IGC Code

• IMO's "International Gas Carrier Code" is a common

basis for calculations for the classification societies
• Implemented in DNV Rules
• Yield and fatigue requirements for the LNG tank
structure:
– ”… the operating life is normally taken to
correspond to 108 wave encounters on the North
Atlantic".
– This corresponds to 20 years of operation in the
North Atlantic.
– For membrane type tanks the Code has no specific
requirement for fatigue assessment of hull structures.
 LNG Carriers with Membrane Tanks

• Geometry of Cargo Tanks

• Material Selection
• Acceleration ellipse and C/tank pressures, Pt. 5 Ch. 5
• Strength of inner hull - plates and stiffeners
• Cargo hold FEM model- typical results
• Cases
• Fatigue
• Additional Notation - PLUS-1 / PLUS-2
• Critical Areas with respect to Fatigue

Rev. 030611
 Typical Midship Section
Trunk Deck

• No CL Bulkhead Passage Way

• Complete double hull Upper Deck

ì.e. “clean” tanks

• Rigid double bottom
grid structure
• High grade steel in
inner hull
Hull Structure

Membrane Tanks - Tank Shapes

C1

Relationship between
parameters as follows:
- C1  0.3 x H1 Double hull:
- C2  2.5 m Height and width limited
by the IGC Code
H1
Appr. 135°
C2

Double side width : min 760 mm

Double bottom height : min 2 m or B/15
Hull Structure

Membrane Tanks - Tank Shapes

Cross section
Plan view

Tank nos.
2, 3 & 4

Min 2.2 m

Tank no 1
Hull Structure
Typical Tank Arrangement

• For a typical 4 tank / 140000 m3 ship:

- Tank 1  13% LBP

- Tank 2 & 3  17% LBP
- Tank 4  15% LBP
Hull Structure

Reinforced Areas

Reinforced Area

Transverse corners
Long.
Dihedron

Trihedron
Oblique Dihedron
 Selection of Steel Grades
Membrane, GTT NO96 -23ºC
-27ºC
Assumptions:
-22ºC -27ºC
• LNG on secondary membrane Cofferdam:
• Air temp.: - 18°C (USCG)
• Sea temp.: 0°C without - 61ºC
-19ºC heating: - 64ºC
• LNG temp.: - 163°C
• USCG Alaska is not included
• Separate analysis for outer -15ºC with + 5ºC
hull, IGC: air 5°C & sea 0°C heating: 0ºC

-5ºC
Insulation thickness: -7ºC

Primary : 230 mm -2 ºC
-3ºC
Secondary : 300 mm
Blue: Inner hull steel temperature
Red: Compartment temperature
 Selection of Steel Grades

DNV Rules:
 Selection of Steel Grades

NVE NVD

Several material grades,

NVA, B, D, E & SUS
NVD

NVD
NVB
Hull Strength
FAILURE MODES IN HULL STRUCTURES

•Yield, e.g. permanent plastic deformations/rupture of a

bulkhead stiffener after a ballast tank has been subjected
to overpressure.

•Buckling, e.g. a plate, a stiffener or a pillar subjected to

compression may fail.

•Fatigue, e.g. a crack in way of a bracket toe due to wave

loads or vibration.

•Brittle fracture, e.g. carbon steel will become brittle if the

temperature becomes too low; hull material grade selection
 IGC Code
• IMO's "International Gas Carrier Code"
is a common basis for calculations for the
classification societies

• Implemented in DNV Rules, Pt.5 Ch.5

• Yield and fatigue requirements for the

LNG tank structure, i.e. the inner hull:

- ”… the operating life is normally taken

to correspond to 108 wave encounters on
the North Atlantic".
- This corresponds to 20 years of
operation in the North Atlantic.
 Local Strength of Inner Hull

 All parts of the vessel should be checked against the Rule requirements for
main class as given in Pt.3 Ch.1, inclusive the inner hull members
supporting the membrane tanks.
 The pressures and allowable stresses for plates and stiffeners are given in
the Rules Pt.3 Ch.1, Sec. 6 for inner bottom, Sec. 8 for inner deck and Sec.
9 for inner side and transverse bulkheads.

