SHEAR FORCE AND BENDING

MOMENT
 INTRODUCTION
• A SHIP , WHETHER AT SEA OR IN STILL
WATER, IS CONSTANTLY BEING SUBJECTED
TO VARIOUS STRESSES AND STRAINS
RESULTING FROM THE ACTION OF FORCES
FROM WITHIN THE SHIP AND FROM
OUTSIDE.
• INTERNAL FORCES RESULT FROM THE
WEIGHT OF THE STRUCTURE, THE CARGO
AND MACHINERY, TOGETHER WITH THE
EFFECTS OF OPERATING MACHINERY.
 INTRODUCTION
• EXTERNAL FORCES ARE CREATED BY THE
HYDROSTATIC PRESSURE OF THE WATER AND
ACTION OF THE WIND AND WAVES ON THE
HULL.
• THESE FORCES ARE CONSTANTLY VARYING IN
INTENSITY AND FREQUENCY.
• FOR SIMPLICITY WE WILL CLASSIFY THESE
INTO STATIC AND DYNAMIC FORCES.
 INTRODUCTION
• STATIC FORCES ARE DUE TO THE DIFFERENCES
IN WEIGHT AND BUOYANCY OCCURRING
ALONG THE LENGTH OF THE SHIP.
• DYNAMIC FORCES RESULT FROM THE SHIP’S
MOTION IN THE SEA AND THE ACTION OF
WIND AND WAVES.
• A SHIP IS FREE TO MOVE WITH 6 DEGREES OF
FREEDOM – 3 TRANSLATION SURGE, SWAY,
HEAVE, AND 3 ROTATIONAL ROLL, PITCH,
YAW
 INTRODUCTION
• THESE STATIC AND DYNAMIC FORCES CREATE
LONGITUDINAL, TRANSVERSE AND LOCAL
STRESSES IN THE SHIP’S STRUCTURE.

• AMONGST THESE THE GREATEST STRESSES

OCCURING IN THE SHIP’S STRUCTURE ARE
DUE TO THE LONGITUDINAL DISTRIBUTION
OF LOADS ALONG THE SHIP’S LENGTH
CAUSING LONGITUDINAL BENDING AND
VERTICAL SHEAR.
 LONGITUDINAL BENDING AND VERTICAL
SHEAR
• STATIC AND DYNAMIC LOADING WILL BE
CONSIDERED SEPARATELY.

• STATIC LOADING
• WHEN A SHIP FLOATS IN STILL WATER, TWO
FORCES ACT ALONG IT’S LENGTH.
• THE WEIGHT OF THE SHIP ACTING
DOWNWARDS AND BUOYANCY ACTING
UPWARDS.
 LONGITUDINAL BENDING AND VERTICAL
SHEAR
• THE WEIGHT OF THE SHIP COMPRISES , IT’S
CONTINUOUS STRUCTURAL WEIGHT, IT’S CARGO
AND CONSUMMABLES AND MACHINERY .
• THE BUOYANCY IS THE HYDROSTATIC PRESSURE
ACTING UPWARDS.
• THESE TWO FORCES ARE EXACTLY EQUAL AND
BALANCE ONE ANOTHER SUCH THAT THE SHIP
FLOATS AT A PARTICULAR DRAUGHT. THE
CENTRE OF WEIGHT AND THE CENTRE OF
BUOYANCY WILL BE VERTICALLY IN LINE.
 CURVES OF BUOYANCY AND WEIGHT
• HOWEVER, ALONG THE LENGTH OF THE SHIP AT
VARIOUS POINTS THERE MAY BE EXCESS OF
WEIGHT OR EXCESS OF BUOYANCY.
• THIS WILL TEND TO TEAR THE SHIP VERTICALLY
APART AT THE POINTS GIVING RISE TO IN-PLANE
SHEAR FORCES .
• CONSIDER FIRST THE CURVE OF BUOYANCY, WHICH
REPRESENTS THE UPWARD FORCE AT VARIOUS
POINTS ALONG THE LENGTH OF THE SHIP.
 CURVES OF BUOYANCY AND WEIGHT
• THE BUOYANCY FORCE INCREASES FROM
ZERO AT THE ENDS OF THE SHIP’S WATERLINE
TO A CONSTANT VALUE IF A PARALLEL
MIDDLE BODY EXISTS.

