Spectral Fatigue Analysis

Methodology for Ships

and Offshore Units

July 2008

Guidance Note
NI 539 DT R00 E

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 GUIDANCE NOTE NI 539

Spectral Fatigue Analysis Methodology

for Ships and Offshore Units

Section 1 Spectral Fatigue Analysis Methodology

for Ships and Offshore Units

July 2008
2 Bureau Veritas July 2008
 Section 1 Spectral Fatigue Analysis Methodology
for Ships and Offshore Units
1 General 5
1.1 Introduction
1.2 SFA process
1.3 Conditions of analysis
2 Encountered conditions 5
2.1 Wave scatter diagrams
2.2 Wave spectrum
2.3 Loading conditions
2.4 Wave headings
3 Hydrodynamic analysis 7
3.1 Introduction
3.2 Hydrodynamic model
3.3 Analysis
4 Global structural analysis 8
4.1 Modeling and boundary conditions
4.2 Loading
4.3 Analysis
5 Fine mesh analysis 8
5.1 Modeling and boundary conditions
5.2 Loading
5.3 Hot spot stress RAO
6 Spectral analysis 9
6.1 Response spectrum
6.2 Spectral moments
6.3 Damage calculation

July 2008 Bureau Veritas 3

4 Bureau Veritas July 2008

SECTION 1 SPECTRAL FATIGUE ANALYSIS METHODOLOGY
FOR SHIPS AND OFFSHORE UNITS
1 General
1.1 Introduction
1.1.1 The present note provides the methodology to per-
form a Spectral Fatigue Analysis (SFA).
A spectral fatigue analysis is performed on structural details of
a ship structure or offshore unit to take account of the different
environmental conditions encountered by the structure during
its design life.
1.1.2 In this note, the fluctuating loads studied for fatigue
analysis are the wave-induced loads.
1.1.3 The Spectral Fatigue Analysis methodology described
in this note is based on linear frequency domain analysis.
1.2 SFA process
1.2.1 A procedure for fatigue strength assessment requires
determining:
the long term distribution of stresses resulting from the
action of the cyclic loads applied on the structure
the fatigue capacity of the structure, characterized by S-N
curves.
1.2.2 A Spectral Fatigue Analysis includes the following
steps, described in Fig 1:
Hydrodynamic analysis: external loads induced by the
waves on the ship structure or offshore unit as well as
the resulting motions are determined by a hydrody-
namic analysis in frequency domain.
Structural analysis: loads are transferred to the structural
model. Global analysis on a full or partial structural
model, followed by a very fine mesh analysis provide
the RAOs of stresses (Response Amplitude Operators) at
the location of interest.
Spectral analysis: the response spectrum at each location
of interest is obtained by the technique of spectral analy-
sis. The short-term distribution of stresses is obtained by
statistics over short-term sea-states, headings and load-
ing conditions of the ship or offshore unit. Long-term dis-
tribution of stresses during the design lifetime is then
obtained by summation over the wave scatter diagrams.
Fatigue damage: the fatigue damage is determined by
the Miner sum, either from the long-term distribution of
stress ranges and appropriate S-N curve or by summa-
tion of fatigue damage for each short-term response.
July 2008
NI 539, Sec 1
1.3 Conditions of analysis
1.3.1 Several models have to be prepared: static (still-water)
model corresponding to the loading condition being analy-
sed (draught, weight distribution), hydrodynamic model and
structural model. The objective is to apply to the structural
model the loads obtained from the hydrodynamic analysis.
Therefore, special attention is to be paid to the consistency
between these two models for transfer of loads.
1.3.2 The frequency calculation is carried out regarding
two principal parameters:
draught and loading condition
wave heading.
2 Encountered conditions
2.1 Wave scatter diagrams
2.1.1 The long-term description of seas encountered by the
ship or at the offshore unit site is usually provided in terms
of scatter diagram(s) of sea-states, giving the number of
observations over a certain period of discrete sea-states,
each being defined by the significant wave height Hs and a
period (e.g. the peak period Tp).
2.2 Wave spectrum
2.2.1 Each sea-state is described by a wave energy spectrum
of appropriate shape for the voyage or site under consider-
ation (e.g. Pierson-Moskowitz, JONSWAP, Ochi Hubble).
2.2.2 To take account of confused short-crested seas, the
total wave energy spectrum may be split according to wave
direction as follow:
S (, ) = S () G (, )
Where S() is the wave spectrum and G(,) the directional
spreading function, characterizing the directional distribu-
tion of the wave energy around the mean direction.
2.3 Loading conditions
2.3.1 Offshore units
The loading conditions that may be considered for SFA of
offshore units may be the ones described in NR445 Rules
for Offshore Units.
Representative loading conditions of the loading/unloading
sequences may be selected from the loading manual or
from operating data. Each loading condition being charac-
terized by the levels in oil and water ballast tanks and the
associated draught.
Bureau Veritas 5
NI 539, Sec 1

