑜𝑟𝑚 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒)

The solution is found by expressing the load as a Fourier

equation;
∞ ∞
𝑚𝜋𝑥 𝑚𝜋𝑦
𝑝(𝑥, 𝑦) = 𝑝𝑜 = ∑ ∑ 𝑎𝑚𝑛 sin ( ) sin ( )
𝑎 𝑏
𝑚=1 𝑛=1

where
16 𝑝𝑜 𝑚 = 1,3,5 …
𝑎𝑚𝑛 =
𝜋2 𝑚 𝑛 𝑛 = 1,3,5 …

𝑎𝑚𝑛 = 0 𝑚 𝑜𝑟 𝑛 = 𝑒𝑣𝑒𝑛
E6002 – Ship Structures I 230
© C.G.Daley 2011-19

For this load pattern and simply supported edges, the

deflected shape can be derived as;
∞ ∞
1 𝑎𝑚𝑛 𝑚𝜋𝑥 𝑚𝜋𝑦
𝑤 (𝑥, 𝑦) = 4 ∑ ∑ 2 2 sin ( ) sin ( )
𝜋 𝐷 𝑛 𝑚 𝑎 𝑏
𝑚=1 𝑛=1 ( 2 + 2 )
𝑏 𝑎

Note that a sine pattern of load has been shown to produce

a sine pattern of response. So, a group of sine shaped loads
will produce a group of sine shaped responses. Hence the
Fourier approach should work. It all depends on the
elegance of super-position (hurray for Hooke!)

We will leave the general solution of more complex

problems to a specialized course in plates and shells. See
Hughes for solutions to some typical problems.

Chapter 21: Problems

21.1 Why is a ‘long’ plate with a uniform load easier to solve than a rectangular plate with a
uniform load?

21.2 when you apply a simple load to a simple pinned-pinned beam, it beans but doesn’t twist.
When you apply a simple load to a pinned-pinned rectangular plate, you must (usually) consider
bending and twist. Why?
E6002 – Ship Structures I 231
© C.G.Daley 2011-19

General References

1. Evans, J.H., (Editor) 1975, Ship Structural Design Concepts, Cornell Maritime
Press (a second volume of this book was added in 1983; it is subtitled `Second
cycle’)
2. Hughes, O.F., Ship Structural Design, Wiley-Interscience, Published by the
Society of Naval Architects and Marine Engineers, New York (2010).
3. Lewis, E.V., (Editor) 1975, Principles of Naval Architecture, Vol. I Chapt 4.,
SNAME
4. Rawson, K.J., and Tupper, E.C., 1983 Basic Ship Theory, Volume 1. Publ. by
Longman, 3rd Ed.
5. Okumotu, Y., et. al. 2009 Design of Ship Hull Structures, pub. Springer-Verlag.
6. Willams MS and Todd JD 2000 Structures-Theory and Analysis, Macmillan
E6002 – Ship Structures I A-1
© C.G.Daley 2011-19

Appendix 1 – Angle Formulas

E6002 – Ship Structures I A-2
© C.G.Daley 2011-19

Appendix 2 –Material Properties

Ship Structural Materials

Material ρ E Et G 𝛔𝐲 𝛔𝐮 𝝊 𝜶 𝜺𝒖
kg/m3 MPa MPa MPa MPa MPa - 10-6/°C -
ASTM A36 Steel 7800 200,000 1,000 75,000 248 400 0.26 12 .21
ASTM A131 7850 200,000 1,000 75,000 220 400 0.29 12 .24
Ship Grade A
Ship Steel 7850 200,000 1,500 75,000 355 490 .29 12 .21
Grade EH36
6061-T6 2700 70,000 400 26,000 240 290 .33 23.2 .10
Aluminum
ρ: Density
E: Young’s Modulus
Et: Post-yield Modulus (for bi-linear modelling of elasto-plastic behaviour)
G: Shear Modulus
σy : Yield Strength
σu : Ultimate Strength
𝜈: Poisson’s Ratio
𝛼: Coefficient of Thermal Expansion
εu: Ultimate Strain at fracture (e.g. 0.10 = 10% elongation)
All properties are approximate and depend on test conditions. Classification Societies define testing procedures and
minimum properties for ship construction.