 Cargo tank pressures given in the Rules Pt.5 Ch.5 Sec.5A should be
applied for the local scantlings for inner hull (plates and stiffeners). The
local scantlings of plates and stiffeners should satisfy the allowable
stresses given in Pt.5 Ch.5 Sec.5 H.
Liquid Pressure in Cargo Tanks - Pt. 5 Ch. 5
The cargo pressure for a full tank is given by:
peq = p0 + (pgd)max. ( bar)

pgd = aβ·Z·ρ/(1.02·10 4) ( bar)

where
p0 = design vapour pressure is the maximum gauge pressure at the top of the
tank, not to be taken less than 0.25 bar
(pgd)max.= maximum combined internal liquid pressure, resulting from combined
effects of gravity and dynamic acceleration
aβ = the dimensionless acceleration (relative to the acceleration of gravity)
resulting from gravitational and dynamic loads, in an arbitrary
direction β (a more detailed description is given below)
ρ = the maximum density of the cargo in kg/m3 at the design temperature
Z = largest liquid height (m) above the point where the pressure is to be
determined measured from the tank shell in the a direction
Acceleration Ellipse - Pt. 5 Ch. 5
DYNAMIC LIQUID PRESSURE IN CARGO TANKS

Pgd
(Pgd)max.


Z 

  Z pgd
0°
5°

peq = p0 + (pgd)max. ( bar)

pgd = aβ·Z·ρ/(1.02·10 4) ( bar)

Accelerations for Liquified Gas Carriers

The Rule values of ax, ay

and az may be replaced by
accelerations calculated
from direct wave load
analysis
Liquid Pressure in Cargo Tanks
Liquid Pressure in Cargo Tanks
Local Strength of Inner Hull - Plates

The required plate thickness for inner hull is:

t = 15.8 s (peq/)½ + tk (mm)

Where:

 = 0.80·Y allowable stress

Y = yield stress (N/mm2)
s = stiffener spacing (m)
tk = corrosion addition (mm)
Local Strength of Inner Hull - Stiffeners
 Inner Hull - Allowable Stresses
Allowable stresses given for GTT NO96 and GTT Mark III:

stat + dyn  all [N/mm2]

where

stat = bending stress due to the maximum still water moment

calculated for the severest loaded condition or ballast
condition which ever are the most severest
dyn = bending stress due to maximum wave corresponding
to the 10-8 probability for winter north Atlantic Conditions
all = allowable hull girder bending stress for inner hull,
120 N/mm2 for GTT NO96 and
175 N/mm2 for GTT Mark III
Strength Analysis of Membrane LNG Carrier

• Hull structure shall generally to be designed according

to Pt. 3 Ch. 1, similar to a conventional tanker

• Maximum hull girder stresses at inner hull to be within

allowable stresses for the containment system

• Inner hull supporting the cargo containment system

shall be designed based on dynamic loads at 10-8 level,
ref. Pt. 5 Ch. 5

• Material selection for hull to be according to Pt. 5 Ch. 5

based on temperature analysis
Midship Section - Section Scantlings

At hand verification of:

•Hull girder strength
•Local strength and buckling
( plates/stiffeners )
NAUTICUS-Hull MODELLING

Concept Model
Cargo Hold Analysis - FEM

FEM Model

Concept Model

FEM Results
Cargo Hold Analysis - Load Cases
Table 4.1 Rule loading conditions for membrane tankers for LNG
LC External Internal
Draught Condition Figure
No pressure pressure

L1 T Sea Dynamic Static 1)

L2 TA Sea Static Dynamic 2)

L3 0.5T Harbour Static Static 1)

L4 TA Sea Dynamic 3) Dynamic 3)

Comments:
1) Pressure should include overpressure, p0ρg0h
;p= s + p0
2) Pressure should include vertical acceleration and overpressure, p0ρ(g
;p= 0 + 0.5av)hs + p0
3) External pressure in accordance with Rules Pt.3 Ch.1 Sec.13
4) Internal pressure in accordance with Rules Pt.3 Ch.1 Sec.13, including overpressure, p 0
Cargo Hold Analysis - Strength Analysis

• Scantling draught: T
• Minimum draught with one C/tank full: TA
• The cargo tanks should not be operated in sea
going condition with filling between 10% of
tank length and 80% of tank height (sloshing).
• Allowable stresses and buckling control for
double hull structure and cofferdam bulkheads
according to main class as given in Pt.3 Ch.1
Cargo Hold Analysis - FEM Results
FEM Results - Outer Shell

Buckling, in the
middle of empty hold
FEM Results - Inner Hull

Buckling, in the
middle of empty hold
FEM Results - Transverse Bulkhead

Buckling, in way of full

hold, compression both
horizontally and vertically
FEM Results - Girders

High shear stress

 LNG Carriers with Spherical Tanks

• Design for spherical tanks and hull tanks

• Wave load analysis
• Hull structural design
- Temperature analysis
- Selection of material
- Cargo hold analysis
- Fatigue analysis