Figure 1 : SFA process

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2.3.2 Oil tankers
The loading conditions that may be considered for SFA of
oil tankers are the full load and ballast conditions, as
described in IACS Common Structural Rules for Double
Hull Oil Tankers or NR467 Rules for Steel Ships as the case
may be.
2.3.3 Bulk carriers
The loading conditions that may be considered for SFA of
bulk carriers are the homogeneous, normal ballast, heavy
ballast and eventually alternate conditions (depending on
bulk carrier notation), as described in IACS Common Struc-
tural Rules for Bulk Carriers or NR467 Rules for Steel Ships
as the case may be.
2.3.4 Other ships
The loading conditions that may be considered for SFA of
other ships are the ones described in NR467 Rules for Steel
Ships.
2.4 Wave headings
2.4.1 The range of headings to be considered depends on
the type of ship or offshore unit.
6 Bureau Veritas
For a trading ship or a spread moored unit, the range of
headings has to cover 360.
When the offshore unit is turret moored, the wave headings
of interest can be generally taken in the range [-90, 90]
from head sea. The range of wave headings may be deter-
mined more precisely by performing a heading study. In this
case, the environmental conditions (wave current, wind) are
to be combined as described in NI493 Classification of
Mooring Systems for Permanent Offshore Units, Appendix 2.
When swell and wind seas are independant, both condi-
tions are to be computed separately.
2.4.2 A heading interval in the range of 15 to 22 will be
adequate to get accurate directional response using direc-
tional spectrum.
The heading interval is often taken as 45, in relation with
commonly available directional information. This is how-
ever not sufficient to catch the directional response of the
structure to waves (e.g. horizontal wave bending moment)
and precludes the use of directional spectrum to describe
waves.
July 2008