Grades of Ship Building Steel

Ship Building Steel Grades are primarily intended to indicate toughness against fracture at various temperatures. When a
grade of steel also has higher yield strength, it is designated with H and a number ‘indicating’ the strength. For example,
EH36 is an E grade steel with a minimum yield strength of 355 MPa, DH32 is a D grade steel with a yield strength of 315
MPa, and AH40 is and A grade steel with yoeld strength of 390 MPa.

Property Grade A Grade B Grade D Grade E

% of Carbon 0.21 max 0.21 max 0.21 max 0.18 max
% of Manganese 2.5 x C min 0.8 x C min 0.6 x C min 0.7 x C min
% of Silicon 0.5 max 0.35 max 0.1 – 0.35 0.1 – 0.35
% of Phosphorous 0.035 max 0.035 max 0.035 max 0.035 max
% of Sulphur 0.035 max 0.035 max 0.035 max 0.035 max
% of Aluminum – – 0.015 min –
Yield Strength (MPa) 235
Ultimate Tensile Strength (MPa) 400-520
% Elongation (at fracture) 22
Test Temperature (°C) NA 0 -20 -40
E6002 – Ship Structures I A-3
© C.G.Daley 2011-19

Appendix 3 –Areas and Moments

E6002 – Ship Structures I A-4
© C.G.Daley 2011-19

Appendix 4 – Fixed End Moments

E6002 – Ship Structures I A-5
© C.G.Daley 2011-19

Appendix 5 – Beam Formulas

E6002 – Ship Structures I A-6
© C.G.Daley 2011-19
E6002 – Ship Structures I A-7
© C.G.Daley 2011-19
E6002 – Ship Structures I A-8
© C.G.Daley 2011-19
E6002 – Ship Structures I A-9
© C.G.Daley 2011-19
E6002 – Ship Structures I A-10
© C.G.Daley 2011-19

Appendix 6 – Moment Distribution

Typical spreadsheet to solve Moment Distribution problems.