• THE AREA WITHIN THE CURVE REPRESENTS

THE TOTAL UPTHRUST OR BUOYANCY
EXERTED BY THE WATER
 CURVES OF BUOYANCY AND WEIGHT
• NOW CONSIDER THE WEIGHT OF THE SHIP . THIS
COMPRISES THE STEEL STRUCTURE , ITEMS OF
MACHINERY, CARGO AND CONSUMMABLES,
PERSONNEL & BAGGAGE ETC.
• THE ACTUAL WEIGHT AT VARIOUS POINTS ALONG
THE LENGTH OF THE SHIP IS UNEVENLY
DISTRIBUTED AND IS REPRESENTED BY A WEIGHT
CURVE.
• THE WEIGHT CURVE ACTUALLY FINISHES AT THE
EXTREMES OF THE SHIP AND CAN THUS EXTEND
BEYOND THE BUOYANCY CURVE.
 CURVES OF LOAD
• AT VARIOUS POINTS ALONG THE LENGTH THE
WEIGHT MAY EXCEED THE BUOYANCY OR
VICE VERSA.
• WHERE A DIFFERENCE OCCURS , THIS
RESULTS IN A LOAD AT THAT POINT.
• THE LOAD DIAGRAM ILLUSTRATES THE
ACTUAL LOADS AT VARIOUS POINTS.
 CURVES OF SHEAR FORCE
• THE LOADING OF THE STRUCTURE RESULTS
IN VERTICAL EQUAL AND OPPOSITE IN-
PLANE SHEAR FORCES.
• THE SHEAR FORCE AT ANY SECTION IS THE
AREA UNDER THE LOAD CURVE UPTO THAT
SECTION. THESE ACT IN THE PLANE OF THE
SECTION.
• A SHEAR FORCE DIAGRAM CAN THUS BE
DRAWN
 CURVES OF BENDING MOMENT
• THE LOADING OF THE SHIP’S STRUCTURE WILL
ALSO BRING ABOUT BENDING.
• THE BENDING MOMENT AT ANY POINT IS THE
SUM OF THE VARIOUS MOMENTS TO ONE
SIDE OR THE OTHER.
• THE BENDING MOMENT IS ALSO
REPRESENTED BY THE AREA OF THE SHEAR
FORCE DIAGRAM TO THE POINT CONSIDERED.
• MAXIMUM BENDING MOMENT OCCURS
WHEN THE SHEAR FORCE IS ZERO.
 CURVES OF BENDING MOMENT
• WHEN THE SHIP IS IN STILL WATER , THE STILL
WATER BENDING MOMENT (SWBM)
CONDITION WILL CAUSE THE SHIP TO TAKE UP
ONE OF TWO POSSIBLE EXTREME CONDITIONS.
• IF THE BUOYANCY FORCES IN THE REGION OF
MIDSHIPS ARE GREATER THAN THE WEIGHT,
THEN THE SHIP WILL CURVE UPWARDS OR
‘HOG’.
• IF THE WEIGHT AMIDSHIPS IS GREATER THAN
THE BUOYANCY , THE SHIP WILL CURVE
DOWNWARDS OR ‘SAG’.
 DYNAMIC LOADING
• IF THE SHIP IS NOW CONSIDERED TO BE MOVING
THROUGH WAVES , THE WEIGHT DISTRIBUTION
WILL REMAIN THE SAME.
• THE BUOYANCY DISTRIBUTION , HOWEVER WILL
VARY AS A RESULT OF THE SEA WAVES.
• ALSO THE WAVES WILL CAUSE SHIP MOTIONS
WHICH IMPART ACCELERATIONS TO THE SHIP’S
MASSES.
• ALL THESE MAKE DYNAMIC LOADING A COMPLEX
PROBLEM.
 DYNAMIC LOADING
• THE TRADITIONAL APPROACH USED TO SOLVE
THIS PROBLEM IS TO CONVERT THE DYNAMIC
PROBLEM INTO AN EQUIVALENT STATIC ONE.
• TO DO THIS THE SHIP IS ASSUMED TO BE
BALANCED ON A STATIC WAVE THE SAME LENGTH
AS THE SHIP.
• THEN THE SAME PROCEDURE IS FOLLOWED AS
FOR STATIC LOADING.
• THE PROCEDURE TO BALANCE THE SHIP ON THE
WAVE ACCURATELY WILL BE ENNUMERATED
LATER.
 STRENGTH CALCULATIONS
• FOR THE PURPOSE OF INVESTIGATING THE
LONGITUDINAL BENDING OF A SHIP TREATED
AS A GIRDER CERTAIN ASSUMPTIONS ARE
MADE.
• THESE ARE:-
• A) THE SHIP IS HEAD ON TO THE WAVES AND
IS POISED STATICALLY ON A WAVE.
• B) THE WAVE HAS A TROCHOIDAL PROFILE OF
LENGTH EQUAL TO THE LENGTH OF THE SHIP
AND HEIGHT L/20 OR 1.1√L (L IN FT) ETC.
 STRENGTH CALCULATIONS
• C) THE WAVE CREST IS AT AMIDSHIPS FOR THE
HOGGING CONDITION.
• D) THE WAVE CRESTS ARE AT THE ENDS FOR
THE SAGGING CONDITION.

