Advances in Marine Structures

ADVANCES IN MARINE STRUCTURES
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PROCEEDINGS OF THE 3RD INTERNATIONAL CONFERENCE ON MARINE STRUCTURES

MARSTRUCT 2011, HAMBURG, GERMANY, 2830 MARCH 2011
Advances in Marine Structures
Editors
C. Guedes Soares
Instituto Superior Tcnico, Technical University of Lisbon, Portugal
W. Fricke
Hamburg University of Technology (TUHH), Germany
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ISBN: 978-0-415-67771-4 (Hbk + CD-ROM)
ISBN: 978-0-203-80811-5 (eBook)
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Advances in Marine Structures Guedes Soares & Fricke (eds)

2011 Taylor & Francis Group, London, ISBN 978-0-415-67771-4
Table of contents
Preface
xi
Organisation
xiii
Methods and tools for loads and load effects

Influence of raised invar edges on sloshing impact pressuresnumerical investigations
S. Brizzolara, D. Villa, T. Gazzola, N. Tryaskin, N. Moirod, J. De Lauzon & L. Diebold
Modal approach to fluid structure interaction applied to a ship in waves

C. Cabos, B. Dilba, M. Krmer & A. Schwenkenberg
Sensors location and data processing algorithms of an optical fibers hull strength
monitoring system
A. Grasso, A. Vergine, D. Dimou, M. Samuelides, N. Tsouvalis & A. Ferrari
19
A hydroelastic investigation into the dynamic response characteristics

of bulk carriers
L. Kaydhan, B. Uurlu & A. Ergin
33
Numerical prediction of slamming loads on a rigid wedge subjected to water entry using
an explicit finite element method
H. Luo, S. Wang & C. Guedes Soares
41
On estimation of extreme ship response using upcrossing spectrum

W. Mao & I. Rychlik
49
Utilization of a whole ship finite element analysis from wave loads to structural strength
at real sea state
Y. Ogawa & M. Oka
59
Environmental and operational uncertainties in long-term prediction of slamming loads

of containerships
J. Parunov, M. orak & I. Senjanovi
67
Efficient calculation of fluid structure interaction in ship vibration

M. Wilken, A. Menk, H. Voss & C. Cabos
75
Methods and tools for strength assessment

Ultimate strength
Buckling analysis of composite delaminated ship plates under shearing
E.F. Beznea & I. Chirica
85
Shear buckling analysis of the composite plates with cut-outs

93
Robust ultimate strength formulation for stiffened plates subjected to combined loads
S.-R. Cho, H.-S. Kim, J.-B. Koo, H.-M. Doh & Y.-K. Chon
99
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Rapid analysis techniques for ultimate strength predictions of aluminum structures

M.D. Collette
109
A revisit on design and analysis of stiffened shell structures for offshore applications
P.K. Das, K.K. Subin & P.C. Pretheesh
119
Finite elements modeling of delaminations in composite laminates

M. Gaiotti, C.M. Rizzo, K. Branner & P. Berring
133
Shakedown of welding-induced residual stress and effect on stiffened plate strength and behaviour
L.G. Gannon, N.G. Pegg, M.J. Smith & Y. Liu
141
Geometrical effects on strength and deformability of corroded steel plates

M.R. Islam & Y. Sumi
151
Methods to cope with up heaval buckling of high temperature offshore pipelines

in Mexicos Bay of Campeche
J. Ochoa Z., J.E. Iturriaga F. & S. Melndez P.
161
Benchmark study on use of ALPS/ULSAP method to determine plate and stiffened

panel ultimate strength
J.K. Paik, S.J. Kim, D.H. Kim, D.C. Kim, P.A. Frieze, M. Abbattista, M. Vallascas & O.F. Hughes
169
Modified Paik-Mansour formula for ultimate strength calculations of ship hulls

J.K. Paik, D.K. Kim, D.H. Park, H.B. Kim, A.E. Mansour & J.B. Caldwell
187
Development of advanced designed formulation to estimate the buckling/ultimate strength

of curved plates
J.-S. Park, M.-S. Chun & Y.-S. Suh
203
Ultimate strength assessment of ageing steel plates subjected to random non-uniform

corrosion wastage
J.E. Silva, Y. Garbatov & C. Guedes Soares
213
Comparison of numerical results with experiments on ultimate strength of short stiffened panels
M. Xu & C. Guedes Soares
Numerical study of the effect of geometry and boundary conditions on the collapse
behaviour of short stiffened panels
M. Xu & C. Guedes Soares
Hydro-elastoplasticity approach to ships hull girder collapse behavior in waves
W. Xu, K. Iijima & M. Fujikubo
A study on the dynamic buckling strength of containerships bow structures subjected
to bow flare impact force
S.H. Yang, H.L. Chien, C.M. Chou, K.C. Tseng & Y.J. Lee
Ultimate strength of aluminum Y-stiffened panels
M.R. Zareei
221
229
239
249
257
Fatigue strength
Fatigue of high-speed aluminium ships: A master curve formulation
J.H. den Besten & R.H.M. Huijsmans
267
Stress and strain-based approaches for fatigue life evaluation of complex structural details
M. Biot & L. Moro
277
Different finite element refinement strategies for the computation of the strain energy density
in a welded joint
C. Fischer, A. Dster & W. Fricke
289
Round-robin on local stress determination and fatigue assessment of load-carrying

fillet-welded joints
W. Fricke, M. Codda, O. Feltz, Y. Garbatov, H. Remes, G. Risso, C. Rizzo & J. Romanoff
295
Fatigue estimation of a ship structural detail

S. Giuglea, A. Chirica, I. Chirica & E.F. Beznea
303
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Adjoint design sensitivity analysis of crack propagation using molecular-continuum

multiscale approach
H.-L. Jang, M.-G. Kim & S. Cho
311
A study of design loads for fatigue strength utilizing direct calculation under real
operational conditions
M. Oka, T. Takami, Y. Ogawa & K. Takagi
317
The estimation of stress range distribution due to wide banded random loading obtained
by rain-flow counting method
J.B. Park, K.S. Kim & J. Choung
325
Three-dimensional fracture mechanics analyses of surface cracks

at welded joints in ship structure
S. Tanaka, H. Okada & S. Okazawa
335
Collision and impact strength

Ship hull composite plates analysis under blast loads
I. Chirica, D. Boazu, E.F. Beznea & A. Chirica
343
An investigation of a Suezmax tanker grounding accident

S. Ehlers, D. Poli, A. Klanac & M. Schrder
351
Research on anti-collision capability for double-hull design for the column of semi-submersible
by numerical simulation
Z. Hu, G. Chen & J. Yang
357
Effect of crushable bow on the overall crashworthiness in ship collision

Y.T. Huang, K.P. Wu, H.L. Chien, C.M. Chou, K.C. Tseng, C.F. Hung & C.L. Chang
365
A study on dynamic grounding of ships

T.-H. Nguyen, J. Amdahl, L. Garr & B.J. Leira
373
Influence of bulbous bow structures on their collision behaviour

M. Schttelndreyer, I. Tautz, J.M. Kubiczek, W. Fricke & E. Lehmann
381
Influence of ship motions in the numerical prediction of ship collision damage

K. Tabri & J. Broekhuijsen
391
Numerical prediction of impact loads in rectangular panels

R. Villavicencio & C. Guedes Soares
399
Influence of the neutral axis displacement on the residual strength of a damaged

tanker double bottom structure
R. Villavicencio, C. Guedes Soares, Z. Liu & J. Amdahl
Numerical simulation of laterally impacted clamped circular steel plates
R. Villavicencio, L. Sutherland & C. Guedes Soares
Study on the residual ultimate longitudinal strength of hull girder of a bulk carrier
against a sagging moment after ship collision
Y. Yamada & Y. Ogawa
411
419
429
Comparison of resistance to penetration of stiffened panels with T- and Y-stiffeners

M.R. Zareei
437
Ultimate load calculation during stranding

B. Zipfel & E. Lehmann
447
Dynamic analysis
Methods for hull structure strength analysis and ships service life evaluation, under
extreme hydroelastic wave loads, for a large oil-tanker
L. Domnisoru & A. Chirica
Dynamic analysis in the marine environment considering FSIShip-like structure case
A. Martnez Cimadevilla
459
473
vii
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Experimental analysis of structures

An experimental study on fatigue crack propagation life of T-joint fillet specimen considering
residual stress under storm loading
S.H. Kim, K.S. Kim, J.H. Lee, C.H. Yu & W.H. You
487
Experimental study on slamming load of the trimaran

S. Peng, H. Sun, J. Yue & W. Wu
495
Failures mode analysis of corroded steel structures subjected to compressive load

S. Saad-Eldeen, Y. Garbatov & C. Guedes Soares
503
Fatigue tests of butt welds and plates edges of 80 mm thick plates

H. von Selle, O. Doerk, J.K. Kang & J.H. Kim
511
Study on the ultimate strength test of high speed trimaran

W. Wu, S. Xu, W. Liu, X. Li & J. Yue
521
An experimental study on mechanical, fatigue and crack propagation properties

of IMO type B CCS materials at room and cryogenic temperatures
C.H. Yoo, K.S. Kim, J. Choung, C.S. Shim, J.K. Kang, D.H. Kim, Y.S. Suh, Y.L. Shim,
H.S. Urm, M.S. Kim & G.B. An
527
Materials and fabrication of structures

A study on laser assisted friction stir welding of C-Mn steel plates
P. Biswas & N.R. Mandal
539
Steel-concrete-steel sandwich structures in ship and offshore engineering

T.J. Grafton & J.R. Weitzenbck
549
Welding of large gaps of block joints in ships using different techniques

S. Zacke & W. Fricke
559
Methods and tools for structural design and optimisation

Scantling optimization of ship structures considering fatigue at the early design stage
A. Amrane & P. Rigo
569
Underwater noise emissions: Another challenge for ship design

M. Andr, T. Gaggero & E. Rizzuto
581
Normative framework for noise emissions from ships: Present situation and future trends
A. Badino, D. Borelli, T. Gaggero, E. Rizzuto & C. Schenone
593
Methods and criteria to manage airborne outdoor ship noise

M. Biot & L. Moro
603
Shape design optimization of fluid-structure interactions using SPH and geometrically

exact interfaces
H.-S. Kim, M.-G. Kim & S. Cho
611
Finite element-based shape optimization of an asymmetric steel sandwich panel joint

D. Poli, D. Frank, A. Klanac & S. Ehlers
619
Hull/superstructure-interaction in optimized passenger ships

H. Remes, J. Romanoff, P. Varsta, J. Jelovica, A. Klanac, A. Niemel, S. Bralic & H. Naar
625
Optimization of monopile offshore wind structures

A. Thiry, F. Bair, L. Buldgen, G. Raboni & P. Rigo
633
Isogeometric shape optimization of design-dependent structures

M. Yoon, B.-Y. Koo & S. Cho
643
viii
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Structural reliability, safety and environmental protection

Combination of primary loading effects under various wave scatter diagrams
N.-Z. Chen, G. Wang, C. Guedes Soares & A.P. Teixeira
651
Uncertainty assessment of the ultimate strength of a stiffened panel

Y. Garbatov, M. Tekgoz & C. Guedes Soares
659
Safety analyses for bulk carriers using metamodels of still water loads
P. Georgiev
669
Reliability assessment of intact and damaged bulk carriers

A.W. Hussein & C. Guedes Soares
679
Structural optimization of the hold frame of a bulk carrier considering lifecycle risk
Y. Kawamura & M. Miyazaki
691
A study on long-term prediction of corrosion wastage

T. Matsukura, Y. Kawamura & E. Khoo
699
Optimization of composite maritime structureseffects of uncertainties on design

criteria and limits
L. Sanchez, J.W. Ringsberg & E. Johnson
707
Rule development for container stowage on deck

V. Wolf, I. Darie & H. Rathje
715
Reliability analysis of marine structural components using statistical data of steel strength
B. Yu & D.G. Karr
723
Author index
731
ix
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Preface
This book collects the papers presented at the 3rd International Conference on Marine Structures,
MARSTRUCT 2011, which was held in Hamburg, Germany 28 to 30 March. This Conference follows
up from the initial ones that were held in Glasgow, Scotland and in Lisbon, Portugal, respectively in 2007
and 2009. These conferences aim at bringing together researchers and industrial participants specially
concerned with structural analysis and design of marine structures. Despite the availability of several conferences about ships and offshore structures, it was felt that there was still no conference series specially
dedicated to marine structures, which would be the niche for these conferences.
The initial impetus and support has been given by the Network of Excellence on Marine Structures
(MARSTRUCT), which was funded by the European Union from 2005 to 2010, bringing together
33 European research groups from Universities, research institutions, classification societies and industrial companies that are dedicated to research in the area of marine structures. With the end of this
EU project, a new organisation was created to maintain the cooperation ties among the groups that work
in this general area. The MARSTRUCT Virtual Institute was created in 2010, with the aim of being an
association of research groups interested in cooperating in the field of marine structures. It started with
the same members as the participants in the Network of Excellence but in the near future it is open to
accept the membership of other European groups that have the same aims.
The Virtual Institute is organised in the following Technical Committees:
Methods and tools for establishing loads and load effects

