vi « 5 ae Bore FATIGUE STRENGTH OF WELDED SHIP STRUCTURES NI 993 DSM Rot E 17 bis, Place des Reflets - La Défense 2 - 92400 Courbevoie Tel, 33 (1) 42 91 5291 - Telex 615976 F BVDSM - Fax. 93 (1) 42 91 52 92 Postal Address : Codex 44 - 92077 Paris La Détense[ate wot er pany on ra ncaa mubraes, nove, deg ee, sre ‘raafeea ny es end tary papons er vsisg nasal amar skeen rar uch a at Hen oa lan, meat gs ard mosh posers st ‘eoced 9 Soc Th soca rh presmee ane publenes Pune ‘or clasenan, Gucence Note an ober feconeme Fons 9) + an. Cavtewss,” Aneeaane and Ragone ftowng 12 imanentent (course Fstees Rogier, 1.2. «The Seda seo paripans te aplation of Natonal and inmate ‘epaslra er Senre. pea y oseaten fa aera Gove Ts ‘en we arnt clactely radio = Canton = 1.3. The Beit can ao evi seve ld Cisne Catan ch 1.5, Toe Seen u thr aed nay not be could a 0 Underaca,Botr a ‘ips ne or catateg Sper Unt wlaton, Conaing ghr Conta Na ‘cea Masuacaer, Spl. 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Sten tec 128 “in erg ot of sma a he St kat by Cast ‘Nbrzae ota Casto hare, rae, = Thase Geral Conatone conetata the ste conracu ailgedons Bncing tepether the Seciny and the Chant Yo the stain of al other ‘Roreeaiaon statements tn, condone whetbc eras erp. Thy Nay ‘ateale wing by rosa spon 132. The wet of om or rae atptons ofthe seven Germ Cantars doe ‘aft aay th onaing prs: 122.. The seers tran ate paceeren ovr any detntns caning #8 same ‘pce wc may eps eer cases ase he SasaNI 393 DSM R01 E — JULY 1998 The page — 2 — of this reprinting is to be replaced by the Marine Division General Conditions mentioned overleaf. NOTA: This Guidance Note is complementary to the BV Rules for the Classification of Stee! Ships, and to be applied only for structural components not covered by the Rules. Therefore, when the verification of steel ship structural details is compulsory following the prescriptions of Part B Volume 2 Chapter 7 (NR 469.2) , the Guidance Note is not applicable. Bureau Veritas 10/2002Section Section Section FATIGUE STRENGTH OF WELDED SHIP STRUCTURES. 1 zw 21 22 3. Bl 32 33 LL 12 13 14 TABLE OF CONTENTS GENERAL Definition of fatigue Scope of application Fatigue strength of characteristic structural details LONG TERM DISTRIBUTION OF STRESSES General Determination of loads Selection of the loading conditions Determination of loads 2.21 General 2.2.2 Head sea condition 2.2.3 Oblique sea condition Long term distribution of stresses Definition of stresses Determination of stresses 3.2.1 Nominal stresses 3.2.2 Hot spot stresses 3.2.3 Notch stresses Long term distribution of stresses CAPACITY OF THE STRUCTURE General Testing methodologies S-Neurves Prototype testing Fracture mechanics Bureau VeritasSection 21 22 3 32 41 42 4. 2. 21 22 3 31 3.2 Experimental S-N curves General Standard S-N curves 2.21 General 2.2.2 U.K. DEn basic S-N curves 2.23 IWS-Neurves Design S-N curves General Design S-N curves 3.2.1 Nominal stress approach 3.2.2. Hot spot stress approach 3.2.3. Notch stress approach 3.2.4 Bureau Veritas design S-N curve Prototype testing General Fatigue testing procedure ASSESSMENT OF THE FATIGUE STRENGTH General Characteristics of the design S-N curve Basic design S-N curve 21.1 Probability of failure 2.2. Haibach effect 213 Bureau Veritas design S-N curve Correction of the design S-N curve 221 General 2.2.2. Influence of static and residual stresses 2.2.3 Influence of compressive stresses 2.2.4 Influence of plate thickness 2.2.5 Influence of the material 2.2.6 Influence of the environment 2.2.7 Workmanship Determination of the fatigue damage General Miner-Palmgren approach Bureau Veritas3.3 Closed form fatigue life equation 3.3.1 General 3.3.2. Fatigue life 4 Improvement of the fatigue strength of welded joints Section 5. FATIGUE RELIABILITY 1. General 2 Probability of failure 3. Statistics for reliability model Section 6. CONCLUSION ‘Appendix AU, K, DEn Welded Joint Classification and Basie Design S-N Curves Appendix _LLLW - Welded Joint Classification and Basic Design S-N Curves Bureau VeritasBureau VeritasSYMBOLS ‘The symbols considered throughout this Guidance Note have the following meaning : L B Muy: Mos: rule length, inm, moulded breadth, in m, scantling draught, in m, Graught, in m, for the loading condition considered, block coefficient, C, = TBT, moulded displacement, in m’, at draught T,, tule vertical wave bending moment, in kN.m, (My), = 110C MLB (C, +0,7) 107 in sagging condition (Muy), =190C M LBC, 107 in hogging condition -pys c=10,75. (~ E for Ls300m 100 J C=10,75 for L>300m rule horizontal wave bending moment, in kN.m, Mys =16ML™ BT 107 distribution factor as obtained from the following Figure : still water bending moment, in KN.m, at the cross section considered for the relevant loading condition, assumed ~ negative in sagging condition - positive in hogging condition Bureau VeritasXo Yor 26 XpYp 2, Yan Zan : coordinates of the centre of gravity of a compartment, + coordinates, in m, of the load point under consideration, 2 coordinates, in m, of the uppermost point of a tank, the ship being heeled at roll angle Ax, YeoVy s¥_ + longitudinal, transverse and vertical accelerations, in m/s’, of the centre of gravity of ee Pe Po Ag fe compartment for the basic sea state considered, length of a compartment, in m, distance, in m, from the load point to the top of compartment, distance, in m, from the top of compartment to the top of air pipe, reference load height, in m, y= 0,02 L , without being taken greater than 2,4 m, cargo density, in vm’, 8d or ps, whichever is the greater, setting pressure of safety valves, in kNim*, Ps for liquefied gas carriers, Ps-24 for chemical carriers if p, 224 0 for chemical carriers if p, <24 Ps-1020 for other ships, acceleration of gravity, equal to 9.81 m/s*, rule amplitude of pitch motion, in rad, taken as : Apa 88403 with Ap s02 L TCs frequency of pitch motion, taken as : 1(25V 19 ~ V oh (28¥ 8 WY oo7 al L vc 100" 7) rule amplitude of roll motion, in rad, taken as : Ag=ap Ao withA, £0,35 frequency of roll motion, f, é Tp =2,2 - cM Bureau VeritasAy = 1393 aS to be taken not less than 1,0 mo ons F145 Be hy : wave parameter, taken as hy =11,44 ta2e P for L<350m ay * for L2350m GM : distance, in m, from the ship centre of gravity to the transverse metacentre for the loading condition considered, 6: sollradius of gyration, inm, ‘Where 8 is unknown, following values may be considered 8 8 035 B in general = 030B for ore carriers ‘Where § and GM are unknown, following values may be considered for GM. GM = 007B in general OM = 0,12B for tankers and bulk carriers GM = 0,16B for ore carriers Y + Tule amplitude of heave acceleration, in m/s*, taken as : _ 190-01L, 30+02L, Ys For data not explicitely specified in this Guidance Note, refer to the relevant chapters of Bureau Veritas Rules for the Classification of Ships. Bureau Veritas10 Bureau Veritasu SECTION 1. GENERAL 1. DEFINITION OF FATIGUE 1.1 Fatigue and corrosion are recognized as the predominant factors which contribute to the structural failures observed on ships in service. Though fatigue cracking does not generally result in catastrophic failures, it is responsible for much costly ship repair work. 1.2. Fatigue may be defined as a process of cycle by cycle accumulation of damage in 2 structure subjected to fluctuating stresses, going through several stages from the initial “crack-free” state to a “failure” state. For welded structures, the fatigue process which includes three main phases : ‘+ initiation, * propagation or crack growth, and © final failure, is mainly governed by the crack growth. 1.3 There are two different types of fatigue : © oligo-cyclic fatigue occurring for a low number of cycles, less than 5 10°, in the range of plastic deformations, ‘© high-cyclie fatigue occurring for a large number of cycles in the range of elastic deformations. Fatigue observed on ship structures is generally of the second type. 2. SCOPE OF APPLICATION 21 The present Guidance Note provides with basic information for assessment of the fatigue strength of welded ship structures made of steel, where considered necessary in application of Article 3-24 of Bureau Veritas Rules and Regulations for the Classification of Ships. 2.2 As for any other mode of failure, assessment of the fatigue strength of welded ship structures. necessitates to determine : the demand characterized by the long term distribution of stresses resulting from the action of the various cyclic loads applied on the structure, and + the fatigue capacity of the structure, characterized cither by S-N curves or by the fatigue crack growth rate of the material, and to select a design criterion above which the structure is considered as having failed. ‘The procedure which is described hereafter and summarized in Figure 1-1 includes the following steps : # determination of loads and stresses, refer to Section 2, © selection of the design S-N curve for the structural detail considered, refer to Section 3, assessment of the fatigue strength and calculation of the fatigue life according to the Miner cumulative damage rule, refer to Section 4 Bureau Veritas12 Procedure for Assessment of the Fatigue Strength Selection of structural details y Selection of relevant loading conditions ‘based on rules ¥ “FE global analysis -FE local analysis ¥ Hot spot stresses (Cumulative damage ratio Y Fatigue life satisfactory ? ey End Figure 1-1 2.3. There are many factors which affect the fatigue behaviour of ship structures subjected to cyclic Toads; they are : © geometry of the members or configuration of the weld details producing stress concentrations, materials and welding procedures, workmanship, loading conditions, sea conditions, environmental conditions, Influence on the fatigue life of most of these factors is considered in this Guidance Note. However, it is assumed that the welding procedures and workmanship are carried out according to the rule standards and state-of-the-art in such a way that, with the exception of particular designs, their influence on the fatigue life need not be considered since itis implicitly imbedded in the experimental S-N curves. Bureau Veritas3 24 As indicated in 3.1 of Section 2, three kinds of stresses (nominal, hot spot or notch stresses) may bbe considered to assess the fatigue strength of structural details. The procedure adopted by Bureau Veritas is based on the "notch stress” approach. However, the other two approaches may be used, considering the general information given in this Guidance Note. In such a case, necessary information is to be given to the Society for review and, in particular, the selection of the design S-N curve is to be duly justified. 3. FATIGUE STRENGTH OF CHARACTERISTIC STRUCTURAL DETAILS 3.1 Experience gathered for many years enables to define, depending on the type of ship, the structural details for which it may be necessary to assess the fatigue strength, taking into account the consequences of failures on the ship's structural integrity. 