• THE CALCULATIONS ARE CARRIED OUT FOR

TWO STANDARD CONDITIONS, HOGGING
AND SAGGING .
 STRENGTH CALCULATIONS
• THE TROCHOIDAL WAVE , A CHARACTERISTIC
OF SEA WAVES REFERS TO A CURVE
PRODUCED BY A POINT AT RADIUS r WITHIN
A CIRCLE OF RADIUS R ROLLING ON A FLAT
BASE.
• THE HOGGING CONDITION INVESTIGATED
REFERS TO A CONDITION WHERE FUEL AND
WATER CARRIED AMIDSHIPS HAVE BEEN
CONSUMED AND ANY WATER BALLAST
NECESSARY IS CARRIED AT THE ENDS.
 STRENGTH CALCULATIONS
• THE SAGGING CONDITION REFERS TO FUEL
AND WATER CARRIED AMIDSHIPS ARE ON
BOARD. ANY WATER BALLAST NECESSARY IS
CARRIED AMIDSHIPS.
• THE STRENGTH CALCULATIONS ARE
GENERALLY BASED ON CONDITIONS OF
LOADING APPROXIMATING TO DEEP LOAD
CONDITION WITH ABOVE 2 ASSUMPTIONS
RESULTING IN MAXIMUM POSSIBLE SF &BM.
 STRENGTH CALCULATIONS
• THE STRENGTH CALCULATION FOR
LONGITUDINAL BENDING INVOLVES
FOLLOWING CALCULATIONS/ESTIMATIONS:-
• A) DISTRIBUTION OF BUOYANCY
• B)DISTRIBUTION OF BUOYANCY IN WAVES
INVOLVING BALANCING THE SHIP ON A WAVE.
• C) DISTRIBUTION OF WEIGHT
• D) THE LOAD CURVE
• E) THE SF CURVE
• F) THE BM CURVE
 STRENGTH CALCULATIONS
• G) MOMENT OF INERTIA
• H) SECTION MODULUS
• J) BENDING STRESS
• K) SHEAR STRESS
• L) COMPARISON OF BENDING AND SHEAR
STRESSES WITH THE ALLOWABLE BENDING
AND SHEAR STRESSES OF THE MATERIAL OF
THE SHIP.
 STRENGTH CALCULATIONS
• BUOYANCY DISTRIBUTION
• IF ‘A’ IS THE MEAN IMMERSED AREA OF A CROSS
SECTION OF THE SHIP 1 METRE IN LENGTH THEN
AT THE SECTION
• BUOYANCY/METRE = A X 1 X 1025 X9.81 N/M
• A CURVE OF BUOYANCY PER METRE CAN THUS
BE DRAWN ON A BASE OF LENGTH OF THE SHIP.
• THE TOTAL BUOYANCY IS REPRESENTED BY THE
AREA UNDER THE CURVE . IT’S FORE AND AFT
CENTROID IS THE LCB OF THE SHIP.
 STRENGTH CALCULATIONS
• BUOYANCY AND BALANCE ON A WAVE
• THE WAVE PROFILE IS DRAWN ON TRACING
PAPER BASED ON THE EQUATION OF A
TROCHOID.
• THIS IS PLACED OVER THE PROFILE OF THE
SHIP ON WHICH THE BONJEAN CURVES IE.
THE TRANSVERSE SECTIONAL AREAS AT EACH
TRANSVERSE STATION, HAVE BEEN DRAWN.
 STRENGTH CALCULATIONS
• FOR EQUILIBRIUM IT IS NECESSARY TO PLACE
THE WAVE AT A POSITION SUCH THAT
• A) THE DISPLACEMENT EQUALS THE WEIGHT
• B) THE LCB AND LCG ARE IN THE SAME
TRANSVERSE PLANE.
• THE IMMERSED AREAS AT EACH ORDINATE
ARE READ OFF FROM THE BONJEANS.
• THESE ARE INTEGRATED USUALLY BY A
SIMPSON’S RULE TO GIVE DISPLACEMENT
AND POSITION OF LCB.
 STRENGTH CALCULATIONS
• THE POSITION OF THE WAVE TO MEET THE
TWO CONDITIONS (A) & (B) IS DETERMINED
BY TRIAL AND ERROR USUALLY NOT LATER
THAN THE THIRD ATTEMPT.
• ONCE THE WAVE POSITION HAS BEEN
CORRECTLY ESTABLISHED THE BUOYANCY PER
METRE CURVE BASED ON THE FORMULA CAN
BE DRAWN.
 STRENGTH CALCULATIONS
• WEIGHT DISTRIBUTION
• THE DETERMINATION OF THE WEIGHT PER UNIT
LENGTH CURVE IS A LABORIOUS PROCESS.
• THE TOTAL MASS OR WEIGHT OF THE SHIP IN
ANY CONDITION OF LOADING CAN BE DIVIDED
BROADLY INTO CONTINUOUS HULL WEIGHT,
MACHINERY AND DEADWEIGHT.
• THE DEADWEIGHT COMPRISES CARGO AND
CONSUMMABLES. AS WE KNOW