3 Hydrodynamic analysis
3.1 Introduction
3.1.1 The objective of the hydrodynamic analysis is to eval-
uate by direct calculations RAOs of wave-induced loads
(e.g. motions, accelerations, wave pressures and hull girder
loads such as bending moments and shear forces), for the
environmental conditions during the ship trading routes or
at the site where the offshore unit will operate.
3.1.2 The hydrodynamic analysis is to be carried out using
a recognised software, such as Hydrostar of the Society. In
particular, the use of a software based on three dimensional
potential flow based diffraction radiation theory is required.
Any other software is to be documented.
3.2 Hydrodynamic model
3.2.1 General
The model should take into account the following effects:
The ship or unit forms with appendices (e.g. skeg), if any
The weight distribution of the loading conditions
described in [3.2.2], including lightship distribution
The connections with the seabed if any.
For each loading condition, the hydrodynamic model is to
be consistent with the loading manual in terms of mass dis-
tribution, inertia, trim, still water bending moments and
shear forces.
3.2.2 Weight distribution
The inertia matrices necessary to the hydrodynamic analysis
can be derived from the mass model. The mass model has
to reflect the steel weight distribution, the weight distribu-
tion of cargo and ballast and the weight distributions of oth-
ers items (e.g. topside structures for offshore units)
For a full structural model, the mass matrix is obtained from
the structural model which includes a description of the
mass distribution.
For a three holds structural model, the mass matrix of the
modeled part is obtained in the same way as for the full ship
structural model. The mass matrix of the fore and aft parts
have to be evaluated as well, so that the aggregate mass
matrix of all 3 parts is matching the global mass matrix.
Any inaccuracy on mass matrix may result in either an
unbalance of the structural model or incorrect end shear
forces and/or bending moments.
3.2.3 Dimension of panels
In the cylindrical part of the ship or offshore unit, the wave
length must be properly described: 6 to 10 points over one
wave length. For this reason, the following relationship may
be satisfied:
L w ave
L pa ne l -----------
-
10
where:
2
gT
L w ave = --------
2 tural behaviour of the ship or of the offshore unit under
T : Shortest encountered wave period.
July 2008 Bureau Veritas
NI 539, Sec 1
The size of elements may be constant but needs to be
refined near the waterline, at the end parts of the model and
at the location of sharp corners.
3.2.4 Number of elements
The wetted surface of the ship or unit should be modeled by
a sufficient number of elements.
The number of elements is to be taken between 700 to 1500
for a half hull. A greater number of elements normally does
not influence the results.
3.3 Analysis
3.3.1 General
The hydrodynamic analysis is based on linear theory. The
motions are calculated without taking into account non-lin-
earities due to intermittent wetting effect in the splash zone,
flare and water on deck.
The motion analysis will account for such loads as the
external loads by incident and diffracted wave, the inertial
loads, the hydrodynamic added mass and damping loads
and the hydrostatic restoring forces.
3.3.2 Range of frequencies
A range of wave frequencies of 0,1 to 1,5 rad/s is normally
sufficient.
30 to 35 wave frequencies is adequate. 20 is a minimum.
A refinement around the ship resonance frequency is rec-
ommended.
3.3.3 Rolling damping
Roll motion is sensible to roll damping. The viscous part of
roll damping may be calibrated by model tests or estimated
by semi-empiric formulation.
In the case where no value is available, the following roll
damping may be considered:
Linear damping coefficients:
taken between 5% and 8% of the critical damping
for tankers, bulk carriers and LNG carriers
taken between 3% and 5% of the critical damping
for container ship
Quadratic damping coefficient :
0,5CdB4L
where:
: Sea water density, in t/m3
Cd : Adimensional drag coefficient, whose
value depends on hull shape, may be
taken within the range [0,08 ; 0,1] for
offshore units and [0,06 ; 0,08] for ships
B : Ship or unit breadth, in m
L : Ship or unit length, in m.
3.3.4 Results
The results provided by the hydrodynamic calculations are
the RAOs of loads (e.g. external pressures, motions...) for
the different combinations of frequencies, headings and
