SPI RI T- CLASS RUDDER TRUNK CRACKING:

PROBLEM AND SOLUTION

Presented by:
Bob Kearney, Naval Architect,
Paul Radford, Engineering Superintendent
Bruce Paterson, P.Eng., Fleet Technical Director,
British Columbia Ferry Services, Inc.
Gordon Beynon, Principal Engineer
Kent LeClair, Sr. Welding Technologist
BMT Fleet Technology Limited
Presented to:
The Society of Naval Architects and Marine Engineers
Pacific Northwest Section
Technical Meeting
26 April, 2008
Victoria, BC
S-CLASS RUDDER TRUNK CRACKING
Presentation Outline:
1. Background
2. Problem Identification
3. Technical Analysis
4. Repair Procedure
5. Repair Implementation
6. Conclusions
Spirit Class vessel enroute
S-CLASS RUDDER TRUNK CRACKING
1. BACKGROUND Class History
The SPIRIT- Class vessels: M.V. Spirit of British Columbia (SoBC) and Spirit of
Vancouver Island (SoVI).
Constructed in 1993 (SoBC) and 1994 (SoVI).
The vessels operate on Route 1, Tsawwassen to Swartz Bay and each operates
approximately 5500 hours annually.
As of Summer 2007, the SoBC had operated for over 75,000 hours, and the
SoVI had operated for over 70,000 hours .
The two vessels account for almost 20% of the traffic carried annually by the
BC Ferries system.
The SoBC is home ported in Tsawwassen; the SoVI is home ported in
Swartz Bay.
S-CLASS RUDDER TRUNK CRACKING
1. BACKGROUND Technical Summary
Principal Particulars:
The S-Class are singled-ended (conventional), main propulsion consists of
four (4x) 4500kW medium speed diesels driving twin (2x) 3.5m dia. CPP
propellers at a constant 200 RPM.
The two vessels are fitted with twin Becker flapped rudders 4.5mdeep x
2.5m chord. Steering is via Rotary Vane units, maximum angle up to 55
degrees, and can be operated in split (separate) modes.
Twin bow thrusters are fitted, 750 kW ea, variable pitch units.
11642 tonnes Displacement
8998 tonnes Lightship
15600 KW Propulsion Power
470 AEQ
8.0 m Depth
27.2 m Beam Overall
167.5 m Length Overall
S-CLASS RUDDER TRUNK CRACKING
1. BACKGROUND Rudder Arrangement
S-CLASS RUDDER TRUNK CRACKING
1. BACKGROUND Operating Profile
The vessels are single ended (conventional stern propulsion) are loaded
from both ends (drive through loading access).
Loading at Swartz Bay is by the stern. Loading at Tsawwassen is by the
bow.
Operating Cycle: Transit Time = 95 minutes
Swartz Bay to Tsawwassen: Direct (no reversing operations).
Tsawwassen to Swartz Bay: Vessels back out at Tsawwassen and then
turn 180. On approach to Swartz Bay the vessels do a sweep
manoeuvre and land stern to.
Loading operations at Tsawwassen
Each vessel makes four round trips daily,
corresponding to a 16 hour day, exclusive of
start up and shut down time.
S-CLASS RUDDER TRUNK CRACKING
1. BACKGROUND Operational Profile
Making a stern landing at Swartz Bay
In terms of stresses on the rudder
structure, interest focused on two
phases of the transit:
1. Each vessel makes four stern
landings at Swartz Bay. This
involves operating the port shaft
ahead and the stbd shaft astern to
swing the stern into the berth.
2. Route involves transit of Active Pass,
where the vessels must work in high
tidal currents, and where protocols
may dictate changes in speed to
meet opposing vessels at prescribed
locations.
S-CLASS RUDDER TRUNK CRACKING
2. PROBLEM IDENTIFICATION
Cracks were discovered in the port side rudder trunks during an
underwater survey of the rudders in August 2007 on the SoVI. A follow-
up survey found a similar problem on the SoBC.
In terms of the operating profile, with a focus on SWB landing:
The rudders operate independently; the port rudder is turned to port with
thrust directed ahead while the starboard rudder remains straight .
With the port rudder turned
so far to port it presents
considerable area to the
propeller flow.
Flap rudders are high lift
and are still effective.
FWD
STBD
PORT
THRUST
THRUST
TURNING FORCE
PROPELLER
INDUCED
VIBRATION
S-CLASS RUDDER TRUNK CRACKING
2. PROBLEM IDENTIFICATION Extent of Damage
Area of cracking indicated in red
U/W survey identified radial cracking in
the rudder trunk (carrying the rudder
stock) at the junction with the hull fairing.
cracking most severe outboard on the Port
side; worst case (SoVI) crack over 55 % of
trunk circumference, 45mm at deepest
point.
also inboard but much smaller extent.
Starboard side showed a similar pattern,
but again less extensive.
Cracking was also more severe on the
SoVI (1994) than the SoBC (1993).
Extent confirmed by ultrasonic surveys
afloat and in dry dock.
S-CLASS RUDDER TRUNK CRACKING
2. PROBLEM IDENTIFICATION Extent of Damage
J anuary 2008
NDT shearwave ultrasonic survey mapped extent of cracking in rudder
trunk.
Rudder cracking was 50% of rudder trunk tube.
S-CLASS RUDDER TRUNK CRACKING
2. PROBLEM IDENTIFICATION Initial Assessment & Repair
Sept 2007
divers attempted underwater repair of SoVI at Swartz Bay to extend
service to next drydocking in J anuary 2009.