CONSUMMABLES COMPRISE FUEL ,WATER,
STORES ,PERSONNEL AND BAGGAGE
 STRENGTH CALCULATIONS
• BECAUSE THE CALCULATION OF HULL MASS IS
LABORIOUS AND THAT TOO WITH REASONABLE
ACCURACY THERE ARE A NUMBER OF
APPROXIMATIONS TO THE CALCULATION.
• ONE SUCH IS ATTRIBUTABLE TO BILES WHERE
THE WHOLE WEIGHT DISTRIBUTION IS
APPROXIMATED TO A FIGURE ALONG THE
LENGTH OF THE SHIP MADE UP OF 2
TRAPEZIUMS AT THE ENDS AND A RECTANGLE
AT THE CENTRE. THE WIDTH OF EACH IS L/3
 STRENGTH CALCULATIONS
• THE CENTROID CALCULATED AT .0056L ABAFT
OF AMIDSHIPS CAN BE MOVED BY
TRANSFERRING A TRIANGLE FROM ONE
TRAPEZIUM TO THE OTHER AS REQUIRED BY
THE LCB POSITION IN THE STILL WATER
CONDITION(AS SHOWN IN SKETCH).
 STRENGTH CALCULATIONS
• TO THE DIAGRAM OF HULL MASS OR WEIGHT
DISTRIBUTION IT IS NECESSARY TO
SUPERIMPOSE THE MACHINERY, FUEL ,WATER ,
CARGO STORES WEIGHT DISTRIBUTIONS ETC.
• LCG POSITIONS ALSO NEED TO BE FACTORED IN
TO ARRIVE AT OVERALL CG OF THE SHIP.
• WHEN THE DIAGRAM IS COMPLETE THE AREA
UNDER THE DIAGRAM SHOULD THEN EQUAL THE
TOTAL DISPACEMENT FOR THE CONDITION
UNDER CONSIDERATION AND THE CENTROID
MUST MATCH THE LCG OF THE SHIP .
 STRENGTH CALCULATIONS
• LOAD CURVE
• THE LOAD ON THE SHIP AT ANY POINT IS THE
DIFFERENCE BETWEEN THE WEIGHT PER UNIT
LENGTH(w) AND BUOYANCY PER UNIT (b)
LENGTH CURVES.
• LOAD PER UNIT LENGTH =b-w
• AREAS ABOVE AND BELOW THE CURVE MUST
BE EQUAL.
 STRENGTH CALCULATIONS
• SHEAR FORCE CURVE
• IF THE LOAD CURVE IS INTEGRATED , THE
SHEAR FORCE IS OBTAINED.
• SHEAR FORCE = ∫ (b-w)dx
 STRENGTH CALCULATIONS
• BENDING MOMENT CURVE
• BY INTEGRATING THE SHEAR FORCE CURVE
THE BENDING MOMENT ON THE SHIP IS
OBTAINED
• BENDING MOMENT= ∫ SF dx
 STRENGTH CALCULATIONS
• THE FOLLOWING RELATIONSHIPS SHOULD BE
NOTED :-
• 1) AREA UNDER THE WEIGHT CURVE AND
THE BUOYANCY CURVE ARE EQUAL
• 2) CENTROIDS OF AREAS OF WEIGHT AND
BUOYANCY CURVES ARE IN THE SAME
ATHWARTSHIPS OR TRANSVERSE SECTION.
• 3) THE AREAS ABOVE AND BELOW THE
BASELINE OF THE LOAD CURVE ARE EQUAL.
 STRENGTH CALCULATIONS
• 4) THE MAX. SHEAR FORCE OCCURS WHERE
THE LOAD CURVE CROSSES THE BASELINE. IT
IS GENERALLY AT 1/4TH & 3/4TH OF THE
LENGTH AND AT THE NEUTRAL AXIS.
• 5) THE MAX. BENDING MOMENT OCCURS
WHERE THE SHEAR FORCE CURVE CROSSES
THE BASELINE CLOSE TO MIDSHIPS.
• 6) THE SF & BM CURVES ARE ZERO AT THE
ENDS.
 STRENGTH CALCULATIONS
• MOMENT OF INERTIA & SECTION MODULUS
• HAVING DETERMINED THE BENDING MOMENT
(M)THE STRESS IS CALCULATED BY SIMPLE BEAM
THEORY BY:-
• P/Y =M/I
• P= STRESS IN MN/M2 AT DISTANCE Y FROM THE
NEUTRAL AXIS (NA).
• I = MOMENT OF INERTIA OF THE SECTION
CONSIDERED ABOUT THE NEUTRAL AXIS IN M2
CM2
 STRENGTH CALCULATIONS
• I/Y WILL HAVE IT’S SMALLEST VALUES WHEN Y
IS GREATEST IE. AT THE DECK AND KEEL.
• THIS VALUE OF I/Y OR Z IS CALLED THE
SECTION MODULUS AND IS THE CRITERION OF
STRENGTH OF THE GIRDER IN BENDING.
• IF THE NA IS NOT AT HALF DEPTH WHICH IS
GENERALLY THE CASE THERE WILL BE TWO
VALUES OF Z IE. I/Y1 & I/Y2 , ONE OF WHICH