M o m e n t Distribu tio n M e th o d
table o f v alu e s Example #3
param . v alu e u n its 1 problem all E I, no sway
L1 10 m 10m 20m
L2 20 m
L3 20 m w=8 kN/m
L4 12.5 m 32
12 21 23
3 35
EI1 1 rel
1 2 24
EI2 1 rel
EI3 1 rel
12.5 m
EI4 1 rel 20m 53
w 8 kN / m 5
all E I
42
4
e12 e 21 e 23 e 24 e 42 e 32 e 35 e 53
 1 .0 0 .5 0 .250 0 .250 0 .0 0 .38 46 0 .6 1 54 0 .0
FE M -6 6 .7 6 6 .7 -26 6 .7 0 .0 0 .0 26 6 .7 0 .0 0 .0
net 6 6 .7 20 0 .0 0 .0 -26 6 .7 0 .0
dist 6 6 .7 1 0 0 .0 50 .0 50 .0 0 .0 -1 0 2.6 -1 6 4.1 0 .0
CO 50 .0 33.3 -51 .3 0 .0 25.0 25.0 0 .0 -8 2.1
eEM 50 .0 20 0 .0 -26 7 .9 50 .0 25.0 1 8 9.1 -1 6 4.1 -8 2.1
net -50 .0 1 7 .9 -25.0 -25.0 8 2.1
dist -50 .0 9.0 4.5 4.5 0 .0 -9.6 -1 5.4 0 .0
CO 4.5 -25.0 -4.8 0 .0 2.2 2.2 0 .0 -7 .7
eEM 4.5 1 8 4.0 -26 8 .3 54.5 27 .2 1 8 1 .7 -1 7 9.5 -8 9.7
net -4.5 29.8 -27 .2 -2.2 8 9.7
dist -4.5 1 4.9 7 .5 7 .5 0 .0 -0 .9 -1 .4 0 .0
CO
e
ne
dist eE tM 7 .5
-7
-7 .5
.5 -2.2
1 961 .3.6
2.7 -0
-26
0 .7 .4
1 .2 601.0
.9 03.7
31
-31 .0.0 18 3.7
4.6
-3.7 0
8 .0
-1-2.30 .9 -0
-90
90 .7
.4.4
nCO eE tM 0 .7
-0 1 -3.7
94.2 -0
-261 .101.7
.3 6012.6
.7
.0 31.0
.3
.3 -1
1 -0
8 .4
03.5
.3 08.0
-1-0 3.2 0-1.0
-91 .1.6
dist
CO
e
neeE tM
dist E -01 .1.1.7
-1
-1
.7 1-04.4
2.2
96
0 .2
0
.3.1
.4 -0
-2600
.1
.1.1.3
.1
6003.7
.0
.1
-31
0
31
-31.0
.6 .3
.9
.9 -0
0
1 -0
8
-0
.3
.6
3.9.1
.6
.2
08.0
-1-0 .2
3.4
.3
91
0
-0
-91
91
0 .0
.6
.0.1
.7.7
CO
ne e tM 0
-0 .1.1 1 -0
95.8
0 .0.6
.7 -0
-26 .3 603.8
.0 0
31
-31.0.9 180 .0
3.8 -108.03.7 -0
-91 .2
.9
dist
CO
n eE tM
dist
-0
0
-0
-0 .2.2
.2
.1 10096
0.0.3
.1.1.1 -26 .2
0 .0 0 .1 .2
604.0
.0 32.0.1.9
00.0
-32.0 180
00 .0
.0
.1
3.8
-0.0.1 -10 8
-0.0
3.7
.1
91
0 .0
-91
91
.9
.9
.9
CO
ne eE tM 0
0 .0 -0
1 96 .1.0 0 .0
-26 0 .1 0 .0
6 4.0 0 .0
32.0 180 3.8 -1 0
8 .0
3.8 0
-91 .0.9
dist
CO
ne
dist eE tM 0 .0
0 .0
.0 00.0
1 96
0 .0 .0 0 .0
-26 0 .1 604.0
.0 -32.0
0 .0
32.0
-32.0 180
0
.0
0 3.8
.0
.0 -1 0
8 .0
3.8 91
0 .0
-91
91
.9
.9
.9
CO
ne eE tM 0
0 .0 0
1 96 .0 .0 0 .0
-26 0 .1 604.0
.0 0 .0
32.0 180 .0
3.8 0 .0
-1 8 3.8 0 .0
-91 .9
dist
CO
ne eE M 0 .0.0 0
1 96
.0
0 .0
.0.0 0 .0
-26 0 .1 604.0
.0 -32.0
0 .0
32.0 18
0 .0
0 3.8
.0 -1 0
8 .0
3.8
91
0 .0
-91
.9
.9
dist
CO
ne eE ttM
dist
0
0
0 .0
0
.0
.0
.0
0
0
0 .0
1 96
0 .0.0
.0 0
0 .0
-26 .0 0 .1 0 .0
604.0
.0
-32.0
0
0 .0
32.0
-32.0
.0 180
0 .0
.0
0 3.8
0 .0
.0 -1 0
8 .0
0 3.8
.0
91
0
0 .0
-91
91
.9
.9
.9
.0
CO
eEM 0 .0 1 96 .0 -26 0 .1 6 4.0 32.0 1 8 3.8 -1 8 3.8 -91 .9

F21 y 59.6 F1 2y 20 .4 F42x 5 F53x -22

F42y 1 43.4 F53y 8 3.8
F23y 8 3.8 F32y 7 6 .2
E6002 – Ship Structures I A-11
© C.G.Daley 2011-19

Appendix 7 – Hooke’s Law, Mohr’s Circle and von-Mises

plastic frame response to ice load test

This appendix will outline the material behavior models that are necessary to the analysis of
structures.