3.2 Asa guidance, the fatigue life of the following structural details may have to be assessed All types of ships : shell and deck longitudinals at connection to transverse webs and transverse bulkheads, + inner hull longitudinals at connection to transverse webs and transverse bulkheads, transverse web frame end brackets, horizontal girder end brackets on transverse bulkheads, ‘connection of the sloped longitudinal bulkhead plating of hopper tanks to the inner bottom plating, . Weld connections of transverse webs to knuckles of inner hull, «connection of corrugation flanges and stool side plating to the stool top plate, connection of the stool side plating and floors undemeath to the inner bottom plating, . cut-outs in primary members for secondary stiffener connections, welded connection of stringer plate to sheerstrake, cargo hatch opening corners, hatch side coaming structural details, end connections of hatch side coamings. © Oil Tankers connection of corrugation flanges to plane bulkheads, . cross ties and their end connections. © Single Side Skin Bulk Carriers side shell frames and their end brackets. Bureau Veritas14 Bureau Veritas15 SECTION 2. LONG TERM DISTRIBUTION OF STRESSES 1. GENERAL 1.1. Ship structures are subjected to various types of fluctuating loads : static loads, wave-induced loads, dynamic loads resulting from main engine or propeller induced vibratory forces, impact loads such as slamming and whipping or sloshing, ‘transient loads such as thermal stresses, and residual stresses from welding, Impact loads which are controlled by Shipmasters and, more and more often, by Hull Monitoring Systems may be avoided by modifying the ship's route and/or the ship's speed. Likewise, experience shows that, within the cargo region, structural resonance with excitations from the main engine and/or the propeller occurs very seldom. 1.2 Depending on the type of ship, still water stresses vary slowly during each voyage or change significantly from voyage to voyage (fully laden or ballast). In weather exposed areas, thermal stresses follow the diurnal changes in air temperature. Therefore, stil! water and thermal stresses are very low frequency and may be considered as static stresses whose influence is mainly to shift the mean stress. Finally, only wave-induced loads are considered in the procedure, with due consideration given to the influence on the fatigue life of static and residual stresses (refer to 2.3 of Section 4). 1.3 Wave-induced stresses are not of constant amplitude but change from cycle to cycle. Assessment of the fatigue strength of ship structures necessitates to know the load/tress history which gives, over the ship's life, the distribution of stress variations. Among the various methods proposed to build up the stress history of structures subjected to fluctuating loads, the most commonly used in ship design consists in determining the stress range histogramme, taking into account that the ocean surface may be described mathematically and wave loads predicted thanks to the use of statistical methods. 1.4 The construction of this load history requires generally to carry out a structural "spectral analysis" for: ‘+ calculation of the transfer functions of loads and stresses on regular waves of unit amplitude for a range of wave periods and heading angles, ‘+ determination of the response spectra of stresses for various wave spectra and heading angles (€ach sea state is represented by a two-dimensional directional wave spectrum defined in terms of two parameters, significant height and mean apparent period), ‘+ determination of the short term structural response for various sea states and heading angles, ‘* construction of the long term distribution of stresses giving the probability P(x,) of the stresses ‘exceeding Xsby combining : ~ the short term probability of x exceeding a specified value x,, ~ the probability of encountering each sea state, Bureau Veritas16 - the probability of encountering the heading angle a, - the probability of encountering the maximum speed or a reduced speed. However, such a time-consuming process cannot be used on a current basis as a standard procedure to assess the fatigue strength of structural details, which led Bureau Veritas to develop a simplified fatigue analysis procedure described in the present Guidance Note. 1.5 Much research as well as measurements at sea have been performed on various types of ships to determine the most appropriate probability distribution functions to represent the wave-induced stress spectrum. From comparison of the long term distribution of hull girder wave-induced stresses measured on various types of ships with long term extrapolations using different probability distributions, the two- parameter Weibull distribution gives good correlation with actual data to describe the ship loading history. Subject to additional assumptions, as stated in 3.3.2, this acknowledgement enables to build up the long term distribution of wave-induced stresses by determining the extreme stress range over 2 given period of time (Nz = 10° cycles in Bureau Veritas Rules) and to express the fatigue life in a closed form equation. 1.6 Based on this assumption, the results of the 3D structural analyses carried out during the basic design process according to the procedure described in Section 3-05 of Bureau Veritas Rules may be used as input data for local analyses of structural details and calculation of the extreme stress ranges over the period of time consirered in the Rules, i.e. Nx = 10° cycles. Itis worth mentioning that the rule loads which are considered to perform the structural analyses, are based on the results of extensive calculations of the ship behaviour at sea performed for various ‘types of ships and on the return of experience for ships in service. 2. DETERMINATION OF LOADS 2.1 Selection of the loading conditions As it may be observed from examination of the loading manuals for various types of ships, many different loading conditions occur during the ship's life. However, many ships are navigating most of their life with standard conditions, mainly fully laden and ballast conditions. Consequently, unless different loading conditions need to be considered depending on the ship’s type, fatigue analyses may be limited to the following two conditions : © fully laden, and © ballast. 2.2 Determination of loads 2.2.1 General (@ According to Bureau Veritas Rules for the Classification of Ships, for each relevant loading condition two basic sea states are considered to determine the design loads; they are : + head sea condition, and oblique sea condition. Bureau Veritas7 “These basic sea states combine the various dynamic effects of the environment on the hull structure and include the following load components : ‘+ hull girder loads (ie. wave bending and torsional moments and shear forces), ‘* extemal sea pressures, ‘+ internal inertial and fluctuating loads, According to Bureau Veritas Rules, extemal sea pressures and internal loads are calculated in the transverse section which contains the centre of gravity of each compartment and are assumed to be constant over its length. Gii) Conventions of sign are as follows tensile stresses are positive, compressive stresses are negative. 2.2.2 Head sea condition Maximum and minimum loads are determined for the following two cases ( refer to Table 2-1) : © case 11: static sea pressures associated to maximum and minimum. inertial cargo or ballast loads, * case 12: maximum (ship on crest of wave) and minimum (ship on trough of wave) wave-induced sea pressures associated to static intemal cargo or ballast loads. For each of these two cases, global and jocal loads are calculated as indicated hereafter. 2.2.21 Case 1 8) Global loads : + still water bending moment Msy for the loading condition considered, + vertical wave bending moment : - in sagging condition for maximum intemal cargo or ballast loads, - in hogging condition for minimum internal cargo or ballast loads. ‘The hull girder bending stresses are given by : (2=N) ly (2-N) ly 6, = [May -0.45(Mwv), } 107 for maximum internal loads 10° for minimum internal loads o1={ May #045(Man)} where = I, : moment of inertia, in m‘, of a cross section about the horizontal neutral axis, N : vertical distance, in m, from the keel line to the neutral axis, 2: vertical distance, in m, from the keel line to the load point. Bureau Veritas18 1b) Local loads ‘+ static sea pressures determined for Ty, © internal cargo or ballast loads calculated for the maximum and minimum vertical acceleration components. Internal pressures, in kN/m*, inside cargo tanks are calculated as follows : - maximum pressure Pow =P. (O57, 6+ (7 ne Sef HPL ~ minimum pressure Pas =P. (057, 6. +(7s)un G.} +P: where : teay {eAr+Qnf)* (Zo -08T))Az}’ +0.25 (dam = 80084; + [On fe xe ADE (2.2.2.2 Case 12 4) Global loads ‘still water bending moment Mgy for the loading condition considered, «vertical wave bending moment : ~ in sagging condition where the ship is on trough of wave, - in hogging condition where the ship is on crest of wave. ‘The hull girder bending stresses are given by : 61 ={ Mey +0625 (Mwy), } “) 10° for ship on crest of wave 5, = { Mey ~ 0,625 (Mwy), } (2N)igs for ship on trough of wave ‘b) Local loads * static internal cargo or ballast pressures, in kN/m?, taken as : 2 =o.8 (4.+24] P pe (a 3% Pi =P. 84, +P, whichever is the greater. wave-induced sea pressures assuming the ship on crest or trough of wave (refer to Table 2-1). Bureau Veritas19 ‘The resultant external sea pressure, in kN/m?, applied on the outer shell is given by : 0(T, -z) +p, 20 for 257, for z2>T,, without being taken less than 0,15 L, L, = L but need not be greater than 200 m, Ps = Wave-induced sea pressure, in kN/m?, on the outer shell, taken as : 2n(T, - 2) ~ below the waterline ps = Pwr) en(- L ~above the waterline ps = Pyxs ~10(2~T}) ship on crest of wave, ship on trough of wave, Pau; ! pressure at waterline, in kN/m?, as defined hereafter : ) = fore end Pwr =42C(Cy + onf $5 325] VCp - within 0,4L amidships pyqy = 4,2C (Cy +0,7) -atend aus" 36169 +079{ $2522 2.23 Oblique sea condition Maximum and minimum loads are determined for the following two cases ( refer to Table 2-I) ‘© case 2: _ static sea pressures associated to maximum and minimum inertial cargo or ballast loads, © case 22: maximum and minimum wave-induced sea pressures associated to static internal cargo or ballast loads. For each of these two cases, global and local loads are calculated as indicated hereafter. 2231 Case 21 a) Global loads * still water bending moment Myy for the loading condition considered, * vertical wave bending moment : ~ in sagging condition for maximum intemal cargo or ballast loads, ~ in hogging condition for minimum internal cargo or ballast loads. Bureau Veritashorizontal wave bending moment : - port side in tension for maximum internal cargo or ballast loads, - starboard in tension for minimum internal cargo or ballast loads. ‘The hull girder bending stresses are given by : - maximum internal loads (port side - y > 0 ) -N 6. ={Mgy ~ 0330 (tw), | SD io +045 Mew 10? - minimum internal loads ( starboard - y <0 ) dios +0,45 © My, 107 y 4 = {My +030 (Mwy) } 7 I, : moment of inertia, in m‘, of a cross section about a vertical axis through the ship centreline, y + transverse distance, in m, from the load point to the centreline, measured positively port side. 