HULL FRAMING SYSTEMS

Modern ships vary considerably in the details of their construction, according to their size and type, but almost all conform to one of three basic systems of construction

The

sketches, here, merely illustrate the main features of each system and are kept as simple as possible, for purposes of comparison.

Transverse System

Wooden

ships were always built on this system, because closely spaced transverse frames were needed to hold the planks together so that the seams could be caulked.

It was also necessary to use it because sailing ships needed considerable transverse strength to enable them to resist the racking stresses set up by the masts and rigging.

Longitudinal

strength was less important in these ships because they were comparatively small and hogging and sagging stresses were not large.

This

system is not the most efficient for steel steam ships, but it has continued in general use until recently. This was partly because it was cheap to build and served its purpose; and partly because a suitable alternative was not available for many years.

Longitudinal Systems

With

the coming of steam ships, racking stresses became less important, but hogging and sagging stresses became more serious as ships grew longer.

It

soon became obvious that more longitudinal strength could be achieved by running the frames longitudinally (fore and aft), provided that reasonable transverse strength was maintained.

Various

attempts were made to do this during the 19th century, but all had serious disadvantages and none were generally adopted

Early

in this century, a satisfactory system of longitudinal framing was invented, which came to be called the 'Isherwood System', after its inventor.

This has longitudinal frames at the bottom, sides and decks, supported by widely spaced transverse web frames, called 'transverses'. It gives great longitudinal strength and is much used for oil-tankers and other types of bulk carrier.

few dry cargo ships were built on this system in the past, but it is not now used for them because the transverses interfere too much with the stowage of cargo. A dry cargo ship of this type is shown in the sketch, however, because it serves as a good illustration of the system.

Combination

System

Combination System-This was introduced to overcome the disadvantages of the longitudinal system for dry cargo ships.

The longitudinal frames are retained in the bottom and under the strength deck, where they give great longitudinal strength; but transverse frames are fitted on the ship's side, where the longitudinal stresses are smaller.

Plate floors and heavy transverse beams are fitted at intervals to give transverse strength and to support the longitudinals.

This

system was not widely used for riveted ships, although a number were built in this way, but it came more into use with the coming of all-welded ships.

This

was partly because it was found that, if these ships were built on the transverse system, their- decks and bottom tended to corrugate under hogging and sagging stresses: whereas the longitudinal frames prevent this from happening.

Lloyds'

Rules now require longitudinals to be fitted, in general, in the bottoms and under strength decks of all ships of over 120 metres long: so it seems that this system will eventually replace the transverse one for all larger dry cargo ships.

The

combination system is also often used for small to mediumsized oil tankers and for some other types of bulk carrier, for which it has certain slight advantages.

Cantilever framing

This

is really only a modification of the combination system, but is included here because of its special features. It has been developed for some modern types of ship, which have very long and wide hatchways

In

these ships, there is too little left of the decks and beams to give the necessary strength to resist longitudinal and transverse stresses; so the strength has to be made up in other ways.

Transverse

strength is maintained by using very strong hatch end beams wherever possible and by fitting special web frames, called 'cantilevers', at frequent intervals abreast of the hatchways.

To

give longitudinal strength, the sheer strake and deck stringer plate are much heavier than normal; whilst the hatch side coamings are extra deep and are often made continuous throughout the ship.

Sometimes,

the hull is also extended upwards at the sheer strake, to form a strong box girder in place of the ordinary bulwark or rails.

If

the ship is of the 'twin hatch type' (with two hatches abreast), a deck girder or longitudinal bulkhead is also fitted at the centre line