Slide 33 Edit in Veiw > Header and footer Edit in Veiw > Header and footer
MOSS Type Containment System
Design for Spherical Cargo Tanks

•BACKGROUND
–DNV developed the first set of design criteria in
connection with the introduction of the Spherical LNG
Containment system in the early 1970’ies
•Keywords: Leak-before-Failure, fracture mechanics,
direct load and strength analysis, buckling and fatigue
Design for Spherical Cargo Tanks

• DEVELOPMENTS
– Based on extensive experimental and analytical research
on the buckling strength criteria of the
• cylindrical skirt foundation and
• the spherical tanks
DNV introduced improved buckling design criteria in the
late 1970’ies (CN30.3)
– 1979 : A design acceptance programme for the spherical
shell part was made in based on the current set of criteria
(NVKULE).
– 1987 : The criteria were issued as Class Note 30.3 covering
spherical shells only
Design for Spherical Cargo Tanks, cont.

• NEW CRITERIA
– 1995: An updated PC version of NVKULE with new
spherical tank criteria and extended membrane stress
combinations

– 1996: A new PC design acceptance programme

NVSKIRT for the cylindrical skirt foundation available

– 1997: Class Note 30.3 with new design criteria issued

Design for Spherical Cargo Tanks

• NEW DEVELOPMENTS
– The structural reliability and
the buckling criteria were in
the period 1989-1996 re-
examined through a series of
projects
– A new set of buckling criteria
for both the spheres and skirts
were developed and
formulated in a modern Limit
State format
Structural Analysis
Spherical Tank LNG Carrier
Spherical Tank - frame and girder models

4 3 2 1

• Include hull, skirt, cargo tanks

FEM MODEL and covers
• Interaction forces in tank shell
REQUIRED FOR and covers
CLASS APPROVAL • Tank foundation flexibility
• Coarse overall stress flow
FEM Analysis of Hull and Tank Structure
In this case a global FEM model from bow to end
of tank 3 shall has a sufficiently fine mesh to
analyse deformation and stresses in:
• Skirt
• Cargo tanks
• Hull girder/framing
system
• Tank foundation deck
FEM Analysis of Hull and Tank Structure

No filling restrictions due to sloshing.

FEM Analysis of Hull and Tank Structure
Aftship FE-model Foreship FE-model

Midship FE-model
Structural Analysis -1

• Structural Analyses of Hull and Cargo Tank

• DNV uses the SESAM suite of analysis programs, which

includes
– Wave load analysis programs
– Automatic load transfer to structural analysis part
– Structural response (FEM)
– Post-processing & plotting
– Strength checks (yield, buckling, fatigue)
• Special tank shell analyses with (BOSOR4/5) or NISA for
spherical tank systems
Structural Analysis -2

Wave Load Analysis

• Environmental conditions
– North Atlantic (Extreme loads - ULS)
– Word-wide operation (Fatigue - FLS)
• Six loading condition have been considered
– full load, ballast plus 4 part load conditions
• Calculation of transfer functions
– Linear strip theory program (WAVESHIP), alternatively 3D- sink
source program (WADAM) and SWAN
– responses in irregular short crested seas
– 2 forward speeds have been calculated to allow for speed reduction
in heavy weather (WAVESHIP, 0, 12 & 20 knots), SWAN (0 & 16
knots), WADAM (0 knots)
– Statistical processing for long term (extreme) loads
• Automatic load transfer to structural FEM model
Structural Analysis -3

Fem Models - 1
A global model (full width) extending over
the total hull.
– to analyze the hull girder stress response and
the overall deformation response of main hull
structural members
– The wave loads derived from the wave load
analysis will be automatically transferred to the
model thus ensuring equilibrium.
 Structural Analysis - 4

Fem Models - 2

Two frame and girder models - one for tank no. 1 and
one for tank 2 & 3
OBJECTIVE:
To analyze deformations as well as stresses in the framing/girder system
including the tank foundation deck.
– the model were used as a stand-alone models for a rule
based midship area analysis
– The frame and girder models were included in the global
model
Structural Analysis - 5

Fem Models - 3

Local finite element Models

• Calculation of local stresses for determination of Stress
Concentration Factors (SCF) in fatigue sensitive areas
• These models were inserted into the global model or
analysed separately using the sub-modeller technique
available in SESAM.
Structural Analysis - 6

Ship Hull Analysis (cont..)

