Fatigue Damage in the Expansion Joints of Ss ROTTERDAM

Fatigue Damage in the Expansion Joints of ss ROTTERDAM

H.W. Stapel (Retired Rotterdam Dockyard) A.W. Vredeveldt (TNO Deift) J.M.J. Journée (TUDeift) W. de Koning (Retired Rotterdam Dockyard)

Report 1166-P September 1998 Proj ectnr. 952

Proceedings of the Seventh International Symposium on Practical Design of Ships and Mobile Units, PRADS'98, The Hague, The Netherlands, September 1998. Edited by M. W. C. Oosterveld and S. G. Tan

TU Deift Faculty of Mechanical Engineering anti Marine Technology Ship Hydromechanics LaborWory Delfi University of Technology PMENTS IN MARINE TECHNOLOGY, 11

ç r-::ì-\mL(r ì(iL-y r. -. rl 1 JJj I 1 - ri L L] fl edings of the Seventh International Symposiumon Practical Design of Ships and Mobil:e Units, The Hague, The Netherlands, September 1 998

Edited by- MW.C. Oosterveld and S.G.Tan

ELSE VI ER Developments in Marine Technology, 11 Practical Design of Ships and Mobile Units Developments in Marine Technology, 11

Practical Design of S h ¡ ps and M. o b ¡le U n its

Proceedings of the Seventh International Symposium on Practical Design of Ships and Mobile Units., The Hague, The Netherlands, September 1998 edited by

M.C.W. Oosterveid MARI N - Maritime Research Institute Netherlands, Wageningen, The Netherlands and

S.G. Tan MARIN - Maritime Research Institute Netherlands, Wageningen, The Netherlands

1998 ELSEVIER AmsterdamLaussanne - New York - Oxford - Shannon - Singapore - Tokyo ELSEVIER SCIENCE B.V. Sara Burgerhartstraat 25 P.O. Box 211 1000 AE Amsterdam, The Netherlands

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Printed in The Netherlands. V

These Proceedings consist of papers presented at the 7th International Symposium on Practical Design of Ships and Mobile Units. The Symposium was held at the Congress Centre in The Hague, The Netherlands, on 20-25 September 199& The Symposium was organized by:

MARIN Maritime Research Institute Netherlands

Kivi Royal Institute of Engineers in The Netherlands

KM Royal Netherlands Navy

NVTS Netherlands Association of Maritime Engineers

TNO Netherlands Organization fôr Applied Research

TU Delfi Delfi Unversity of Technology

These organizations are represented in the Local Organizing Committee.

The Local Organizing Committee organized the Symposium under supervision of the PRADS's Standing Committee. The Symposium benefited from the generous support of a number of Sponsors. These, together with the membership of the committees, are listed in the following.

COMMITTEE OF RECOMMENDATiON

Dr. G.J. Wijers, Minister of Economic Affairs of The Netherlands

Mr. M.A. Busker, Chairman Controlling Board MARIN, Chairman Association of Shipyards in The Netherlands (VNSI)

Ir. J.A. Dekker, Chairman Board of Directors, of Netherlands Organization for Applied Research (TNO)

Ir. J.M.H. van Engeishoven, President of Royal Institute 'of Engineers in The Netherlands (KM)

Drs. A. Korteland, RA, Chairman of Royal Association of Ship Owners in The Netherlands (KVNR)

Dr. N. de Voogd, Chairman of the Board of Deift University of Technology

Ir. M.J.van der Wa!, President of Netherlands Association f Maritime Engineers (NVTS) vi

PRADS STANDING COMMITTEE

Prof. S. Motora, Honorary Chairman of PRADS, Ship andOcean Foundation, Tokyo, Japan

Dr. M.W.C. Oosterveld, Chairman PRADS Standing Committee,MARIN, Wageningen, The Netherlands

Ir. S.G. Tan, Secretary PRADS Standing Committee, MARIN,Wageningen, The Netherlands

Dr. L.L. Buxton, University of Newcastle, United Kingdom

Prof. O. Faltinsen, The Norwegian Institute of Technology,Trondheim

Dr.Ing .G. di Filippo, Fincantieri, Trieste, Italy

Prof. H. Kim, Seoul National University, Korea

Prof. J.W. Lee, Inha University, Inchon, Korea

Dr. D. Liu, American Bureau of Shipping, New York, U.S.A.

Prof. H. Maeda, University of Tokyo, Japan

Prof. T. Terndrup Pedersen, Technical University of Denmark,Lyngby, Denmark

Prof. Y.S. Wu, China Ship Scientific Research Center,Wuxi, China

PRADS LOCAL ORGANIZING COMMITTEE

Dr. M.W.C. Oóster'veld, Chairman Local OrganizingCommittee, MARIN, Wagenngen ir. SfG. Tan, Secretary Local OrganizingCommittee, MARIN, Wageningen

Prof Jr. A. Aalbers,-Deifi University ofTechnology, Deift

Ir. G.T.M. Janssen, NetherlandsOrganization for Applied Research (TNO), Deift

Ir. P.J. Keuning, Royal NetherlandsNavy, The Hague

Prof.Dr. J.A. Pinkster, DeiftUniversity of Technology, Royal Institute of Engineers (KM),The Hague vii

Mr. J. Veitman, Netherlands Association of Maritime Engineers NVTS), Rotterdam

Prof.Dr. J.H. Vugts, Royal Institute of Engineers, The Hague

SPONSORS

MARIN

Ministry of Economic Affairs of The Netherlands

Municipality of The Hague

TNO

SYMPOSIUM SECRETARIAT

Maritime Research institute Netherlands P.O. Box 28, 6700 AA Wageningen, The Netherlands telephone : +31 3174932 19 fax : +31 317493245 ix

PREFACE

These Proceedings contain the paperapresentedat the 7th international Symposium on Practical Design of Ships and Mobil Units. The Symposium was held at the CONGRESS CENTRE in The Hague, The Netherlands,on 20 - 25 September 1998.