which in turn are divided in subcommittees. The aim is to promote the exchange of information and the
cooperation in these subject areas. This can take the form of promoting comparative or benchmark studies in various subjects, promoting joint research activities and joint research projects, organising short
specialised courses, workshops and conferences.
In particular the Virtual Institute will take the responsibility of organising the MARSTRUCT Conference biannually in different countries, starting from the present one that is already organised in a cooperation between the MARSTRUCT Virtual Institute and the Hamburg University of Technology in a
scheme that is planned to be continued in the future: the Virtual Institute will be responsible for the preparation of the technical programme and processing of the papers and the host country organization will be
responsible for the conference organization and management.
Despite being organised in Europe, this Conference is not meant to be restricted to European attendees
and a serious effort has been made to involve in the planning of the Conference participants from other
continents that could ensure a wider participation, which is slowly happening.
The conference reflects the advances that have been made in the last years within its domain including
the full range of methods and modelling procedures for the structural assessment of marine structures.
Various assessment methods are incorporated in the methods used to analyze and design efficient ship
structures, as well as in the methods of structural reliability to be used to ensure the safety and environmental behaviour of the ships. This book deals also with some aspects of fabrication of ship structures.
This book includes almost 80 papers, which are organised into the themes that correspond to the Virtual
Institute Technical Committees, as listed above. The papers were accepted after a review process, based on
the full text of the papers. Thanks are due to the Technical Programme Committee and to the Advisory
xi
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Committee who had most of the responsibility for reviewing the papers and to the additional anonymous
reviewers who helped the authors deliver better papers by providing them with constructive comments.
We hope that this process contributed to a consistently good level of the papers included in the book.
Carlos Guedes Soares,
Wolfgang Fricke
xii
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Organisation
Conference Chairmen
Prof. Wolfgang Fricke, Hamburg University of Technology (TUHH), Germany
Prof. Carlos Guedes Soares, IST, Technical University of Lisbon, Portugal
Technical Programme Committee
Prof. N. Barltrop, University of Strathclyde, UK
Prof. I. Chirica, University Dunarea de Jos of Galati, Romania
Dr. M. Codda, CETENA, Italy
Prof. P. Das, University of Strathclyde, Glasgow, UK
Prof. R. Dow, University of Newcastle upon Tyne, EnglandUK
Prof. Y. Garbatov, IST, Technical University of Lisbon, Portugal
Prof. J. M. Gordo, IST, Technical University of Lisbon, Portugal
Dr. B. Hayman, Det Norske Veritas, Norway
Prof. A. Incecik, University of Strathclyde, UK
Prof. T. Jastrzebski, West Pomeranian University of Technology, Poland
Prof. B.J. Leira, Norwegian University of Science and Technology, Norway
Dr. S. Malenica, Bureau Veritas, France
Prof. T. Moan, Norwegian University of Science and Technology, Norway
Prof. U. Nielsen, Technical University of Denmark, Denmark
Prof. J. Ringsberg, Chalmers University of Technology, Sweden
Prof. P. Rigo, University of Lige, Belgium
Prof. E. Rizzuto, University of Genova, Italy
Prof. J. Romanoff, Aalto University, Finland
Prof. M. Samuelidis, National Technical University of Athens, Greece
Prof. R.A. Shenoi, University of Southampton, EnglandUK
Prof. M. Taczala, West Pomeranian University of Technology, Poland
Prof. P. Temarel, University of Southampton, UK
Prof. P. Varsta, Aalto University, Finland
Dr. A. Vredeveldt, TNO, The Netherlands
Advisory Committee
Prof. F. Brennan, Cranfield University, UK
Prof. A. Campanile, University of Naples, Italy
Prof. G. Chen, Shanghai Jiaotong University, P.R. China
Dr. F. Cheng, Lloyds Register, UK
Prof. S.-R. Cho, University of Ulsan, Korea
Prof. Y.S. Choo, Nat. Univ. Singapore, Singapore
Prof. W.C. Cui, CSSRC, P.R. China
Prof. C. Daley, Memorial University, Canada
Dr. M. Dogliani, Registro Italiano Navale, Italy
Prof. A. Ergin, ITU, Turkey
Prof. S. Estefen, COPPE/UFRJ, Brazil
Prof. M. Fujikubo, Osaka University, Japan
Prof. T. Fukasawa, Osaka Prefecture University, Japan
Prof. C.-F. Hung, National Taiwan University, Taiwan ROC
xiii
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Prof. D. Karr, University of Michigan, Ann Arbor, Michigan, USA

Prof. H.W. Leheta, Alexandria University, Egypt
Prof. J.K. Paik, Pusan National University, Korea
Dr. N.G. Pegg, DND, Canada
Prof. M. Salas, University Austral of Chile, Chile
Dr. I. Senjanovi, University of Zagreb, Croatia
Dr. R. Skjong, Det Norske Veritas, Norway
Prof. Y. Sumi, Yokohama National University, Japan
Dr. O. Valle Molina, Mexican Inst of Petroleum, Mexico
Dr. P. Videiro, Petrobras, Brazil
Dr. G. Wang, American Bureau of Shipping, USA
Dr. X. Wang, American Bureau of Shipping, USA
Prof. W. Wu, Wuhan University of Technology, P.R. China
Local Organizing Committee
Olav Feltz, Hamburg University of Technology (TUHH), Germany
Sonja Zacke, Hamburg University of Technology (TUHH), Germany
Technical Programme Secretariat
Maria de Ftima Pina, IST, Technical University of Lisbon, Portugal
xiv
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Methods and tools for loads and load effects
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Influence of raised invar edges on sloshing impact pressures

numerical investigations
Stefano Brizzolara & Diego Villa
Marine CFD GroupFaculty of Engineering, University of Genova, Italy
Thomas Gazzola, Nikita Tryaskin, Nicolas Moirod, Jrme De Lauzon & Louis Diebold
Bureau Veritas, Marine Division, Research Department, Neuilly-Sur-Seine CdxFrance
ABSTRACT: This paper presents a numerical investigation of the influence of raised invar edges on
wet drop tests pressures. The aim of this study is to evaluate the capabilities of the CFD software OpenFOAM ([6]) to deal with fluid structure impact problems in the context of sloshing inside membrane
tanks. More precisely, the objective is to evaluate OpenFOAM capabilities for water drop tests simulations
for a smooth wedge on one hand and a wedge equipped with invar edges (like these which equip the Cargo
Containment System NO96 produced by GTT) on the other hand, both falling into calm water without
inclination. The obtained numerical results are then compared to Wagners solution for the smooth wedge
and to experimental measurements for the wedge with edges presented in ([2]). Numerical simulations are
in very good agreement with Wagners solution and experimental results ([2]) showing the OpenFOAM
capability to deal with fluid structure impact problems in the context of sloshing inside membrane tanks.
The agreement between numerical and experimental results confirms also that raised invar edges tend to
enhance the magnitude of sloshing pressures. This confirmation emphasizes the importance of considering the physics of invar edge effects in defining the design pressure to be used in assessing the integrity of
membrane LNG tanks.
1
INTRODUCTION
In order to better understand the influence of

these raised elements on sloshing pressures, different studies have been carried out. Due to complexity of sloshing model tests using raised edges, most
of these studies consisted in performing wedge
drop tests widely used in the industry as a means
to investigate fluid impact problems. The main
conclusion of these studies was that corrugations
significantly reduced the magnitude of impact
pressures by factors at least 2 when compared to
pressures measured on smooth wedge. The main
explanation for such reduction was the trapped air
cushioning effect.
However, a recent study (0) based on drop tests
and 2D sloshing tests showed that raised elements
effect on sloshing pressures is complex and may
not lead necessarily to lower pressures when compared to the smooth cases.
The purpose of the present paper is first to
check/confirm the findings presented in (0) and
then to evaluate OpenFOAM capability to deal
with complex fluid structure impact problems by
comparing our numerical results to the experimental results (0) for the wet drop tests with &
without invar edges. The calculations presented
in this paper concern only drop tests for wedges
with invar edges like these which equip NO96 CCS
In order to manage the risk of failure due to sloshing, adequate assessment of sloshing loads and
structural capacities are required. Even if the state
of the art of sloshing model tests has improved a
lot these last few yearsby including more physics
such as reproduction of realistic irregular 6 degrees
of freedom motion for the tank, introduction of a
special ullage gas mixture in order to respect the
LNG gas/fluid ratio density in the model tank
some physical phenomena are still not reproduced
in actual sloshing model tests.
Indeed, sloshing model tests are carried out using
tanks with smooth walls. However at prototype
scale, the two widely-used Cargo Containment
Systems (CCS) both have raised elements, corrugations in the case of MarkIII and raised invar
edges in the case of NO96. The MarkIII primary
membrane includes a square pattern of corrugation cells formed by the crossing rows of larger
and smaller corrugations, both with spacings of
roughly 340 mm. In the case of NO96 system,
parallel rows of raised invar edges are present with
spacings of roughly 500 mm and contain the weld
used to join the sheets of invar that make up the
primary membrane.
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where UG represent the Velocity of the mesh.

Basically a new virtual flux is added to the equation to take in account the moving of the mesh.
That solver use a PISO loop at each time step
to ensure the pressure-velocity coupling. In particular, but an addition correction to the standard
PISO algorithm has been sued to better predict all
the no-linear terms of N-S equations. The time
marching is performed with a Eulerian implicit
approach, that increases the stability of the solution. The linearized system has been solved with
a GAMG (Generalized geometric-algebraic multigrid) for the Poisson equation and with a Smooth
solver (GaussSeidel as smoother) for the N-S equation. This solver use a VoF method to track the
interface between the two fluids, so it solves the
classical VoF equation, where alpha represents
the fraction of fluid present in each cell, and all
the physical quantities representing of the fluids
characteristics are weighted by this fraction.
but not with corrugations like those which equip

MarkIII CCS.
Present work is complementary to the long validation study performed on different CFD methods
(unsteady free surface commercial RANSE solvers and proprietary SPH method) with regards to
impact load of different ship like section shapes,
performed within MARSTRUCT activities and
already published in different occasions (0).
2
WEDGE DROP TESTS SETUP
2.1
Equations for the impact problem
The simulation of the impact of the falling wedge

in calm water is assumed uncoupled. The body is
rigid, and its position and velocity is prescribed
and imposed.
This impact problem can be solved in several
equivalent ways. It is possible to impose a flow at
a specific velocity that comes upward and hits a
static structure, or to let the structure go down in a
calm flow. The second method was chosen, because
it will offer more possibilities for structure motions
in future studies.
The solver used for this study is interDyMFoam
from OpenFOAM (0). The interDyMFoam is a
solver for two incompressible, isothermal immiscible fluids using a VOF (volume of fluid) phasefraction based interface capturing approach, in a
moving mesh domain. This solver solve the well
know Navier-Stokes equations, recombined for a
moving mesh. Following are presented the equation in the punctual versions and write for a moving control volume:
U = 0
U + U
t
Figure 1.
2.2
Setup of the numerical simulations
The wedges configurations are the same one as the

ones described in (0). For sake of simplicity, only
the scale 1:6 is here presented in this section. For
the 2 other scales, one should refer to (0).
The set-up of the numerical simulations is the
following:
length of the wedge = 1000 mm
height of the wedge = 100 mm
(2)
(3)
To solve the VoF equation, that is a standard

fully convective equation, the interDyFoam use
the MULES method (multidimensional universal
limited explicit solver), that is a new generic solver
for simply convective equations with a bounded
range of free variable values.
(1)
= p + U + f

= UG dV
+ U U dV

= ( +
+
) dV + (
+ = 0
t
= 1 + ( ) 2
= +
) 2
1 (
) dV
Drop test scheme.
Figure 2.
Wedge configuration for scale 1:6.
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width of the wedge = 278 mm (however 2D

simulations were carried out)
dead rise angle = 10 (to ensure validity of
Wagners solution)
drop height = 0.6 m
On the contrary to experiments presented in
(0) where one side of the wedge is smooth and the
other side equipped with raised edges, two configurations of the wedge were simulated. The first
one without invar edge (smooth case) and the second one with invar edges scaled at 1:6. For both
configurations, a symmetry plan was considered as
shown in Fig. 3 hereafter. In the case of the wedge
with invar edges, the first invar edge is located at
230 mm away from apex of the wedge and the
distance between the two invar edges is 83 mm
like in (0). The locations of the pressure sensors
are chosen accordingly to (0) and are reminded
below. The dimensions are given with respect to
the apex of the wedge.
Three prescribed constant velocities of the
wedge equal to 2.80, 3.43 & 3.96 m.s1 were simulated corresponding to the theoretical free fall
velocities obtained for the 3 drop heights of h = 0.4,
0.6 & 0.8 m. Thus variation of the wedge velocity
during impact is not taken into account.
For the two other scales (1:20 & 1:35), the 3 drop
heights were scaled from the scale 1:6.
Thus in our numerical simulations, the flow is
going from the pressure sensor n1 to the pressure
sensor n18.
3
3.1
WEDGE DROP TESTS RESULTS

Results for the smooth wedge (without invar
edge)
For sake of simplicity, only results at scale 1:6 are

here presented. Our numerical procedure displaces
the mesh at V = 2.80, 3.43 & 3.96 m.s1. The mesh
used for this simulation is figured out below. The
total number of cells used to define this mesh is
equal to 290,000 cells.
For the case of the wedge without invar edge at
scale 1:6 and drop height h = 0.8 m, the pressure
time histories calculated at pressure sensor location (1018) are presented in Figure 4.
In order to validate this CFD numerical solution
obtained with OpenFOAM, this one is compared
with the reference Wagners analytical solution
for the smooth wedge without inclination which
is valid for the studied configuration (0, 0 & 0).
Comparison with experiments presented in (0) is
not possible since no results for the smooth case
are provided in (0). Comparisons of the maximum
peak impact pressures for all the pressure sensors
from #10 to #18 are figured out below for scale 1:6
and the 3 dropping heights. There is an excellent
agreement between the Wagners analytical solution and the CFD solution for the maximum peak
impact pressures. The difference for the maximum
peak impact pressure between the CFD solution
(OpenFOAM) and the Wagners analytical solution does not exceed 3% for the pressure sensors
of interest #10#18. OpenFOAM and Wagner
pressure time histories for the pressure sensor #18
which presents the maximum error (of 3%) in comparison with Wagners solution is figured hereafter
on Fig. 5.
The difference between the CFD solution (blue)
and the Wagners analytical solution (red) arises
when the separation point reaches the end of the
wedge as figured below.
700000
p10
p11
600000
p12
p13
500000
p14
Table 1.
NSensor
1
2
3
4
5
6
7
8
9
pressure (Pa)
Figure 3. Mesh used for the smooth wedge simulation