Structural strength evaluation

– Yield and buckling checks
– Fatigue life evaluation
– Hull girder strength
 Structural Analysis - 7

Cargo Containment System

• Detailed stress analyses of tanks and skirts (NISA)
• Detailed stress concentration analyses of tanks and skirts (FEM)
– equator profile and tower connections to upper and lower
hemisphere
• Strength evaluation of tanks and skirts
– Strength margins of spheres and skirts (buckling, allow. stress)
– fatigue and fracture/crack analyses - ”leak-before-failure”
• Temperature distributions in cargo tanks, skirts and void spaces
– Steady-State temperature distributions (design)
– transient temperature distributions (optimisation of loading
procedure)
 Wave Load Analysis - Spectral Fatigue Analysis
WAVE LOAD ANALYSIS
D irect wave load and response analysis
A utomatic transfer of dynamic
internal/external pressures and inertia
loads
Pressure distribution

Wave load analysis

 Loading Conditions

The following six loading conditions will normally

be applied:
— LC06: Normal ballast condition
– LC11: Departure - full load
– LC13: Departure - tank no. 1 full
– LC14: Departure - tank no. 2 full
– LC15: Departure - tank no. 3 full
– LC18: Departure - tanks no. 2 + 4 full
 Loading Conditions

Normal ballast condition (LC06)

Loading Conditions

Departure - full load (LC11)

 Loading Conditions

Departure - tank no. 1 full (LC013)

Loading Conditions

Departure - tank no. 2 full (LC14)

Loading Conditions

Departure - tank no. 3 full (LC15)

Loading Conditions

Departure - tanks no. 2 + 4 full (LC18)

Wave Load Analysis

Load Components - LNG Carriers

• Hull girder bending and torsion

• external and internal pressure loads
• inertia loads from hull, equipment and
cargo
Wave Load Analysis

Calculation Procedure

• Hydrodynamic modeling and calculation of transfer

functions for 6 d.o.f. at selected sections
• Prediction of long term values for ULS (20 year) and FLS
(probability 10-4)
• Determine design waves (heading, height and period)
• Calculate pressure distribution and accelerations for design
waves and transfer to structural model
• Determine non-linear correction factors (if any)
 Wave Load Analysis

Hydrodynamic Analysis Options

WAVESHIP:Linear strip theory,

DNV ENVIRONMENTAL
frequency domain
LOAD PROGRAMMES NV1418: Non-linear strip theory,
time domain
3-D SWAN WADAM: 3-D linear diffraction
WADAM theory, zero forward
speed
FASTSEA FASTSEA: 2.5-D high speed theory,
valid for Fn above 0.4
2-D STRIP THEORY SWAN: Linear and non-linear,
frequency domain with
ZERO LOW MODERATE HIGH forward speed, time
domain with zero and
SPEED forward speed
Wave Load Analysis

Wave Climate Description

• Traditional
– Scatter diagram for sea area - conditional Weibull Distribution
of Hs and Tz
– Long term distribution derived from short term responses
• Present approach
– Uses actual scatter diagram of Hs and Tz for the sea area
considered
– Actual contribution from each Hs and Tz taken into account
– Result can be used for both Ultimate Strength (ULS) and
Fatigue (FLS) evaluations
Stochastic Fatigue Analysis
Full stochastic analysis

• Mesh size in the order of the plate thickness

• All local and global load effects included
• 8 headings times 22 wave periods per
heading => 176 load cases for each loading
condition
Midship section

Tank Weather cover

Pipe Tower
Midship section

Cylindrical skirt

Supporting girder
Steady - state temperature distribution in tanks

Temperatures:
LNG = - 162 oC
Below tank
inside skirt = 20 oC
Outside tank skirt = 28 oC
Steady - state temperature distribution in tanks

Equator 0

1 0 0 0

2 0 0 0
Temperatures:
Sea = 32 0C
Air = 45 0C
3 0 0 0

LNG = -162 0C
4 0 0 0

5 0 0 0
Steady - state temperature distribution in tanks

1 0 0 0

2 0 0 0

3 0 0 0

4 0 0 0

5 0 0 0
The Equator Profile
Hull Structures

Generally hull structural analysis according to Pt.3 Ch.1:

• Local Scantlings of Plates and Stiffeners
• Longitudinal Strength
• Fatigue, NAUTICUS(Newbuilding), PLUS-1/2