loading conditions. The next step is to determine the struc-
these conditions.
7
NI 539, Sec 1
4 Global structural analysis
4.1 Modeling and boundary conditions
4.1.1 General
The structural model may be a full model, or includes sev-
eral cargo holds (generally 3), centered on the area of inter-
est for the fatigue analysis.
Attention is to be paid for the mesh on the waterline area,
for the considered loading conditions. In this area, the
height of panels is to be reduced. A panel height equal to
ordinary stiffener spacing may be used.
4.1.2 Full model
In the case of a full model, modeling and boundary condi-
tions are to be in accordance with NR467 Rules for Steel
Ships , Pt B, Ch 7, App 3, [2].
4.1.3 Three holds model
In the case of a three holds model and depending on the
ship or unit type, modeling and boundary conditions are to
be in accordance with:
Rules for Offshore Units (NR445)
CSR for Oil Tankers (NR523)
CSR for Bulk Carriers (NR522)
Rules for Steel Ships (NR467).
4.2 Loading
4.2.1 General
Wave pressures and inertia loads obtained from the hydro-
dynamic analysis are to be transferred from the hydrody-
namic model into the structural model. Hydrodynamic and
structural models have to be consistent, both in geometry
and in the description of mass.
Under the assumptions of a linear spectral analysis, overall
loading for each combination of frequency, wave heading
and loading is harmonic and can be described by real and
imaginary parts.
4.2.2 Wave pressure loads
The sea pressure obtained from the hydrodynamic analysis
has to be transferred to the structural model of the ship or
offshore unit.
In the case the mesh of the hydrodynamic model and the
structural model are the same, the sea pressure may be
taken directly from the hydrodynamic analysis and applied
to finite elements.
4.2.3 Intermittent wetting
In linear diffraction-radiation analysis, hydrodynamic pres-
sure is obtained over the wetted surface at rest as a har-
monic pressure variation at each point. Therefore, the
pressure on the side shell between the surface at rest and a
wave crest is not modeled, and in a wave through below the
surface at rest, an unrealistic negative pressure is generated.
Intermittent wetting effect, in the free surface area, is to be
taken into account by means of an additional pressure load-
ing on the side shell.
8 Bureau Veritas
4.2.4 Internal tank pressure and cargo loads
The pressure in internal tank or cargo hold is deduced from
the tank accelerations.
A quasi-static approximation may be used, under the
assumption of small movements of the ship or offshore unit,
where the pressure is defined based on the intensity and
angular variations of the total acceleration, including gravity.
Non-linearities induced by pressure distribution in internal
tank and cargo hold is to be avoided as fatigue calculation
is performed in the frequency domain.
4.2.5 Inertia loadings
The inertia loading is generated from the accelerations act-
ing on the steel mass of the structure, and other masses.
4.2.6 Hull girder loads for three holds models
In the case of a three holds model, hull girder bending
moments and shear forces are to be determined to represent
the ends of the model, and are used as boundary conditions.
4.3 Analysis
4.3.1 When structural analysis takes into account still water
and dynamic effects, an additional still water calculation is
to be performed for each loading condition.
4.3.2 The RAOs of displacements of the global calculation
are extracted in the area of fatigue interest as boundary con-
ditions for the fine mesh analysis.
5 Fine mesh analysis
5.1 Modeling and boundary conditions
5.1.1 Depending on the ship or unit type, fine mesh model-
ing and boundary conditions are to be in accordance with:
Rules for Offshore Units (NR445)
CSR for Oil Tankers (NR523)
CSR for Bulk Carriers (NR522)
Rules for Steel Ships (NR467).
5.2 Loading
5.2.1 The fine mesh is to be loaded with the same loads
than those applied in the global model in [4.2].
5.3 Hot spot stress RAO
5.3.1 Depending on the ship or unit type, the hot spot
stress RAO may be calculated according to:
Rules for Offshore Units (NR445)
CSR for Oil Tankers (NR523)
CSR for Bulk Carriers (NR522)
Rules for Steel Ships (NR467).
5.3.2 When structural analysis takes into account still water
and dynamic effects, an additional fine mesh calculation in
still water condition is to be performed for each loading
condition to get the still water hot spot stress at location of
interest.
July 2008
 NI 539, Sec 1