'b) Local loads # static sea pressures determined for T;, ‘© intemal cargo or ballast loads calculated for the maximum and minimum vertical acceleration ‘components. Internal pressures, in KN/m’, inside cargo tanks are calculated as follows ~ maximum pressure Paar =e { (¥p-¥ai)¥y +(2ni~ Zp) OF 2dnac} +Pr - minimum pressure Prin =Pe { (p~Yas) Ty +(ns —2p) (admin } +r where: yay {esind, +r fh) @o-08T,) An} (Gn bya? (dna = B 608A + y (2 Fy)" VE AL +05 79) (ra)nin =BCOSAR~ y (2m fa) ¥G AR+OSYp)” 2.2.3.2 Case 22 ‘a) Global loads ‘© still water bending moment May for the loading condition considered, © vertical wave bending moment in sagging or hogging condition, Bureau Veritas2 ‘© horizontal wave bending moment taken as 0,625 Mya, (Port side is assumed in compression), ‘The hull girder bending stresses are given by : - portside (y > 0) 6, =(Mgy ~ 0,30 Myy NX) io = 0,625 © Myy 107 ht .@=sgn(z—N) Myy =(Mw), for z-N>0 Muy = (Mw), for z-N<0 - starboard (y < 0) 6, =(Mgy +0,30€ Myy’ 10 = 0,625 © Myx 107 Ty e=sgn(z-N) Mw =(Mw), fF Mw =(Mwy)s for by Local loads static intemal cargo or ballast loads, in KNim?, taken as ftee 4 24) p.8 (dt 5d, P= 2.84, + Po » whichever is the greater. ‘© wave-induced sea pressures (refer to Table 2-II ). The resultant external sea pressure, in kKN/m?, applied on the outer shell is given by : pl0(T~2)+p520 for 2£T, Paps for z >, , without being taken less than 0,15 Li where Ps: wave-induced sea pressure, in N/m’, on the outer shell, taken as 2nth )s10y A on (24. ) Ps =Pwn2 ~10(2—T)) below the waterline ps = 05 Py) 2 en( You L - above the waterline You + half breadth of ship, in m, measured at waterline, Pw2 + pressure, in kN/m’, at waterline taken a5 pwr) = 0.5 Pwui +10 Yur An Bureau Veritas22 Table 2-1 HEAD SEAS STATIC SEA PRESSURE SHIP ON CREST OF WAVE | SHIP ON TROUGH OF WAVE DYNAMIC CARGO LOADS | STATICINTERNALLOADS | STATIC INTERNAL LOADS Hill girder bending : Hull girder bending : Hull girder bending : M, M, M, 045 Myy 0,625 (Mwy), 0,625 (Mwv),. ‘Sea Loads Sea Loads Sea Loads "T, : draught of the loading case T, : draught of the loading case 435 hy =042 (Cy +9,2) 42] Cy 2en) T, ; draught of the loading case ‘Cargo loads Cargo loads ‘Cargo loads p= pa (OSte le+¥ede}+Py ‘The greater of the following : ‘The greater of the following : paves (d.+344,) p=pee (de +74 d,) P=Pe8 de*Po P=: 8 de +Po [Double bottom and double sides | Double bottom and double sides _| Double bottom and double sides The greater of the following ‘The greater of the following ‘The greater of the following Pepe t2(d,+05 4) pre (4. +344.) p=pe8 (4.+ 744s) Popes de + Pe P=Pe8 de +P9 P= pe de +Po Bureau Veritas23 ‘Table 2-11 OBLIQUE SEAS STATIC SEA PRESSURES - DYNAMIC INTERNAL LOADS. Hull girder bending 045° Myy 0,625 Mam ‘Sea Loads TT, : draught of the loading case Cargo loads ‘Ships without axial longitudinal bulkhead ~ cargo tank structure P=. fry (ye ~¥a) +72 (24 ~20)} +1 - double bottom and double sides P= pe 12 (de +0545) Cargo Toads ‘Ships with axial longitudinal bulkhead 5 | Portside + cargo tank structure = P= Pe [Ys (op -yar)+¥2 (ear~2e)} + - double bottom and double sides : P=Pe Ye(do+0.54,) Starboard cargo tank structure =p. {1y (+ Yaz) +12 (a2 -z")} +P - double bottom and double sides : P= Pe 12 (d,+054,) Bureau Veritas24 Table 2-II cont’d OBLIQUE SEAS DYNAMIC SEA PRESSURES - STATIC INTERNAL LOADS Hull girder bending M, 0,30. Mun 0,625 Mont Sea Loads ‘T, : draught of the loading case Cargo loads ‘The greater of the following : Pape ¥2 (de +05 d,) P=pes de +Po Double bottom and double sides ‘The greater of the following : P=Pe Y2 (de +05 dy) Pape de *Po Bureau Veritas25 LONG TERM DISTRIBUTION OF STRESSES 3.1 Definition of stresses Assessment of the fatigue strength of structural details necessitates to determine the stress at the hot spot, i.e. where cracks are initiated. Depending on the level of refinement of the method used to calculate the stresses, three kinds of stresses are considered in fatigue analyses, as shown in Figure 21 notch wes ee sein gouge hotspotsress measurements F : FE HOSS + Figure 2-1 - Definition of stresses i) Nominal stress is general stress in a structural component taking into account macro-geometric effects but disregarding the rising effects due to structural discontinuities as well as to the presence of welds. Nominal stresses may be calculated either by beam theory ot using coarse mesh FEM stress analysis, as defined in Article 3-053-21 ¢) of Bureau Veritas Rules for the Classification of Ships, are based on the applied loads and sectional properties of the component determined at the section considered. ii) Hot spot stress is a local stress at the hot spot taking into account the influence of structural discontinuities due to the geometry of the connection but excluding the effects of welds. The"hot spot stress” is expressed as follows : 6g =Ke o, where: Ge : hot spot stress, ©, : nominal stress, Kz: stress concentration factor due to the geometrical configuration of the connection. Bureau Veritas26 iii) Notch stress is a peak stress in a notch such as the root of a weld or the edge of a cut-out. This peak stress takes into account the stress concentrations due to the presence of notches. The "notch stress" may be expressed as follows : 0, =K, og where: ©, + notch stress, K; : fatigue notch factor including the effects associated with the presence of notches. For welded connections, the fatigue notch factor K, which includes only the effects associated with the weld geometry may be defined at a given fatigue life as follows : x, 58 Swe where: Scg : fatigue strength range of a smooth specimen, Sea: : fatigue strength range of a welded plate. ‘Table 2-III summarizes these definitions in terms of stress concentration factors: ‘Table 2-11 Approach / Detail Welded Connection Flame-cut edges Stress o=Kg Kyo, o=Kg Keo, Nominal stress K,=1,K, Hot-spot stress Ky #1, Ky Notch stress K, #1, K, #1 Kg #1, Kye 3.2 Determination of stresses 3.2.1 Nominal stresses For each basic sca state, as defined in paragraph 2.2, resultant nominal stresses o,, are obtained by combining the elementary nominal stresses = 6, =O, +0) +03 +6, +55 still water bending stress, 6, : vertical wave bending stress, Burean Veritas27 o, , warping stress, where applicable, 6, horizontal wave bending stress, 6, + local bending stress due to extemal or internal pressures. Depending on the type of structural detail, the local stress o; is to take into account, where relevant, the effects due to the local bending of : © the primary structure, + secondary stiffeners, and plating, Following rules may be considered for the calculation of nominal stresses ‘© nominal stresses are to take into account the gross geometric changes of the detail, © where nominal stresses are obtained from a finite element stress analysis, a uniform mesh is to be used with smooth transition and avoidance of abrupt changes in mesh size. To that end, the modelling principles as defined in Article 3-053-21 c) of Bureau Veritas Rules for the Classification of Ships may be adopted. The nominal stress at the "hot spot” is determined by extrapolation using the stresses in the region calculated at the gaussian points of cach element, 3.2.2 Hot spot stresses 3.2.2.1 Determination of hot spot stresses necessitates generally to carry out 2D or 3D fine mesh stress analyses, further to the 3D coarse mesh structural analysis. In that case, boundary nodal displacements or forces obtained from the 3D coarse mesh mode! are applied to the fine mesh model as boundary conditions In highly stressed areas, in particular in the vicinity of geometrical singularities, the level of stresses depends on the size of elements, due to the high stress gradient. Following rules may be considered for the modelling of local structures, as recommended by the International Institute of Welding : + hot-spot stresses are calculated using an idealized welded joint with no misalignment, «the finite element mesh is to be fine enough near the hot spot such that stresses and stress gradients can be determined at points comparable with the extrapolation points used for strain ‘gauge measurements, plating, webs and face plates of primary and secondary members are modelled by 4-node thin shell or 8-node solid elements. In case of steep stress gradient 8-node thin shell elements or 20-node solid elements are recommended, when thin shell elements are used, the structure is modelled at mid-face of the plates. Where considered necessary, the stiffness of the weld intersection should be taken into account (e.g. by modelling the welds by inclined shell elements), the aspect ratio of elements is not to be greater than 3, the size of elements located in the vicinity of the hot spot is to be about one to two times the thickness of the structural member, # the centroid of the first element adjacent to the weld toe is to be located between the weld toe ‘and 0.4 tof this toe, where tis the plate thickness, stresses are to be calculated at the surface of the plate in order to take into account the plate bending moment, where relevant. Bureau Veritas28 From the results of FEM analyses, three different procedures may be used to determine the hot spot stresses : stress extrapolation at the structural discontinuity where large stress gradient is expected, e.g. connection of longitudinals to transverse webs as shown in Figure 2-II. As illustrated, stress values at a distance of 0,5t and 1,5t from the weld toe are determined by interpolation of the ‘maximum tensile principal stress ranges at the centroid of each element in the region. Principal stresses to be considered are those forming an angle of less than 45 degrees with the normal to the weld toe, bearing in mind that fatigue cracks tend generally to propagate in a direction normal to the largest tensile principal stresses. The "hot spot” stress is then obtained by linear extrapolation to the weld toe, ‘© stress in the element at the hot spot where the geometry does not permit a clear development ofa stress gradient, ‘stress in the free edge for areas where no structural discontinuity exists ( e.g, radius of cut-out as shown in Figure 2-IIl. In that case, the “hot spot” stress may be obtained using truss elements with minimal stiffness along the free edge. att spo ainda rss leant ‘Botom plating Figure 2-111 ‘Bureau Veritas29 3.2.2.2 Hot spot stresses may also be determined by using parametric formulae giving the stress concentration factor Kg of typical structural connections for which nominal stresses can be easily calculated. In such a case, the hot spot stress is taken as : oo Ko on where G, is the nominal stress obtained fom application of the theory of structural mechanics or using a finite element stress analysis. As a guidance, stress concentration factors are given for the following three structural details : © shell and deck longitudinals at connection to transverse webs and transverse bulkheads, © vertically corrugated bulkheads at their connection to the lower stool or inner bottom, © radiused or welded