Hooke's Law

Hooke's law is a very simple idea. It just states that there is a linear relationship between force 𝐹
and deflection ∆𝐿 in an elastic body;

𝐹 = 𝑘 ∆𝐿

where k is the 'spring constant' or the 'stiffness'

For a uni-axial state of stress we can also write Hooke's law in terms of stress (𝜎: normalized
force) and strain (𝜀: non-dimensional deflection);

𝜎=𝐸𝜖
where E is Young's Modulus.
E6002 – Ship Structures I A-12
© C.G.Daley 2011-19

This law may seem to be too simple to deserve the term 'law'. However, this idea was not easily
found. The world, especially in the time of Hooke and before, was so full of variability,
inaccuracy and non-linearity that this idea was not obvious. Many things were made from natural
materials (stone and wood) and the idea of linear behavior was radical. Hooke first communicated
the discovery in code as “ceiiinosssttuv”, an anagram to allow him to later prove he had
discovered the ‘law’. Hooke was a contemporary, and rival, of Newton. He developed a coil
spring for use in a pocket watch. In 1678 he published a discussion of the behavior of his spring,
saying: "ut tensio, sic vis" meaning "as the extension, so the force". Hooke worked in many fields
including architecture, astronomy, human memory, microscopy (see below) and palaeontology,
but it is only in mechanics that his name is associated with a fundamental law.

Dronefly close-up sketch by Robert Hooke (Wikimedia Commons)

How important is Hooke's contribution? For structural analysis it is the fundamental idea, as
important to structural analysis as is Newton's 2nd law (𝐹 = 𝑚𝑎) to the field of dynamics.
E6002 – Ship Structures I A-13
© C.G.Daley 2011-19

Hooke's law is important because linearity of behavior permits the use of superposition. And only
with the idea of superposition can we divide problems up into parts, solve the parts and add them
back together to get a total solution. The whole field of structural analysis depends on Hooke's
law.

Hooke's law can be expanded to describe 2D and 3D behavior. Consider a 2D sample of elastic
material. When a force is applied in one direction (x) the material stretches in that direction and
contracts in the lateral direction(y). So for a stress in the x direction we get strains in x and y. This
is Hooke's law in 2D for the case of uni-axial stress;

𝜎𝑥
𝜀𝑥 =
𝐸
𝜎𝑥
𝜀𝑦 = −𝜈
𝐸
E6002 – Ship Structures I A-14
© C.G.Daley 2011-19

When we consider a general state of stress, comprised of a combination of x and y direction

stresses(𝜎𝑥 , 𝜎𝑦 ), as well as shear stress (𝜏𝑥𝑦 ) we can write the relationship amoung the stresses
and strains Hooke's law in 2D for the general case;

𝜀𝑥 𝜎𝑥
1 1 −𝜈 0
[ 𝜀𝑦 ] = [−𝜈 1 0 ] [ 𝜎𝑦 ]
𝛾𝑥𝑦 𝐸 0 0 2 1 + 𝜈 𝜏𝑥𝑦
( )

or equivalently;

𝜎𝑥 1 𝜈 0 𝜀𝑥
𝐸 𝜈 1 0
[ 𝜎𝑦 ] = 2
[ 𝜀
1 − 𝜈] [ 𝑦 ]
𝜏𝑥𝑦 1−𝜈 𝛾𝑥𝑦
0 0
2

The above equations are used to describe isotropic materials (materials that are similar in all
directions, such as steel), which have the same value of E and n in all directions.
Note: Anisotropic materials, such as wood and fiberglass have different values of E for each axis.
Hooke's laws for anisotropic materials have many more terms.

Hooke's law can be expressed in 3D as well, but 2D is sufficient for the problems that we will
examine.