USCG material grade for deck corner and bilge strake:

• USCG: Deck corner to be of grade NVE, NV32E or
NV36E and bilge plate to be of grade NVD, NV32D or
NV36D.
 Midship Section - Section Scantlings

A t hand verification of:

•Hull girder strength
•Local strength and buckling
capacity of plates/stiffeners

Typical hull girder section i.w.o.

centre of cargo tank
 Selection of Materials - Temperature Analysis

Temperature analysis for selection of material grade to be

based on a hypothetical outflow of gas (leak before failure).
Steel grade according to Pt.5 Ch.5 Sec. 2 for the following
conditions:
• IGC: Air temperature 5°C and sea temperature 0°C,
applicable for all hull structure in cargo area
• USCG: Air temperature -18°C and sea temperature
0°C, applicable for inner hull and members connected
to inner hull
• USCG Alaska: Air temperature -29°C and sea
temperature -2°C, applicable for inner hull and
members connected to inner hull
Temperature Analysis Results

-6ºC -3ºC

IGC temperature:
Air: 5ºC
-3ºC 1ºC
Sea: 0ºC

-25ºC
-8ºC

-10ºC
Temperature Analysis Results

-31ºC -27ºC

USCG temperature:
Air: -18ºC
-19ºC -15ºC
Sea: 0ºC

-26ºC
-8ºC

-10ºC
 Selection of Materials - Temperature Analysis

DNV Rules:
 Local Stresses applying net Scantling

Corrosion additions, tk, in DNV Rules:

Tank category or boundary between Within 1,5 m below Elsewhere

different category tanks/spaces weather deck
Cargo oil tank only 2.0 1.0
Ballast tank 3.0 1.5
Cargo oil /ballast tank 2.5 1.5
Cargo tank/hull exterior 1.0 0.5
Ballast tank/hull exterior 2.0 1.0

Cargo Hold Model to be based on net Scantlings, t - tk:

3DGM - Inner Structure
Double Bottom

Foundation deck
Double side

Passage way
Transverse bulkhead

Upper stool

Single skin trv. bhd

3D Global Model
 Midship block - Plate thickness map

Trv. Bhd

Double side

Double bottom
 Midship block - Material class map

NV-NS

NV-36

NV-32
Cargo Hold Analysis - Long. Stresses

Empty Hold
Bi/axial buckling
of bottom plate,
Shear stress in
DB floors/gir.
Fatigue Strength
Hull Structure

Fatigue

Why focus on fatigue?

• Most common hull damage

• May cause water ingress to
insulation spaces
• High cost and time consuming
repairs
• LNG vessels often designed
for extended life time
Fatigue Crack
Fatigue Crack
Fatigue Crack
 Fatigue Requirements

Class Notation Rules Scope Method Requirement

 1A1 Pt. 3 Ch. 1. Implicit in the rules, e.g. f1 factor. 20 years WW
Sec. 17 Side longitudinals, dynamic stress
Tanker for Pt. 5 Ch. 5. Cargo tank structure Wave load analysis 20 years N-A
Liquefied Gas Sec. 5
NAUTICUS Pt. 3 Ch. 1. Longitudinals in cargo CN 30.7 20 years WW
(Newbuilding) Sec. 16 B area Nauticus Hull
PLUS-1 / Pt. 3 Ch. 1. Longitudinal CN 30.7 30 years WW /
PLUS-2 Sec. 16 C connections and deck Addendum of ditto 40 years WW
openings in cargo area

Area North-Atlantic World Wide

Ballast tanks 20 years 31 years
Cargo tanks 20 years 39 years
Fatigue - Higher Tensile Steel
Fatigue in General

• In a simplified way the fatigue life can be

expressed:
3
 1 
N  C  
 k 
• were
N = fatigue life in years
C = constant including the environment
 = nominal stress
k = stress concentration factor (notch factor)
10% uncertainty in stresses gives
30% uncertainty in fatigue life
Hull Structure

Fatigue

• Fatigue damages are caused by dynamic loading

 Fatigue and Corrosion

Fatigue Unacceptable Damage Zone

Level
e c.
p
Thinning e c. tS
Effect t Sp Pai n
.
a in yr
c. . P 15
pe yr c t ed
ng S
10 ote
di ain
t y pr
rr o Full
Co .P
l, yr
5
S tee
are
B

5 10 15 20 25 30
Years
World Wide Trading
Operation Route Reduction Factor, fe
fe = 1,0 for North Atlantic operation
= 0,8 for world-wide operation