For each loading condition, this stress is to be deduced to the Mean zero-up-crossing period of the stress response:
real and imaginary hot spot stresses calculated for the differ-
m
ent load cases (combinations of frequency and heading). T z = 2 -------0
m2
5.3.3 On the free surface area, the hot spot stresses RAO
are to be corrected to take account of the intermittent wet- 6.2.2 In the case of a ship with an advance speed V, the
ting effect. spectral moments are given by:

The RAO correction may be based on an additional stress,
S ( ) d
n
function of an additional loading and combined with the Mn = e

Relative Wave Elevation (RWE) calculated at each frequency. 0

Where e is the encountered frequency calculated as:

6 Spectral analysis V cos
2
e = --------------------------------
g
6.1 Response spectrum
6.3 Damage calculation
6.1.1 A linear modeling of the ship is assumed for fatigue.
The structural response is then described by a superposition 6.3.1 Short-term distribution
of the response of all regular wave components, leading to a For a ship or offshore unit, the stress range is generally
frequency analysis. assumed narrow banded and assumed to be Rayleigh dis-
The response spectrum is given as follow: tributed during each short-term loading state.

S ( H s, T z, ) = H ( ) S ( Hs , T z )
2
6.3.2 Short-term damage for a single slope S-N
curve
H (,) is the stress range transfer function obtained for
For a single slope S-N curve, the damage corresponding to
each loading condition, whose values depend on the wave
one sea-state spectrum (Hs, Tz) is given as follow:
frequency and on the heading angle. It contains all the
D = ------------- ( 2 2m 0 ) ----- + 1
RAOs of stresses. T m m
K Tz 2
When directional spreading is considered according to
[2.2], the stress response is obtained as: where:
K,m : S-N curve parameters of the single slope S-N
S ( H s, T z, ) = H ( ) S ( Hs , T z ) G ( , )
2

curve
6.1.2 Mean stress effect T : Reference duration
The response spectrum may be corrected to take account of m0 : Spectral moment of order 0
the less damaging effect of the compressive part of the stress : Gamma function.
range, for each loading condition if any.
6.3.3 Short-term damage for a two slopes S-N curve
The correction requires the mean stress calculation at loca-
For a two slopes S-N curve, the damage corresponding to
tion of interest for each loading condition.
one sea-state spectrum (Hs, Tz) is given as follow:
Depending on the ship or unit type, Mean stress effect cor-
D = ------------- ( 2 2m 0 ) ----- + 1
T m m
rection may be carried out according to:
K Tz 2
Rules for Offshore Units (NR445)
where:
CSR for Oil Tankers (NR523)
: Coefficient taking account of the change of
CSR for Bulk Carriers (NR522) slope in the S-N curve, taken equal to:
Rules for Steel Ships (NR467).
m K m m m
1 + ----- ;A + ----- ( 2 2m0 ) 1 + ------ ;A
2 K 2
6.2 Spectral moments = --------------------------------------------------------------------------------------------------------------------

1 + -----
m
6.2.1 The spectral moments of order n of the stress process 2
are given by: A : Coefficient taken equal to:

SQ 2
A = ------------------
S ( ) d
n
Mn = 2 2m
0
0
K, m : Parameters of the S-N curve above change of
Assuming that the stress process is stationary and Gaussian, slope
the statistical parameters of the stress process are obtained
from the spectral moments as follow: K, m : Parameters of the S-N curve below change of
slope
RMS (Root Mean Square):
T : Reference duration
RMS = m0 m0 : Spectral moment of order 0

July 2008 Bureau Veritas 9

NI 539, Sec 1

[X+1] : Complete Gamma function The long-term damage is given as follow:

[X+1;]: Incomplete Gamma function
D = Pr Pr Pr
i j k D i jk
[X+1;] : [X+1]- [X+1;] ij k

where:
SQ : Stress range at change of slope on the S-N
curve. Pri : Joint-Probability of (Hs, Tz) of the considered
sea-state in the scatter diagram
6.3.4 Long-term damage Prj : Probability of occurence of each wave heading
The long-term damage is the sum of the short-term dam- Prk : Probability of occurence of the considered
ages, weighted by the probability of occurence of each loading condition
loading state, considering the number of stress cycles in this Dijk : Short-term damage calculated in [6.3.2] or
loading state. [6.3.3].

10 Bureau Veritas July 2008