Consider a small element of material with normal and shear stresses on vertical and horizontal
planes. We refer to these stresses as engineering stresses, 𝜎𝑥 , 𝜎𝑦 , 𝜏𝑥𝑦 . Now consider what the
E6002 – Ship Structures I A-15
© C.G.Daley 2011-19

stresses would be on any other plane, so one that is rotated by the angle 𝜃𝑐 from the vertical (from
the plane for 𝜎𝑥 stress). Mohr showed that the stresses on all planes, when plotted, will form a
circle in 𝜏 vs. 𝜎 coordinates.

The stresses on the vertical plane, 𝜎𝑥 and 𝜏𝑥𝑦 , are plotted on the Mohr's circle (point A). The
stresses on the horizontal plane, 𝜎𝑦 and −𝜏𝑥𝑦 , are plotted at point B. These two planes are
physically 90 degrees from each other, but are 180 degrees apart on the Mohr’s circle.

state of stress in 2D

The line joining A, B is a baseline. To find the stresses on a cut plane at angle  from the vertical
plane (the plane of A), we must move 2 from the 'A' direction around the Mohr’s circle. This
lands us at point C, where the stresses are , 𝜎𝑐 and 𝜏𝑐 .

The general equations to find the stresses on a plane at angle 𝜃 from the plane of 𝜎𝑥 are;

1 1
𝜎𝑛 = (𝜎𝑥 + 𝜎𝑦 ) + (𝜎𝑥 − 𝜎𝑦 )𝑐𝑜𝑠2𝜃 + 𝜏𝑥𝑦 𝑠𝑖𝑛2𝜃
2 2
1
𝜏𝑛 = − (𝜎𝑥 − 𝜎𝑦 )𝑠𝑖𝑛2𝜃 + 𝜏𝑥𝑦 𝑐𝑜𝑠2𝜃
2
E6002 – Ship Structures I A-16
© C.G.Daley 2011-19

principal stresses

You can see from the drawing of Mohr's circle, that the largest value of 𝜎 occurs where 𝜏 is zero.
The largest and smallest values of 𝜎 are called 𝜎1 and 𝜎2 . They are sufficient to define the circle,
and are called the principal stresses.

We do not need to solve for 1 and 2 graphically. We can use the following equations:

𝜎𝑥 + 𝜎𝑦 𝜎𝑥 + 𝜎𝑦 2
σ1 = √
+ [𝜎𝑥 − 2
] + 𝜏𝑥𝑦
2 2

𝜎𝑥 + 𝜎𝑦 𝜎𝑥 + 𝜎𝑦 2
σ2 = √
− [𝜎𝑥 − 2
] + 𝜏𝑥𝑦
2 2

or
E6002 – Ship Structures I A-17
© C.G.Daley 2011-19

σ1 = σ + r

σ2 = σ − r

large strain behaviors

At low strains steel is a linear elastic material. However, when steel is strained to large levels, the
linear behaviour ends. Typical ship steels will follow a stress-strain curve as shown at the left.
After yielding the stress plateaus while the strains increase significantly. At larger strains the
stress begins to rise again, in a phenomenon called 'strain hardening'. At even larger strains the
material starts to 'neck' and eventually ruptures. Typical yield stresses are in the range 225 to 400
MPa. Typical ultimate stresses are in the 350 to 550 MPa range.
The initial slope is the Young's modulus which is about 200,000 MPa (200 GPa). So the strain at
yield is about 1200 to 2000 x10-6 strain (-strain). Rupture occurs at around 25% strain (300,000
-strain).
E6002 – Ship Structures I A-18
© C.G.Daley 2011-19

yield criteria and equivalent stresses

In ships structures, made almost entirely of plate steel, most stress states are essentially biaxial. In
this case we need to have a criteria for any 2D state of stress.