• Standard Rule Requirement is Assuming World Wide Trading

• 20 years world wide corresponds to 10 years North Atlantic
• Wave environment for fatigue needs to be specified by owner if
increased fatigue strength is requested
 Trading Route

Fatigue
Unacceptable Damage Zone
Level
Zone
ide
c. o rld W
Spe e d, W
ti c i nt
pr o tect
n Pa Fully
At la r.
h y
Nort 10
,
c ted , PG-
t e cted
Pr o prote
ll y Fully
Fu Japan

5 10 15 20 25 30
Years
Years of Operation
Part Time at Sea, Assumptions

Vessel type Tankers

Loaded conditions 0.45
Ballast conditions 0.40

Vessel type Bulk carriers Panamax Vessels

larger than bulk intend to
Panamax (*) carriers and carry ore
smaller (*) cargoes
mostly
Alternate 0.25 0 0.5
condition
Homogenous 0.25 0.5 0
condition
Ballast 0.35 0.35 0.35
condition

Vessel type Container vessels

Loaded conditions 0.65
Ballast conditions 0.20
Hull Structure

Fatigue

• Satisfactory Fatigue Life Depends on:

Design / Approval:

 Intended trade area

 Paint Specification
 Workmanship
 Appropriate Class Notations
NAUTICUS(Newbuilding) - Fatigue Analysis
CLASSIFICATION NOTE 30.7

F atigue life assessment based on

SN-curves

R ule dynamic loads for identification of

posproblem areas

End connections
NAUTICUS(Newbuilding)

Most critical area w.r.t.

fatigue of longitudinals
Hopper Knuckle

High Stress Concentration

Hull Structure

Critical Areas - Lower Hopper Knuckle

Inner Bottom
Fatigue Calculations L/Gir. Local FEM
Additional Notation - PLUS-1 / PLUS-2
Additional Fatigue requirements compared to
 1A1 and NAUTICUS(Newbuilding):

•Increased design lifetime, 20years  30 years / 40 years

•Additional details, e.g. stiffener on top, cut out and collar plate
PLUS - Location of hotspots

Hotspots for Hotspots for

lug type slit type
PLUS - Local FEM models
Local models in D/B
 PLUS - Local FEM models

Standard lug New lug No lug

Hull Structure
Fatigue: PLUS-2

High stress
concentration
Hull Structure

Fatigue: PLUS-2

Deck Opening
Hull Structure
Critical Areas against fatigue
5

Details to pay particular attention to:

1. Hopper tank, lower knuckle

2. Hopper tank, upper knuckle
3. Side longitudinals
4. Alignment, bulkhead - bottom structure
5. Deck opening
3

2
4

1
 Critical Areas - Typical Web Frame

PLUS-1/
PLUS-2
Shear Stress

Fatigue

Shear Stress

PLUS-1 / PLUS 2
 Critical Areas – Tank boundary

Weld joint in tank boundary

Material & Welding Control

Ensuring weld quality and tightness

Upper hopper, lower joint:

- Deep penetration
- 100% MPI

Lower hopper, upper joint:

- Full penetration
- 100% MPI
- 100% UT

Lower hopper, lower joint:

- Full penetration
- 100% MPI
- 100% UT
Weld profiling and weld toe grinding

SCF (Kw) =1,19 SCF (Kw) =1,09

Weld Toe Grinding Weld profiling (dressed weld)

Critical Areas - TBHD & LBHD

Fatigue

Transverse bulkhead Longitudinal bulkhead

Critical Areas – Lower Hopper Corner

Important: alignment & grinding

Critical Areas – Upper Hopper Corner

Important:
Important: alignment
alignment &&
grinding
grinding
 Critical Areas – Vertical girder in TBHD

Shear Yield &

Fatigue
Critical Areas – deck opening

Opening edge grinding

Critical Areas - Trans. BHD

• Fatigue
• Weld toe grinding
Hull Structure
Material grade of hull structures

E
E

A E

B
B B D
 Wave Load Analysis - Spectral Fatigue Analysis
WAVE LOAD ANALYSIS
D irect wave load and response analysis
A utomatic transfer of dynamic
internal/external pressures and inertia
loads
Pressure distribution

Wave load analysis

 Wave Load Analysis - Spectral Fatigue Analysis
Fatigue analysis of Critical areas with respect to
anchoring bar to be transverse stresses
carried out in case of
invar membrane

Hotspot positions for upper hopper knuckle

Hotspot positions for lower hopper knuckle