GIVES THE GREATEST TENSILE STRESS AND THE
OTHER THE GREATEST COMPRESSIVE STRESS
 STRENGTH CALCULATIONS
• THE DETERMINATION OF THE MAX.
LONGITUDINAL STRESS VALUE FOR A KNOWN
BM REQUIRES THE ASSESSMENT OF I AND Y
FOR THE CROSS-SECTION OF THE STRUCTURE
IN WAY OF THE MAXIMUM BM.
• IN THE CALCULATION FOR THE SECTION
MODULUS IT IS ACCEPTED PRACTICE TO TAKE
THE STRUCTURAL CROSS-SECTION AT
AMIDSHIPS AND IN WAY OF OPENINGS
WHERE MAX. STRESSES ARE BOUND TO
OCCUR.
 STRENGTH CALCULATIONS
• ONLY MATERIAL WHICH IS DISTRIBUTED OVER
95% OF THE LENGTH SHOULD BE INCLUDED.
• THE ITEMS OF STRUCTURE WHICH ARE ,IN
GENERAL, ALWAYS INCLUDED ARE ALL
CONTINUOUS DECKS ,DECK LONGITUDINALS,
SIDE AND BOTTOM SHELL PLATING, BOTTOM
LONGITUDINALS, TANK TOP PLATING WITH
MARGIN PLATE AND CENTRE GIRDER.
• THERE WILL BE OTHER ITEMS DEPENDING ON
THE TYPE OF SHIP , FOR EG. OIL TANKERS WHERE
THERE WOULD BE LONGITUDINAL BULKHEADS.
 STRENGTH CALCULATIONS
• IN LARGE PASSENGER SHIPS WITH LARGE
SUPERSTRUCTURES, THESE COULD BE
INCLUDED IF THEY EXTEND 95% OF THE
LENGTH.
• AS THE MOMENT OF INERTIA OF THE CROSS-
SECTION IS DETERMINED WITH REFERENCE
TO THE NA THE POSITION OF THAT AXIS IS AN
ESSENTIAL REQUIREMENT IN THE
CALCULATION.
 STRENGTH CALCULATIONS
• IT IS NOT NECESSARY TO CALCULATE THE
POSITION OF THE NA FIRST AND THEN THE
MI.
• AN NA CAN BE ASSUMED AND USE CAN BE
MADE OF THE PARALLEL AXIS THEOREM
• Ina =Ixx – Ad2
• WHERE Ina = MI ABOUT NA
• Ixx = MI ABOUT SOME AXIS XX
• A = TOTAL C.S. AREA OF MATERIAL
• d =DISTANCE FROM XX TO NA
 STRENGTH CALCULATIONS
• SHEAR STRESSES
• HAVING CALCULATED BENDING STRESSES SET
UP IN THE SHIP’S STRUCTURE THERE ARE ALSO
SHEAR STRESSES.
• AS STATED EARLIER SHEARING STRESSES
OCCUR IN STILL WATER AND ADDITIONALLY
WHEN THE SHIP IS MOVING THROUGH WAVES.
• MAXIMUM SHEARING FORCES WILL OCCUR
ABOUT ONE QUARTER FROM EACH END OF THE
SHIP IN THE REGION OF THE NEUTRAL AXIS
 STRENGTH CALCULATIONS
• SHEAR FORCES CAN RESULT IN AN INCREASE IN
BENDING STRESSES AT DECK CORNERS AND THE
ROUND OF BILGE AND REDUCTIONS AT THE
CENTRE OF THE SECTIONS.
• THE SHEAR FORCE AT A CROSS-SECTION WILL
TEND TO MOVE ONE PART OF THE SHIP
VERTICALLY WITH RESPECT TO THE ADJACENT
SECTION.
• AND, THE SHEAR STRESS SET UP WILL BE THE
SHEAR FORCE DIVIDED BY THE AREA
CONSIDERED
 STRENGTH CALCULATIONS
• THE SHEAR STRESS AT ANY POINT , DISTANCE Y
FROM THE NA OF A BEAM, IS GIVEN BY :-
• SHEAR STRESS = F A Ῡ/I t (SEE SKETCH)
• F= SHEAR FORCE AT SECTION UNDER
CONSIDERATION
• AῩ= THE MOMENT OF AREA ABOUT NA ABOVE
OR BELOW SURFACE UNDER CONSIDERATION
• I = SECOND MOMENT OF AREA OF COMPLETE
SECTION.
• t = TOTAL THICKNESS OF MATERIAL RESISTING
SHEAR
 STRENGTH CALCULATIONS
• EXAMPLE
• THE MAXIMUM SHEARING FORCE IN A SHIP
IS 44.76MN. THE MOMENT OF AREA ABOUT
NA IS 15.10M3 AND SECOND MOMENT OF
THE SECTION ABOUT THE NEUTRAL AXIS IS
275.8M4. THE THICKNESS OF SIDE SHELL
PLATING AT THE NA IS 0.0214M. CALCULATE
THE SHEAR STRESS AT THE NA.
 STRENGTH CALCULATIONS