The 2D von Mises criteria is plotted at left. The curve is normally represented in terms of
principal stresses and forms an oval. The oval crosses the axes ay the uniaxial yield stress 𝜎𝑦𝑖𝑒𝑙𝑑 .
The equation for the yield condition is;

𝜎12 − 𝜎1 𝜎2 + 𝜎22 = 𝜎𝑦𝑖𝑒𝑙𝑑

2

The criteria can also be expresses in terms of engineering stresses;

2
𝜎𝑥2 − 𝜎𝑥 𝜎𝑦 + 𝜎𝑦2 + 3𝜏𝑥𝑦
2
= 𝜎𝑦𝑖𝑒𝑙𝑑
E6002 – Ship Structures I A-19
© C.G.Daley 2011-19

To show whether a general 2D stress is at yield, the concept of an equivalent stress is used (the
von-mises equivalent stress). The equivalent stress is a uniaxial stress that represents the same %
of yield as the biaxial stress. In this way any 2 states of stress can be compared. The equivalent
stress is;

𝜎𝑒𝑞𝑣 = √𝜎12 − 𝜎1 𝜎2 + 𝜎22

or
𝜎𝑒𝑞𝑣 = √𝜎𝑥2 − 𝜎𝑥 𝜎𝑦 + 𝜎𝑦2 + 3𝜏𝑥𝑦
2

We will make use of equivalent stresses in the ANSYS labs.

Appendix 7 Problems

1. A column is made of steel pipe with OD of 8", and ID of 7". It is 8 feet tall. The column
supports a weight of 300kips (300,000 lb). How much does the column shorten under load?
(E for steel is 29,000,000 psi) (Ans: 0.843”)

2. A 2D state of stress (𝜎𝑥 , 𝜎𝑦 , 𝜏𝑥𝑦 ) is (200, -20, 45) MPa. What are the strains (𝜀𝑥 , 𝜀𝑦 , 𝛾𝑥𝑦 )?(Ans:
1030,-400,585 e)

3. For a 2D state of stress (σx , σy , τxy ) of (180, -25, 40) MPa, plot the Mohr's circle. What are
the principal stresses (σ1 , σ2 ) ? (Ans: 187.5,-32.5 MPa)

4. For a 2D state of stress (σx , σy , τxy ) of (100, -100, 60) MPa, what is the von-mises equivalent
stresses σeqv ? (Ans: 202 MPa)
E6002 – Ship Structures I A-20
© C.G.Daley 2011-19

5. For a 2D state of stress (σx , σy , τxy ) of (150, 100, 30) MPa, what is the von-mises equivalent
stresses σeqv ? (Ans: 142 MPa)

6. For a small cube of material with (σx , = 100, σy = 100) what is the maximum shear on any
plane? (Ans: 50 MPa)
E6002 – Ship Structures I A-21
© C.G.Daley 2011-19

Appendix 8 - Energy Methods in Structural Analysis

Colosseum
This appendix will discuss application of energy methods in structural analysis.

Energy Methods
Structural analysis is concerned with forces, deflections, stresses and strains. All these involve
energy. An analysis of energy can be a way to simplify structural analysis. Energy is a scalar, and
must be conserved, somehow. In some cases the mechanical work done by a force is converted
to heat by friction:

In some cases the mechanical work done by a force is converted to elastic potential energy in a
spring. Potential energy (in a spring or in a gravitational field) can later be recovered:

Consider a body subject to a simple axial load:

E6002 – Ship Structures I A-22
© C.G.Daley 2011-19

The above is correct for situations where axial stresses dominate, as in column compression or
simple beam bending. This does not take shear strain energy into account.

Example: derive formula for Cantilever beam deflection using energy methods.

Consider a simple cantilever with rectangular cross section.

Start with Energy Balance equation:

E6002 – Ship Structures I A-23
© C.G.Daley 2011-19

External Work (EW) done by the applied load P is balanced by the elastic potential energy (EPE)
stored in the beam;

𝐸𝑊 = 𝐸𝑃𝐸

1⁄ 𝑃∆= 1 ∫ 𝜎 2 𝑑𝑣𝑜𝑙
2 2𝐸
𝑉𝑜𝑙

In this case we assume that the stress is the result of bending and we find the stress from;
𝑀𝑦
𝜎=
𝐼
and
𝑀 = 𝑃𝑥
which lets us write;