The overall aim of PRADS Conferences is to advance the design of ships and mobile marine structures through the exchange of knowledge and the promotion of discussions. on relevant topics in the fields of naval architecture and marine and offshore engineering. Greater international co-operation of this kindcan help improve design and production methods andso increase the efficiency, economy and safety of ships and mobile units. Previous symposia have been held in Tokyo ('77 and '83), Seoul .('83 ard '95), Trondheim ('87), Vama ('89) and Newcastle ('92),.

The main themes of this Symposiumare Design Synthesis, Production, Ship Hydromechanics, Ship Structures and Materials and Offshore Engineering. Proposals for over two hundred papers have been received for PRADS '9:8 from 25 countries, and 126 have been accepted for presentation at the Conference. Given the high quality of the proposedpapers, it has been a difficult task for the Loca'! Organising Committee to make a proper balanced selection. Some topics which attracted manypapers were Design Loads, Design for Ultimate Strength, Impact of Safety and Environment, Grounding and Collision, Resistance and Flow, Seakeeping, Fatigue Considerations and Propulsor and Propulsion Systems. The great current interest in these topics and the high quality of thepapers guarantee a successful Conference.

The success of PRADS, '98 dependson the great contributions of the participants with a special acknowledgement to the authors.

We as Local Organizing Committee have doneour utmost to create the proper: atmosphere for an interesting and enjoyable conference.

M.W.C. Oosterveld and S.G. Tan i CONTENTS

DESIGN SYNTHESIS

DESIGN - MARINE TRANSPORTATION SYSTEMS

1'RA-NESS "New Ship Concept in the Framework of Short Sea Shipping" 3 A European Targeted Research Action: Results and Exploitation Aspects C. Camiseui

Principal Trends of Container Vessels Development 13 W. Chadzyñski

Hydrodynamic Impact on Efficiency of Inland Waterway Vessels 23 A.G. Lyakhovitsky

DESIGN - NOVEL SHIP CONCEPTS

Small Waterplane Area Triple Hull (SWATrH) for Mega Yacht Purposes 29 Ulrich Heinemann

The Design of a New Concept Sailing Yacht 37 J.I Porsius, H. Boónstra and JA. Keuning

Enlarged Ship Concept Applied to RO-RO Cargo/Passenger Vessel 45 JM.J. Journée, Jakob Pinkster and S.G. Tan

DESIGN - DESIGN LOADS

Use of Non-Linear Sea-Loads Simulations in Design of Ships 53 L.1M.Adegeest, A.Braathen and R.M Løseth

Numerical Study of the Impact of Wateron Cylindrical Shells, Considering Fluid-Structure Interactions 59 M. Arai and T. Miyauchi

Structural Response in Large Twin Hull Vessels Exposedto Severe Wet Deck Slamming 69 O.D. Okiand, T Moan and IV. Aarsnes

Structural Dynamic Loadings Due to hiìpact and Whipping 79 Kenneth Weems, Sheguang Zhang; Woei-Min Lin; JamesBennett and Yun g-Sup Shin

Improved Ship Detail Finite Element Stress Analysis 87 Neil G. Pegg, David Heath andMeryn E. Norwood

Prediction of the. Sectional Forces andPEessures on a Free-Fall Lifeboat During Water Entry 95 M. Reaz H. Khondoker xii

DESIGN - DESIGN FOR ULTIMATE STRENGTH

A Computational Method for Analysis of LNGVessels with Spherical Tanks 103 F.Kamsvág, E, Steen and S. Valsgárd

The Influence of Adjoining Structures on the Ultimate Strength of Corrugated Bulkheads 1.11 Jeom Kee Paik, Anil K. Thayamballi and Sung GeunKim

Ultimate Strength Formulation for Ship's Grillagesunder Combined Loadings 125 S. -R. Cho, B.- W. C'hoi and P.A. Frieze

DESIGN- GROUNDING AND COLLISION

Collision Resistance and Fatigue Strength of New Oiltanker withAdvflced Double Hull Structure 133 J. W. Lee, H. Petersha gen, J. Rörup, H. Y Paikand 1H. Yoon

Failure Criteria for Ship Collision and Grounding 141 L. Zhu andA.G. Atkins

On Ductile Rupture Criteria for Structural Tearm the Case of Ship Collision and Grounding 149 E Lehmann andX Yu

Design of Corrugated Bulkhead of Bulk Carrier againstAccidental Flooding Load 157 J-!iromu Konishi, Tetsuya Yao, Toshiyuki Shigemi, Ou Kitamura and Masahiko Fujikubo

Analysis of the Collision between Rigid Bulb and Side Shell Panel 165 G. Woisin

A Study on the Improved Tanker Structure against Collision and Grounding Damage 173 O. Kitamura, T. Kuroiwa, Y. Kawamoto and E. Kaneko

Plastic Buckling of Rectangular Plates Subjected to Combined Loads 181 C.H. Shin, YB. Kim, J Y. Lee and C.W. Yum

Investigations into the Collapse Behaviour of Inland Vessels 189 A. Meinken and H.-1 Schlüter

DESIGN - IMPACT OF SAFETY AND ENVIRONMENT

The Role of Shipboard Structural Monitoring Systems in theDesign and Safò Operation of Ships 201 F.H. Ashcrofi andD.i Witmer

Rough Weather Ship Performance- A Quality to be Introduced into the Preliminary Design Process 209 J. Näreskog and O. Rutgersson

Steady Behaviour of a Large Full Ship at Sea 223 Shigeru Naito and Kenji Takagishi Multiattribute Design Synthesis for Robust Ship Subdivision of Safe Ro-Ro Vessels 231 G. Trincas

On the Effect of Green Water on Deck on the Wave Bending Moment 239 Zhaohui Wang, Jørgen Juncher Jensen and Jinzhu Xia

Development of a Formal Safety-Assessment System for Integration into the Lifeboat Design Process 247 P. Sen, R. BIrmingham, Ç. Cain and R.M Cripps