• SHEAR STRESS AT NA
• = F AῩ / I t
• = 44.76 X 15.1 /2 X .0214 X 275.8
• = 57.26 MN /M2
 PRESSURE ON BULKHEAD
• LIQUID PRESSURE IS LOAD PER UNIT AREA.
• 1000 N/M2 = 1 KN/M2
• 100KN/M2 = 1BAR
• PRESSURE AT THE BASE OF THE LIQUID IS ῥgh.
• LOAD ON AN IMMERSED PLANE IS ῥgAH
A= AREA OF PLANE, H= DIST OF CENTROID
FROM LIQUID SURFACE.
 PRESSURE ON BULKHEAD
• CENTRE OF PRESSURE(CP) ON AN IMMERSED
PLANE IS THE POINT AT WHICH THE WHOLE
LIQUID LOAD MAY BE REGARDED AS ACTING.
• CP FROM LIQUID SURFACE:-
• SECOND MOMENT OF AREA/ FIRST
MOMENT OF AREA ABOUT SURFACE
• SECOND MOMENT OF AREA MAY BE
CALCULATED USING PARALLEL AXIS
THEOREM
 PRESSURE ON BULKHEAD
• IF Ina IS THE SECOND MOMENT ABOUT AN
AXIS THROUGH THE CENTROID (NA) THEN
THE SECOND MOMENT ABOUT AN AXIS O-O
PARALLEL TO THE NA AND DISTANCE H FROM
IT IS GIVEN BY:-
• Ioo = Ina + AH2
• A = AREA OF PLANE
• THEN CP FROM O-O
• = Ioo/AH
• =Ina/AH + H
 PRESSURE ON BULKHEAD
• Ina FOR A RECTANGLE IS 1/12 BD3
• Ina FOR A TRIANGLE IS 1/36 BD3
• Ina FOR A CIRCLE IS π/64 D4
• FOR RECT. PLANE WITH EDGE IN SURFACE 0-0
• CP FROM 0-0 = 2/3 D
• FOR TRIANGLE
• CP FROM 0-0 = 1/2 D
• FOR CIRCLE
• CP FROM 0-0 = 5/8 D
 PRESSURE ON BULKHEAD
• LOAD DIAGRAM
• IF THE PRESSURE AT ANY POINT IN AN
IMMERSED PLANE IS MULTIPLIED BY THE
WIDTH OF THE PLANE AT THAT POINT, THE
LOAD PER UNIT DEPTH OF THE PLANE IS
OBTAINED .
• IF THIS IS REPEATED AT A NUMBER OF
POINTS, THE VALUES MAY BE PLOTTED TO
FORM THE LOAG DIAGRAM FOR THE PLANE.
 PRESSURE ON BULKHEAD
• THE AREA OF THE LOAD DIAGRAM REPRESENTS
THE LOAD ON THE PLANE , IT’S CENTROID
REPRESENTS THE POSITION OF THE CENTRE OF
PRESSURE.
• FOR A RECT. PLANE WITH EDGE IN THE
SURFACE , THE LOAD DIAGRAM IS IN THE FORM
OF A TRIANGLE.
• FOR RECT. PLANE WITH EDGE BELOW SURFACE,
THE LOAD DIAGRAM IS A TRAPEZIUM.
• LOAD DIAGRAMS FOR TRIANGULAR PLANES
ARE PARABOLIC IN SHAPE.
 EXERCISES
• TEST EXAMPLES 1 REEDS P15 1 TO 12
• CLASS 2 EXAM REEDS 8 , 23, 31, 36, 42,
• CLASS 1 EXAM REEDS 11, 51 , 55, 62, 66 , 68,
72, 76,
SHEARFORCE & BENDINGMOMENT
BSC NAUTICAL SCIENCE
 SHEARFORCE & BENDINGMOMENT