𝑃2 𝑥 2 𝑦 2
2
𝜎 =
𝐼2

𝑃
∆= ∫ 𝑥 2 𝑦 2 𝑑𝑣𝑜𝑙
𝐸𝐼 2
𝑉𝑜𝑙

We can re-write dvol as w dx dy and use :

𝑃
= ∫ 𝑥 2 𝑑𝑥 ∫ 𝑤 𝑦 2 𝑑𝑦
𝐸𝐼 2
𝐿 ℎ

The last part of the above equation is the moment of inertia:

∫ 𝑤 𝑦 2 𝑑𝑦 = 𝐼
ℎ

This simplifies the problem to:

𝑃
∆= ∫ 𝑥 2 𝑑𝑥
𝐸𝐼
𝐿
𝐿
𝑃 𝑥3
∆= ]
𝐸𝐼 3 0

Which gives the final and correct answer:

𝑃𝐿3
∆=
3𝐸𝐼
E6002 – Ship Structures I A-24
© C.G.Daley 2011-19

Betti-Maxwell Reciprocal Theorem

The Betti-Maxwell theorem states that for any linear elastic body (also called a Hookean body),
that the movement at a d.o.f. A, caused by the application of a force/moment F at a d.o.f. B, is
exactly the same as the movement at a d.o.f. B, caused by the application of a force/moment F at a
d.o.f. A. In the sketch below, ∆𝑖𝑗 refers to the movement at 𝑖 due to the application of a force at j.
So we can write the Betti-Maxwell theorm as;

𝐹 ∆12 = 𝐹 ∆21

Proof:
As a linear system, superposition will hold. The structure will assume the same final position
regardless of the order of application of the forces. This means that the same stored elastic energy
will exist in either case. These are ‘conservative’ systems, meaning that all work done by the loads
is converted to elastic potential energy (and is ‘conserved’ to be recovered later). We will apply F
to the structure in two places, and compare the work done when we change the order in which we
apply the forces.

When F is applied at both 1 and 2, the total deflection at 1 and 2 will be;

∆1 = ∆11 + ∆12

∆2 = ∆21 + ∆22

If we imagine applying F at 1 first, and then at 2, the work done will be;

𝐹 ∆11 𝐹 ∆22
𝑊𝑜𝑟𝑘 𝐷𝑜𝑛𝑒 = + + 𝐹 ∆12
2 2
E6002 – Ship Structures I A-25
© C.G.Daley 2011-19

If we imagine applying F at 2 first, and then at 1, the work done will be;

𝐹 ∆22 𝐹 ∆11
𝑊𝑜𝑟𝑘 𝐷𝑜𝑛𝑒 = + + 𝐹 ∆21
2 2

The work done will be the same, so;

𝐹 ∆12 = 𝐹 ∆21
Hence Betti-Maxwell is proven.

Example 1 of Betti-Maxwell

For a simple cantilever, the deflection at x2 caused by a force F at x1

should be the same as the deflection at x1 when F is applied at x2 :

Solution:
The beam deflection tables (see Appendix) can be used to find 12
and 21 .
To find 21 we first find the deflection at x1 . The beam to the right
of x1 has no shear or bending. Consequently it is perfectly straight. It
slopes downward at the same angle as the slop at x1 , which is 11 .
The addition deflection past is just equal to the slope angle times the
distance. The total deflection at x2 found as follows:

𝐹 𝑥13 𝐹 𝑥12
𝛥11 = 𝜃11 =
3 𝐸𝐼 2 𝐸𝐼

𝛥21 = 𝛥11 + 𝜃11 ∙ (𝑥2 − 𝑥1 )

𝐹 𝑥13 𝐹 𝑥12 𝑥2 𝐹 𝑥13

= + −
3 𝐸𝐼 2 𝐸𝐼 2 𝐸𝐼

𝐹 𝑥12
= (3 𝑥2 − 𝑥1 )
6 𝐸𝐼

To find 1 2 we use the general equation for the deflections in a

cantilever of length x2 and solve for the deflection at x1 .
𝐹 𝑥12
𝛥12 = (3 𝑥2 − 𝑥1 )
6 𝐸𝐼

The two results are identical, as Betti-Maxwell predicted.