DESIGN - USE OF PROBABILISTIC METHODS

Reliability Based Quality and Cost Optimization of Unstiffened Plates in Ship Structures 255 Weichen g Cui, Alaa E. Mansour, Tarek Elsayed and Paul H. Wirsching

Hull Girder Safety and Reliability of Bulk Carriers 261 D. Béghin, G. Par,nentier, T. Jastrzêbski, M. Taczala and Z. Sekulski

Review of Statistical Models for Ship Reliability Analysis 273 Parunov and I. Senjanovió

DESIGN - METHODOLOGY

Automatic Hull Form Generation: A Practical Tool for Design and Research 281 R..W Birmingham and TA. G.Smith

Hull Form Modelling Using NURUS Curves and Surfaces 289

M Ventura and .Guedes Soares

A New Transformation Method for the Designed Waterline 297 Jun Zhang, Hon gcui Sheng and Min gdao heng

DESIGN - MISCELLANEOUS

Multiple Criteria Design Optimisation of RO-RO Passenger Ferries with Consideration of Recently 303 Proposed Probabilistic Stability Standards W. Hutchinson, P. Sen, I.L. Buxton and W. Hills

Is Tonnage Measurement Still Necessary? 313 Roman Albert xiv

PRODUCTION

PRODUCTION - DESIGN FOR PRODUCTION

Product Modelling for Design and Approval in Shipbuilding 323 U. Rabien and U Lan gbecker

Design for Production 331 George Bruce, Bill Hills and Richard Storch

Ship Hull Surface Fairing System 341 T.K Yoon, D.J. Kim, Y. W. C'hung, S.Y. Oh, H.K Leem and N.J Park

PRODUCTION - PRODUCTION MANAGEMENT AND INFORMATION SYSTEMS

An Evolutionary Approach to the Scheduling of Ship Design and Production Processes 351 l.A. Scott, D.S. Todd and P. Sen

A Study on the Production-Oriented Structural Design Information System of Panel Blocks 359 loo-Sun g Lee and Gu-Gun Byun

The Assessment of Ship Hull Weight Uncertainty 365 K. 2iha, I. Müvrid and S. Maksimovid xv

SHIP HYDROMECHANICS

HYDROMECHANICS- RESISTANCE, COMPUTATIONAL FLUID DYNAMICS

The CALYPSO Project: Computational Fluid Dynamics in the Ship Design Process 373 J Tuxen, M Hoekstra H Nowacki L Larsson F van Wairee and M Terkelsen

Computing Free Surface Ship Flóws with a Volume-of Fluid-Method 381 C. Schumann

Development of Computational System for Flow around a Ship and its Validation with Experiments 387 Wu-Joan Kim, Suak-Ho Van, Do-Hyun Kirn and Geun-Tae Yim

HYDROMECHANTCS- RESISTANCE, HULL FORM OPTIMISATION

A New Hull Form for a Venice Urban Transport Waterbus: Design, Experimental and ComputatiOnal 395 Optimisation H. C. Raven, M. van Hees, S Miranda and C. Pensa

A System for the Experimental Determination of the Hydrodynamic Impact of M/Bs Operating in 405 Venice F. Balsamo, A. Paciolla and F. Quaranta

An, Inverse Geometry Design Problem in Optimizing the Hull Surfaces 411 Shean-Kwang C'hou, Cheng-Hung Huang, ehen g-Chia Chiang and Po-Chuan Huang

Optimum Hull Form Design using Numerical Wave 'Pattern Analysis 421 Akihito Hirayama Tatsuya Eguchi, Koyu Kimura, Akihiko Fujii and Iv!oriyasu Ohta

Tankers: Conventional and Twin-Gondola Hull Forms 429 Eduardo Min guito, Henk H. Valkhof and Eric van der Maarel

Experimental and Computational Study on Resistance and Propulsion Characteristics for Ro-Ro 439 Passenger Ship of Twin Propellers Suak-Ho Van, Do-Hyun Kim, Bong-Ryong SOn, Jun g-Kwan Lee, Dong- Yul Cha and Jae-Kyoung Huh

HYDROMECHANICS- RESISTANCE, HIGH SPEED CATAMARANS

Geosim Experimental Results of High-speed Catamaran: Co-operativeInvestigation on Resistance Model 447 Tests Methodology and on Ship-model Correlation P. C'assella, C. 2oppola, F. Lalli, C Pensa, A.Scamardella and I. Zotti

Influence of the Submergence and the Spacing of the Demihullson the Behaviour of Multi-Hulls Marine 453 Vehicles: ANumericál Application Daniele Peri, Marco Rocca/do and Stefano I.Franchi

Experimental Investigation on the Drag Characteristics ofa High Speed Catamaran 461 R. Natarajan and MalleMadhu xvi

HYDROMECHANICS - RESISTANCE,MISCELLANEOUS

469 A Study for Improvement inResistance Characteristics of a Semi-Planing Ship Yong-Jea Park, Seung-Hee Lee, Young-Gill Leeand Sung- Wan Hong

477 On Optimal Dimensions of FastVessel for Shallow Water Milan Hofman 485 A Simple Surface Panel Method toSolve Unsteady Wing Problems K. Nakatake, J. Ando and S. Maita

HYDROMECHANICS - SEAKEEPING, MOTIONSANi LOADS

495 Time-Domain Analysis of Large-Amplitude Responsesof Ships in Waves N. Fonseca and C. Guedes Soares 503 Wave-Induced Motions and Loads for a Tanker. Calculationsand Model Tests J. Lundgren, M. C. Cheung and B.L.Hutchison

Practical Time Domain Simulator of Wave Loads on aShip in Multi-Directional Waves 513 Hisaaki Maeda and Chan g Kyu Rheem

HYDROMECHANICS - SEAKEEPING, ADDEDRESISTANCE AND SHIPPING WATER

521 Added Resistance of a Ship Moving in SmallSea States Sverre Steen and Odd M.Faltinsen 527 BEAK-BOW to Reduce the Wave Added Resistance atSea Koichiro Matsumoto, Shigeru Naito, Keñ Takagi,Kazuyoshi Hirota and Kenji Takagishi