(290,000 cells), simulation scale 1:6.
Pressure sensors location.
Before 1st edge (mm) Between edges (mm)
151.611
234.611
160.833
243.833
170.056
253.056
179.278
262.278
188.500
271.500
197.722
280.722
206.944
289.944
216.167
299.167
225.389
308.389
NSensor
10
11
12
13
14
15
16
17
18
p15
400000
p16
p17
300000
p18
200000
100000
0
100000
0
0.005
0.01
0.015
0.02
0.025
time (s)
Figure 4. Pressure time histories calculated by OpenFOAM for the smooth wedge, pressure sensors 1018 for
scale 1:6 and h = 0.8 m.
MARSTRUCT.indb 5
2/18/2011 5:39:11 PM
3.2
Results for the wedge with invar edges
Wagner s18
OpenFOAM s18
600000
For the sake of simplicity, only results at scale 1:6

are here presented. Our numerical procedure displaces the mesh at V = 2.80, 3.43 & 3.96 m.s1. The
mesh used for this simulation is figured out below.
The total number of cells used to define this mesh
is equal to 290,000 cells.
For the case of the wedge without invar edge at
scale 1:6 and drop height h = 0.8 m, the pressure
time histories calculated at pressure sensor location (118) are represented in Figures 8.
One can notice that the time pressure histories
signals are noisy. This is the reason why it was
decided to apply a low-pass filter (2.5 kHz, 8th
order Butterworth low pass filter) to these signals.
However, to ensure that this low-pass filter does
not affect the impact peak pressure of interest, this
low-pass filter is applied on the time pressure histories obtained for the smooth wedge which was
validated in the previous section. For instance,
500000
400000
300000
200000
100000
0
0.008
0.01
0.012
0.014
0.016
0.018
Figure 5. OpenFOAM calculations & Wagner pressure

time histories for pressure sensor 18 for scale 1:6 and
h = 0.8 m.
Table 2. Comparison of the maximum peak impact

pressures obtained by OpenFOAM calculations with the
Wagners solution.
1:6, h = 0.4 m
OpenFOAM
Wagner
(OF/Wagner)
Sensor 10
Sensor 11
Sensor 12
Sensor 13
Sensor 14
Sensor 15
Sensor 16
Sensor 17
Sensor 18
310608
311117
314067
315277
319110
319133
317646
318834
319689
311000
311000
311000
311000
311000
311000
311000
311000
311000
0.999
1.000
1.010
1.014
1.026
1.026
1.021
1.025
1.028
1:6, h = 0.6 m
OpenFOAM
Wagner
(OF/Wagner)
Sensor 10
Sensor 11
Sensor 12
Sensor 13
Sensor 14
Sensor 15
Sensor 16
Sensor 17
Sensor 18
466241
465773
470233
472968
480360
481153
478298
479665
480882
467000
467000
467000
467000
467000
467000
467000
467000
467000
0.998
0.997
1.007
1.013
1.029
1.030
1.024
1.027
1.030
1:6, h = 0.8 m
OpenFOAM
Wagner
(OF/Wagner)
Sensor 10
Sensor 11
Sensor 12
Sensor 13
Sensor 14
Sensor 15
Sensor 16
Sensor 17
Sensor 18
623481
623824
628800
632826
642751
643088
638552
640465
642697
622000
622000
622000
622000
622000
622000
622000
622000
622000
1.002
1.003
1.011
1.017
1.033
1.034
1.027
1.030
1.033
Figure 6. Classical Wagners analytical solution is no

more valid when the separation point reaches the end of
the wedge.
the difference between the raw and filtered time

pressure history for the pressure sensor #3 for scale
1:6 and h = 0.6 m is figured out below.
The low-pass filter has a limited influence
(experiments post-processing procedure is not
available) on the impact pressure time history for
the case of the smooth wedge (without invar edge).
Therefore, this low-pass filter was also applied to
time pressure histories for all the pressure sensors
for the drop test simulation of the wedge with
invar edges. These filtered time pressure histories
are figured out below.
The Figure 11 depicts the time pressure histories obtained in (0) for one case which is not specified (so the y-axis legend is not given). However, it
is possible to compare both results (Figure 10 &
Figure 11) qualitatively. Doing so, one can notice
that:
The first pressure sensors (before the first edge),
pressures are similar to these ones obtained for the
smooth wedge. This can be explained by the fact
MARSTRUCT.indb 6
2/18/2011 5:39:13 PM
Figure 9. Comparison between raw and filtered (lowpass filter 2.5 kHz) time pressure histories calculated
by OpenFOAM for pressure sensor #3 for the smooth
wedge.
1.2e+006
pressure (Pa)
1e+006
800000
600000
p1
p10
p2
p11
p3
p12
p4
p13
p5
p14
p6
p15
p7
p16
p8
p17
p9
p18
400000
200000
Figure 7. Mesh used for the drop test simulation of the

wedge with invar edges (290,000 cells).
0.005
1.4e+006
pressure (Pa)
1.2e+006
1e+006
800000
p1
p10
p2
p11
p3
p12
p4
p13
p5
p14
p6
p15
p7
p16
p8
p17
p9
p18
0.007
0.008
0.009
0.01
time (s)
Figure 10. Filtered pressure time histories calculated

by OpenFOAM for all pressure sensors. Drop test simulation of the wedge with invar edges for scale 1:6 and
h = 0.8 m.
1.8e+006
1.6e+006
0.006
600000
400000
200000
0
200000
0
0.005
0.01
0.015
0.02
0.025
time (s)
1.6e+006
1.4e+006
pressure (Pa)
1.2e+006
1e+006
800000
p1
p10
p2
p11
p3
p12
p4
p13
p5
p14
p6
p15
p7
p16
p8
p17
p9
p18
Figure 11.
that the first edge does not have any influence on

upstream pressure sensors.
OpenFOAM well predicts the over peak impact
pressure (in comparison with smooth wedge) before
the first edge (see sensor #8 & #9).
OpenFOAM well predicts the under peak impact
pressure (in comparison with smooth wedge) just
after the first edge (see sensor #10 & #11).
OpenFOAM well predicts the over peak impact
pressure (in comparison with smooth wedge)
before the second edge (see sensor #17 & #18).
600000
400000
200000
0
-200000
0.004
0.005
0.006
0.007
0.008
0.009
0.01
Experimental drop test with invar edges (0).
0.011
time (s)
Figure 8. Pressure time histories for all pressure sensors

calculated by OpenFOAM. Drop test simulation of the
wedge with invar edges (zoom for the right figure).
MARSTRUCT.indb 7
2/18/2011 5:39:15 PM
In section 3-2, the drop test simulation of the

wedge equipped with invar edges was performed
and the obtained time pressure histories were
analysed. As these time pressure histories signals
are noisy, it was decided to filter these signals with
a low-pass filter (2.5 kHz, 8th order Butterworth).
In order to quantify the influence of this low-pass
filtering on peak impact pressures of interest, this
filter was applied on the time pressure histories
obtained for the smooth wedge. It was then shown
that this low-pass filtering has a limited influence
on peak impact pressures of interest.
Then, the time pressure histories were compared qualitatively and quantitatively with the
experimental ones obtained in (0). The agreement
is very good considering the complexity of such
simulation.
As a conclusion, it can be said that OpenFOAM
can be used to simulate drop tests simulations not
only for smooth wedge but also for wedge equipped
with invar edges which represent a much more
complicated case. The next step is to perform drop
tests simulations for wedges equipped with corrugations (like these which equip the Cargo Containment System MarkIII produced by GTT).
Ratio (invar/smooth)
2.5
1:6, 0.4m
1:6, 0.6m
1:6, 0.8m
1:20, 0.12m
1.5
1:20, 0.18m
1:20, 0.24m
1
1:35, 0.069m
1:35, 0.086m
1:35, 0.103m
0.5
Experimental
0
9
10
11
12
13
14
15
16
17
18
19
Number of the Pressure Sensor
Figure 12. OpenFOAM calculations (symbols) and

experimental (0) (black line) maximum impact pressures ratios between wedge with invar edges and the
smooth one.
3.3
Results for the ratio (invar case/Wagner)
All these qualitative observations can be quantified by comparing the ratio between the filtered
maximum pressures for the wedge with invar edges
and the Wagners solution as it is done in (0).
The agreement between OpenFOAM and Exxon
experiments (0) curves is satisfactory. Furthermore,
precise information on the experimental procedure
and its post-processing lack to perform clearer
quantitative conclusions. Hence, we can conclude
that OpenFOAM well predicts qualitatively and
quantitatively the peak impact pressures for the
drop test simulation of a wedge equipped with
invar edges.
4
REFERENCES
Gazzola, T. Contribution au problme dimpact non
linaire: le problme de Wagner coupl, Ecole Centrale Paris 2007 (written in English).
He, H., Kuo, J.F., Rinehart, A. & Yung, T.W. Influence of Raised Invar Edges on Sloshing Impact
Pressures, 1st Sloshing Dynamics Symposium,
ISOPE 2009, Vol. 3, www.isope.org
Molin, B. Hydrodynamique des Structures Offshore,
Editions Technip.
OpenFOAM, v.1.7.1, www.openfoam.com
Viviani, M., Brizzolara, S. & Savio, L. Evaluation
of slamming loads using smoothed particle hydrodynamics and Reynolds-averaged NavierStokes
methods. Journal of engineering for the maritime
environment, 2009, 223:1731, ISSN: 1475-0902, doi:
10.1243/14750902 JEME131.
Wagner, H. ber Stoss und Gleitvorgnge an der Oberflche von Flssigkeite , ZAMM, Vol. 12, 193215.
CONCLUSIONS
The aim of this study was to check/confirm the

findings presented in (0) from one hand and to
evaluate the capabilities of the CFD software
OpenFOAM to deal with fluid structure impact
problems in the context of sloshing inside membrane tanks from the other hand.
More precisely, the objective was to evaluate
OpenFOAM capabilities for drop tests simulations
for a smooth wedge on one hand and a wedge
equipped with invar edges (like these which equip
the Cargo Containment System NO96 produced
by GTT) on the other hand, both falling into calm
water without inclination.
In section 3-1, the drop test simulation of the
smooth wedge was performed and the obtained
time pressure histories were then compared to the
Wagners analytical solution (valid for this studied
configuration). The agreement between the two
solutions is excellent and thus OpenFOAM drop
test simulation for smooth wedge is validated.
MARSTRUCT.indb 8
2/18/2011 5:39:22 PM

Modal approach to fluid structure interaction applied

to a ship in waves
Christian Cabos, Boris Dilba, Matthias Krmer & Anne Schwenkenberg
Germanischer Lloyd, Hamburg, Germany
ABSTRACT: We present a modal approach to the coupled computation of the fluid flow and the
motion and elastic deformation of a floating body. For the fluid part, i.e. the transient viscous free surface flow around the structure, the open souce code OpenFOAM is adopted. For the structure part, i.e.
the fully non-linear six degree of freedom rigid body motion and the linear elastic deformations due to
the forces exerted by the fluid on the structure, an in-house code has been developed and linked to the
OpenFOAM solver. An algorithm maps fluid forces to the finite element model nodes of the structure
and maps the structure motion/deformations to the vertices of the fluid grid. In our modal approach,
the structure deformation is represented by a linear combination of a small number of precomputed
modes (in the current study, the eigenmodes of the structure), resulting in an ODE for the modal coefficients. This approach proves to be computationally efficient: on the one hand, the size of the equation
system is much smaller than the full finite element equations, on the other hand, the restriction to lowfrequency eigenmodes suppresses high-frequency oscillations encountered in direct FE computations,
allowing for larger time step sizes and in general a more stable coupling. Also, suitable selection of the
modes allows for focussing on critical structure deformations e.g. for fatigue assessment. To this end,
deformations corresponding to the most relevant load cases according to classification rules can be used
as modes, too.
1
INTRODUCTION
global strength analysis can be chosen. Integrating

such a model can however lead to high numerical
effort on the one hand because of the large size of
the structural system of equations but on the other
hand since high mesh density can lead to unnecessarily small time steps in the time integration. For
the latter reasons, the elastic deformation of the
vessel is here approximated through a few deformation modes of the global finite element model
only. The structural equations are described in
chapter 2 of this paper.
For analysing slamming events for a ship in
waves, non-linearities in the computation of the
fluid flow should be considered. In particular
computation in the time domain has advantages in
this case. For this reason, in this paper the Finite
Volume method is applied to solve the Reynolds
Averaged Navier Stokes Equations, see chapter 3.
For the solution of the coupled equation systems, the partitioned approach is used, i.e. separate
solvers for the fluid and the structure are called in
an iterative fashion, (see (Matthies, Niekamp, and
Steindorf 2006) and the references therein for an
introduction).
Mesh densities of the water near the ship and
of the wet part of the shell need not agree. This
is due to the differing typical wave lengths in both
Hydroelastic effects, i.e. the consideration of the

elasticity of a ship when computing behaviour in
waves, are important in particular when analysing
slamming events. Here, dynamic amplification of
the lowest global elastic eigenmodes of the vessel
(whipping) can occur. Since in this case fluid flow
and elastic deformation of the ship significantly
influence each other, the governing equations need
to be solved in a coupled fashion.
Because the global whipping deformations are
small compared to the ship length, linear elasticity suffices to describe the deformation of the vessel. On the other hand, translations and rotations
of the rigid ship can be significant; the rigid body
motion of the ship is therefore handled non-linearly
in this paper.
The elastic deformation of a ship and its resulting stresses can be represented through a finite
element model of the vessel. Different approaches
are possible concerning the mesh density. On the
coarsest scale, the ship can be represented by a few
beam elements, see (Oberhagemann, el Moctar, and
Schellin 2008). In order to also assess the torsional
deformations and e.g. local stress concentrations,
a global finite element as commonly used for
MARSTRUCT.indb 9
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Since the ship will perform large rigid body

motions but only small elastic deformations, a
body fixed reference frame for solving the structural equations of motion will be chosen such that
the modal coefficients r1, , r6 for the rigid body
modes are zero in the body fixed system. Due to
the movement of the body fixed coordinate system, additional inertial forces will result. In the
following sections, the terms inertial, global
resp. body fixed, local, moving will be used
synonymously.
To derive the equation of motion in this moving coordinate system we first consider the inertia forces acting on a structure as a consequence
of the moving reference frame. For this, is the
translatory acceleration of the local coordinate
represent
system in local coordinates and and
the angular velocity and acceleration of the coordinate system about its origin in local coordinates.
According to (Argyris and Mlejnek 1988) the inertial forces are then given by
media. For this reason the meshes of fluid and

structure will not be compatible at their interface
in general. As a result a procedure is introduced to
transfer pressures to the hull and displacements to
the water between differing meshes. The coupling
procedure and the employed mapping algorithm
are described in section 4.
2
STRUCTURAL PART
Assuming linear elasticity the 3D FEM discretization of the vessel leads to the well known equation
of motion
M + Cu + Ku = F(t)
(1)
in an inertial reference frame. Here M, C and K

represent the mass, damping and stiffness matrix,
F is the external load vector and u is the vector of
displacements. Its first and second derivative represent the velocity and acceleration, respectively.
In this paper, the structural displacements of the
hull will be approximated by a linear combination
of vectors i (called modes in the following)
R ( H + Z )r + Gr + M
Mr
(6)
in modal coordinates. Here the symbols R, H, Z,