knuckle joints. Other values for stress concentration factors may be used provided that necessary information be given to the Society for review. i) Table 2-IV gives the stress concentration factors for typical connections of longitudinal stiffeners to transverse primary members. The "hot spot” stress considered to assess the fatigue strength of the connection is to be taken as : 85 =Ky On +Ky Ow where : Sm : nominal hull girder bending stress, in Nim’, 6, : nominal local bending stress, in N/mm, calculated as follows : ‘Young’s modulus, in Nimm?, b, : flange width, in mm, t flange thickness, in mm, b : eccentricity, in mm, of the flange as defined in Figure 2-1V, Z__: section modulus, in cm’, of the longitudinal stiffener with attached plating, Zx + section modulus in A, in cm?, of the longitudinal stiffener about z axis without attached plating, Zs +: section modulus in B, in cm’, of the longitudinal stiffener about z axis without attached plating, Pe: : resultant lateral pressure, in kN/m, applied on the longitudinal stiffener for the basic case considered, 1, inertia, in em’, of the longitudinal stiffener about y axis with attached plating, 5: relative deflection, in mm, between the transverse bulkhead and adjacent transverse webs, as obtained from a 3D structural analysis, where applicable, Bureau Veritas30 span, in m, of the longitudinal stiffener, taken as : distance, in m, between supports, height, in m, of the web stiffener of the primary member. Table 2-IV Stress concentration factor Configuration axial stress local bending K,= 1,25 x a | (cota pate , Bureau Veritas3t Table 2-IV (cont'd) Stress concentration factor Configuration axial stress local bending K-12 Ky=14 Kyo LIS Ky= 135 Ky= 115 Ky= 140 K,= 11 Ky = 1,35 Bureau Veritas22 ‘Table 2-IV (cont'd) Stress concentration factor Configuration axial stress local bending Kyo 13 Ky= 155 x a Y fenaaiey ta K,=15 K,, = 1,25 Kpy=L5 a > i 25a Y ie ~ K.7 12 Ky= 145 Bureau VeritasTable 2-IV (cont'd) Stress concentration factor ee axial stress local bending 4 Kp LS Ky= Ls x — a wef rad Y —> Kael Ky= 1,1 ror) mw \ Sa ae : Kyo hl Kyo hl a Ky= 1,05 Ky= 1,05 Bureau Veritas34 ii) Table 2-V gives the stress concentration factors at the lower end of vertically corrugated watertight bulkheads for various structural arrangements, where the nominal stress c, is obtained from application of the beam theory or from the results of a 3D FEM stress analysis. Where 2 3D beam model is used to determine the distribution of stresses in the corrugations, nominal stresses are calculated as follows : x 10 where M_ : bending moment, in kN.m, at the lower end of corrugations, Zz = modulus, in cm’, of corrugations calculated considering the corrugation web fully effective, Where a 3D FEM stress analysis is carried out, nominal stresses are mean stresses at connection of corrugations to the stool top plate, where 2 bottom stool is fitted, and are determined by extrapolation of the stresses in the region calculated at the gaussian points of each element. In such a case, shedder and/or gusset plates are not to be included in the 3D FEM model Table 2-V Configuration Ke Configuration Ke it ot Ko= 2,35 Ko= 135 Ke = 1,95 ‘ 55° 1 Bureau Veritas35 Table 2 -V (cont'd) Configuration Ke Configuration | Ko | +t it La \ 30° 30" 4 {fi) Table 2-VI gives the stress concentration factors in the longitudinal (K,,) and transverse (K,) directions for various configurations of knuckle joints. The nominal stresso, at the knuckle joint is the ‘mean transverse stress determined by extrapolation of the stresses inthe region, as obtained from a 3D FEM stress analysis and calculated at the gaussian points of each element. Where corner scallops in transverse webs are not closed by collar plates, the stress concentration factor K,, as given in Table 2-VI, is to be increased by 40 per cent. ‘The fatigue life is to be calculated at the various "hot spots" where cracks may be initiated, as shown in Figures 2-V and 2-VI, depending on the type of connection. 7 a Section a- a Hot spot A Grecapn = Key Say Hot spot B Oyeye: =Ky 6, + Ky Oy Figure 2-V - Radiused connection Bureau Veritas36 Sectiona-a Hot spot A On Ky Say Hot spot Bo Osea =Kye Oe + Ky Oy Figure 2-VI - Welded connection hull girder bending stress in way of the knuckle, nominal mean transverse membrane stress in the sloped longitudinal bulkhead plating calculated at knuckle, geometric stress concentration factor associated to the hull girder bending stress, K,, may be taken as 1,3. Table 2-VI Configuration Bureau Veritas3” Table 2-VI (cont'd) Configuration Ke Configuration Ke K.= 2,25 Ky7 56 Ky = 3,30 Ky = 45 K,=15 Ky 224 ,05 Ky= 315 3.2.3 Notch stresses 3.2.3.1 Determination of the peak or "notch stress "which depends on the weld profile necessitates to carry out very fine mesh FEM analyses. The actual weld profile is generally not known and the following rules, as recommended by the International Institute of Welding, may be considered for the modelling of welds : © aneffective notch bottom radius of r= I mm is to be considered, the method is restricted to weld joints which are expected to fail from weld toe or weld root. Other causes of fatigue failure from, for instance, surface roughness or embedded defects are not covered, ‘flank angles of 30° for butt welds and 45° for fillet welds are suggested, Bureau Veritas38 © in cases where a mean geometrical notch root radius can be defined, for instance after certain ‘post weld improvement procedure, this geometrical radius plus Imm may be used in the calculation of effective notch stresses, the method is limited to thicknesses greater than 5 mm. 3.2.3.2 The fatigue notch factor K, which includes only the effects associated with the weld ‘geometry may be defined at a given fatigue life as follows s, K,=38 ae where : Sy: fatigue strength range of a smooth specimen, Swas ‘fatigue strength range of a welded plate. 3.2.3.3 Many parametric formulae or diagrammes have been proposed for determination of the fatigue notch factor. Based on analysis of these proposals as well as results of FEM calculations, the fatigue notch factor K, may be approximated for various weld configurations by the following formula fo where A. coefficient depending on the weld configuration and given in Table 2-VII, @ : mean weld toe angle, in degrees, without being taken less than 30°. Unless otherwise specified, @ may be taken as 30° for butt welds and 45° for fillet welds. Table 2-VI - Fatigue notch factor ‘Weld configuration a Longitudinally loaded butt weld 21 Longitudinally loaded fillet weld 18 Transversely loaded butt weld 24 ‘Transversely loaded fillet weld 215 Weld toe of fillet weld termination 2.9 Axially loaded fillet weld Cruciform joint 21 For flame-cut edges the fatigue notch factor K, may be taken as 1,4. Bureau Veritas39 3.2.34 Moreover, where deemed necessary, the influence of welding procedures and workmanship, such as misalignment or angular distorsion, is to be taken into account for the calculation of notch stresses. In that case, additional stress concentration factors are to be included in the geometric stress concentration factor Kg, as indicated in 2.3.7 of Section 4. 3.3 Long term distribution of stresses 3.3.1 As indicated in paragraph 2.1, calculations are carried out for two loading conditions (fully Jaden and ballast) and two sea states ( head sea and oblique sea conditions ). For each basic case, the stress range is calculated as follows : Full Load Headseas: Case 11: Sy, =| (yy) (Fs) ni | Case 12: Si =| (G12) mae ~ (Fr ean | Oblique seas: Case 21 Soy =| (O21) max ~ (O21) min | Case22; Sx =| (C22) — (Cx2 ie | Ballast Similar calculations as those carried out for the fully laden condition, enable to determine the stress ranges S; for the various basic cases ( head sea and oblique sea conditions ). 3.3.2 The probability density function of the two-parameter Weibull distribution considered to Gescribe the long term distribution of stresses is given by : £9 -£ (sy exp (-3) ; 7 where : & : shape parameter, w characteristic value of S, w=S, /(nN,)", Ng 2 number of cycles corresponding to the probability of exceedance of I/Ng. In the following LIN, is assumed equal to 10°, Sp: stress range at the probability of exceedance of I/Np. Local pressures are not scaled either by a Weibull distribution or by the same Weibull distribution as for the global loads, especially at low probability levels due to non linear effects. Taking into account the ‘© the more the characteristic parameter of the Weibull distributionis defined for a low number of cycles, the less dependent on the shape parameter is the damage ratio, ‘* most of the fatigue life damage occurs in the high life range of S-N curves, * mule local loads considered for assessment of the fatigue strength are based on a probability of exceedance of 10° for which non linear effects are less significant, Bureau Veritas40 it is therefore assumed that the probability density function of the long term distribution of total stresses (bull girder + local bending stresses) may be represented by a two-parameter Weibull distribution having ‘© its characteristic value determined for Nx = 10° cycles, © the same shape parameter & as that of the long term distribution of hull girder wave bending stresses. Where a long term analysis of the ship behaviour at sea is performed enabling to determine the Jong term distribution of hull girder bending stresses, the shape parameter & is determined as follows : 047 Gy 7 extreme hull girder bending stress, in Nim’, at strength deck at side for a probability of exceedance of 10°, ys extreme hull girder bending stress, in Nimm', at strength deck at side for a probability of exceedance of 10°, If no direct analysis of the ship behaviour at sea is performed, the shape parameter § may be taken as: 100 300 11-03 without being less than 0,85. Where the shape parameter & is equal to 1, the long term distribution of stresses is represented by a straight line on a log-decimal basis, as shown in Figure 2-VIL Figure 2-VII Bureau Veritas41 SECTION 3. CAPACITY OF THE STRUCTURE J. GENERAL 1.1 Testing methodologies The fatigue capacity of welded steel structures may be assessed according to three different methodologies : + S-Neurves, ‘© prototype testing, and ‘© fracture mechanics. 12 S.Neurves S-N curves which are the most common way to represent the fatigue capacity of welded steel joints, give the relationship between the fatigue life and the "nominal stress range” S applied to a ziven sample, the fatigue life being defined as the number of constant amplitude load eyeles N to failure, Fatigue cracks in welded structures are confined to welded joints or to flame-cut edges where notches and initial defects are located. S-N curves are therefore given for welded joints and flame-cut edges. 13 Prototype testing Prototype testing is the most direct way of assessing the fatigue strength for a particular structure. However, prototype testing is expensive and only cost-effective for critical structures or structures which are produced in series. This type of testing is generally not considered feasible for welded ship structures, except for very particular structural details. 