535 A Prediction Method for the Shipping Water Heightand its Load on Deck Yoshitaka Ogawa, Harukuni Taguchi and ShigesukeIshida

HYDROMECHANICS - SEAKEEP1NG, HULLFORM DEVELOPMENT

A Study on Motion Analysis of High Speed DisplacementHull Fonns 545 Predrag Bojovic and Prasanta K. Sahoo

Hydrodynamic Development for a Frigate for the21st Century 555 G.K. Kapsenberg and R. Brouwer

Theoretical Validation of the Hydrodynamics ofHigh Speed Mono- and Multi-Hull Vessels Travelling in 567 a Seaway P.A. Bailey, D.A. Hudson, W.G. Price and P.Temarel HYDROMECHANICS - SEAKEEPING, SLAMMING

Issues in the Assessment of Design Slamming Pressure on High Speed Monohull Vessels 577 Jianbo Hua

A Coupled Approach for the Evaluation of Slamming Loads on Ships 589 A:-Magee-and--E: -Fontaine

The Effect of Forward Speed on the Hydroelastic Behaviors of Ship Structures 597 S.-X Du and Y-S. Wu

HYDROMECHANICS - SEAKEEPING, MISCELLANEOUS

The Influence of Fixed Foils on Seakeeping Qualities of Fast Catamaran 605 W. Welnicki

Seakeeping Design of Fast Monohull Fernes 613 L. Grossi and S. Brizzolard

Prediction of Excessive Rolling of Cruise Vessçls in Head and Following Waves 625 H.R. Luth and R.P. Dallinga

HYDROMECHANICS - MANOEUVRING

The Prediction of Ship's Manoeuvring Performance in Initial Design Stage 633 Ho- Young Lee and Sang-Sung Shin

An Experimental Study on the Effects of Loading Condition on the Maneu\erability of Aframax-Type 641 Tanker In-Young Gong, Sun-Young Kim, Yeon-Gyu Kim and Jin-Whan Kim

Prediction of Crabbing in the Early Design Stage . 649 F.H.H.A. Quadvlieg and S.L. Toxopeus

HYDROMECHANICS - PROPULSOR AND PROPULSION SYSTEMS, COMPUTATIONAL METHODS

Improvement in Resistance Performance of a Barge by Air Lubrication 655 JinhoJang, Hyochul Kim and Seung-Hee Lee

Hycliodynamic Design of Integrated Propulsor/Stern Concepts by Reynolds-Averaged Navier-Stokes 663 Techniques Rich Korpus, Bryan Hubbard, Paul Jones, Che! Strom gren and James Bennett

Marine. Propeller Hydroelasticity by means of the Finitelßoundaiy Element Method- A Preliminary 671 Approach Bogdan Ganea xviii

HYDROMECHANICS - PROPULSOR AND PROPULSION SYSTEMS, STERNAND STRUTS

U.S.Navy Sealift Hydrodynamic Investigations 677 Siu C. Fun g, Gabor Karafiath and Donald McC'allüm

The Influence of the Stem Frame Shape for a High Speed Container Shipon the Powering Performance 691 Kuk-Jin Kang Ki-Sup Kim, Young-Jea Park,hun-Ju Lee, In-Haeng Song and 11-Sung Moon

Some Aspects in Designing Shaft Brackets for High-Speed Vessels 699 Jonkandf.P. Hackett

HYDROMECHANICS- PROPULSOR AND PROPULSION SYSTEMS, WATERJETS

A Powering Method for Super High-Speed Planing Ships 709 Tadao Yamano, Takeshi Ueda, Isao Funeno, Tetsuro Ikebuchi and Yoshiho Ikeda

LINEAR-Jet: A Propulsion System for Fast Ships 717 M. Bohm and D. Jürgens

A Dynamic Model for the Performance Prediction of a Waterjet Propulsion System 727 Giovanni Benvenuto, Ugo Campora, Massimo Figari and Valerio Ruggiero

HYDROMECHANICS - PROPULSOR AND PROPULSION SYSTEMS, SEA TRIALS

Hydrodynamics in Pre-Contract Ship Design 735 Janusz T. Stasiak

Sea Trial Experience of the First Passenger Cruiser with Podded Propulsors 743 R. Kurimo

An Analysis of Full Scale Trial Results that takes Account of Non-Scaled Environmental Conditions 749 R. Rocchi

HYDROMECHANICS - PROPULSOR AND PROPULSION SYSTEMS, SPECIAL APPLICATIONS

An Investigation into Effective Boss Cap Designs to Eliminate Propeller Hub Vortex Cavitation 757 M Atlar and G. Patience

LIUTO Development and Optimisation of the Propulsion System; Study, Design and Tests 771 -G. Bertolo; A. Brighenti, S. Kaul and R. Schulze

A New Concept of Pushboat Design 785 Buen and M. 2erjal xix

HYDROMECHANICS - PROPULSOR AND PROPULSION SYSTEMS, MISCELLANEOUS

On the Practical Computation of Propulsion Factors of Ships 793 Do-Sung Kong, Young-Gi Kim and Jae-Moon Lew

Model Test Results of a Twin Screw Vessel with Only One Shaft Line Working 801 Antonio-Guerrero- -.