G, and M denote
u( x t )
( x )i ri (t ) = ( x )r(t ).
(2)
i =1
x ) + ( x ) dV ,
U + (
The first six modes i, i = 1, , 6 will be assumed

to represent the rigid body motion of the ship. The
time dependent modal coefficients ri, i = 1, , n are
assembled in the vector
the angular acceleration stiffness
r = [ri, , rn]T
the centripetal forces
(3)
(
)dV ,
(8)
(9)
(4)
the Coriolis forces

Gr = 2 T ( )dV r,
A good choice for representing the global deformation of the ship typically are the lowest eigenmodes which result from the modal decomposition
of the homogeneous, undamped and unsupported
system
M + Ku = 0.
Zr = T [ ( )]dV r,
and the modes into the matrix

= [1, , n].
(7)
(10)
and the mass matrix

M
(5)
dV .
(11)
All terms of the equation of motion in the moving coordinate system have been given above for
completeness. In ship applications, however, the
forces resulting from the terms containing G, H,
and Z are typically negligibly small whereas R
results in a significant contribution.
Now adding the stiffness
This leads to the dry free vibration mode

shapes i, i =1n and the corresponding circular
eigenfrequencies i, i = 1n. Note that since the
ship is assumed to be unsupported i = 0, i = 16
corresponding to six rigid body modes. While conceptually similar to generalized or principal
coodinates in classical mechanics, we prefer the
term modal coefficients in order to stress the
approximation by a small number of modes.
dV
(12)
10
MARSTRUCT.indb 10
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and damping C and decomposing the external

forces into modes leads to the equation of motion
in modal coordinates in the moving coordinate
system
The dry modes are computed from the

generalized eigenproblem
) Z ( )]r
Mr + [C G ()]
)]r [ K + H (
= T FdA
d
R( , , U ).
by requiring
(K 2M)
(13)
det (K 2M) = 0,
resulting in one rigid body eigenvalue/eigenvector
If the modes used for the projection are normalized and orthogonal with respect to the mass
matrix, M becomes the unit matrix. In case moreover global vibration eigenmodes are chosen, K is
the diagonal matrix of the squared circular eigenfrequencies i2. Damping is then typically chosen
as applied for a global ship vibration analysis, i.e.
as a percentage of critical damping applied to the
respective mode (see e.g. (Asmussen, Menzel, and
Mumm 2001)).
Introducing the abbreviations
C* () = C + G(),
*
( , )
( )
Z ( ) ,
, U )
F (t )dA
d
R(,
22
, U ).
Mr + C ( )r + K ( , ))r = R (t, ,
*
(1/ 2 )(1, 1)T
2k
= (1, 2 ) =
(1/ 2 )( 1, 1)T .
1 1 1
2 m 1 1
(15)
are ortho-normal with respect to the mass

matrix, i.e.
(16)
iT M j = iijj ,
where ij denotes the Kronecker delta. Substituting u = r and multiplying by T, the equation of
motion (1) becomes the modal equation of motion
(17)
Note that the projected matrices can be computed efficiently before the time integration, i.e. no
matrix vector products with the full system matrices are required during time integration.
Solution of equation (17) requires a nonlinear
solver, because of the constraints ri = 0, i = 1, , 6
are unknown for
and the fact that , , and
the specific timestep. The solution procedure is
described in more detail in section 2.4.
T Mr + T Kr
= T F ,
with the modal mass matrix
M = TM = diag (1,1)
and the modal stiffness matrix
K = T K = diag (
2.1 Example: Two-mass oscillator
2
1,
2
2 ).
Considering the inertia force due to rigid body

acceleration , i.e. x = u + (1,1)TU, where u denotes
the nodal degrees of freedom of the finite element
model and U denotes the rigid body translation,
the nodal force vector becomes
As a very simple example, consider two nodes, each

of mass m, connected by a spring of stiffness k,
resulting in a two degree-of-freedom (each nodes
translation in the direction of the spring) system
represented by the mass matrix
F F M( , )T U.
m 0
=
0 m
With r = (r1, r2)T etc., the final modal equations

of motion in the body fixed reference frame are:
and the stiffness matrix

k
K=
k
The modes
equation (13) reads

*
and one elastic eigenvalue/eigenvector
(14)

K +H
, , U )
R* (t,
12
2m r1
k
.
k

r2 +
2k
r2 =
m
2mU
2 mU,
1
( F2
2m
F1 ).
(18)
(19)
11
MARSTRUCT.indb 11
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Because in the body fixed reference frame the

modal coefficient r1 referring to the rigid body
motion is zero at all times, according to eq. (18),
the rigid body acceleration is
elas rbm r 7..n

A
t
elas
R
rb
bm
elas rbm 7..n
t
=
+
r t
Relas
Mela
l s
F F2
U = 1
,
2m
Time domain integration
7..n
Aelas rbm
= Rrbm Celas rbm r 7t ..nt
m rt
Newmarks integration scheme (implicit and of

second order accuracy by canonical choice of
parameters) is applied to (17). Introducing the
abbreviations
(
)
t
0M
a1C (
t) K (
),
t
= a1rt
+ a4 rt
t + a5 rt t ,
(21)

rt
= a0rt
+ a2 rt
t + a3 rt t
(22)
Aelas rt7..n = Relas
)r = R (
t
t t
+ M
rt
U )
t
t

t + C ( t )r t
t ,
(23)
where a0, , a5 are the Newmark parameters that

depend on the time step size t.
As a result taking the rigid body modes
into account equation (23) can be subdivided
according to rigid body motion and elastic
deformations
A
Aelas rbm
rbm
r
AT
Aelas t
elas rbm
R
M
Meelas rbm
rb
bm
rrbm

=
+ T
R
M
Meelas r t t
elas
elas rbm
C
Ceelas rbm
rbm

+ T
.
Celas r t t
Celas rbm
(26)
7..n
rt 7..nt + Celas
e asrt t .
(27)
In order to solve these equations the kinetic vari and U have to be known. Furthermore
ables ,
the time-variant rotation matrix S transforming
local to global coordinates is required due to the
fact that the hydrodynamic forces are determined
in the global reference frame; hence there is the
need to transform into the body fixed coordinate
system. Determining the kinetic variables is a nonlinear problem which can be solved by exploiting equation (26). Here we take into account that
the rigid body motion is affected by the elastic
deformation represented by the coupling terms
denoted by subscript elasrbm in equation (26).
According to this, the solution procedure will be
nested.
leads to the temporal discretization of the equation

of motion
A(
(25)
and
(20)
rt
eelas
l rbm
b 7..n
.
Ceelas r t t
Here matrices with subscript elasrbm

describe the influence of the elastic deformation
on the rigid body motion. Taking into account that
the mass matrix term Melasrbm is equal to zero and
Melas is the identity matrix due to the normalized
eigenmode vectors and time independence, integrating (13) with Newmarks method is equivalent
to solve
i.e. rigid body motion is driven by the sum of the

nodal forces. On the other hand, according to
eq. (19), the modal coefficient r2 referring to elastic
deformation is subject to a forced oscillation driven
by the difference of the nodal forces.
2.2
2.3 Determining the rotation matrix

A popular method to determine the rotation matrix
in body dynamics is the successive execution of
three elementary rotations where the rotation
matrix is described by three parameters. The most
popular parametrizations are the Euler-Angles
and the Cardan-Angles. Here, a three parameter
approach is applied with elementary rotations
about z, y' and x" axes corresponding to yaw, pitch
and roll motion. The primes denote the axes of the
one time rotated system and the two time rotated
system, respectively. Summarizing the three rotation angles in the vector of generalized coordinates
[ , , ]T the rotation matrix S reads
(24)
To enforce suppression of rigid body motion

in the local reference frame the modal coefficients
r1..6 corresponding to the rigid body modes have to
be 0. Dropping the first six columns of the matrices
reduces equation (24) to
S() = Sz(1)Sy'(2)Sx"(3).
(28)
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The generalized coordinates and the angular

, are related by
velocity and acceleration
= JR ( ) ,
(29)
= J ( ) + K ( , ) ,
R
R
(30)
3. solve (33) to build the start residuum

4. start newton iteration until convergence, i.e.

solve (33) for ,
5. integrate in order to determine U and U
,
in order to determine a d
6. integrate
build new rotation matrix S
where JR() and K R (

) denote the Jacobian
matrix of rotation and the derivate of
are the first and second time
( R ) and ,
derivates of the generalized coordinate vector .
are stated in global coordinates
Note that and
in time with the trapat this point. Integrating
ezoidal rule leads to the velocity of the generalized
coordinate vector
t = t t +
t
(
t
2
t ).
t +
The open source Computational Fluid Dynamics (CFD) solver OpenFOAM, which is based
on the Finite Volume Method, is adopted for the
fluid part. OpenFOAM (www.openfoam.com) features the computation of the free surface between
two media (here, air and water) according to the
Volume Of Fluid (VOF) method. This method is
based on the solution of a transport equation for
the volume fraction of one medium, where the convective term is discretized in a manner that on the
one hand maintains a sharp interface between volume fraction one and zero and on the other hand
guarantees that the volume fraction is bounded
between one and zero. The remaining transport
equations (mass conservation, momentum conservation, etc.) are solved for an effective fluid whose
properties (density, viscosity) result from an volume fraction weighted average of the properties of
the individual media.
These transport equations are solved in a
sequentiell manner, i.e. each transport equation
is solved for the variable which is governed by the
particular equation while the other variables are
kept unchanged. These sequence is repeated in
each time step as outer iterations (in contrast to
the inner iterations denoting the iterative solution
of sparse linear equation systems that result from
spatial discretization of the transport equation)
until convergence is achieved.
Coupling between fluid flow and structure
motion/deformation can be explicit (once per
time step) or implicit (once per outer iteration).
Implicit coupling is achieved by simply solving for
the modal co-efficients and adjusting the boundary vertices of the CFD grid in each outer iteration
until convergence is achieved even considering the
boundary movement.
In order to generate waves, velocities at the corresponding inlet boundaries and the elevation of the
free surface is given according to Stokes wave theory of 2nd order. Whereas a hydrostatic pressure is
assumed at the outlet boundaries. Wave reflections
at the boundaries are avoided by introducing damping zones near to the corresponding boundaries. The
hydrodynamic forces acting at the interface between
fluid and structure are obtained by integrating pressure and shear stress over the common surface.
(31)
Finally integrating the velocity vector leads to

the generalized coordinate vector
t = t t +
2.4
t
( t
2
t + t ).
(32)
Solution procedure
The solution of (13) in a body fixed reference

frame leads to the time stepping scheme given by
are substituted by
(26) and (27). When and
according to (29) and (30) and moreover (31) and
(32) are used in (26) and (27), the result of (26) is
a nonlinear system for the 6 unknown kinetic vari
ables and
F (U t
t) =
Rrbm (U t t ) + Celas
7..n
Aela
l s rbm ( t )rt
= 0.
rbm (
FLUID PART
7..n
t )r t t
(33)
To solve this nonlinear system of equations

Newtons method is applied in a classical way where
the Jacobian matrix is built up in every iteration
step. Damping (halve the correction) is applied if
the minimizing functional doesnt decrease. Due to
the use of the iterative solver the coupling terms can
be considered easily by embracing them when varying the variables to establish the Jacobian matrix.
This means that (27) can be treated as a common
linear system once the kinetic variables and

are known. Taking the last solution as initial guess,
quadratic convergence can be obtained. The nested
solution procedure can be summarized as follows:
1. set start values: Ut0 Utnt,
t0 =
tnt
2. solve (27) for rt0,7..n
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the Navier Stokes equations. In this work only

strong coupling with underrelaxation is applied
due to the permanent failure in the kinematic
consistency made when using weak coupling. In
order to exchange information at the interface the
circumstances of non-matching grids have to be
considered. Strategies to map variables between the
domains are described in the following subsection,
see (Eisen and Cabos 2007) for more detail.
Technically, OpenFOAM provides an extensive

class library, that is used to compose (in a very
high-level way) a main program that is tailored for
a specific flow situation and has to be compiled
and linked against the library in order to build the
solver executable. This software architecture allows
for easy embedding of the structure solver that has
been implemented as an in-house library.
Prior to the current implementation with OpenFOAM, the now discontinued commercial CFD
system COMET (www.cd-adapco.com), which is
in methology and features similar to OpenFOAM,
has been used for a prototype implementation of
the presented methodology. The numerical example in section 5 was computed with the COMET
implementation.
4
4.1 Mapping of hydrodynamic forces

and structural displacements
The CFD solver yields a pressure and velocity
field at the interface on the cell faces. Integrating
pressures and stresses over these faces results in a
force field where the forces are composed according to
COUPLING OF FLUID
AND STRUCTURE SOLVER
fi = piai + fi,shear.
Here, i is the normal vector of the cell face

scaled by its area and pi is the corresponding
pressure. pi as well as i are located at the face
center xi. The task is to determine FE nodes and
distribute the pressure forces onto those nodes
such that the sum of output forces equals the FE
input forces while conserving the pressure induced
moment acting on the FE model.
On the other hand fluid cells at the interface have
to be adapted according to the structure deformation. Due to the fact that the hydrodynamic forces
are mapped according to the face center, a direct
inversion of this mapping isnt applicable to determine the face defining node displacements at the
interface. Furthermore a fluid mesh smoothing
strategy is needed to maintain grid quality and
prevent cell deterioration.
The coupling of fluid and structure solver imposes

information exchange between the FVM and
FEM at the interface. To maintain kinematic and
dynamic consistency at the interface the Dirichlet
(
(t, )))
u( )
0 ,t [ 0
(34)
and Neumann
f (t )n S (t y )n y t [ 0 T ]
(36)
(35)
boundary conditions have to be fulfilled. Generally the Dirichlet boundary condition (34) will be
gained by determining the structural displacements
which will be derived and adopted in the CFD simulation. Whereas integrating the left hand side of
the Neumann boundary conditions (35) over the
fluid interface results in the hydrodynamic forces
acting on the structure. The organization of the
information exchange at the boundary influences
the accuracy of the results and affects the stability of the coupled simulation as well. Keeping in
mind the non-matching grids at the interface and
the need to interpolate variables from one domain
into the other these conditions cant be fulfilled
exactly.
In the partioned fluid structure interaction
approach two major coupling strategies are
applied namely the weak and strong coupling.
They differ in the information exchange frequency
per time step which influences the fulfillment of
kinematic and dynamic consistency at the interface (34) and (35). Weak (explict) coupling has
only one boundary condition exchange per time
step whereas strong (implicit) coupling has several
exchanges a time step depending on the number of
iteration steps per time step performed for solving
4.1.1 Mapping of hydrodynamic forces