• A BEAM IS A STRUCTURAL MEMBER THAT

OFFERS RESISTANCE TO BENDING BY AN
APPLIED LOAD.

• CONSIDERED TO BE OF HOMOGENEOUS
MATERIAL IE. UNIFORM DENSITY
 SHEARFORCE & BENDINGMOMENT
• LIGHT BEAM – MEANS THE WEIGHT OF THE
BEAM CAN BE NEGLECTED.

• CONCENTRATED LOAD – MEANS THAT THE

FORCE ACTS AT A POINT.

• UNIFORM LOAD – MEANS THE THE LOAD IS

EVENLY DISTRIBUTED OVER A GIVEN
DISTANCE ALONG THE BEAM
 SHEARFORCE & BENDINGMOMENT
• WHEN A LOAD IS APPLIED TO THE BEAM IT
GETS DEFLECTED.

• IN THE CASE OF DIAGRAM I THE UPPERPART

OF THE BEAM IS IN COMPRESSION AND GETS
SHORTER.

• THE LOWER PART IS IN TENSION AND GETS

ELONGATED.
 SHEARFORCE & BENDINGMOMENT
• SOMEWHERE BETWEEN UPPER AND LOWER
PART IS THE NEUTRAL AXIS AROUND THE
MIDDLE WHERE THERE IS NEITHER
COMPRESSION OR TENSION.

• SO IF THE BEAM IS HOMOGENEOUS THIS WILL BE

IN THE MIDDLE AS SHOWN.

• IN SHIPS IT CAN BE ABOVE OR BELOW THE

MIDDLE DEPENDING ON HOW THE STRUCTURAL
MATERIAL IS DISTRIBUTED.
 SHEARFORCE & BENDINGMOMENT

• I BEAM STIFFENERS IN SHIPS ARE A CASE IN

POINT WHERE THE MATERIAL OF THE I-BEAM
IS DISTRIBUTED TO THE TOP & BOTTOM TO
ENABLE RESISTANCE TO TENSION AND
COMPRESSION THA THE BEAM MAYBE
SUBJECTED TO.
 SHEARFORCE & BENDINGMOMENT
• AN ELASTIC BEAM WOULD REGAIN IT’S
ORIGINAL SHAPE WHEN THE LOAD IS
REMOVED.

• IF STRESSED BEYOND THE ULTIMATE TENSILE

STRENGTH (UTS) OF THE MATERIAL THE
DEFLECTION WOULD BE PERMANENT AND IT
WOULD YIELD PLASTICALLY.
 SHEARFORCE & BENDINGMOMENT
• SHEAR FORCE- A FORCE THAT TENDS TO BREAK OR
SHEAR A BEAM VERTICALLY AT ANY CROSSSECTION. IN
THE PLANE OF THE CROSSSECTION THIS IS
REPRESENTED AS TWO EQUAL AND OPPOSITE PLANAR
FORCES.

• FOR EXAMPLE IF YOU WERE TO BREAK A PENCIL IN

TWO , YOU WOULD APPLY EQUAL AND OPPOSITE
FORCES USING YOUR FINGERS.

• THIS WOULD MANIFEST AS INPLANE FORCES, EQUAL

AND OPPOSITE ACTING ON THE MATERIAL OF THE
PENCIL AT THE CROSSSECTION VERTICALLY
 SHEARFORCE & BENDINGMOMENT
• WHEN THE BEAM IS IN STATIC EQUILIBRIUM
THE NET RESULTANT OF ALL THE FORCES
ACTING ON IT MUST BE ZERO.

• AT ANY POINT ON A BEAM THE SHEAR FORCE

IS THE ALGEBRAIC SUM OF THE FORCES
ACTING ON ANY ONE SIDE OF THAT POINT.
 SHEARFORCE & BENDINGMOMENT
• AS A CONVENTION LET US SAY THELEFT SIDE
IS USED TO CALCULATE THE SHEAR FORCE(SF)
AT ANY POINT.

• SIGN CONVENTION FOR SF: LET US SAY ALL

UPWARD FORCES ARE POSITIVE AND
DOWNWARD FORCES ARE NEGATIVE.
 SHEARFORCE & BENDINGMOMENT
• NOW, HORIZONTAL BENDING MOMENT AND
VERTICAL SHEAR FORCE GO TOGETHER
WHICH IS WHAT WE ARE CONSIDERING.

• BENDING MOMENT(BM) AT ANY POINT ON A

BEAM IS THE ALGEBRAIC SUM OF ALL THE
MOMENTS ACTING ON ANY ONE SIDE OF THE
OF THE POINT UNDER CONSIDERATION .
 SHEARFORCE & BENDINGMOMENT
• SIGN CONVENTION FOR BM : ALL CLOCKWISE
MOMENTS TO THE LEFT AND ANTICLOCKWISE
MOMENTS TO THE RIGHT OF THE CHOSEN POINT
ARE TERMED POSITIVE.

• SO, BMs THAT TEND TO CAUSE THE BEAM TO SAG

ARE TERMED POSITIVE.

• THOSE THAT TEND TO CAUSE THE BEAM TO HOG

CONSIDERED NEGATIVE.
 SHEARFORCE & BENDINGMOMENT

• SI UNITS USED.
• FORCE = MASS X ACCELERATION
• FORCE – NEWTONS (KGm/sec2)
• IN SHIPS TONNES ARE USED FOR MASS.
• FORCE- KILONEWTONS OR KN
 SHEARFORCE & BENDINGMOMENT
• EXAMPLE 1
• A LIGHT BEAM 8m LONG IS SUPPORTED AT
IT’S ENDS . IF A MASS 10.1937Kg IS PLACED
AT IT’S CENTRE, DRAW THE SHEAR FORCE
AND BENDING MOMENT DIAGRAMS TO
SCALE.
 SHEARFORCE & BENDINGMOMENT

• FORCE OF THE MASS= M X g

• = 10.1937 X 9.81
• = 100N.