Design Studies of the Manoeuvring Performance of Rudder-Propeller Systems 807 A.F. Molland, S.R. Turnock and JE. T Smithwick xx

SHIP STRUCTURES AND MATERIALS

STRUCTURES - FATIGUE CONSIDERATIONS

The Development of a Fatigue Centred Safety Strategy for Bulk Carriers 819 L T Braidwood, IL. Buxton, .w. Marshall, D. Clarke and YZ Zhu

Single or Double Side Skin for Bulk Carriers? 829 W. Fricke

Fatigue of Bulk Carrier Side Frame Structures 839 Anil K. Thayamballi and Zheng-Wei Zhao

Fatigue Life Prediction for Ship Structures 847 J.H. Vink, M.Mukhopadhyay and B. Boon

Long Term Accumulation of Fatigue Damage in Ship Side Structures 855 Are Johan Berstad and Carl Martin Larsen

Fatigue Testing of Large Scale Details of a Large Size Aluminium Surface Effect Ship 865 O.D. Dykstra, A. W. Vredeveldt, G. TM. Janssen and O. Ortmans

STRUCTURES - FATIGUE CONSIDERATIONS, STIFFENED PANELS

Fracture of a Stiffened Panel with Multiple Site Cracks under Lateral Pressure 873 Y Sumi, Z. Bozic, H. ¡yama and Y. Kawamura

Fatigue of all Steel Sandwich Panels- Applications on Bulkheads and Decks, of a Cruising Ship 879 P. Kujala, K. Kotisalo and T Kukkanen

Enhanced Structural Connection between Longitudinal Stiffener and Transverse Web Frame 889 S.N. Kim, D.D. Lee, W.S. Kim, D.H. Kim, O.H. Kim, MH. Hyun, UN. Kim, F.L.M Violette and H. W.Chung

STRUCTURES - FATIGUE CONSIDERATIONS, MISCELLANEOUS

Study on Fatigue Damage Accumulation Process by Using Crystalline FEM Analysis 897 N. Osawa, Y. Tornita and K. Hashimoto

atigueDamageinthe ExpansionJoints of SS Rotterdàm 905--- if W. Stapel, A..W. Vredeveldt, J.M.J. Journand W. de Koning

A Development of Technical Database for Hull Structures 913 Hirohiko Emi, Toshiyuki Shigemi and Hiroshi Ochi xxi

STRUCTURES - NOISE AND VIBRATIONS

Prediction of Propeller Cavitation Noise on Board Ships 919 C.A.F. de Jong and MJ.A.M de Regt

Computation of Structure-Borne Noise Propagation in Ship Structures using Noise-FEM 927 CCabos and J. Jokat

The Acoustic Source Strength of Waterjet Installations 935 K.NH. LooUmans, R. Parchen and H. Hasenpflug

Viscoelastic Passive Damping Technology on Ship's Vibration and Noise Control 943 Wei-Hui Wang, Ron g-Juin Shyu and fian g-Ren Chan g

Dynamic Loads on Fast Ferry Hull Structures Induced by the Engine-Propeller System 951 D. Boote, A. Carcaterra, P.G. Esposito and M. Figari

STRUCTURES - INFLUENCE OF NEW MATERIALS 1NCLTJDING HYBRID SOLUTIONS

Minimum Plate Thickness in High-Speed Craft 959 P. Terndrup Pedersen and Shengming Zhang

X-Joints in Composite Sandwich Panels 967 A. W: Vredeveldt and G. TM. Janssen

An Energy-Based Approach to Determine Critical Defect Sizes in FRP Ship Structures 975 H.í Phillips and R.A Shenoi OFFSHORE ENGINEERING

OFFSHORE- FLOATING PRODUCTION SYSTEMS

Verification of FPSO Structural Integrity R. Potthurst and K. Mitchell 985

Integrated Motion, Load and Structural Analysis for Offshore Structures 995 Yung Shin, Craig Lee and D.E. Jones

Wave Drift Forces and Responses in Storm Waves lO05 .T. Stansberg, R. Yttervik and F. G. Nielsen

OFFSHORE - MOORITNG TECHNOLOGYAND ANCHORLINE DYNAMICS

A Practical Method for Mooring Systems Optimum Design 1013 Oscar Brito Augusto, Carlos Alberto Nunes Diasand Ronaldo Rosa Rossi

A Practical Design and Dynamic Characteristics of a Deep Sea Mooring System 1023 S.S. Shin, J. W. Cho and I.K. Park

Analysis of Dynamic Response of a Moored Tanker and Mooring Lines in a Single Point MooringSystem 1029 Yojiro Wada and YoichiYamaguchi

OFFSHORE- FLOATING AIRPORTS

Wave Drift Forces of a Very Large Flexible Floating Structure 1037 H. Maeda, T. Ikoma and K. Masuda

Numerical and Experimental Study on Attitude Control of a Large Floating Offshore Structure by 1045 Pneumatic Actuator Tsugukiyo Hirayama, Ning Ma andYasuhiro Saito

Simulation Study on Oceanophysical Environment around a Large Floating Offshore StructureMoored in Tokyo Bay 1053 M Fujino, K. Seino, M Hasebeand D. Kitazawa

OFFSHORE- MISCELLANEOUS

Downtime Miiiimizaticiri by OniiiDesign of Offshore Structures G.F. Clauss and L. Birk 1061

Optimisation of DP Stationkeeping for New Generation Early Production Driliships 1071 Albert A. Aalbers and Richard P.Michel

Mathematical Description of Green Functionfor Radiation Problem of Floating Structuresin Waves Y Y. Wang, K Qián and D.Z. Wang 1081

Fatigue Damage in the ExpansionJoints of ss ROTTERDAM.

U Stapel, H.W. Vredeveldt, A.W.bJournee, J.M.J. C and Koning, W. de

'I Retired from the Rotterdam Dockyard Company b Netherlands Organisation for Applied Scientific Research,TNO, Deift C Delft University of Technology

After 38 years of satisfactory service the Holland-America linesold her flagship "ss ROTTERDAM". Although promised to Lloyds, studies andtests made during construction on the expansion joints werenever published. This PRADS '98 conference is a good occasion to report on these now. Moreover, the behaviour is placed in the light ofan fatigue assessment in retrospect.