Since typically the fluid mesh is finer than the FE
mesh, only single finite elements will receive forces
related to a particular force result point. The condition to conserve hydrodynamic force fi at location
xi when mapping on nodes xi,n of an FE element
reads as follows
fi
fi ,n
(37)
and for the moment
fi ,n
xi ,n xi ) = 0.
(38)
The task is to find appropriate weights wi,n that

fi,n = wi,n fi
(39)
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holds and equations (37) and (38) are fulfilled. These

weights are determined by the FE element shape
functions. All nodes of an FE element will receive
forces with the same direction parallel to fi.
4.1.2 Mapping of structural displacements
In order to adapt the interface according to the
structural deformation, displacements of FE
nodes have to be mapped onto corresponding fluid
cell nodes at the interface. For this the mapping
between hydrodynamic forces and structure loads
can be exploited. First determine the displacements of the force result points located at the face
center by using the weights wi,n
upres
wi ,nui ,n .
(40)
Figure 1.
Iterative loop.
Here n denotes the structure element which is

subject for the mapping of the force result point.
Every fluid node at the interface will be adjusted
according to the weighted adjoining pressure result
node displacements
ufluid = wj u j pres ,
The aforementioned procedure has been applied

to a large container vessel (L = 294 m) at Froude
number / gL = 0.17 in both head (180) and
oblique (140) second order stokes waves of 335 m
length and 8.3 m amplitude. The following figures
show some results. In Fig. 2, the fluid-structure
boundary regions of the CFD grid and the finite
element model at the bow area of the ship are displayed. Obivously, the grids do not match, e.g. at the
bow, quadrilateral cell faces in the CFD grid correspond to a somewhat coarser triangulation in the
FE model. For this reason, the mapping routines
described in section 4 have been applied in order to
transfer forces and deformations between the CFD
and FE representations of the vessel. In Fig. 3, the
elastic modes that are used to describe the linear
elastic deformation of the vessel are displayed.
These are the lowest elastic eigenmodes that correspond to torsion (mode 7), horizontal bending
(8), vertical bending (9), and a higher hull girder
vibration mode (10). The displayed graphs indicate
that for wave lengths not smaller than the vessels
length, these modes suffice to capture the global deformation in oblique seas, reducing the
number of degrees for the computation of the
elastic deformation from several thousands for
the full finite element equations to only four for
the modal approach. To verify this, a convergence
analysis comparing these results with an approximation using a higher number of eigenmodes,
could be performed. In Fig. 4, the vessels rigid
body motion due to head waves is displayed both
with and without the effect of structural elasticity. It is demonstrated, that (for head waves) the
influence of elasticity on rigid body motion is very
small. In Fig. 5, temporal variation of the elastic
modal coefficients and, for reference, the pitch
angle is displayed for head waves. It can be seen
(41)
where the factors w j are determined according to

the distance to the fluid node.
4.2
Fluid mesh smoothing
After the boundary vertices of the fluid grid have

been moved according to the structure motion/
deformation, the interior fluid grid has to be
smoothed in order to prevent cell deterioration
and to maintain grid quality. While this has been
a major task (both conceptually and computationally) in the past involving e.g. Finite Element computation of an auxiliary spring system representing
the fluid grid, OpenFOAM now provides a robust
and efficient grid smoothing algorithm.
4.3
NUMERICAL EXAMPLE
The partitioned algorithm
Only strong (implicit) coupling is applied is the

presented method which leads to the loop in
Figure(1) when integrating the structure solver
in the iterative solution procedure of the Navier
Stokes equation. This loop is cycled as many times
as outer iterations per time step are performed
for the fluid solution. If the maximum number of
outer iterations is reached it is advanced to the next
time step by setting new boundary conditions for
wave generation. To stabilize the whole solution
process in case of implicit (strong) coupling under
relaxation is applied.
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Figure 2. Comparison of CFD boundary regions (left)

and finite element model (right) at the bow area of the
vessel. As resolution differs between grids, sophisticated
mapping for forces and displacements has to be applied.
Figure 5. Pitch angle (scaled) b and elastic modal coefficients r7, , r10 in head waves. Vertical bending (mode 9)
is clearly dominant.
Figure 3. Dry modes considered in simulation. The

lowest elastic eigenmodes refer to torsion, horizontal
bending, vertical bending, and finally a higher hull girder
vibration mode.
Figure 6. Elastic modal coefficients r7, , r10, velocities,
and accelerations in oblique waves. Besides vertical bending (mode 9), torsion (mode 7) and horizontal bending
(mode 8) are significantly excited, whereas higher hull
girder vibration (mode 10) is not significant.
displayed for oblique sea. Here, torsion and and

horizonzal bending are clearly present, whereas
higher hull girder vibration remains negligible.
6
Figure 4. Comparison of rigid body motion in head
waves with and without consideration of elastic deformation. Rigid body motion is hardly affected by elastic
deformation.
CONCLUSIONS
A method for the solution of the fluid structure

interaction problem in ship design has been presented. It is characterized by the approximation of
the structural deformation by a number of modes.
This serves three purposes,
that vertical bending is the only mode that is significantly excited. This is the expected behavior for
head waves. Also, this modal coefficient closely follows the pitch angle as the driving mechanism for
vertical bending. On the other hand, for oblique
waves, other modes become significant. In Fig. 6,
the modal coefficients for the elastic modes are
the significant reduction of the number of

degrees of freedom of the distretized structural
equation system,
the suppression of high frequency contents of
the structural deformation which might lead to
overly small limits on the time step size, and
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the possibility to precompute fluid mesh

deformations for each mode and therefore to
avoid solving artificial elastic problems for the
fluid mesh in each time step.
REFERENCES
Argyris, J. & Mlejnek, H.-P. (1988). Die Methode der
Finiten Elemente, Band III - Einfhrung in die Dynamik.
Braunschweig: Friedr. Vieweg & Sohn.
Asmussen, I., Menzel, W. & Mumm, H. (2001). GL
Technology, Ship Vibration. Technical report, Germanischer Lloyd.
Eisen, H. & Cabos, C. (2007). Efficient generation of cfdbased loads for the fem-analysis of ship structures. In
International Conference on Computer Applications in
Shipbuilding, Portsmouth.
Matthies, H.G., Niekamp, R. & Steindorf, J. (2006).
Algorithms for strong coupling procedures. Computer
Methods in Applied Mechanics and Engineering
195(1718), 20282049.
Oberhagemann, J., el Moctar, O. & Schellin, T. (2008).
Fluid-structure coupling to assess whipping effects on
global loads of a large containership. In 27th Symposium on Naval Hydrodynamics, Seoul.
As a result of this modal approach, the equation

of motion for the ship must be solved in the moving
coordinate system. This leads to full system matrices which depend on the ship translational acceleration and rotational velocity and acceleration.
The additional computational effort for these small
nonlinear sets of equations is nevertheless small,
since only few modes are applied. The rigid body
motion is also a result of this set of equations.
Compared to earlier approaches relying on a
beam approximation of the ship, torsional elastic
deformations can be considered. This is important
especially for large container vessels due to their
comparatively low torsional stiffness.
To improve the proposed method, future work
should focus on practical procedures for choosing
those modes, which are sufficient to describe the
most important effects of the structural deformation. In particular, the choice of global modes has
the natural limit of neglecting stresses due to local
effects. For this purpose, local deformation modes
of the particular structural elements could be
added to the set of global analysis modes.
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Sensors location and data processing algorithms of an optical fibers

hull strength monitoring system
A. Grasso & A. Vergine
RINA Services S.p.A., Genova, Italy
D. Dimou, M. Samuelides & N. Tsouvalis

National Technical University of Athens, Athens, Greece
A. Ferrari
DAppolonia S.p.A., Genova, Italy
ABSTRACT: The paper presents the design of two prototypes of a hull monitoring system which
employs temperature compensated laser based optical sensors. The prototypes have been developed for
a double side bulk carrier and an ice class tug boat. A set of finite element calculations has been carried
out for defining the optimum sensors installation areas in each ship. Preliminary tests on the algorithms
developed for the software onboard and a first analysis of a set of data measured on the tug boat are
reported.
1
INTRODUCTION
The algorithms developed for the onboard

structural health assessment are described. Particularly, on the bulk carrier the software correlates measured strains with hull girder bending
moments, while on the tug it estimates maximum
stress levels on selected areas of the hull structure
when the tug operates as an icebreaker. FE analyses have been used for deriving the correlation
between the measured strains and the maximum
stress for the tug and for a preliminary test of the
algorithm employed on the bulk carrier.
The prototypes have been installed on the vessels and preliminary results related to the tug boat
are presented.
The paper presents the design of two prototypes of

a hull monitoring system that have been developed
within the MOSES project Innovative Continuum
Multiplex Optical Sensors hull stress monitoring
system, supporting shipping safety and Enhancing the control capability over structural Ship
integrity.
Two vessels, within the fleets of owners that
are partners of the project (Premuda and PKL
AS), have been selected for testing the prototypes:
a double side bulk carrier and an ice class tug boat.
Considering the characteristics of each vessel,
it has been decided to design the systems for monitoring primarily:
1.1 The MOSES project
Hull girder bending moments along the ship

length and local stresses in selected hot spots for
the bulk carrier;
Stresses in the bow area due to ice pressure loads
and stresses on the forward winch deck support
structure for the tug.
More than 4500 total ship losses were recorded

worldwide in the period from 1994 to 2002: a significant percentage of such incidents are caused by
structural problems. Hull stresses due to loading,
or stresses imparted by wave and adverse weather
conditions constitute primary source of risk to
all types of ships with a large hull. Bulk carriers,
large oil tankers (Eliopoulou & Papanikolaou
2007, Papanikolaou et al. 2007), container ships,
LNG carriers and RoRo are vessel types particularly subject to such type of risks. Due to concerns
about safety at sea, International Maritime Organization (IMO) has issued in 1994 a recommendation
A set of finite element calculations has been carried out for defining the optimum sensors installation areas in each ship and results are presented.
Stress distributions in these regions have been analyzed in order to identify the best locations for the
installation of strain measuring devices, as well as
their proper gage length.
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during cargo operations, the officer in charge

could have a complete understanding of the actual
values of still water bending moments, which could
be compared with the ones expected. Moreover,
fatigue cycles on selected structural details can
be monitored, gathering information about the
fatigue status of the vessel. Benefits are hence
associated with immediate increase in safety of the
ship, during loading as well as in shipping conditions, reduction of casualties, extended service life
of vessel, and targeted maintenance directed to
overcome the damages detected by the monitoring
system.
on bulk carriers more than 20,000 dwt to be fitted

with a hull stress monitoring system (IMO 1994).
The concept of MOSES projectInnovative
continuum Multiplex Optical SEnsors hull Stress
monitoring systemis to apply highly knowledgebased methods to achieve control of loads in the
whole extension of the ship hull, using temperature compensated laser based optical sensors.
The employment of optical-fibre based architectures in hull stress monitoring systems was still
considered beyond commercial state of the art for
conventional metal ships in 1997 (Slaughter et al.
1997). The first systems adopting this technology
have been installed in Europe at the beginning of
this decade (Sagvolden et al. 2002) and nowadays
their commercial employment is growing. The
advantages of this technology rely mainly on:
high mechanical, chemical and temperature resistance of optic sensors (ideal for ship structures
and long term permanent structural health
monitoring);
immunity of the system to electromagnetic and
radio frequency interference;
intrinsic safety in hazardous areas, as sensors do
not employ electrical components;
accuracy and quality of the signal;
capability of being employed on long distances.
2.1
MONITORING SYSTEM INSTALLED

