Trans RINA, Vol 161, Part A4, Intl J Maritime Eng, Oct-Dec 2019


(331MPa). Moreover, it is seen that torsion box does not have significant impact on normal stress value.


Figure 18: Normal horizontal bending stress along the length for different hull configurations


Figure 16: Warping normal stress along the length for different hull configurations


Combined bending and torsion stress integrates three components of stress. These are: warping normal stress due torsion, normal vertical bending stress and normal horizontal bending stress. In order to investigate which stress effects most in combined bending and torsion stress, torsional moment, vertical bending moment and horizontal bending moment applied separately for different hull configurations (Figures 16-18). For this analysis, along the length section X=25.744m is selected because maximum combined bending and torsion stress is found in this section.


Also, it is seen from Figure 16 that normal warping stress due to torsion for closed deck vessel has rather small value and can be negligible. It is also visible from Figures 15 to 18 that in combined bending and torsion stress, most contributed factor is normal warping stress due to torsion for different hull configurations.


Figure 19: Combined bending and torsion stress along the depth for different hull configurations at x=25.744m


5. CONCLUSIONS


Structural analysis of the investigated vessel shows that: • The hull scantling of river sea container vessel under combined bending and torsional loading complies with current Bureau Veritas Rules for the classification of inland navigation vessels – NR 217.


• The impact of the warping stresses induced by the torque and the normal stresses due to horizontal bending moment on the hull scantling remains negligible.


Figure 17: Normal vertical bending stress along the length for different hull configurations


A-456


• Investigation of the impact of the structural configuration on the level of warping stresses shows that among different hull configurations considered,


©2019: The Royal Institution of Naval Architects


The normal stress distribution from shear strake to bottom plate is shown in Figure 19 for different hull configurations. For this analysis, along the length section 25.744m is selected because maximum combined bending and torsion stress is found in this section (Figure 15). It is seen from Figure 19 that among different hull configurations combined bending and torsion stress is maximum for single hull vessels at shear strake and the value is 148 MPa which is also under allowable limit (331 MPa).


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