1.4 Fracture mechanics ‘The fatigue life may also be obtained by application of fracture mechanics based on application of fatigue crack growth laws, such as the Paris law. These laws enable to predict the crack propagation life cycles from an initial crack size to final failure. This aspect is not considered in the present Guidance Note. 2. EXPERIMENTAL S-N CURVES 24 General Most of the S-N curves are determined in laboratories where specimens are subjected to cyclic constant amplitude loadings until failure. ‘The main parameters which influence the fatigue life of specimens are : Bureau Veritas42 © the stress range S, «the stress ratio R= A , where Sau and S,,, are defined in Figure 3-1. Fatigue tests are ‘generally performed at a constant stress ratio R comprised between 0 and 0,1, the geometric and weld concentrations, the direction of fluctuating stresses, the residual stresses and welding procedures. Sh Figure 3-I- Definition of Syn, ard Spor For welded joints made of steel, S-N curves are defined by their mean fatigue life and standard deviation in log N. The mean S-N curve, which means that for a stress level S the sample will fail with a probability of 50 per cent, is given by S™N=Kyy ‘Mean S-N curves are generally represented on a log-log basis by straight lines given by : m log $ + log N = log Ksy where : s nominal stress range, $= P/A for tension tests, P oad applied on the test specimen, A cross sectional area of the test specimen, N number of cycles to failure, m,Ks) : constants depending on the type of welded connection. Moreover, experimental S-N curves show a threshold level of stress below which the fatigue life is infinite. This level is known as the fatigue limit. 2.2 Standard S-N curves 2.2.1 General Many tests have been performed in laboratories to determine the S-N curves of various welded joints, and summarized in several publications : ‘+ Welding Institute Report R 124/5/76 - May 76 "Fatigue Design Rules for Welded Steel Joints", ‘* Ship Structure Committee Report SSC 318, 1982 "Fatigue Characterization of Fabricated Ship Details", ‘+ Welding Institute Report R 298/1986 - April 86 "Application of Fatigue Design Rules for Welded Steel Joints" Bureau Veritasen Aciers de © Eurocode 3 43 ATS - OTUA Report (in French), "La Résistance 4 la Fatigue des Assemblages Soudés a I'Are Construction Métallique", ~ Design of steel structures - Chapter 9 : Fatigue, ref ENV 1993-1-1=1992, ~ Calcul des structures en acier et Document d'Application Nationale - Chapitre 9 : Fatigue, ref AFNOR P22-31169 Déc 1992. © UK. Department of Energy, January 1990, "Offshore installations : Guidance on design, construction and certification”, * UK Department of Energy, August 1993, "Proposed Revision to Fatigue Guidance’, ‘© Intemational Institute of Welding, April 1996, "Recommendations on Fatigue of Welded Components”. 2.2.2. U.K. DEn (HSE) Basic S-N Curves The basic DEn $-N Curves for non-tubular joints, as given in the DEn’s Report of August 1993, consist of cight curves identified by B, C, D, E, F, F2, G and W, and correspond to non corrosive conditions. The proposed classification of welded details depends on the type of welded connection and includes the stress concentration factor associated with the local weld detail but not with the geometry of the structural detail. Typical welded connections observed on ship structures are classified in 6 categories © Category 1 © Category 2 © Category 3 © Category 4 © Category 5 © Category 6 Material free from weld, Continuous weld essentially parallel to the direction of stress, Transverse butt welds, Welded attachments on the surface or edge of a stressed member, Load-carrying fillet and T butt welds, Details in welded girders, Each S-N curve, as shown in Figure 3-II, represents a class of welded details, as categorized in Appendix A. The slope of all S-N curves is m= 3 and the change in slope (m = 5) occurs for N = 107 cycles. Table 3-I gives the mean constant K,, and standard deviation of log Ky : Table 3-1 DEn Class Ka Ke Standard Of S-N curve Nsi0? N>107 Deviation of log Ky B 1,342 10° 1,633 10 0.1821 c 8,855 10" 8,165 10" 0.2041 D 3,990 10" 2,162 10% 0.2095 E 3,259 108 1,543 10 0.2509 F 1,726 10 5,350 10" 02183 Fr 4,237 10 3,071 10" 02279 G 5,666 10!" 8,358 10" 0,1793 w 2,171 10" 1,689 10" 0,1846 Bureau VeritasFigure 3-II - DEn's S-N curves 2.2.3 IWS-N Curves ‘The International Institute of Welding (IIW) has established, for various welded joints, a set of fatigue S-N curves based on constant amplitude tests and on nominal stress range. ‘The IIW fatigue curves include the effects of : ‘structural stress concentrations for the detail shown, (within certain limits) * local stress concentrations due to the weld geometry, ° size and shape of weld imperfections within certain limits, © stress direction, © residual stresses, + metallurgical conditions, + welding process, (fusion welding if not otherwise stated), # inspection procedures, ifany, + postweld treatment, if any. Each S-N curve (refer to Figure 3-IID) represents 2 class of welded details as categorized in Appendix B. This Appendix gives partial information on thesize and shape of welds and the data refer toa standard quality for welding. If not otherwise stated, all butt welds are full penetration welds. ‘The NW S-N curves which are characterized by the fatigue strength of the detail at 2.10* cycles (refer to Figure 3-II1) are given for non corrosive conditions and for a survival probability of 95 per cent, The slope of all S-N curves is m = 3 and the change in slope (m= 5) occurs for N = 5.10® eycles. Bureau Veritaslog S slope m= 3.00 108 2108 S108 10" log Figure 3-IUl - J S-N Curves DESIGN S-N CURVES 3.1 General Experimental S-N curves are generally obtained with small specimens and there isa lack of similitude in the fatigue behaviour of test specimens and real welded structures, taking into account the effects of : fabrication conditions of welding are more favourable in laboratories than on board ships, which leads to a larger mean fatigue strength and a much smaller scatter, size the fatigue strength of specimens tends to decrease as the weld length per specimen increases, residual stresses very little is known about residual stresses in ship structures with regard to their magnitude (through thickness distribution, variation through service life and effect under random loading). In other words, the fatigue behaviour of test specimens and actual welded structural details is not identical, taking into account that the following effects are only partly imbedded in the experimental curves geometric stress concentrations, local concentrations due to weld geometry, residual stresses, welding procedures and workmanship. which necessitates to correct experimental S-N curves, as indicated in 2.1 and 2.2 of Section 4. Bureau Veritas46 3.2. Design S-N curves ‘The design $-N curve selected to assess the fatigue strength of a given structural detail depends on the type of stress approach considered to determine the long term distribution of stresses (refer to 3.1 of Section 2) ‘+ nominal stress approach, ‘+ hot spot stress approach, * notch stress approach. 3.2.1 Nominal stress approach As indicated in 1.2, experimental S-N curves give the relationship between the nominal stress range and the number of constant amplitude load cycles to failure, Therefore, when the fatigue analysis is based on the “nominal stress” approach, DEn or IIW S-N curves corresponding to the type of welded connection may be used, subject to adequate corrections as indicated in 2.1 and 2.2 of Section 4 3.2.2 Hot spot stress approach Assessment of the fatigue strength based on the "geometric stress” approach does not seem entirely appropriate : * definition of a "geometric" S-N curve is questionable since not only geometric stress concentrations but also local concentrations due to the weld geometry are imbedded in experimental DEn or ITW S-N curves, © influence on the fatigue life of the weld quality which depends on the welding procedures, weld position and detail complexity is not taken into account. However, this approach may be used when the S-N curve is obtained from prototype testing, 3.2.3 Notch stress approach By definition, the notch stress includes stress concentrations due to the effects of structural geometry and presence of welds. Therefore, the design S-N curve based on the "notch stress” approach is to be such that K=K, K, =1, ie. should correspond to the S-N curve for smooth specimens. The $-N curve corresponding to the as-rolled condition may also be used, noting that the ratio of the mean fatigue strength at 10° cycles of smooth specimens Sss to that of plates in the as- rolled condition S,. is not less than 1,45 : Sos = Ky Swot Sar = Ky Sweet S143 or Ky =0,7 Ky where : K, : weld concentration factor associated to the design S-N curve in the as-rotled condition, Ky: fatigue notch factor as given in 3.2.3 of Section 2. Bureau Veritas47 3.24 Bureau Veritas design S-N curve ‘Taking into account that nominal stresses are generally not easy to define, due to the complexity of ship structural details, Bureau Veritas procedure is based on the "notch stress” approach, which enables to use the same S-N curve irrespective of the type of structural detail considered. Consequently, the design S-N curve considered in the present Guidance Note to assess the fatigue strength of structural details made of steel is derived from the data provided by the U.K. Department of Energy for non-tubular joints in the as-rolled condition with no flame-cut edges and correspond to the B curve, corrected as indicated in 2.1 and 2.2 of Section 4 4. PROTOTYPE TESTING 4.1 General For particular structural details, it may be advisable to have recourse to prototype testing with a view to determining more appropriate S-N curves than the standard DEn or IIW curves. In that case, the testing procedure is to be submitted to the Society for review. 4.2 Fatigue testing procedure 4.2.1 Fatigue tests may be generally performed for constant amplitude loadings and the following precautions are to be taken : ‘the steel grade used for the test pieces is to be the same as that provided for the actual structural detail under consideration, ‘+ welding procedures are to be representative of the actual conditions of welding, ‘+ the size of test specimens is to be such that the level of residual stresses is equivalent to that of the actual structure, © the stress ratio R must remain constant during the experiments. Generally, this ratio is to be taken between 0 and 0,1. 