Example 2 of Betti-Maxwell
E6002 – Ship Structures I A-26
© C.G.Daley 2011-19

For a simply supported beam, the rotation at the right hand end
caused by a unit vertical force F in the center should be the same as
the vertical deflection at the center caused by a unit moment at the
right hand end :

Solution:
The beam deflection tables (see Appendix) can be used to find 12
and 21 .
The rotation 21 is as follows:
𝐹 𝐿2
𝜃21 =
16 𝐸𝐼

𝐿2
=
16 𝐸𝐼

To find 1 2 we use the general equation for the deflections in a

simply supported beam with an end moment and solve for the
deflection at L/2 .

𝑀𝑥
𝛥12 = (𝐿2 − 𝑥 2 )
6 𝐸𝐼 𝐿

𝐿
𝐿2
= 2 (𝐿2 − )
6 𝐸𝐼 𝐿 4

𝐿2 1
= (1 − )
12 𝐸𝐼 4

𝐿2
=
16 𝐸𝐼

The two results are identical, as Betti-Maxwell predicted.

Energy Proof of Symmetry of Stiffness Terms

By using an approach similar to Betti-Maxwell, we can show that stiffness terms must be
symmetrical. We will compare two ways to get to the same end result. Assume a system with just two
degrees of freedom. In this case they happen to be two translational degrees of freedom, but the same
logic holds if rotary degrees of freedom are involved. A stiffness term is the force that occurs when a
unit movement is imposed. If we consider two degrees of freedom and imagine the structure with both
degrees of freedom moved one unit, we can compare two optional ways to arrive at the final situation.
As these are linear elastic structures, the final stored energy only depends on the final deformations.
As illustrated below, whether 1 moves before 2 or 2 moves before 1, the same amount of work will be
E6002 – Ship Structures I A-27
© C.G.Daley 2011-19

done (and stored). In each case one of the off-diagonal stiffness terms (k21 or k12) in involved in the
energy sum, and by equation the two options we see that k12 must equal k21.

Appendix 8 Problems

1. For the fixed-pinned beam sketched below, find the location of the force F so that  is a
maximum. Hint: you can use the symmetry of Betti-Maxwell.

2. Illustrate the Betti-Maxwell theorem using the beam load cases shown below. Use the beam
tables in Appendix 5.
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Appendix 9 – Solutions to Selected Chapter Problems

1.9

1.10

2.5

3.9
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3.10
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3.11
(a) T = 25m, CB=.678,  = 400,000 tonnes (selected to be close and also make weights easy to work out)
(b) est a = .45, b = 1.275
Therefor the weight distribution is;

c)
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d) Sketch of net load, shear, moment, slope and deflection

4.2
a) 0.3454m
b) 7700 N-m
c) 0.008333 m4

4.13
a)

Max bending stress 0.88 t-m

4.14
a) 45N
b) At B-B: Q=1.5N, M=7.5 N-cm
c) At A-A: Q=0, M=15 N-cm
d)
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6.4 0.112m

7.10

7.11
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7.12

7.13
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8.3
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8.4

8.5
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8.7

8.8
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8.9

9.3 RB = 9/8 M/L

12.11
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12.12

12.13
– ignore free cantilever at left.
- FEM are FL/8 from table
- Distribution factors are 1/3 and 2.3 at middle support
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14.8

dof 4 is the x movement at node ‘b’. k4,4 is the sum of the axial terms from beam a-b and
b-c plus the shear term from beam b-d. k10,10 is the shear term from beam b-d.

14.11

15.4
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15.5 When translation and rotations are both involved, units can be different: Moment per
translation is different that force per translation.

15.6 For the case of a CST, there are only translations, so all stiffness terms have the units of
Force per translation (eg N/m)

16.2

16.3

Each weld has to carry half the shear flow at the base of the web. The minimum thickness at the
weld is w. So, the shear stress is;
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16.4

16.5

16.6
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17.5