The riskof cracksinthesuper- 1. INPRODUCTION structure at uncontrolled spotswas considered to be larger than at the In 1959 the Rotterdam Dockyard: Company joints. delivered the 200 m passenger shipss The expansion joints fittedon the ss ROTTERDAM totheHolland-America NIEUW AMSTERDAM, built by the Line, HAL [11:. Until last year the vessel same yard in 1938, gave satisfactory was operated by the 1-IAL. She now sails results, although cracks did develop. underthename REMBRANDTfor The construction of this shipwas not a Premier Cruises. routine job for the yard; thereforea The vessel is one of the first fully welded proven design was favoured. passenger ships. There was no financialpressure to Atthetimeofbuildingofthess save building costs by leaving out the ROTTERDAM, most passenger ships had joints. expansion joints. However much research was carriedout on incorporating the After commissioning in 1959, the vessel superstructures in the strength of the hull sailed on the North Atlantic service in the girder [2, 3, 4, 5, 6]. A full-scale testwas summer and made cruises in winter time. already made in 1913 by building the In April 1963 a crackwas reported at the CA.LGERIAN with and her sister ship joints on frame 138/139. After repair and ALSATION without joints s] modification no cracks were reported since. The yard decided tofit four expansion The ship's logbooks arestillavailable. joints, based on five arguments From these it was possible to drawup a 1.At the time the scantlings had to be history of sea states añd: headings to which decided on, the arrangement of the the vessel had been subjected until the superstructure and its contribution to crack occurred. With the current the strength was notkiown. computationaltoolsafatigue damage analysis was carried out On the expansion joint. The results of this researchare reported in this article. 906

ss ROTI'ERDAM

FRAME .j)38-139 E = Expansion Joint h E _ E ,._Î .-

-- Figure 1. Side view of ss ROTTERDAM.

2. THE SHIP Measures In mm I., 6' (Sas Figure 1 shows a side view of the ship and I s figure 2 gives a general impression of the S'A S S'A midship section. For comparison thecross S'A section of the new ROTTERDAM-1997, 1_____ S'A ,I J built in Italy, is shown as well. The 1959 506 ship has the promenade deck (P)as 66 strength deck. The plating of the 1997 ship . IA . ISA 19.575.. on deck 3 and above is of high tensile steel, I 6 - while the superstructureup to deck 8 II, forms partof thehullgirder.Itis remarkable to see that plate thicknesses have been reduced considerablyover the years. The ROTFERDAM-1959 isfitted withtransverseframes,whilethe ROTTERDAM-1997 isfitted with high tensilelongitudinal frames. Owners ROrrERDAM.I99 ROTrERDAM-1997 extra's are indicated in brackets. Both XNT special notch tough tusteel 500 NImm2 Lpp 198.12m 202.00 m ships are classified by Lloyds Register of B 28.65 m 32.25 m Shipping.Thesectionalmodulusof T 9.00m 8.00m ROTTERDAM-1997 at deck 8 (34.80m V 30400 m3 32500 m3 above base) is almost equal to the section Figure 2. CrosssectionRotterdam modulus of ROVFERDAM-].959 at the 1959/1997. promenade deck P (21.96 m above base). Figure 3 shows a detail of the expansion 3. APPLIED ANALYSI joint as applied just above the promenade deck. Initially bolt holes were present in A fatigue calculation has been carried out the edge strengthening bar. At the repair in retrospect. The procedure as described and modification in 1963 stud boltswere below has been followed. welded on the bar. 1.All logbooks from the maidenvoyage up to the first reported crack at the expansion joint were analysed. 907

For each spectrum the number ofzero up-crossings was determined. The number of cycles at 23 stress ranges was calculated Thenumberofcycles for the consideredstressrangesforeach -Watch were finally added. Next, the number of cyclesper stress range were divided by the "required" number of cycles up to damage for the given stress range. 9.. Finally the individual damage ratios were added up, yielding the cumulative damage D. Items 8 and 9 describe the Palmgren Miner approach fOr calculating fatigue damage in a structuraI detail [10].

4. BEHAVIOUR IN SEAWAY

To calculate the behaviour of the ship in the experienced wave conditionsuntil cracking of theexpansion joints,the computer code SEAWAY of theDeift University of Technology[9]has been used. This program calculates the loads and motions of ships in waves in the frequency domain by thelinearstrip theory method. Depending on the shape of each cross section, a 10 parameter çlose-flt ORIGINAL REPAIR conformal mapping method orFrank's i 959 1963 pulsatingsourcemethodisusedto Figure 3. Expansion joint detail calculate the 2-D potential coefficients. After taking into account the forward The. ship's behaviour in seaway was speedeffect,thecoefficientsofthe calculatedbyapplyingageneral equations. of motioninthe frequency purpose shipmotions prediction domain are. obtained by a longitudinal computerprogram.Thisanalysis. integration of the 2-D values. The presence yielded a set of vertical en horizontal of bilge keels and fin stabilisers has been hullbending moment frequency taken into account. Bretschneiderwave response functions (FRF for the cross energyspectraareusedtoobtain section at frame 138/139. statistical data on motions and loads in This set of FRF's was used to calculate irregular waves. the stress spectrum in the promenade The ship's under water hull form is given deck at the side during each watch of 4 in figure 4 hours. The environmental conditions and the shi.p speed were assumed to be constant during each watch. Fromeachstressspectrumthe. cumulative probabïlity distribution of the stress range was calculated by assuming a Rayleigh distribution. 908

250 H 464 oberwtionof 4 hours (2.12 veers c)nhinJous at sEa) 200 8ItIIIUIIi1pjiWjfj oD ill 'w II 01 LI 150 ûe , 100f w E Uí!1I4Vj zD 50

0 1 IIiIIIj1 2 3 4 5 6 7 6 9 10 11 12 Beaufort

ROflRDA Figure 6. Exposure of vessel tosea states Figure 4. Body plan ss ROTFERDAM from 1959 till i.963

The distribution of themass along the ship It can be seen that the vessel has not often length is shown in figure 5. been subjected to very heavy weather. For each period a Bretschneider sea spectrum is assumed based on the observedsea 6-aDatàusedjncaIcutatjons state. From this spectrum and the heading oo.- Dataobtainedfrom shipyard of the ship, the horizontal and vertical 250 bending moment in the ship's hull inway of the expansion joint were calculated. 00 Because of the closed cross section, torsion 50 could be ignored. Next, theywere devided by therespectivesectionmodúli and added,thusyieldingaspectrumof 50 longitudinal stresses in the promenade APP FPP o deck at the side. As illustration figure 7 is 0 50 100 150 200 included to give an impression of stresses Distribution AIong'ShipLength (m) in the promenade deck. Figure 5 Mass distributjon SS ROTI'ERDAM 1.5x10