ON THE BULK CARRIER
Expected features
Considering the characteristic of the vessel, it has

been decided to design the system for monitoring:
Hull girder bending moments along the ship
length;
Local stresses in selected hot spots.
Sensors for estimating hull girder shear forces
have been also installed in two sections.
This prototype of the system aims mainly at
monitoring and storing the global bending moments
and informing the ships Master if their values
exceed a predefined threshold. Actually, information on shear forces and hot spot stresses are to be
stored in order to be analyzed ashore for estimating
the condition of the structure under surveillance.
The monitoring software has been also linked
to the loading instrument, in order to provide,
if requested during loading and unloading, an
instantaneous comparison between the expected
and measured values of vertical bending moment.
Sensors had to meet the stringent requirements

of the working environment, in terms of ruggedness, reliability, response accuracy, resistance to
electromagnetic interference and multiplex connection capability. Their development, not described
in the present paper, has been based on laser signal
transmission with optical fibres, exploiting Fibre
Bragg Grating (FBG) or Fabry-Perot interferometer diffraction effect, a technology already applied
in other fields (Majumder et al. 2008), like civil
engineering (Li et al. 2004, Maaskant et al. 1997)
and composite materials structural monitoring
(Silva-Muoz & Lopez-Anido 2009, de Oliveira
et al. 2008).
The project objectives involved sensor development, FEM structural calculations and data conditioning, to grant the applicability to the widest
types of ships. The new system, developed for an
operational employment, aims at providing more
accurate and reliable data for assessing hull structural condition, identifying damages at early stage
through direct readings or through analysis which
correlates the reading to the most severely stressed
areas. The design should allow achieving this goal
minimizing the number of sensors installed.
In heavy weather, the information provided by
the system should help the ship Master taking decisions regarding the optimum speed, heading and
ballast condition to avoid excessive wave-induced
bending or, eventually, local overloads. Similarly,
2.2
Preliminary finite element analysis
A preliminary analysis has been carried out considering a set of load cases derived from four mutually exclusive load combinations referred to three
loading conditions, which are:
Full load (departure), with the holds fully filled;
Full load (departure), with Cargo = 3 t/m3;
Ballast (departure).
The combinations of loads are provided in
RINA Rules for structural analysis (RINA 2010)
and are generally employed for structural element
analyses which do not require complete ship models. These load cases take into account also wave
induced hull girder loads, inertial loads due to ship
accelerations and static pressures induced by an
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equivalent wave, supposing the ship in both upright

and inclined conditions.
Only three cargo holds have been modeled, with
the center one actually analyzed. The three dimensional model is assumed to be fixed at its aft end,
while at its fore end rigid constraint conditions
have been applied to all nodes located on longitudinal members, in such a way that the transverse
section remains plane after deformation. Hull
girder loads have been forced at a selected section
of the central hold, applying adjustment loads
to the fore section of the model. Particularly, the
total vertical bending moment has been forced, for
each loading condition, in the section experiencing
the maximum value of still water bending moment.
Figure 1 shows distributions of vertical bending
moments due to steel weight, local loads (which
include seawater pressure) and adjustment loads
for one of the cases analyzed. The plot also reports
the total bending moment distribution (both the
one estimated before the calculation and the one
actually obtained by FE analysis), which accomplish to the condition above mentioned, referred to
target in the figure.
The structure of the ship has been modeled
employing plate and beam elements. The principal
dimensions of the elements correspond transversally to the spacing of the longitudinal ordinary
stiffeners and longitudinally to the ordinary frame
spacing. Altogether, the model contains 50041
nodes, 33178 beam and 60544 plate elements.
Figure 2 shows the mesh of the model.
Linear static analyses have been performed
employing Leonardo Hull 3D, a pre and post
processor developed by RINA, and the solver
MSC-NASTRAN 2008.
As expected, the higher stresses appear to be
mainly related to global loads (vertical bending moments) and hence the deck and, less,
Figure 2.
the bottom result to be the most stressed parts.

Concentration effects are found at the hatch corners, which appear to be a very important zone to
be monitored. On the bottom, due to combination
of global and local loads, the part corresponding
to the center of the hold presents higher values of
stresses, compared both to the values found in the
surrounding elements and also predicted using an
hull girder section theory. Nevertheless, this zone
appears to be less critical.
The following hot spots have been also found to
be of interest for the monitoring system:
Connection of the inner bottom with the hopper
tank sloping plate;
Connection of the hopper tank sloping plate
with the inner side;
Connection of the inner bottom with the transverse bulkhead lower stool;
Connection of the transverse corrugated bulkheads with the topside tank;
Ends of longitudinal hatch coamings.
x 106
2.3
Vertical bending moment [kN m]
Model mesh.
Location of sensors
Considering the aims of the system and on the

basis of global loads distributions, FE analyses
and known issues, a preliminary list of points of
interest for measuring strains was defined, which
included sensors on deck and bottom for bending
moments, sensors on the side for shear stresses and
sensors at the hot spots reported in the previous
section. From this preliminary list, a subset of locations has been selected, with the aim of optimizing
the number of sensors considering the constraints
related to junction box specifications. Moreover,
there was the need for developing a system actually affordable in the market. The following layout
appeared to be a good balance of technical and
economical requirements.
Target
4
Steel weight
Local loads
Adjustment loads
VBM predicted
VBM calculated
8
90
100
110
120
130
140
150
160
170
Longitudinal location [m]
Figure 1. Example of load distributions and comparison of the predicted total bending moment with the result
of FE analysis.
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Figure 3 shows the sensors locations for

measuring hull girder bending moments. Four
sensors, which evaluate longitudinal strains on the
deck and on the bottom, are provided in each of
the sections highlighted in Figure 4.
Figure 5 shows the sensors locations for measuring hull girder shear stresses. Two rosettes of
three sensors each, with relative orientation of 45,
are provided in each of the sections highlighted in
Figure 6.
Figures 7 to 10 show the sensors placement
for measuring local stresses; at each point of
measure, two sensors are mounted for measuring
longitudinal and transversal/vertical strains.
Temperature sensors are also provided for compensation.
Figure 6. Location of the sections in which shear

stresses are evaluated.
Figure 7. Location of sensors for monitoring local

stresses in cargo holds.
Figure 3. Location of sensors for evaluating hull girder

bending moments in the section.
Figure 8.
stresses.
Figure 4. Location of the sections in which bending

moments are evaluated.
2.4
Location of the holds monitored for local
Analysis of stress distributions near

the locations selected for measuring local
stresses
Detailed FE analyses have been performed for

evaluating stress distributions in the areas selected
for monitoring local stresses (Figures 7 to 10). This
kind of analysis can provide useful information
for identifying the best length of each sensor and
a guideline for their installation in order to measure picks of stress.
Fine meshes have been obtained refining the
coarse one near each hot spot and the solutions
of the previous calculations have been forced, in
terms of displacements, as boundary conditions
on the refined models.
Figure 5. Location of sensors for evaluating hull girder

shear stresses.
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Figure 11. Example of fine meshConnection of the

inner bottom with the transverse bulkhead lower stool.
Figure 9. Location of sensors for monitoring local
stresses at hatch corners.
Figure 10.
stresses.
The final decision on the dimensions of the sensors was taken however considering also technical
issues related to the sensors characteristics and
their capability to be properly protected from the
environment. Actually, small strain gauges resulted
to be less suitable for an employment in harsh environments and hence have been avoided.
Location of the hatches monitored for local
2.5 Calibration of the system

A calibration and zeroing procedure is required
prior to the employment of the system. The evaluation of the zero stress, necessary for referring
the measurements to their actual absolute values,
has to be done in calm water in a well known
(reference) loading condition, comparing the average strain measured by each sensor during a proper
time interval with expected values provided by
means of FE analyses. Ballast condition has been
preferred, in order to reduce uncertainties related
to the loading. Temperatures measured during this
procedure are also stored as reference values.
As described in Section 2.2, linear static analyses

have been performed employing Leonardo Hull 3D
and MSC-NASTRAN 2008. All the structures,
including stiffeners, have been described employing
quadrilateral and triangular plate elements. Shells
around each location have been modeled by elements of about 2 cm of edge, dimension which has
been progressively increased moving away from the
hot spot zone. In the outer region, elements with
edges of about 20 cm have been used. Welding has
not been taken into account.
Figure 11 shows an example of a refined mesh.
Two loading conditions have been analyzed:
2.6 Description of the algorithm for the software

onboard
Full load (departure);

Ballast (departure).
When the monitoring software, which evaluates

onboard vertical and horizontal bending moments,
is turned on, a set-up subroutine loads all the
relevant data and arranges the connection with the
output of the reading unit, in order to read strains
and temperatures at its proper sampling frequency.
After each reading, stresses are calculated and
referred to the zero value derived during the calibration procedure. Strains due to temperature variations are also estimated for each sensor and the
stresses are compensated consequently, in order to
discard the effects related to temperature gradients
in the evaluation of bending moments.
The combinations of loads are the same employed for the preliminary analysis (Section 2.2).
Results showed that gradients of stress may be
great in the locations analyzed, with the exception
of the hatch corners. Small strain gauges (of about
2 cm of length) appear hence to be the preferable
solution for most of these hot spots, even if sensors
up to 10 cm, if installed properly, can be generally
employed, providing equally useful information on
local stresses. For the hatch corners, stress distributions seem to allow the employment of strain
gauges with a length between 10 and 20 cm.
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Subsequently, the monitoring software calculates

vertical and horizontal bending moments (MV and
MH) applied to each cross-section as follows:
4
MV
KV i i
(1)
K H i i
(2)
i =1
4
MH
i =1
where i represents the compensated stress measured by the i-th sensor and KV and KH are coefficients depending on the characteristic of the
cross-section and on the position of the sensor
in the section. The two coefficients are derived in
order to average the results obtained from the sensors on the deck and on the bottom.
Results are also provided to the crew in terms of
a ratio between the measured bending moment and
the maximum allowed for the section considered.
Every time the monitoring task highlights a critical
situation (i.e. actual values exceed the allowed limit
values) the monitoring software raises an alarm,
both visual and sonorous, that could be of different
importance (e.g. one if a threshold is approached
but not reached, the other if a threshold is reached
or exceeded).
The Monitoring Software is governed through a
Graphical User Interface that allows an operator to
interact with the workstation and is also connected
to the Loading Instrument, allowing the comparison of the measured bending moments with the
expected values during loading and unloading
operations.
2.7
Figure 12.
Fine mesh for testing the algorithm.
Results appear to be in good agreement, with

errors related to maximum values of bending
moments satisfactory for the application.
The load cases employed for these preliminary
tests represent of course standard conditions for
structural checks of the ship and not simulations
of realistic situations. Nevertheless they should
give a satisfactory idea of the reliability of the procedure in severe weather conditions.
The tests have also shown that the order of magnitude of the errors appears to be generally constant and hence the percentage increases for small
values of bending moments. The system could
hence be employed satisfactorily for detecting hazardous situations due to extreme loads, but cannot
be used efficiently, for instance, for the evaluation
of fatigue accumulated due to global loads.
The effect on the prediction of bending moments
varying the longitudinal location of the sensors
between two frames has been also analyzed.
In order to check the stability of the algorithm,
further tests have been performed, introducing
systematically, one sensor per time, an error corresponding to 10% of the stress value. The results
have shown that the influence of this error in the
prediction of higher values of bending moments is
generally satisfactorily low (lower than 2% of the
maximum allowable vertical bending moment).
Preliminary tests of the algorithm

for the software onboard
A preliminary set of tests for ascertaining the reliability of the algorithm has been performed using
FE analyses. A transversal ring, including the relevant section in hold 5 (Figure 4), has been refined
and analyzed as already reported in Section 2.4.
The structures have been described employing
plate and beam elements. The reference dimension
of the elements was about 18 cm. Figure 12 shows
the mesh employed for this calculation.
For each combination of loads analyzed, stresses
predicted by FEM have been used as input of
the algorithm, for estimating the related bending
moments. These results have been then compared
with the bending moments obtained by FE analyses.
Figures 13 and 14 show the comparison of vertical
and horizontal bending moments respectively. In
the plots FL indicates full load condition, while
BL the ballast condition; the other letter represents
the load case, as reported in RINA rules.
3
3.1
MONITORING SYSTEM INSTALLED

ON THE TUG BOAT
Expected features
The main objective of the Tug boat hull sensor

monitoring system is to provide the master and
crew with accurate information about the stress
levels on selected areas of the hull structure when
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increased stress levels due to ice loading for the

positioning of strain measuring devices. For the
forward winch loading, a shell model of the main
deck between frames 36 and 55 was used, including all support and stiffening members of the deck.
Again, the aim of the analysis was to identify areas
with increased load levels during winch operation
for sensor placement.
Figure 15 presents the bow section area of the
vessel modeled for the ice-loading study. All hull
bottom and side plating including their respective
transverse and longitudinal reinforcing members
between frames 46 and 59 have been included in
the FE model, and the platform deck (at 3200 mm
from baseline) and bulkheads at frames 50 and 55
have been fully modeled as well (Figure 16). The
structures at the fore and aft ends (Fr. 46 & 59)
and the main deck itself have not been modeled
directly, but they were taken into account by using
appropriate boundary conditions (Figure 17).
The ice loading and seawater hydrostatic pressure
have been applied as normal and hydrostatic pressure respectively, on all hull plate surfaces that
are actually loaded in working conditions. Two
ice loading scenarios have been investigated, each
with a different width zone of application, extending from the waterline to a depth of about 50 and
90 cm respectively, while the pressure is uniform
with a nominal value of 0.3 MPa (Figures 18 and
6.0E+06
FEM
Estimated
5.0E+06
4.0E+06
3.0E+06
VBM [kN*m]
2.0E+06
1.0E+06
0.0E+00
1.0E+06
2.0E+06
3.0E+06
4.0E+06
5.0E+06
FL-A
Crest
Figure 13.
FL-A
Trough
FL-B
FL-C
FL-D
BL-A
Crest
Load Case
BL-A
Trough
BL-B
BL-C
BL-D
Comparison of vertical bending moments.
2.0E+06
FEM
Estimated
1.5E+06
HBM [kN*m]
1.0E+06
5.0E+05
0.0E+00
5.0E+05
1.0E+06
1.5E+06
2.0E+06
FL-A
FL-A
FL-B
Crest Trough
FL-C
FL-D
BL-A BL-A BL-B
Crest Trough
Load Case
BL-C
BL-D
Figure 14. Comparison of horizontal bending moments.
the tug operates as an icebreaker. The ratio between

the worst actual and maximum permissible stress
in the hull shell structure is to be continuously displayed, while appropriate warning and alarm triggers are implemented in the system.
Strains from each sensor and the worst stress
ratios are to be stored so that post-processing analysis may be performed at later times, if needed.
Sensors for monitoring deck structure winch
loading have also been installed in the winch support members.
3.2
Figure 15.
Modeled area, ice loading.
Figure 16.
Bottom and side plating elements.
Preliminary finite element analysis
A preliminary analysis has been carried out with