4.2.2. The results of tests are expressed by couples of values (S, N), as shown in Figure 3-IV, where S is the applied stress range and N the number of cycles to failure. Only failed test specimens are considered to determine the S-N curve, except for determination of the fatigue limit. On a log-log basis, the S-N curve is represented by a straight line derived from the least square method applied to all cracked specimens. Measurements show that, for a given stress range S, the number of eycles to failure is not constant (refer to Figure 3-IV) but random and the distribution of log N may be assumed log-normal as shown in Figure 3-V, Finally, the fatigue tests enable to define, for each particular structural detail, the mean fatigue life and the standard deviation. The mean S-N curve, which means that for a stress level S the sample will fail with a probability of 50 per cent, is given by m log S +log N= log K,, where Ky is obtained from the mean value of log Kx, Bureau Veritas48 V0 failureofa run out © stress relieved specimens ‘y preliminary tests Figure 3.1V ry Log S Constant Cycle Fatigue Figure 3-V - Distribution of fatigue life 4.2.3, Due to the scattering of log Kg, a rather large number of tests is required to determine precisely the S-N curve. However, where the coefficient m is known, the S-N curves may be determined accurately with only 10 tests ‘+S atstress level corresponding to N= 10°, + 5 at stress level corresponding to N= 5 10%. For a required probability of failure p, the design S-N curve will be defined as follows : S*N= where : logK, =logK., -2, 5, Bureau Veritas4 sy: standard deviation of log Ky, + coefficient depending on the probability level p and number of test specimens considered to determine the S-N curve. Table 3-II gives the value of A, for various probabilities of failure and number of test specimens. Moreover, experimental S-N curves show 2 threshold level of stress below which N is infinite, as shown in Figure 3-IV. Determination of this threshold, known as the fatigue limit defined by its mean value and standard deviation, necessitates a particular procedure, However, for randomly loaded structures, the fatigue limit has no meaning, as explained in peragraph 2.7 of Section 4. 42.4 3D FEM structural analyses are generally to be performed for the test specimens with a view to validating the calculation procedure used for determination of hot spot stresses in the actual structure. In particular, theoretical stresses will have to be computed at locations where stress measurements are carried out during the fatigue testing. Bureau Veritas50 Table 3-1 2, Coefficient Probability of failure | 0.025 0.01 05107 0.510° Nor of test specimens 10 231 2.90 3.36 5.04 n 2.26 2.82 3.25 478 12 | 2.23 2.76 3.17 459 13 2.20 272 3.1 449 4 2.18 2.68 3.06 432 15 2.16 2.65 3.01 422 16 2.14 2.62 2.98 414 7 213 2.60 2.95 4.07 18 2.12 258 2.92 402 19 241 257 2.90 3.96 20 2.10 2.55 2.88 | 3.92 21 2.09 254 2.86 3.88 2 2.09 253 2.84 3.85 23 2.08 2.52 2.83 3.82 24 2.07 251 2.82 | 3.79 25 2.07 2.50 281 3.77 26 2.06 2.49 2.80 3.74 2 2.06 2.48 2.79 3.72 28 2.06 2.48 2.78 3.71 29 2.05 247 277 3.69 30 2.05 247 2.16 3.67 40 2.02 242 2.70 3.55 60 and + 2.00 239 2.66 3.46 Bureau Veritasst SECTION 4 ASSESSMENT OF THE FATIGUE STRENGTH 1. GENERAL 11 The verification of the adequacy of the structure is besed on the cumulative damage principle stated by Miner and recalled hereafter: “If the damage contributed by one cycle of stress range Sj is 1/Nj, where Nj is the mean. fatigue life under a constant amplitude stress range Sj, by superposition the cumulative damage D caused by stress ranges S,, S»,..S, applied m, n,.., cycles is equal to" : D a where = nj: umber of cycles of stress range Sj, as obtained from the long term histogramme of stresses, Nj: number of cycles to failure at stress range S,, 2s obtained from the S-N curve, From this definition, the structure is considered as failed when the cumulative damage ratio D is equal to unity or greater. 1.2. A conventional ship's life of 20 years is considered to assess the fatigue strength. 1.3 Based on the considerations developed in the previous Sections, assessment of the fatigue strength of welded structural members has to include the following phases : «selection of the proper S-N curve associated to the structural detail considered and to the type of stress approach, © determination of the long term distribution of stress ranges, © determination of the relevant probability of failure with respect to the consequences of failure on the serviceability of the structure, ‘* calculation of the cumulative damage ratio D and resulting fatigue life. 2, CHARACTERISTICS OF THE DESIGN S-N CURVE 2.1 Basie design S-N curve Irrespective of the type of stress approach considered, the selected design S-N curve (refer to 3.2 of Section 3) has to be modified to take into account that experimental S-N curves are generally mean curves (for a stress level S, the sample will fail with a probability of 50 per cent) and determined for constant amplitude load cycles. Bureau Veritas52 21.1 Probability of failure The allowable probability of failure is determined with respect to the risk associated to the failure : * for normal welded connections, a probability of failure of 2,5 per cent or a survival probability of 97,5 per cent is generally acceptable, * for special welded connections, e.g. structural details which cannot be easily surveyed and repaired, a probability of failure of 0,1 per cent may have to be considered. As indicated in 4.2 of Section 3, S-N curves are represented on a log-log basis by the following expression : logK, =logK,,~2, 5, where s, is the standard deviation of log Ks. Depending on the required probability of failure p, the coefficient K, of the design S-N curve is calculated as follows : + failsafe design: p= 25% and i,= 2, © safelife design : p= 0,1% and i,= 3. 2.1.2 Haibach effect ‘As mentioned previously, experimental data show a threshold level under which no failures are observed. For randomly loaded structures, this fatigue limit has no meaning due to the mode of failure of the structure resulting from a crack propagation process, i.e. initiation and propagation. Initial cracks develop while crack propagation threshold and fatigue limit decrease. Therefore, actual fatigue limit cannot be defined. To take into account this phenomenon, the following representation with a change in slope for N= 10” cycles is adopted : S"N=K, for N<10" s™?N=K, for N>107 K), being obtained to ensure the continuity of the S-N curve at N = 107 cycles. 2.1.3 Bureau Veritas design S-N curve ‘The design S-N curve considered in the present procedure (DEn B curve), based on a survival probability of 97,5 per cent and taking into account the Haibach effect, is defined as follows irrespective of the structural detail N<10" m=3 K, =580210" N>10" m=5 — K, =4,03610'* ‘The fatigue design stress range Sp associated to this design S-N curve is the"notch stress” given by @ Bureau Veritas53 where Sq: calculated hot spot stress range 2.2 Correction of the basic design S-N curve 2.2.1 General ‘Moreover, the basic design S-N curve has to be corrected to take into account the effects which are not properly taken into account in the experimental $-N curves; they are ‘© influence of static and residual stresses, «effect of compressive stresses, ‘influence of thickness, * influence of the material, © influence of the environment, * workmanship. 2.2.2 Influence of static and residual stresses In welded ship structures, tensile residual stresses are very large and close to the yield stress. Experiments carried out in Japan show that the fatigue life of specimens containing high tensile residual stresses and subjected to fluctuating stresses complying with the condition R > 0, does not, depend on the stress ratio R=o..,/Onu- Therefore, if one assumes that the maximum stresses cannot be greater than the yield stress, actual stresses acting in the vicinity of welded joints will fluctuate downward from the yield stress cy, as shown in Figure 4-I hereafter, irrespective of the stress ratio R. SA et time Figure 41 2.23. Influence of compressive stresses To take into account the less damaging effect of compressive stresses where the stress range is greater than the yield stress oy, the calculated local stress range S, will be corrected as recommenced in the British Standard $400 : = oy +0,6(S,- oy) for oy £8, <2oy 08s, for S,>2ey Bureau Veritas2.24 Influence of plate thickness Experience shows that the fatigue performances decrease with increasing thickness for the same stress level. Basic S-N curves are generally applicable to thicknesses less than 16 mm. For greater thicknesses, the design S-N curve may be modified as follows : mlogS~logN=logK =logk, 03 mies f: where : constant of the design S-N curve, thickness, in mm, of the member under consideration, without being taken less than 16mm, slope of the S-N curve. For a member thickness of 25mm, the characteristics of the design $-N curve associated to the “notch stress" approach are as follows : Nsi07 m=3 K, N>107 nm K, = 388310" = 2,066 10'S 2.2.5 Influence of the material Results of fatigue tests carried out on as-welded test specimens made of stecls with tensile strength between 400 to 600 MPa show that the crack growth rates are insensitive to the material properties and, in particular, to the yield stress. Since fatigue of welded joints is essentially 2 crack growth phenomenon, fatigue properties of welded structures are practically not improved with increased yield stress. More generally, the analysis of test results enables to draw the following conclusions : ‘+ for machined plates the effect of yield strength is large, © for as-rolled plates the initiation phase is reduced and the effect of yield strength is small, © for welded joints, the fatigue strength is nearly independent on the material properties. Therefore, the same design S-N curve may be used to assess the fatigue strength of welded ship structures, irrespective of the material properties, unless special measures agreed by the Society, such as post-welded treatment, are taken to improve the weld geometry or welding procedures, 2.2.6 Influence of the environment (® Existing S-N curves are generally determined in air. Few data are available on the influence of corrosion, however, it is well known that the environment, such as sea water, decreases the fatigue resistance and modifies the S-N curves Based on the DEn's proposal, where no corrosion protection systems are provided in compartments subjected to possible corrosion, the effects of corrosion on $-N curves may be taken into account dividing by 2 the coefficient K, and assuming no change in slope for N= 5 10° cycles. In addition to the influence of the environment on the parameter K,, a corrosive environment leads to an increase in the stress range with time. The cumulative damage ratio D at any time T of the service life may be expressed by the following formula : D=B,, DT) @) Bureau Veritas35 where : D(T) : cumulative damage ratio at time T calculated as indicated hereafter in paragraph 3 with reduced coefficient K,, t B,, = 5 r eal om , : number of years corresponding to time T, {tate of corrosion, in mm / year. As a guidance, Table 4-1 gives rates of corrosion which may be considered depending on : ‘= the type of ship, «the type of cargo, ‘* the position of the detail, { : thickness of the structural element, in mm, m slope of the S-N curve, taken as m= 3 Table 4-1 Structural Type of Cargo | Rate of Corrosi Member Ballast tanks Unprotected 0,40 mm/year Coated 0,20 mm/year Cargo tanks Deck and Bottom |. Black products 