Further input for the hydromechanical (4, calculations were: Draught (average) 8.86 rn Metacentric height 1.25 m Radii of iñertja k 11.45 m 05x106 k 51.80m

The data from the logbookswere taken per 0 O sea watch, i.e. 4 hours. The timespan 1x10 2x10' 3x104 4x 045i( 0' 6x104 7x104 investigated starts in September 1959 and Significant Double Stress Amplitude (kN/m2) continues until April 1963. In total 4634 Figure 7. Stress levels versus number of observationswererecorded.Figure6 stresses in the promenade deck. shows the exposure of the vesselto sea states during the considered period. The area properties m00 and m20 of the stress spectra were used as input for the fatigue analysis. 909

5. STRESS ASSESSM1ENT hogging stress in the strength deck of 125 MPa. The cracked expansion joint is situated at The section modulus at the strength deck, frame 138-139 (0.55 Lpp from APP), 500 including owwnersextra's was 20 % mm above the promenade deck. Due to its higher than required .by Lloyds. Therefore geometry, the stress at the bottom of the a crack might occur after sufficient heavy exp ansionjointwillbeìarger than The loading. This was not considered to bea stress level in the promenade deck. risk for the hull, as it would not leadto any major rise in the stress in the topsides. Prediction during design. Both the stringer plate and the sheer During the design of the ship a Stress strake are of special notch tough (XNT) Concentration Factor SCF =' 3.5 has been steel. The riveted deck stringer angle and estimated based on analytical conside- the angle bar connecting the side plates, rations. work as crack arrestors while spreading the forces over the length. Measurements during launching. An attempt was made to correlate the During the launch of the vessel 1958 the measured stresses during launching with Ship Structures Laboratory of the Delft the stresses from the launching University of Technology, DUT, and the calculations. Two differences were found: NetherlandsOrganisationofApplied Themeasuredmaximumsagging ScientificResearch, TNO, carriedout stressatthepointofupliftas strain measurements on several spots in measured was smaller than calculated. thevessel[12].Thebottomofthe. The hoggingstress measured while the expansion joint and the promenade deck ship was fully afloat proved to be were included. Stresses dining launching smaller than calculated. were 40% of the stresses calculated for the design wav.e (see figure 8). The first différence is mainly due to the effect of the presence of breaking shields o IOkjUc,n2 BOAT DECK and maybe. also duetoa difference between effective and calculated section modulus. The second difference is due toa lii ¡I hogging stress while the ship was still at U -'-'iriTI TI nfl.flflt her berth. At this position straingauges jI ,Ii weresettozero..Thishogging was - probably due to the weight distribution T I, over the flexible. berth and stresses caused f I PROM. .1 / I DECK during welding of the hull.

Epnsion HALF WAY Joint Recent finite element calculations. Figure 8. Stresses in promenade deck and An attempt has. been made to estimatea superstructure side. stress concentration factor, SCF, basedon both a coarse mesh and a fine mesh finite The major conclusion of the measurements element calculation. was that there was only a slight increase For this purpose the environment of the in the stresses in the strength deck below expansion joint has been modelled with the expansión jòints. A stress plateelementscapableofdesribing concentration factor SCF = 4.4 was found membrane stresses. The analysis is limited in the bottom of the joint (point S in figure to in plane deformations only. The lower 3), which was higher than expected. It was edge of the model is at promenade deck realised that here the fracture strength of level. the steel 41 would be surpassed,as Lloyds set for this ship a maximum allowable 910

The left hand side of the model and the the expansion joint (Figure 8) provedto lower edge are subjected to an imposed contributesubstantiallytothestress horizontal displacement equivalent witha increase in the joint. strain of 238 microstrain, i.e. a stress level in case of the presence. of bolt holesan of 50 MPa. The lower edge is restrained in additional SGF must be applied of 3,see vertical direction. The right hand side edge figure 10 obtained from ref. [10]:. of the model, between bottom of the joint and the promenade deck is restrained in horizontal direction. Theupper edge is subjected to an imposed displacement and rotation, taken from the strength analysis i carried out by the yard. Figure 9 showsa contour plot of the calculated stresses. The stress increase between lower edge (deck level) and the bottom of the jointwas similar in both cases: SCF= 2.7. Review of SCF's A brief review of the obtained stress 0.5 1 15 2 a/i concentration factors at the bottom of the Figure 10. SCF for cut outs from expansion joint is given in table 1. [10]. Therefore the actual SCF to be usedin a fatigue assessment should lie between5.1 and 13.2!

6. FATIGUE ASSESSMENT

For the considered life period of the vessel the number of cycles at 23 stress levels ranging from 1 Mpa to 1000 Mpa has been determined. For thispurpose cumulative probability density functions were assumed, based on the stress spectraas Figure9 Stresscontourinway of determined for each watch. expansion joint (frame 137-138),coarse A Rayleigh distribution is assumed which mesh. could be characterised by thearea moa of the stress spectra. The number ofcycles is Table i Assessed stress concentration calculated by dividing the 4-hour watch factors period in seconds, by the averagezero up- Method of assessment crossing period (based' m00 and m2,.). The SCF number of cycles for the considered Prediction during design stress 3.5 ranges for each watch were finally added, Measured during launching 4.4 yielding a final set of pairs withstress Recent FE calculation 2.7 range and number of cycles. Next, the number of cycles per stressrange were These factors, determined at thecentre divided by the "required." number of cycles line of the expansion jòint, donot include up to damage fOr the given stress range. the effect of the presence of bolt holes. Thus damage ratios per stressrange were obtained. Finally the individual damage It is noted that the SCF's: do not match ratios were added up yjalding the damage very well. The effect of mesh sizewas ratio Th A value larger than 1.0 implies checked but proved in thiscase negligible. fatigue damage and D lower than 1.0 The effect of the stress builtup between implies no damage. 911