two separate studies, one to investigate the ice load
response of the hull shell and another for the forward winch deck support structure. The ice-load
study used a three-dimensional shell model of the
bow area below the main deck between frames
46 and 59, which is the area mainly affected by
ice pressure loads when the vessel acts as an icebreaker. The decision to limit the modeled part
of the vessel was based on the fact that longitudinal strength is more than adequate in this type
of ships, because of their short length and the
generally increased scantlings of their structures.
The aim of the analysis was to identify areas with
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Figure 17. Bow section model (Internal tank walls

omitted for clarity).
Figure 18. Load scenario 1, ice load zone 50 cm deep,

port side view.
19 respectively). The plate structures have been

modeled with 5-DOF shell elements, while the
HP hull side stiffeners and floor flanges have been
modeled using 3-D beam 6-DOF elements.
In the case of winch loading study, all main deck
transverse and longitudinal reinforcing members
between frames 36 and 55 have been included in
the FE model (Figures 20 and 21). The hull sides
and the structure at the models fore and aft ends
(Fr. 36 & 55) have not been modeled directly, but
they were taken into account by using appropriate
boundary conditions. The winch load of 65 tons
has been applied on the winch base positions on the
main deck while the model was fixed on the longitudinal and vertical axes at its aft end on frame 36.
Boundary conditions preventing both vertical displacement and rotation around the longitudinal
axis were applied on all nodes along the hull sides,
port and starboard. Along frame 55, only the vertical displacement was restrained. The structure has
been modeled with about 80000 5-DOF shell elements, whereas 3500 6-DOF beam elements were
used to model the bulbs of the HP stiffeners.
The analysis was performed with version 23.1
of the general purpose code Autodesk ALGOR,
using the linear elastic analysis sparse solver.
It is noted that the magnitude of the applied
ice loading, which equals 0.3 MPa, is a nominal
static load. This loading condition gives the stress
pattern expected rather than the absolute values of
stresses under ice conditions. Actual measurements
of ice loads vary significantly. In way of example
and in order to get a feeling of what a 0.3 MPa
uniform pressure represents, it is mentioned that
peak values of dynamic ice pressures according
to Kujala et al. (2007) were measured between
0.63 MPa and 0.84 MPa.
Bearing the above in mind it is observed that
for a static pressure of 0.3 MPa the side hull stress
levels are low and not critical, because of the
increased plating thickness and the reinforcing
Figure 19. Load scenario 2, ice load zone 90 cm deep,

port side view.
Figure 20.
Main Deck Fr. 36Fr. 55.
members, given the fact that the affected structural

part is made of high strength steel with a yield
point greater than 315 MPa. The winch support
structure stresses are also low, because of the
increased plating thickness and the strong reinforcing members.
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system includes sensors placed only longitudinally according to the reference system shown in
Figure 23. To overcome the lack of strains data
in the transverse direction which are required for
accurate stress calculations, a FE analysis has been
performed, the aim of which was to derive relations
and mathematical expressions, linking the existing
Figure 21.
3.3
Deck reinforcing members.
Location of sensors
The system installed on the tug boat performs

constant evaluation of strains in selected panels
and stiffeners of the bow structure, at the area just
below the water-line. The decision on sensor placement has been made based on the results of the
FE analysis: Figure 22 shows the planning for the
placement of sensors on the port side of the bow
between frames 51 and 53, while a second set of
sensors was similarly installed on starboard side.
In addition, sensors on the deck winch supporting
structure can provide information about the towing operational status of the vessel, as a function
of time.
Figure 23 shows the reference system for the
general case of sensors placement on panels:
aspect ratio a/b is to be taken with a on the
indicated transverse axis of each panel, and sensors are to be installed in any of the two positions
shown as middle and quarter. Both are on the
b/2 transverse line, at 50% and 75% of the transverse length a. Each sensor is to be positioned
along the indicated longitudinal axis (x) of the
respective panel.
Sensors placement on stiffeners is to follow the reference system shown in Figure 24. Sensors are to
be positioned on top of the stiffener flange and at
the middle of the stiffener span, along the stiffener
longitudinal axis.
Regarding the winch loading sensors, they are
placed on the flange and web of the main deck
support girders, under the winch base (Figure 25).
Temperature sensors are also provided for
compensation.
3.4
Figure 22.
Hull sensor installation, port side.
Figure 23.
Hull sensors installation on panels.
Figure 24.
Hull sensors installation on stiffeners.
Stress and strain calculations on panels
In the loading case under study, which is lateral pressure acting on the hull panels from the
ice, the developed stress state in the panels is
2-dimensional. Because of the limited number
of available channels/sensors for installation, the
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Figure 25. Location of sensors for evaluating winch

loading.
Figure 26. Test panel example, aspect ratio 2,
b = 600 mm.
longitudinal strains to the missing transverse ones

and, additionally, linking the longitudinal stresses
at the sensor location to the maximum von Mises
stress developed elsewhere on the panel. All calculations were carried out for flat plates with fixed ends
and having various aspect ratios and thicknesses.
Three separate lateral pressure load conditions due
to ice were taken into account:
The ice thickness is either equal to or greater
than the panel dimension , thus covering the
full span of the side panel in the transverse
direction of the vessel.
The ice thickness is approximately equal to 2/3
of the panel dimension , thus partly loading
the side panel, and
The ice thickness is approximately equal to 1/3
of the panel dimension , again partly loading
the side panel.
Figure 27. Strain ratio yy/xx, middle

Trend line for aspect ratio less than 2.5.
In all cases, ice loading was taken as uniformly

distributed. Taking in addition into account different locations of the partial ice lateral pressure,
six load cases were defined in total. The proposed
algorithm performs all calculations for every one
of the above load conditions and finally selects the
highest von Mises stress value to compare with the
permissible stress.
The FE analysis was performed in a series of
flat rectangular test panels (Figure 26), with the
following parameters:
position.
similar vessels. The magnitude of panel length b

is also based on typical frame spacing values of
similar vessels. The analysis performed was linear
static, with uniform pressure applying totally or
partially on panels with all four sides fixed. The
analysis was performed only for steel panels.
For each load case and panel geometry, the values of x-strain (xx), y-strain (yy) and x-stress (xx)
were calculated for both the middle and quarter positions, along with the maximum von Mises
stress VM of the whole panel. The results were
then tabulated and the following strain and stress
ratios were plotted against the aspect ratio values
for both middle and quarter positions:
Aspect ratio a/b (b is the longitudinal side, parallel to the sensor axis) ranging from 1 to 4. Actual
values examined were 1, 1.25, 1.5, 1.75, 2, 2.5,
3 and 4.
Plate thickness: Three values have been taken
into account: 12 mm, 15 mm and 18 mm.
Panel length b: Three values have been taken
into account: 500 mm, 600 mm and 700 mm.
yy / xx
xx / VM
The analysis showed that both ratios are unaffected by the thickness value and the value of the
The panel thickness values have been selected

based on actual thickness measurements found in
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3.5
Figure 28.
Strain ratio yy / xx, quarter position.
Figure 29.
Stress ratio xx / VMmax, middle position.
Figure 30.
Stress ratio xx / VMmax, quarter position.
Description of the algorithm for the software

onboard
During the setup phase, each sensor is to be

uniquely identified and correlated to a panel/
stiffener position, and also to the side of the hull it
is placed on (port or starboard). When setting up
the system, the user has to specify geometric and
material details as the panels aspect ratio and the
sensors position (middle or quarter, for panel
sensors only), the material Modulus of Elasticity,
Poissons ratio and thermal expansion coefficient,
and also the maximum permissible stress values for
each panel/stiffener.
The system must be calibrated and zeroed in the
harbor condition; this is the zero strain and temperature state for all calculations. The only external load acting on the hull in harbor conditions is
hydrostatic pressure, and for the panels where the
sensors are installed, expected ice load pressure
will be 5060 times greater than this hydrostatic
sea pressure. Strains due to hydrostatic pressure
are very low and thus can be safely ignored.
At the end of the setup phase all data is stored,
and in the sequence retrieved whenever the system
is turned on; the setup procedure will need to be
repeated only to modify the input data, for example the permissible stress values. The system reads
the setup data and then starts the measurement
phase, reading and storing the measured strains
from each sensor. In the sequence, a temperature
compensation calculation is carried out for the
strains measurements. Having the final value of
strains, a series of calculations provides the respective stress at each position, i, and, additionally,
the corresponding maximum expected stress in
each panel and stiffener.
In the sequence, the system passes into the display and evaluation of results phase. In this phase,
the system calculates the ratio between the calculated maximum stress and the permissible stress,
for each monitored panel and stiffener and the
worst value of this ratio is then displayed to the
crew and stored for post processing. A warning is
to be provided when the ratio is between 0.8 and 1.
Values greater than 1 shall trigger an alarm.
3.6
panel length b (frame spacing). As an example,

the plots for the fully pressured panel load case
are presented in Figures 27 to 30. For each plot,
an exponential or polynomial trend line has been
fitted and this equation is used to define the strain
or stress ratio (measured of strain or stress over the
anticipated maximum value) for any given aspect
ratio. The same procedure was followed for all load
cases in order to define a full set of mathematical
expressions for the strain and stress ratios.
Verification tests of the algorithm

for the software onboard
For verification purposes, the finite element model

of the Tug bow described in section 3.2 was used
to compare the numerical results of the ice loading
analysis with the stress values calculated using
the formulas derived from the analysis described
in section 3.4. Figure 31 shows one typical test
panel between the platform deck and the horizontal girder on the hull side. The aspect ratio for all
29
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Figure 32.
starboard.
Sample strain plot, plate sensors port &
stress level is low under the specific ice breaking

operational conditions.
Data measured on the bulk carrier are not yet
available.
Figure 31.
Tug bow FE model, typical test panel.
The paper describes a hull stress monitoring system which employs temperature compensated
laser based optical sensors, developed within the
MOSES project. The design of two prototypes are
described, one installed on a double side bulk carrier and the other on an ice class tug boat. The evaluation of hull girder bending moments along the
ship length and local stresses in selected hot spots
has been selected as main features for the system
on the bulk carrier. The measurement of stresses in
the bow area due to ice pressure loads and stresses
on the forward winch deck support structure have
been considered instead more important for the
tug boat.
The optimum sensors installation areas have
been selected by means of FE analyses, taking into
account also constraints related to junction box
specifications and looking for a good balance of
technical and economical requirements.
The paper describes also the algorithms for
the software provided onboard. Particularly, on
the bulk carrier the software correlates measured
strains with hull girder bending moments, while
on the tug it estimates maximum stress levels on
selected areas of the hull structure when the tug
operates as an icebreaker.
Preliminary tests on the software, performed
employing FE analyses, show that the two prototypes should be capable of providing results with
accuracy fully acceptable for the purposes of each
system.
At the present time, no measured data are available for the bulk carrier, while initial readings from
the tug boat operating in the gulf of Tallinn have
been obtained and currently investigated. The initial readings indicate that the structure of the tug
does not suffer high stresses under normal ice
breaking operating conditions. In any case, further
analyses for both the vessels are expected in the
future on a wider set of data.
neighboring panels is about 2.5, and two of section 3.4 analysis load cases were used to evaluate
the results.
The numerical strains calculated from the FE
model at the middle and quarter positions of
the panel shown in Figure 26 were used as input
in the corresponding mathematical expressions of
section 3.4, thus resulting in the analytical calculation of the maximum panel von Mises stress. This
value was then compared to the maximum von
Mises stress calculated by the FE analysis and the
difference was found to be between 2.5 and 6%.
This difference is very small and fully acceptable
for the purposes of the present study and may be
justified because of the curvature of the actual
bow panels and the hydrostatic sea pressure on the
hull sides, which were both not considered in the
flat rectangular panel analysis.
4
CONCLUSIONS
PRELIMINARY RESULTS
The system installed in the tug boat is currently

under test. At present, the ship operators have
provided for evaluation purposes only one set of
runs recorded during a week in the beginning of
February 2010, when the tug operated in 20 cm
thick floating ice.
Sample plots of strain data for some 24-hour
periods verified the presence of increased strain
levels for those time frames the Tug was actually
operational. Figure 32 shows a 3-hour strain plot
of two strain sensors (P1P is on a port side plate
and P1S is on the symmetric panel on starboard
side, see Figure 22) where the Tug was operational
between 09:35 am and 11:00 am. The scale between
two horizontal grid lines is 10 , which illustrates
that the structure is not heavily stressed and the
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ACKNOWLEDGMENTS
Maaskant, R., Alavie, T., Measures, R.M., Tadros, G.,

Rizkalla, S.H. & Guha-Thakurta, A. 1997. Fiberoptic Bragg grating sensors for bridge monitoring.
Cement and Concrete Composites, Volume 19, Issue 1,
pp. 2133.
Majumder, M., Gangopadhyay, T.K., Chakraborty, A.K.,
Dasgupta, K. & Bhattacharya, D.K. 2008. Fibre Bragg
gratings in structural health monitoringPresent status and applications. Elsevier Sensors and Actuators A:
Physical, Volume 147, Issue 1, pp. 150164.
Papanikolaou, A., Eliopoulou, E., Alissafaki, A.,
Mikelis, N., Aksu, S. & Delautre, S. 2007. Casualty
Analysis of AFRAMAX Tankers. Journal of Engineering for the Maritime Environment, Proceedings
of the Institution of Mechanical Engineers, Part M,
Volume 221, pp. 4766.
RINA S.p.A. 2010. Rules for the Classification of Ships,
Part B, Vol. 2, pp. 3335.
Sagvolden, G., Pran, K., Vines, L., Torkildsen, H.E. &
Wang, G. 2002. Fiber Optic System for Ship Hull
Monitoring. 15th IEEE Optical Fiber Sensors Conference, 1, pp. 435438.
Silva-Muoz, R.A. & Lopez-Anido, R.A. 2009. Structural health monitoring of marine composite structural joints using embedded fiber Bragg grating strain
sensors. Composite Structures, Volume 89, Issue 2,
pp. 224234.
Slaughter, S.B., Cheung, M.C., Sucharski, D. &
Cowper, B. 1997. State of the art in hull response
monitoring systems. Report SSC-401, Ship Structure
Committee.
The research work for this paper has been partly

funded by the European Commission under the
Framework Programme 7, Grant Agreement 22083.
The partners of the consortium are DAppolonia
S.p.A., Italy; Smartec BV, Switzerland; Pegaso
Systems S.r.l., Italy; PKL AS, Estonia; HENER
Henryka Weber, Poland; Premuda, Italy; RINA
Services S.p.A., Italy; National Technical University
of Athens, Greece.
REFERENCES
De Oliveira, R., Ramos, C.A. & Marques, A.T. 2008.
Health monitoring of composite structures by embedded FBG and interferometric Fabry-Prot sensors.
Computers & Structures, Volume 86, Issues 35,
pp. 340346.
Eliopoulou, E. & Papanikolaou, A. 2007. Casualty Analysis of Large Tankers. Journal of Marine Science and
Technology 12: 240250.
International Maritime Organization (IMO). 1994.
Recommendations for the Fitting of Hull Stress Monitoring Systems.
Kujala et al. 2007. Maximum ice-induced loads on
ships in the Baltic Sea. Proceedings of PRADS 2007,
pp. 12781286.
Li, H.N., Li, D.S. & Song, G.B. 2004. Recent applications of fiber optic sensors to health monitoring in
civil engineering. Engineering Structures, Volume 26,
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A hydroelastic investigation into the dynamic response

characteristics of bulk carriers
L. Kaydhan
Delta Marine, Istanbul, Turkey
B. Uurlu & A. Ergin

