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Hull Strapping of Ships

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Hull Strapping of Ships /.- .,% , \.+*”:.; THE”SOCIETV OF NAVAL ARCHITECTS AND MARINE ENGINEERS e 601 WVOniS Avenue, Suite 400, Jersey City, New Jersey 07306 USA ~. Paper _wd at the Marks Smctmal In@cm, Maintenarm, and t#onimringSympsium SWIM NatmalHoml,Atiingmn,Virginia,Msrti 1&19, 1931 Hull Strapping of Ships N.S. Basar, -M. Rosenblatt & Son, Inc., New York, New York S.J. Allen, U.S. CoastGuardResearch&DevelopmentCenter,Groton,Connecticut R.B.Hulls, (formerlyofM. Rosenblatt&Son,Inc.)JJHInc.,Hoboken,NewJersey ASSTRACT The use of strapping for category (a) purposes is very rare in present day The paper presents the, resultsof a applications; it was resorted to during and study, sponsored by the Ship Structure after World War II on early all-welded steel Coiimittee and administered by the U.S. Coast ships. Riveted crack arresters (straps) were Guard Research. and Development Center, which installed on many T-2 tankers and Liberty involved a thorough survey of past strapping ships to prevent brittle fracture. designs on fourteen different classes of ships. Data on details of past strapping Many ships have been strapped in the designs were obtained from various sources past for category (b) purposes. Typical including shipowmers, shipyards, applications have included changing the classification .societie6, and the U.S. Navy. veesel’s service from limited inland The variations in the ‘approach to strapping waterways or lake operation to ocean-going design details were noted and a methodology service; converting, a vessel from a dry cargo Was developed. for use in preparing strapping carrier to a container carrier or designs for new applications. oil/bulk/ore carrier; and vice verea. INTRODUCTION Category” (c) is the most common justification for strapping and is generally During the service lifetime of a ship, used in conjunction with jumboizing the it may be necessary to increase the strength vessel by inserting a new rnidbody. Often in and stiffness of its hull girder structure such cases, the new midbody is constructed to for .a ntunber of reasons. Qne of the most the original scantlings and inserted between common methods of accomplishing this purpose the fore and aft bodies of the existing ship. is “strapping”. In order to meet the hull girder section modulus requirements for the now increased Strapping.of ships’ hulls involves the vessel size, continuous doubler plates are attachment to the main hull plating of long added to extend over both the new midbody and and continuous widths of plates that the existing fore and aft bodies. essentially “strap” the existing structure and provide additional material to increase This paper discusses the findings from the hull girder section modulus. The reasons a Ship StructureCommitteeproject,Reference for and the objectives of strapping a ship’s #l. The objectives of the study were to hull may fall into one or more of the surveypast strappingdesigns with regard to following categories: the method of attachment, longitudinal extent, location, width and thickness (a) To. imprive thecontinuity of the tapering,and otherdetails of the doublers, structure and to prevent the and to developa practicaland cost effective recurrence of persistent failures design approach for future strapping euch as cracks, severe buckling applications. and extensive distortion of plates, stiffeners, etc. To achieve these objectives, survey questionnaires were sent to the following: (b) To enable the ship to withstand more severe service requirements o u-s. based shipowners and than that for which it wae operators originally designed and built. o <Foreign shipowners and operators (c) To increase the cargo and/or passenger carrying capacity of o U.S. shipyards the ship by j~boizing, i.e. increasing the vessel’s size by o U.S. Coast Guard lengthening, widening, deepening or by any combination thereof. o U.S. Navy II-F-I .,- o Military Sealift Command Strap Locations o American Bureauof Shipping On most of the ships, doubler plates were installed on the deck, andjor the bottom o Us. and major foreign a“nd/or side shell plating. Figures land 2 classification societies show the most widely used strap locations for typical tanker and container ship hulls, ..... The data collected from these sources respectively. are summarized and a methodology for future strapping designs is presented as well as the In one ship class, doublers were placed American Bureau of Shipping, Reference #2, on the innerbottom p’Iating” and in another and Bureau Veritas,Reference #3, guitielines longitudinal” “girders were added on the bottom for strapping details. instead of doubler plates. Deck and bottom doublers were placed in” such a manner that they were “backed-upa by longitudinal RESULTS OF SURVEY bulkheads