0,20 mm/year - White products 0,35 mm/year Elsewhere «Black products 0,10 mm/year - White products 0,15 mm/year Bulk carriers Holds 0,20 mm/year Cargo ships Holds 0,10 mm/year Gi) For joints protected by paint coatings or by anodes, air curves may be used provided that it may ‘be ensured that the protection remains effective during the ship's life. On the contrary, the ship's life is divided in two periods for calculation of the damage ratio, considering : effective corrosion protection during the first period and design air S-N curve, ‘* no corrosion protection during the second period and design S-N curve modified as indicated in (i) above, 2.2.7 Workmanship As indicated in 3.1 of Section 3, S-N curves are assumed to be representative of standard workmanship and welding procedures. However, for particular structural details, it may be necessary 10 take into account the effects of imperfections and, in particular, of misalignment when determining Bureau Veritas56 the hot spot stresses. In such a case, the hot spot stress is to be multiplied by an additional stress concentration factor K,, calculated as indicated in Table 4-II and based on the TW Recommendations, Table 4-1 Geometry Stress concentration factor K, ‘Axial misalignment between flat plates wie 80) 5 Axial misalignment between flat plates of different thickness Angular misalignment between flat plates — Ky 1-3 G24) 85, at ‘Axial misalignment in fillet welded cruciform joints ee t+h 21 where : ea fo Oy: Repair Quality Standard”, 1996, Bureau Veritas actual axial and angular misalignments for the detail considered, permissible axial and angular misalignments, as given in IACS "Shipbuilding and7 3. DETERMINATION OF THE FATIGUE DAMAGE 3.1 General As indicated in paragraph 1, the fatigue strength is expressed by the cumulative damage ratio D which has to be less than unity for the expected ship's life. However, the maximum allowable damage ratio has to be taken less than unity with a view to taking into account the scatter observed on actual damage ratios at failure, As stated in 2.1 of Section 2, the two loading conditions, i.e. fully laden and ballast, are considered to calculate the resultant cumulative damage ratio which has to be taken not greater than D=aD, +BD; <1 © where: D, : cumulative damage ratio in full load condition, D), : cumulative damage ratio in ballast condition, @ part of the ship's life in full load condition, as given in Table 4-III, B : part of the ship's life in ballast, as given in Table 4-IIL D,orD; : maximum cumulative damage ratio for the head sea condition, (refer to 3.3.1 of Section 2) D, =max(D,, .Di2) D) =max(Dj: Dis) Der D; ; maximum cumulative damage ratio for the oblique sea condition, (refer to 3.3.1 of Section 2), D, = max(D. Dz) D; = max(D3 Dia) Table 4-11 Ballast Oil tankers, Liquefied gas carriers B=05 Bulk carriers, Ore carriers Container ships, Cargo ships 0=0,75 Bureau Veritas38 3.2 Miner-Palmgren approach For calculation of the fatigue damage ratios D,, each long term histogramme is converted into @ step-curve of at least 40 steps of equivalent length in log N, as shown in Figure 4-II. Each step k is considered independently and the cumulative damage D, is given by : i By sae ” Dy ft Ny where: n, : number of steps of equivalent length in log N, n : number of cycles of stress range AS, , Nj, : number of cycles to failure at constant stress range AS, , i: sea condition (head seas or oblique seas), j + basic loading case. Where the cumulative ratio is greater than 0,8, the expected fatigue life, in years, is given by : ® 10 1 10 Lor 10% 10" 108 Figure 4-1 3.3 Closed form fatigue life equation 3.3.1 General Where the long term distribution of stresses may be fitted into a given probability distribution function f,(s), the cumulative damage damage ratio D,, for each basic case is given by -f N, £,(8,) 6S _ NG,) Bureau Veritas39 Nef go Ef Sf £S,) as ‘Assuming a Weibull distribution function and no change in slope for the S-N curve, the cumulative damage ratio D, is given by : Nise m XA (Bay © K,(inn,)*% ¢ where ; N, + number of eycies for the expected ship’s life, taken as N, = 27 Flog L Oy sailing factor taking into account the time needed for loading / unloading operations, repairs, etc. As a rule, ay may be taken equal to 0,85, T : design life, in seconds, Sy: stress range, in MPa, at the probability of 1/N, for the basic case considered, Ny | number of cycles corresponding to the probability of exceedance of 1/Nz (Nx = 10° eycles), 2° Weibull shape parameter, T Gamma function (re + 1)=f te‘ dt] as given in Figure 4IIl or Table 4+-1V, y ° x 3 7 ‘ 5 7 3 > 7 10 1F 10 10" 10° 108 Pox) Figure 4-III - Gamma Function For a two-slope S-N curve, the cumulative damage ratio is given by : se p,- ss _ n wr(Bary (10) K (inn) § where: coefficient taking into account the change in slope of the S-N curve, Bureau Veritassf =) nN, + stress range at the intersection of the two segments of the S-N curve, slope change of the upper to lower segment of the S-N curve, Am = 2, : incomplete gamma function, Legendre form, as given in Table 4-V or by the following formula y(a+1,x)=[t* edt ° 3.3.2 Fatigue life Fora fatigue damage D calculated as indicated in 3.1, the expected fatigue life is given by Design life Fatigue life = a) 4. IMPROVEMENT OF THE FATIGUE STRENGTH OF WELDED JOINTS 4.1, Where the theoretical fatigue life as obtained by application of the above procedure is significantly less than the expected one, it is necessary to envisage measures to improve the fatigue strength. The improvement may be obtained : © by improving the design of structural details, or © by using improvement methods. ‘The three factors that most strongly affect the fatigue life are ‘stress concentrations due to the weld geometry, «defects (shape and distribution), residual stresses, Improvement methods have to act on these factors and the following ones may be considered : modification of the weld geometry by grinding or weld toe remelting, improvement of the welding procedures and workmanship, introduction of compressive stresses, for example by hammer or shot pening, post weld heat treatment. Such methods, with the exception of improvement of welding procedures and workmanship, are difficult to envisage on a current basis on board ships and are to be considered only as exceptional measures or for very particular welded joints. Bureau Veritas61 4.2. Consequently, besides the improvement of welding procedures and strengthening of constructional tolerances, the only practical way to improve the fatigue strength consists in improving ‘the design. Depending on the type of structural detail, means to improve the fatigue strength are well known, among which : + improvement of the shape of cut-outs, © softening of brackets toes, ‘© local increase in thickness, are the most efficient, More generally, improvement of the fatigue strength of critical areas where cracks may initiate and propagate is obtained by reducing the geometric stress concentration factors. Bureau VeritasCy ‘Table 4-IV - Gamma function Bureau Veritas | Feri, fo. Ter foi [0951351 35 [1.6317 02 [0918169 3.6 _ [13.3813 x [Pe 03_[0.897471 3.7_[15.4314 7.__[5040. 04 [0.887264 38 _ [178379 7A [6160.59 05 [0.886227 3.9_|20.6674 72_| 1362.29 0.893515 a (2a. 73_ 9281.38 0.908639. at [275318 74_[ 114059 0.931384 42 [32.3781 75_| 140344 (0.961766. 43 [38.078 7.6 _|17290.2 T 44 [34.5988 77213277 T0564 45 _ [52.3428 78_| 26340. Ti01s 4.6 _ [61.5539 79 [325694 116671 47 [72.5276 8._ | 40320. 124217, 48 [85.6217 8.1 [499737 132934 [49_[ 101.37 8.2 [620108 1.42962, 5. [120 83_[ 770356 134469 S.1_ [142.452 8.4 [958095 1.67649 32 _|168.406 BS _| 119292, 182736 33_|201.813 #6 _| 148696 2 3.4 1240-834 8.7_| 185551 219762 5.5_[287.885 88_|231792, 2ADOT 5.6 _ [344.702 89_| 289868. 2.68344 37 [413.408 9. [362880, 2.98121 58_| 496.606 9.1_ [454761 332335, 39 [597.494 9.2__[570499. 3.71702 6. | 720. 93_| 716431 4.17065 6.1 _| 868.957 9.4 _[ 900609. 4.60417 [62 | 1050.32 95 11.1328 10 3.29933 63_|1271.42 9.6 [142748 10 6 64_[1sai.a4 9.7_ [1.79984 10 6.81262 63_ [1871.25 9.8 [2.27156 10 7.73669 6.6 [2275.03 9.9 [2.86969 10° 3.85534 67_[270.83 10. [3.6288 10" 10.1361 68 [337692 a1227163 Table 4-V - Incomplete Gamma Function x Ty) re) rr) yer) fo. [0.864665 [0.950213 [0.981684 [0.993262 0.997521 | 0.999088 0.1 }0,800904 0.894293 |0.92987 0.943299 0.948342 | 0.950229 0.2 |0.750785 [0.852747 |0.892967 [0.908546 |0.914516 | 0.916788 0.3 |0.711086 [0.822422 |0.867894 |0.885966 | 0.893035 | 0.895772 jo. [0.679539 [0.801128 |0.852542 [0.873507 | 0.881877 | 0.885172 0.5 [0.65451 [0.787315 [0.84545 | 0.869773 |o.879684 | 0.883652 0.6 |0.634798 |0.779871 {0.845611 | 0.873831 | 0.885566 | 0.890345 0.7 [0.6195 [0.777997 |0.852342 | o.ges083 | 0.898979 | 0.904735 0.8 [0.607931 [0.781117 |0.865199 0.903189 0.919644 | 0.926576 0.9 [0.599566 [0.788827 }0.883928 | 0.928008 |.0.947495 | 0.955844 1. 0.593994 ]o.8ooss2 0.908422 |0.959572 [0.982649 | 0.992705, 11 |0.590897 0.817017 Jo9387 —|a.998087 |1.02539 | 1.0375 12 |0.s90024 0.837233 jo.97489 — |1.04377 | 1.07614 | 1.09073 13 |0.591177 0.861479 }1.01722 | 1.09716 | 1.13549 | 1.18306 14 {0.594202 0.889794 | 1.066 1.15878 1.20817 | 1.22534 1s |osesss o922271 |1.12165 —|1.22933 | 1.2831 1.30859 16 |0.605416 0.959051 | 1.18466 | 1.30964 |1.37333 | 1.40404 17 |0.613444 | 1.00032 1.25564 | 1.4007 1.47613 | 1.51313 18 |0.623011 | 1.04632 1.33527 | 1.30365 | 1.593 1.63756 19 {0.634086 1.09731 |1.42435 fieiggi—|1.72568 | 1.77932 2. [0.646647 [1.15362 |1.52379 | 1.7507 1.87606 | 1.94073, 21 |0.660689 [1.21562 1.63464 | 1.99806 | 2.04656 | 2.12446 2.2 [0.676214 [1.28372 1.75808 | 2.06388 | 2.23981 | 2.33366 23° [0.693238 [1.35839 |1.89542 2.25046 © | 2.45887 |2.57193 24 [0.711782 [1.44015 2.04817 [2.4603 | 2.70729 (| 2.8435 2.8 [0.731877 [1.52957 J2.21802 | 2.69666 © |298916 | 3.15326 2.6 {0.753563 {1.62731 2.40688 | 2.96263 3.30918 | 3.50688 2.7 [0.776887 |1.73405 |2.61686 | 3.2622 -|3.67278—|3.91098 2.8 [0.801902 | 1.8506 — |2.85039 3.59978 | 4.08624 | 4.37323 29 1082867 [1.9778 [3.11015 3.98041 |4.55678 | 4.90257 3. [0.857259 |2.11661 /3.39918 4.40984 [5.09278 | 5.50941 3.1 [0.887745 |2.26807 |3.72089 | 4.89466 | 5.70387 | 6.20587 3.2 [0.920211 |2.43333 |4.07911 5.44236 [6.40123 [7.00611 33 [0.954746 [2.61366 |4.47816 6.06184 [7.19778 |7.92663 34 joss14s9 [281044 [4.92286 16.762 8.10845 [8.98671 35 [1.03043 |3.0252 |] 5.41868 |7.55498|9.15057 | 10,2089 36 [1.07179 |3.25962 |so7i74 | 8.45331 [103442 | 11.6195 3.7 |11ises 3.51555 | 6.58894 [9.47169 [11.7126 | 13.2494 38 [1.16217 |3.79s01 7.27802 | 10.627 13.2827 (| 15.1347 39 [121146 |4.10024 |s.o4774 | 11.9384 | 15.086 173177 4. [1.26367 [4.43368 [8.90791 | 13.4282 17.1586 | 19.8482 41 [131898 [4.70803 |9.86963 [15.215 19.543 [22.7843 42 [137754 [5.19627 |10.9454 — |17.0476 | 22.2882 [26.1946 43 [1.43953 [5.63163 [12.1492 | 19.2397 | 25.4514 | 30.1593, 44 [150516 6.10772 [13.4969 © [21.7361 [29.0991 [34.7731 45 [157463 6.62847 | 15.0065 | 24.5808 © [33.3087 |40.1473, 46 [1.64815 |7.19821 | 16.698 | 27.8243 /38.1703 46.4126 47 [1.72595 |7.82174 — |18.5942 [315246 [43.7801 [93.7234 48 |1.80829 [8.50428 20.7207 | 35.7484 © | 50.2875 | 62.2614 49 }1.89s42 |9.25163 23.1066 40.5724 | 57.8084 | 72.241 5. [198763 |10.0702 | 25.784 | 46.0847 os.sisa | 83.915 81 [2.08521 |10.9668 | 28.791 52.3869 |76.6123 | 97.5819 52 [2.18848 | 119404 32,1682 [59.5957 [88.3172 | 113.594 383 [2.29777 | 13.0264 | 35.9631 [67.8457 | 101.899 | 132.368, sa4_|2.4i344 [142071 | 40.2287 | 77.2915 | 117.667_| 154.396 Bureau VeritasTable 4-V - Cont’d Rye [yets) [vei) [reis) [ve [yer SS [2.53587 [15.5018 | 45.0252 [88.1118 | 135984 | 180.261 56 [2.66846 [169219 [50.4208 | 100.512 | 137276 _|210.651 37 _[2.80263 [18.4799 [364915__[ 114.799 [182037 __| 246.383 S8_[2.94784 [20.1895 [63.335 131.036 _[210.849__ [288.421 59 [3.10157 [22.066 | 71.0192 | 149.748 [244.392 [337.911 6 [3.26834 [24.1261 | 79.6853 [171.228 [283.462 [396.208 6.1 (3.43669 [263883 [89.4489 [195.896 [328993 | 464.922 62 [3.61919 288729 | 100.452__ [224235 [382.077 | 545.959 63 [3.81247 __[31.6023__| 112.857 [256.80 [443.998 [681.585 64 [401718 [34.6013 | 126845 [294248 [516.257 | 754.487 65 [4.234 378971 [142.622 [337312 [600.618 | 887.856 (6.6 [4.46360 [41.5199 [160.423 [386.857 699.15 1045.48 (67 [4.70702 45.5029 | 180512 [443.876 [814281 __| 1231.88 68 [4.96482 [49.8827 [203.189 [509.518 948.862 __| 1452.39 69 [5.23799 [54.6998 ___|228.795___[585.112 | 110624 | 17134 7. [5.52746 [59.9987 __|257.713__[ 672.193 | 1290.34 | 2022.48 TA [5.83424 [65.8287 [290382 | 772.538 | 1508.79 | 2388.65 Fz_[6.15939 [72.2442 [327.295 [888.199 | 1758.02 __| 2822.64 73_[6s0404 [79.3051 [369.014 [1021.55 [20584 [3337.23 Fa [6.86939 [87.0777 [416.174 __[1175.35__| 2399.44 [3947.65 TS [7.25673 ]95.6552 [469.498 [1352.77 | 2804.96 | 4672.03 7.6 [7.66741 | 105.058 [529.803 1557.5 3280.33__[5931.98 77_[e.i0ass | iis.a36 [598.017 | 1793.8 3837.78 | 6553.26 78 [8.56467 | 126867 | 675.193 [2066.61 [4491.66 | 7766.6 79 [9.05442 [139.461 | 762.527 | 2381.65 | 5258.89 | 9208.62 %__ [9.57388 [153.337 | 861.374 [2745.54 [6159.38 | 10923. &1_[10.1249 [168608 (973.272 [3165.95 | 721659 | 13962. &2 [10.7094 _[iss481 | 109997 [3651.77 | 8458.12 _| 153878 B3_[113295 204.058 [1243.45 [4213.31 | 991651__| 182747 B4_ [119875 [204538 [1405.96 [ae2.Si 1630.1 _[2i7i14 85 [12.6856 [247.12 1590.06 [5613.21 | 13644, | 25804. 8.6 [13.4265 [272.022 | 1798.66 | 6481.47 | 16011.6 | 30679. a7 [142127 [299.486 | 2035.05 [7485.88 [187055 | 36488. 8.8 [15.0472 [329.78 2302.97 | 8648.05 | 22069.8 | 434115 89 [15.933 [363.199 [260668 [9992.99 [2591.8 [516655 9. [16.8732 [400.071 [2951.03 | 11s49.8 [304563 | 61509.6 OA [1TBT14 [440.757 __| 3341.49 | 133521 | 35789. 732519 92 [is9312 _[aas.os6 [378432 | 15439. 420689 [872624 93 [20.0564 [535.212 1428661 [178559 [494634 __| 103984. 94 [212512 [589.912 [485642 [306554 | SBI71.8 | 123945. 95 [22.52 650,298 [5502.93 |23898.7 | 6849.8 | 147780. 9.6 [23.8675 | 716.969 [6236.55 [276568 | 80515.6__| 176248. 9-7 [25.2987 [790585 | 7069.14 | 320121 | 94757.5 | 210285. 98 [268188 [871.88 BOIS.17 | 37060.2 | 111543__| 250897. 28.4335 [961.664 [9086.96 [429123 [131331, | 299456, 30.1489 [1060.83 [103049 [496974 | 154663. | 357512. Bureau Veritas65 SECTION 5 FATIGUE RELIABILITY 1. GENERAL Most of the factors which influence the fatigue life of ship structures have large uncertainties due to the method used to determine + the loads and stresses, © the capacity of the structure, Application of reliability methods enables to take into account all these uncertainties and to evaluate the probability that a structural detail has failed at the end of the specified fatigue life. In that respect, the Miner rule which states that failure occurs when the cumumative damage ratio Dis greater than unity, may be modified as follows : D2D, where D; is a random variable denoting the damage at failure and describing the modelling errors associated with the Miner's rule. As indicated in 3.3 of Section 4, for a two-slope S-N curve the cumulative damage ratio D, is given by wt r+) HB Gt K (nloy fT Sis m D,=— Tae L K Gai “TTD 7 where : f : average wave frequency, in Hz, taken as log T = time to failure, in seconds. 2, PROBABILITY OF FAILURE. 21 IfK, S,,» and Dy are assumed log-normally distributed as suggested by Wirsching (1), the time to failure T is also a random variable which may be represented by a log-normal distribution and given by the following formula __dnio’y"* KD, T Q) (ea) "= Eolas Bureau Veritas66 Therefore, the probability of fatigue failure P, may be defined as : P,=P(TST) @) where Ts is the required service life. ‘The Cornell safety index B is given by : ney B 4) 5 ‘atm and related to the probability of failure P, by the following relationship : O-B) @) T mean value of T, Sgcr) + Standard deviation of In (T'), © : standard normal cumulative distribution function. Figure 5-I gives the relationship between © and B. a Figure 5-1 The stress range S,,,. may be written as follows : Sig: = B.S where S is the calculated stress range and B a random variable modelling all uncertainties occurring in the determination of stresses # B, sea state description, +B; evaluation of the long term ship response at sea, Bureau Veritaso7 ‘+B; extreme loads applied on the model, © B, modelling of the structure, © Bs workmanship. ‘The standard deviation of In (T) is given by : mfasvandevpa+vayr} © Sun) where Vp, ,V and V» are the coefficients of variation of Ds K and B. 2.2 The limit state equation expressed in terms of partial safety factors may be expressed as follows 596 D,/ (enio% a Yo ed (25) (1s Si0s)” ’ where : Nc: mumber of cycles for the expected ship's life, ‘Yq! partial safety factor for fatigue capacity of the welded joint or structural detail considered, Yp : partial safety factor for fatigue damage, ‘Ys: pattial safety factor covering uncertainties on stresses. 3. STATISTICS FOR RELIABILITY MODEL To determine the safety index , it is necessary to know the mean value and the coefficient of variation of the random variables which intervene in the calculation of the fatigue damage, ie. Ds K and B: © the mean value of D, may be taken as unity with a coefficient of variation of 0,3, © the mean value and standard deviation of the coefficient K are defined in 2.1.1 of Section 4, ‘© the most difficult part is to evaluate the statistical data of B ‘Table $-I gives mean values and coefficients of variation which may be used to represent the contributing factors to the uncertainties on stresses. Assuming that these random variables are log-normally distributed, the mean value B and the coefficient of variation V, of the random variable B are given by the following formulae where the B/s and V,'s are the mean values and coefficients of variation of the various modelling, errors which intervene in the calculation of stresses, as summarized in Table 5-I. Bureau Veritas‘Table 5-1 - Means and COV of components of B Contributing factor | Means | COV sea states 0,90 | 0,4-0,6 ship response | 0,85 | 0,1-0,3 extreme loads | 0,95 FEM model 110 | 01-05 workmanship | 0,90 | 0,1-0,3 (1) PH. Wirshing, Fatigue Reliability of Offshore Structures. Journal of Structural Engineering, ‘Vol 110 (N°10), 1984. Bureau VeritasSECTION CONCLUSION Assessment of the fatigue strength of welded ship structures is part of a rational ship design process. In that respect, this Guidance Note gives necessary information to carry out such fatigue analyses. Though more sophisticated methods may be considered, based in particular on structural spectral analyses, the proposed method presents the advantage to be consistent with the calculations performed uring the basic structural design process. Fatigue analysis of typical structural details is carried out in the VeriSTAR system according to the procedure described in this Guidance Note, using the "notch stress” approach and geometric stresses calculated as follows ‘© either by using appropriate geometric stress concentration factors as given in 3.2.2.2 of Section 2, or ‘* by carrying out 3D fine mesh FEM analyses as described in 3.2.2 of Section 2. It is worth mentioning that there are many uncertainties in the prediction of the fatigue life resulting, in particular, from the various assumptions on : loads, stresses, capacity of the structure, calculation of the fatigue life, Nevertheless, the procedure may be applied successfully to carry out comparative calculations with a view to examining the influence of the most significant parameters on the resulting fatigue life and to selecting the most suitable structural arrangement. Moreover, the procedure is not applicable to ships in service to judge whether existing cracks are to be repaired or not. To that end, other approaches such as the "fitness for purpose” (2) should be considered, based in particular on crack propagation techniques. (2) IW Report - SST-1157-90, "Guidance on Assessment of the Fitness for Purpose of Welded Structures", Bureau Veritas70 Appendix A U.K. DEn Welded Joint Classification and Basic Design S-N Curves, Extract from U.K. Department of Energy "Offshore Installations - ‘Guidance on Design, Construction and Cettification” ‘August 1993 Bureau Veritas¥ sv (€ ‘Sua sayy unm stomsed weys-dors ou yim ue ssoooid are todo 40 poSzauigns spewome te Aq peu spfow roi 40 ung (Z “LCN Aq si2ayap woyy 22g 2q 01 panoud prom au) Yala puL ‘SoepMS op uIP ys puntos deo pram ayp usta spfam ting Uonseuad tA (1 ‘sypuro wo 2044 9q 01 poansita Joo payouse ays Wy [waTeUL ase (Z pur sepa ino-ouey onewooe yaya Woy 40 puna sepa ina se af UL yaIoU Ware (4 pat 420 so8pa ino-9umey ou Ia UORpUOD z AuoB01e9, a 1 Baw) sojdurexs uondnosag ISS°[) wror papjan UAC Wwsuyjz9q nvasng ‘p/1 Jo odoys wanuurxews 2 yay parody 10 ssaeyoyip pu antag dus Bupyoeg owed ¥ uo ape spoA CE ‘ sod ut pu a pozouqns ua aps spm am in. (2 a 7 a & ~ ¢ Ate uonwoytsse19 sorduiexs wondusseq of (pauoo) uoneayrsse] TWOP PapIaAA UICSeyHI9,A neoung punod8 saquiou eu |;0 suowioa orp ye ynasopum Au YHA SpjPA 19/4 10 LoEADUEd jurUd yu (1) sy ( wor eoYISSeID IUHOL PapreAA LAC a oe N08 19) rapun Aue ed {nb put spfon uonesuad yy yu apeuH SIU} J 40 uuOsIOTUD Jo eIoU ase Cy a ¢ kia y ‘unuio> 20 sofpa Jo unu 9 uA J0 Uo SwuAUAypENE Z papiam oj J0 ng Jo spuo Jo 5901 yz (oquiows possans ayn fo) yeyoreu axed (Z 9° PB WUEQT EP — souRysip a8pa - ww ost <7 yiduoy wounpene - Fi ae P tuoi ep sowestp spa - Nae war o¢15 7 si80a) saunpen - a siaqurou passaus uo (sossans paydde jo 10 nq Jo spua 20 (20g » KioBow3, woneoysseI soyduaexsy wondtsssoq yarop (pao) LSe9, nang tun of > p 25ueys1p 28p9 = 9 tun gf = p s0ueisip a8pa a soBunyy sopiid 03 stouaggns qam Jo uooaKuod pla Jo 20) ayy ye jereun Ese CL 9 Kioffawe) (A s2quiaw) 28p2 arejd uo pu plore oxy up ued Spam ity uyCase9-peo} Jo pera ° 01> paounisip afipo 9 uu g|

300 mm 50 Longitudinal fillet welded gusset with | smooth transition (sniped end or radius) welded on beam flange or plate : c<2t,max 25mm -1>05h n -1<0,5hor <2” 63 “Longitudinal flat side gusset welded on plate edge or beam flange edge, gusset length F: = ES - £150 mm 50 J - €<300 mm 45 = #300 mm 40 Longitudinal flat side gusset welded on edge of plate or beam flange, radius = transition ground Sins) = > 150 or tlw > V3 90 = M6

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