Gouged out weld to depth of ~35mm and re-welded.
Uncertain if crack fully gouged but reluctant to go deeper.
Added 2thick brackets to strengthen area.
All work done with Class in attendance.
December 2007
Underwater survey indicated that the weld repair done in September
was now cracked.
U/T survey performed in J anuary Maintenance Interval indicated original
crack not arrested; uncertain if cracks had gone through the trunk
(t>76mm).
S-CLASS RUDDER TRUNK CRACKING
3. TECHNICAL ANALYSIS
In early J anuary 2008 BCF Fleet Technical Engineering carried out a Finite
Element Analysis (FEA) of the rudder trunk structure.
The FEA analysis identified the hotspotstress areas on the trunk structure.
Forces applied laterally and torsionally to represent action of prop wash.
Magnitudes were indicative as actual forces on rudder were not known.
The FEA analysis did point to another area of the rudder trunk with a high
probability of cracks occurring. Cracks had not yet been observed in that
location.
The area of known cracking involved higher level of restraint; local weld
design and defects may also have been a factor.
SoVI cracking more severe than older SoBC: Fabrication issue? Exposure
time in SWB?
S-CLASS RUDDER TRUNK CRACKING
3. TECHNICAL ANALYSIS
FEA Model of Rudder Trunk Structure FEA Post Processing Stress Contours
AREA OF
ESTABLISHED
CRACKING
AREA OF
PREDICTED
CRACKING
S-CLASS RUDDER TRUNK CRACKING
3. TECHNICAL ANALYSIS
The following factors:
crack geometry radial, extending to the interior.
age of the vessels (>12 years).
common crack positions on SOVI and SoBC, and
the hot spot locations.
indicate fatigue induced by the prop wash as the most probable factor in the
failure in the rudder trunks.
S-CLASS RUDDER TRUNK CRACKING
4. REPAIR PROCEDURE
1. Class required the cracking repaired before return to service.
2. OEM indicated entire trunk structure would have to be removed and
repaired in a shop.
Significant costs direct and in terms of loss of hire (~30 days).
BMT Fleet Technology Limited (BMT-FTL) approached regarding use
of a narrow gapmulti-pass weld procedure that would allow an in-situ
repair.
BMT-FTL responded with a proposal to develop a procedure for partial-
and full depth cracks.
S-CLASS RUDDER TRUNK CRACKING
4. REPAIR PROCEDURE- Issues
Weld process selection.
#Weld passes required.
Gouged profile for weld.
Preparation - Cleaning/de-greasing for through-thickness procedure.
Pre-heat requirements and implementation in dry dock conditions.
Maintaining trunk symmetry during process.
Cool down time and inspection requirements.
Checking of new weld radius.
Approvals.
S-CLASS RUDDER TRUNK CRACKING
4. REPAIR PROCEDURE- Issues
SMAW process selected to meet positional welding requirement.
Multiple weld passes and block welding technique required due to
overhead position and thickness of repair.
Crack removal by gouging, grinding and MT (magnetic testing) to verify
removal.
Pre-heat for large cracks with resistance heating blankets and torch
heat to assist.
Interim MT after first 2 layers and after half completed.
Pre-heat maintained until repairs complete and examined by MT.
Maintained trunk symmetry during process by balancing welding.
Slow cool and 24 hr delay before final MT.
Approvals Class (ABS).
S-CLASS RUDDER TRUNK CRACKING
4. REPAIR PROCEDURE- Modified Profile
Rudder OEM recommended modification
of radius at junction of rudder trunk with
base plate.
Reduces Notch effect.
S-CLASS RUDDER TRUNK CRACKING
5. REPAIR IMPLEMENTATION - SoVI
January 2008 - SoVI enters Esquimalt Graving
Dock.
Port Rudder and stock are removed.
Crack gouged to good material.
Cracking found in area predicted by FEA model.
Cracking determined not to be through, approx
50-60% thickness.
Three shift welding.
Alignment checking with scope.
Repair procedure implemented in a 5 day
window using time scheduled for SoBC dry
docking.
Sp1
-3.3
120.0 C
0
20
40
60
80
100
FLIR Systems
S-CLASS RUDDER TRUNK CRACKING
5. REPAIR IMPLEMENTATION - SoBC
January 2008 - SoBC enters Esquimalt Graving
Dock following SoVI to resume scheduled dry
docking period.
Cracks gouged to determine extent of cracking,
cracking not as deep as SoVI, but port rudder
and stock still needed to be removed.
Repair procedure implemented in a 7 day
window.
-7.1
135.0 C
0
50
100
FLIR Systems
S-CLASS RUDDER TRUNK CRACKING
S-CLASS RUDDER TRUNK CRACKING
S-CLASS RUDDER TRUNK CRACKING
6. CONCLUSIONS
1. Project was a multi-disciplinary success addressing a complex problem
involving multiple parties:
BCF Engineering (Fleet Engineering, Fleet Planning & Fleet Technical).
BMT Fleet Technology Limited.
All-Sea Enterprises / Elander Inspection.
Becker Marine Systems.
Victoria Shipyard and Esquimalt Graving Dock.
Acuren Group Inc
2. The successful implementation of an in-situ repair saved BCF substantial
costs in direct costs and in loss of hire.
3. Problem has been identified and will be monitored.
4. Vessel Masters are identifying changes to docking procedures that will result
is less fatigue-inducing loading of the rudder trunk.