• AS THE LOAD IS 100N AT THE CENTRE OF THE

BEAM THE REACTIONS (UPWARD) ARE 50N
EACH
 SHEARFORCE & BENDINGMOMENT
• STEPS IN CALCULATING SHEAR FORCE.
• 1. POINT A : TO IT’S LEFT THERE ARE NO
FORCES. TO THE RIGHT IT IS 50N.
• HENCE SF AT A IS CHANGING FROM ZERO TO
50N.

• 2. POINT B: TO IT’S LEFT SUM OF ALL FORCES

IS 50N. SF IS 50N.
 SHEARFORCE & BENDINGMOMENT
• 3. POINT C: SAME AS SERIAL 2.

• 4. POINT D: SAME AS SERIALS 2 & 3.

• 5. POINT E: TO LEFT OF E 50N AND TO RIGHT

IT IS 50N-100N = -50N. SF CHANGES FROM
50N TO -50N.
 SHEARFORCE & BENDINGMOMENT
• 6. POINT F : SUM OF FORCES TO LEFT IS –
50N.

• 7. POINT G : SAME AS SERIAL 6.

•
• 8. POINT H : SAME AS SERIALS 6&7.

• 9. POINT I : -50N TO 0
 SHEARFORCE & BENDINGMOMENT
• THE VALUES OF SHEAR FORCE EXPRESSED IN
TABULAR FORM IS AS BELOW.
 SHEARFORCE & BENDINGMOMENT
• THE SF DIAGRAM.
• THE VALUES OF SF CALCULATED FOR EACH
OF THE CHOSEN POINTS MAY BE
GRAPHICALLY DEPICTED AND IS CALLED THE
SF DIAGRAM.
• A SUITABLE SCALE MAY BE USED. IN THIS
CASE
• LINEAR 1CM : 1M
• SF 1CM : 25N
 SHEARFORCE & BENDINGMOMENT
• STEPWISE CALCULATION OF BM.
• BM AT ANY POINT ON THE BEAM IS THE
AREA UNDER THE SF CURVE UPTO THAT
POINT
• 1. AT POINT A : BM UPTO POINT A =0.

• 2. AT POINT B : AREA UPTO POINT B

• 50X1 =50 Nm. THIS IS THE BM AT POINT B.
 SHEARFORCE & BENDINGMOMENT

• 3. AT POINT C : AREA UPTO C = 50X2 = 100

Nm. THIS THE BM AT POINT C.

• 4. AT POINT D : AREA UPTO D = 50X 3 = 150

Nm. THIS IS THE BM AT POINT D.
 SHEARFORCE & BENDINGMOMENT
• 5. AT POINT E : AREA UPTO E = 50X4 =200Nm
THIS IS THE BM AT E.

• 6. AT POINT F :AREA UPTO F =

(50X4) – (50X1) =150Nm .BM AT F.

• 7. AT POINT G : AREA UPTO G =(50X4) –

(50X2)
= 100Nm. BM AT G.
 SHEARFORCE & BENDINGMOMENT

• 8. AT POINT H : AREA UPTO H =(50X4) –

(50X3)= 50Nm. BM AT H.

• 9. AT POINT I : AREA UPTO I =(50X4)-(50X4)=0

BM AT I.
 SHEARFORCE & BENDINGMOMENT

• BM TABLE
 SHEARFORCE & BENDINGMOMENT

• BM & SF DIAGRAMS
 SHEARFORCE & BENDINGMOMENT
• NOTES.
• 1. THE BM CURVE IS DRAWN ON THE SAME
BASELINE AS THE SF CURVE.

• 2. THE SCALES USED FOR SF& BM CURVES

SHOULD BE REASONABLY LARGE.

• 3. SF & BM DIAGRAMS MAY BE CURVED. IT

SHOULD BE ENSURED THAT THE VERTICAL SIZE
OF THE DIAGRAMS SHOULD NOT EXCEED THE
HORIZONTAL SIZE.
 SHEARFORCE & BENDINGMOMENT

• 4. WHERE THE SF CURVE IS A STRAIGHT LINE

THE BM CURVE WOULD BE A SLOPING
STRAIGHT LINE.

• 5. WHERE THE SF CURVE IS A SLOPING

STRAIGHT LINE THE BM CURVE WOULD BE
CURVED.
 SHEARFORCE & BENDINGMOMENT
• 6. AT THE POINT WHERE THE SF CURVE
CROSSES THE BASELINE THE BM CURVE IS
MAXIMUM. EITHER A PEAK OR TROUGH. THE
SF WOULD BE ZERO AT THIS POINT.

• 7. IN CERTAIN INSTANCES THERE MAY BE

MORE THAN ONE PEAK OR TROUGH OF
DIFFERING VALUES
 SHEARFORCE & BENDINGMOMENT

• 8. WHEN LOOKING FOR MAXIMUM BM IT IS

THE NUMERICAL VALUE THAT IS IMPORTANT.
+ OR – ONLY MEANS THAT IT TENDS TO SAG
OR HOG.

• 9. WHENEVER THERE IS A UNIFORM LOAD OR

FORCE, SF & BM WILL CHANGE GRADUALLY.