or girders. After requesting and receiving from the Scantlinqs and Longitudinal Extent six major classification societies the lists of vessels jumboized under their inspection, Doubler plate thicknesses ranging from it was found that a total of 1551 ships had 3/4” to 2-3/4’ were used on different ships been lengthened, widened,or deepened as shown and the widths of doublers varied from a in Table I. The lists were subjected to an minimum of.9n to a maximum of 103”. For most initial screening to reduce the otherwise ships; the longitudinal extent of doublers impractical task of searching for information was found .to be the midship 40% length but for all of these 1551 ships. This “effort there were some ships where the doublers were reduced the total number of ships to 110 by extended to the midship 6/10 or even to the limiting the ship types and sizes to those of midship 2/3 length. immediate interest.”’ Strappinq Materials Survey questionnaires were sent to the 87 owners end operators of these 110 ships For most applications, the materials used for and responses were received from 28. Only 11 doubler plates were found to be of.the same of the responders provided strapping strength as the underlying hull plating to information and details for their ship(s). which they were attached. The grade of Filled out survey questionnaires and drawings material for doublers”were changed for some or sketches of strapping details were also applications (e.g. ships C, E, K, N, and P) received form”two shipyards. as required by the classification society rules for varying plate thicknesses. In”the end, sufficient information was \._, obtained for a total of 14 differentship Method of Attachment classesto include in the study. Table II lists’these ships by type, classification Doublerplates of varying widths were, society,flag of registry,year strapped,and in many cases, attached to the main hull the country’where strappingwas accomplished. plating by welding only the two sides and the The tables in Appendix A summarize the ends. Figure 3 shows the typical strapping details compiled for each of these arrangements” and welding details for this fourteen ship classes. The data were sorted method of attachment and lists the ships in accordance with the following breakdown: where it was used. As seen, the doubler thicknesses ranged frmn 3/4” to 2.6” and o. Locations “’of strapping on the widths from 14H to 55”. Fillet welds were ship’s hull. used on all but one ship which had bevelled weld connections. o Scantltngs and longitudinal extent of doubler plates. On several ships, e.g. Ships B, D, and G, slot welding was employed for doubler o. Materials used in strapping. plate widths ranging from 31n to 103°. In thi$ case, in addition to the fillet welds at o Method of joining parallel sides and ends of the doubler plate, pre-cut doublers. holes in the doubler were slot welded to ensure tight fitting. Figure 4 shows the o Tapering of doubler plate details of slot welds used on. these three scantlings. ships. The slots were originally filled with an epoxy compound on Ship B to prevent o Edge preparation. collection” of water “in the holes. It was found later however that the epoxy had pulled o Faying surface treatment. away fr’om the sides.of the slot thus allowing water to seep in and cause corrosion of the BY reviewing the data and comparing the faying surfaces. The epoxy “filling was details for various ships in each of the removed to remedy the ‘situatian, holes were above categories, the summaries given below blasted and recoated. were made: 11-F-2 cM4$IncmIm mu ~“oF” ~ 0? 3HIM 3u3m ,- ~lzm amlu Amm InIT:AL cussm FMGOP m a I I ~Imc 391? ml! BY mi: mm STmrm STwA??m A 3mlkCuriu m 0s 75 69 I I B Tuhr Am us 04 09 ~rmu vfiritu 573 27 c C.mtainumkip m us M mm (w) D c=t4imrP4ip m 08 71 0s tit M*9 Veratu 397 6 K CmtainmraBip u 06 u Jwco (Ma) I I F ataimmhip AH 0s se u.kmay 7 G Wso W“ m 12 m Cmrinr 09 73 I H ~lk Am Q3 J -tti~Q m m 72 n r mtaltiip a 03 84 w.Wrnay L U4V-I-t . m 13 m H mlti-m~ Am us S4 0s =+-+--K H Cmtiiwmip .LR m 84 S.mrm mu. 15s1 110 I ? Caltaim,nhip u mn 04 S.K91U TABLE 11: SHIPS FOR WHICH STRAPPING DETAILS TABLE I: sHIPs JWO12ED w Classification socIETxEs WERE NECEIVED .—._ .— -. —.—._ -—.-._ 0 ~ DEt#5TW I 1 &d L. I STU3 mu % - stot 4 SHUL Fwc m PUT!- SIMsmL PUTl14 e “ 9Y 1.1. Slw I-mmmPurlm~ r N FIGuRE1: STRAP LOCATIONSFOR A TYPICALTANKER — FIGURE 2: STRAP LKATIONS FOR A TYPICAL CONTAINERSHI—— P II-F-3 On two ships (ships J and L), two or and “B.” On ships A and H, the doubler plate more strips of narrow doublers were installed thickness was tapered in steps as in “A” adjacent to each other in order to avoid slot while on ship C it was accomplished in one welds and these were joined together by full step as in “B.” The detail in ‘An was used depth groove welds as shown in Figure 5.
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