Without applying any SCF the result is effect of the presence of a bolt hole is shown in figure 11. This diagram is valid decisive. Survey reports of- Lloyds were for the stresses in the promenade deck. scrutinised from 1959 till 1997. From [11] an S-N curve (curve D) has been The joints did not give any problems after taken, considered to be valid for the the modification in 1963 structura.! detail under consideration. The fact that the crack developed in the Thiscurveshows-- the number of stress first years and none afterwards will ha'ê cycles "required" to obtain fatigue damage had three probable reasons: at any stress level. The built in welding stresses were releaved by heavy loading of the hull. The detail of the joint was impróved deleting bolt holes. The ship was taken out of the Trans- Atlantic service in 1969 where after she was mainly cruisingingood IUUWJIIU1fl weather areas. ilUtI1lIU1UIIl'_u 7. DEVELOPMENTS Nowadays all passenger shipsare built without expansion joints. On some, high tensile steel is used. Apparently classification societiesare satisfied with i& the performance of theships as the surveyors don't report cracks. The fact that cruise ships predominantly sail in Figure 11. Stress level versus number of - stress cycles (SN-curve). fme weather areás will have its influence in this matter. With the enormous growth The fatigue assessment on the bottom of of the market cruising will' become world the expansion joint, was carried out with wide. Notwithstanding- weather routing; theships four different SCF values. Table 2 shows will have tosailtotheir the results. destination and may face heavy weather close to port. Recent examplesare QUEEN Table 2 Fatigue assessment results ELIZABETH 2 in September 1995 and the SCF from RO'l'I'ERDAM in April 1997 close to the SCF D U.S. East coast, where both ships suffered Analytical 10.5 2.65 damage. This is not too serious as longas considerations x 3 only bulwarks and front bulkheadsare Measured (launching) 4.4 (119 involved. Plastic deformations and cracks Measurement x 3 13.2 5.27 in the hull girder must be avoided by FE-calculations x 3 8.1 1.22 careful analysis of critical spots including fatigue assessments. One should bear in Note that a fatigue crack occurs when D is mind that high tensile steels do not have larger than 1.0. A crack is to be expected any higher resistance to fatigue than mild much earlier than the considered period, steel. - when the SCrs from analytical Full scale measurements on the cruise consideratiönsormeasurementsare ship ROYAL PRINCESS built in Finland applied. When using the SCF from the FE give an good picture of the contribution of analysis a fatigue life is found which is the superstructure to the strength of the nearer to the actual reported life. When hull [13]. Further reference is made to the SGF increase due to thepresence of interesting papers' by Mr. MJ. the bolt hole is discarded, no damage is Gudmunsen [14], Mr. Violette and Mr. expected. It is interesting to note that the Shenoi [15]. 912

CONCLUSIONS Foster King, J.: " On large Deckhouses",, Trans. I.N.A 1913. The assessment of a stress concentration Montgomery, J.: " The Scantlings of factor SCF, in the bottom of the expansion Light Superstructures", Trans I N A joint, based on finite element calculations 1915. showsa differencewithanearlier Journee J.M.J(1992), "SEAWAY- analtica1 assessment and strain DELFT, 'User manual of release 4.00". measurements during the láunch of the Thechnical Report vessel.. 910, Deift University of Tecthnolôgy, Ship Hydromechanics Theeffect Laboratory; The of theboltholesinthe Netherlands strengthening bars in the expansion joints prove to be paramount with respect to Fricke Dr. W., Petershagen. Prof. Dr. fatigue damage. H., Paetzhold Dr. H. (1997), "Fatigue Strength of Ship Structures, Part I: Basic Pthiciples". GL-Technology ACKNOWLEDGEMENTS Number 1/97, Germanischer lloyd, The authorsgreatlyacknowledge the Hamburg. HollandAmericaLineandPremier Classification notes Note No. 30.2., Cruises for their permission to publishon "Fatigue strength analysis for mobile theirshipsandFincantjerjforan offshore. units", Det Norske Ventas, impression of the plate thicknesses ofthe august 1984. ROTrERDAM-1997., Morover gratitudè is "Spanningsmetingengedurendede expressed for the cooperation of LlOyds Afloop van het S.S.ROTTERDAM", Register of Shippingon accessing their laboratorium voor Scheeps- files on the ss ROTTERDAM. Mr., Notde constructies Rapport no 58 - Heer (DUT) is thanled for bis help in 30.10.1950, UniversityDeift (in. recording the data from the ships journals. Dutch). Finally we express our gratitude to Mr. Fransman, JW.: "The Influence of Wouter Pastoor (DUT) for his guidance Passenger Ship Superstructureson and checking on the fatigue assessment. the Response of the Huilgirder" Trans. R.I.NÀ. 1988. REFERENCES Gudmunsen, M.J.:, "Some Aspects of Modern Cruiseship Structural "D.S.S.Rottercjam- Holland Amerika Design", lloyd Register of Shipping- Lun", Extra Edition of"Schip en May 1996. Wérf"- September 1959 (in Dutch). 15.. Violette F.L.M. Shenoi RA., "On the Chapman,J.C.: "Theinteraction fatigue performance prediction of ship between a Ship's Hull anda Long structural details", RINA paper No. 4, Superstructure", Trans. R.I.NA ]957. spring meeting 1998. Johnson A.J.: " Stresses in Deckhouses and Superstructures",, Trans. R.I.N.A. 1957 4Caidwell,J.B.: "TheEffectof Superstructures on the longitudinal StrengthofShips",Trans.R.LN.A. 1957. Vasta, J.: " Structural Testson the S.S.PresidentWilson" ,, Trans S.NAM.E. 1949. Vasta J.: "Full Scale Ship Structural Tests", Trans S.N.A.M.E. 1958