Faculty of Naval Architecture and Ocean Engineering, Istanbul Technical University, Maslak,
Istanbul, Turkey
ABSTRACT: This paper presents a hydroelastic investigation into the dynamic response characteristics
of a group of bulkers with different load carrying capacities, e.g., two handysize vessels with carrying capacities of 20 000 and 32 000 dwt, respectively; one handymax vessel with a carrying capacity of
53 000 dwt; one panamax vessel with a carrying capacity of 76 000 dwt; two capesize type vessels with
carrying capacities of 140 000 and 180 000 dwt, respectively. For all the bulk carriers adopted in this study,
detailed three dimensional finite element structural models are prepared, separately, by using commercial
finite element software. The calculations are carried out for two different loading conditions, namely, fully
loaded and ballast conditions. The dry and wet frequencies are computed by using the finite element, and
they are compared with those calculated by using a higher-order 3-D hydroelasticity theory.
1
INTRODUCTION
forces in conjunction with 2D beam idealization of

the ship structure, and also 3D boundary element
method with a pulsating source distribution over the
mean wetted surface for 3D fluid-structure interaction effects. They reported differences between 2D
and 3D fluid-structure interaction models, for the
anti-symmetric case, and mostly on the evaluated
wave loads. These differences are attributed to the
inability of the employed Timoshenko beam theory to model the non-prismatic features of the bulk
carrier and open-deck structures realistically. Very
recently, Tian et al. (2009) used a three dimensional
hydroelasticity theory in the analysis of a large bulk
carrier of 180 000 dwt traveling at its design speed in
regular and irregular head waves. The analysis was
repeated without the forward speed effect, and it
was observed that the forward speed effect had certain influence on the springing induced bending
moment.
This paper presents a hydroelastic investigation
into the dynamic response characteristics of a group
of bulkers with different load carrying capacities,
e.g., two handysize vessels with carrying capacities
of 20 000 and 32 000 dwt, respectively; one handymax vessel with a carrying capacity of 53 000
dwt; one panamax vessel of 76 000 dwt carrying
capacity; two capesize type vessels with capacities
of 140 000 and 180 000 dwt, respectively. For all
the bulk carriers adopted in this study, detailed
three dimensional finite element structural models
Bulk carriers, container vessels and tankers are the

three largest groups of vessels within the merchant
fleet. However, bulk carriers comprise approximately 40% of the world merchant fleet. In 2006,
seven bulk carriers over 10 000 dwt were identified
as having suffered total loss together with the loss
of thirty seven lives, according to a report submitted to the maritime safety committee of IMO
by INTERCARGO (2007). One of those losses
was directly attributable to structural failure with
twenty six seafarers reported as lost from that one
incident. Once again the bulk carrier industry was
concerned by the heavy loss of life associated with
the total loss of a ship due to a catastrophic structural failure. Therefore, considerable effort has
been made to understand the wave induced structural response behavior of bulk carriers.
Bishop et al. (1985, 1991) used a two dimensional
hydroelasticity theory to investigate structural failures experienced by bulk carriers such as the Onomichi Maru and OBO MV Derbyshire, respectively.
In their studies, they investigated the steady-state
and transient response behaviors of the ship structures. Hirdaris et al. (2003, 2006) applied 2D and 3D
hydroelasticity theories to predict and compare the
dynamic behavior of a bulk carrier in waves based
on OBO MV Derbyshire. They employed strip theory for calculating 2D fluid-structure interaction
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are prepared, separately, by using the commercial

finite element software, i.e., Abaqus (2008).
The three dimensional structural models consist
entirely of the shell finite elements, representing
all major external and internal structural components. The surrounding fluid domain is discretized
by using three dimensional fluid finite elements
available in the commercial software. Both symmetric and antisymmetric response characteristics
are obtained in terms of the dry and wet frequencies with the associated mode shapes. The calculated dry and wet frequency values are presented as
a function of characteristic parameter of the bulk
carriers, in order to reflect overall response behaviors of the ship structure, for fully loaded and ballast conditions.
In a further study, a higher-order 3-D hydroelasticity method was employed for calculating the
fluid-structure interaction effect in terms of the
generalized added mass and hydrodynamic damping coefficients. The wet resonance frequency values were calculated and they are compared with
those obtained from the finite element analysis for
the bulk carrier of 140 000 dwt carrying capacity.
The response behaviors in terms of principal coordinates are also presented for the 32 000 dwt bulk
carrier excited by regular head waves. For the wet
resonance frequency calculations, an infinite frequency limit condition is assumed on the free surface. It is to say that the fluid-structure interaction
forces are associated with the inertia effect of the
fluid, independent of the frequency of vibration,
and that the hydrodynamic damping is zero.
2
2.1
By canceling the common factor eit one obtains

the equation
(2M + K)d = 0.
This equation describes the simple harmonic

oscillations of the free undamped structure, and
the in vacuo normal modes, d, and natural frequencies, , are obtained from this equation.
The distortions of the structure may be
expressed as the sum of the deflections in the
normal modes as
U = D p(t),
(4)
where D is the modal matrix whose columns are

the in vacuo, undamped mode vectors, d, of the
structure and p is the principal coordinates vector.
By substituting equation (4) into equation (1) and
pre-multiplying by DT, the following generalized
equation in terms of the principal coordinates of
the structure is obtained:
+ bp(
t)
ap(t)
cp((t )
(5)
Q( )
Here a, b, c denote the generalized mass, damping and stiffness matrices, respectively, and are
defined as
a = DTMD, b = DTCVD, c = DTKD, Q = DTP (6)
It should be noted that the generalized mass,
a, and stiffness, c, matrices are diagonal. The
generalized force matrix Q(t) represents the fluid
structure interaction and all other external forces
(e.g., wave forces, etc.), and may be expressed as
MATHEMATICAL MODEL
Q(t))
Generalized equation of motion

(Ap(t)
) + Cp( ))
Bp(
(7)
(t ),
where A, B and C are the generalized added mass,

fluid damping, and fluid stiffness matrices, respectively, and (t) denotes the generalized external
forces. Thus, equation (5) may be rewritten in the
form
The equation of motion describing the response of

a 3D discretized (finite element) structure to external excitation may be written as Ergin (1997)
.
M + CVU + KU = P
(1)
where M, CV, K denote the mass, structural damping .and stiffness matrices, respectively. The vectors
U, U and represent the structural displacements,
velocities and accelerations, respectively, and the
column vector P denotes the external forces.
In an in vacuo analysis, the structure is assumed
to vibrate in the absence of any structural damping and external forces reducing equation (1) to the
form
M + KU = 0.
(3)

A)p(t)
2.2
Formulation of fluid problem
(b
t)
B)p(
(c
C)p( )
( )
(8)
The fluid is assumed ideal, i.e., inviscid and incompressible, and its motion is irrotational, so that the
fluid velocity vector associated with the unsteady
flow, v, can be defined as the gradient of a velocity potential function as v(x, t) = , where
x = (x, y, z)T and t denote the position vector and
time, respectively. In general, satisfies the Laplace
equation, 2 = 0, throughout the fluid domain,
an appropriate free surface boundary condition,
the kinematic boundary condition on the wetted
(2)
The trial solution is expressed in the form

of U = d eit and substituted in equation (2).
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MARSTRUCT.indb 34
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() lying inside the potential domain of interest,

and G(x, ) stands for the Green function for timeharmonic flows without forward speed, which can
be given in the form
surface of the structure, and a far-field radiation

condition. For time-harmonic flows without forward speed, the linearized form of the free surface
boundary condition states g/z + 2/t2 = 0 on
the free surface, where g is the gravitational acceleration and z denotes the vertical axis.
For an elastic structure in contact with fluid
medium, the principal coordinates describing
the vibratory response of the structure may be
expressed as (Uurlu & Ergin, 2006, 2008)
p(t) = p0eit,
4 G
(9)
r(
) p0 r
i t
, r 1, 2,.., nm .
(10)
ne
N ej ej
j =1
Here, nm represents the number of modes of

interest, and p0r is the amplitude for the rth principal coordinate.
The kinematic boundary condition for the rth
modal vibration of a structure in contact with fluid
can be expressed as
r
u r n,
n =
t
where n is the unit normal vector on the wetted

surface pointing out of the fluid domain, and ur
denotes the displacement response of the structure in the rth principal coordinate that may be
written as
(12)
P = f ( / t),
{G(
, )q
) q( )
)
(16)
where f is the fluid density.

The kth generalized fluid structure interaction
force component due to rth modal vibration of
the elastic structure is defined as (Ergin et al, 2007;
Uurlu & Ergin, 2009)
The boundary value problem for the perturbation

potential can be expressed by the boundary integral equation
SW
(15)
j =1
Using the Bernoullis equation and neglecting the

second-order terms, the dynamic fluid pressure on
the elastic structure due to the oscillation of the
elastic structure can be written as
Numerical evaluation of perturbation

potential
c( ) ( )
ne
qe = N ej q ej .
2.4 Generalized fluid structure interaction

forces
Here, u is the modal displacement vector of the

median surface of the elastic structure obtained
from the in vacuo analysis.
2.3
(14)
Here, ne and N ej represent the number of nodal

points assigned to the eth element and the shape
function adopted for the distribution of the potential
function, respectively, and they together determine
the imposed approximation order for the potential
and flux distributions over the wetted surface.
In this study a higher order, linear, representation
is preferred by adopting four nodded quadrilateral
and triangular boundary elements.
(11)
ur(x, t) = ur(x)preit.
H.
Here, r and r denote the distance between the

field and source points, and the field point and free
surface image of the source point, respectively, and
H represents the contained free-surface effects.
For the solution of equation (13) with the boundary condition (11), the mean wetted surface can be
idealized by using boundary elements, over which
the variations of the potential function and its
flux are described in terms of shape functions and
nodal values as
where p0 represents the response amplitude vector.

The velocity potential function due to the vibration of the structure in the rth in vacuo vibrational
mode may also be written in terms of principal
coordinates as (Ergin & Temarel, 2002)
r ( , t)
1/ r + 1/ r
Zkr
(i )r dS.
(17)
SW
G n ( , ) ( )} dS
d .
(13)
For time-harmonic free-surface flows without

forward speed, the radiation potential is complex
in general, and Zkr may be expressed in terms of
the generalized added mass coefficient, Akr, and
hydrodynamic damping coefficient, Bkr, that are
in phase with the acceleration and velocity, respectively. Namely,
Here, = (, , ) and x respectively represent

the source and field points on the mean wetted
surface of the structure, Sw, q = /n refers to the
flux, the free term c() identifies the fraction of
35
MARSTRUCT.indb 35
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( f
Akr
[ (i
dS ],
ships are already built and they are in service. The

others are either under construction in Turkish
shipyards or at the final stage of their design. Six
bulkers with different load carrying capacities
were investigated: two handsize type (20 000 and
32 000 dwt), one handymax type (53 000 dwt),
one panamax type (76 000 dwt) and two capsize
type (140 000 and 180 000 dwt). The handsize and
handymax type bulkers under investigation have
double hull side constructions.
For the each bulk carrier adopted in this study, a
detailed three dimensional finite element structural
model was prepared by using a commercial finite
element software, i.e., Abaqus (2008). The three
dimensional structural model consists entirely of
the shell finite elements, representing all major
external and internal structural components. Shell
element S4 was selected for modeling the primary
and secondary members of the structural model.
The shell element adopted for the calculations can
carry bending, membrane and shear loads. This is a
general purpose shell element with four nodes, and
three nodes for triangle elements. The four nodded
shell element is mainly adopted for the structural
model, and the three nodded triangle shell element
is used when it becomes necessary. At each node
of the shell elements, six degrees of freedom are
assigned: three translations and three rotations.
The triangle elements were used in the areas of
large curvature, such as the bilge and side shells in
the vicinities of bow and stern. A limited number
of beam elements was also adopted for the calculations. Beam element B31 available in Abaqus
(2008) was used, and it is a Timoshenko beam and
allows for the transverse shear deformation. C3D
linear 3D solid elements were also used for modeling the main engine, etc. This element can have
eight or six nodes, and each node has three degrees
of freedom (three translations). The three dimensional models of the bulk carriers were generated
with sufficient detail to model the decks, inner and
outer bottom, machinery spaces, cargo spaces, etc.
All the primary structural members were modeled by using shell elements, and for the secondary structural members such as stiffeners, shell and
beam elements were adopted. In order to obtain
an accurate idealization of the dynamic behavior
of the vessels, a close agreement was obtained
between the finite element models and designed
vessels for the vertical and horizontal centers of
gravity and total weights.
The investigations were performed for two different loading conditions, i.e., fully loaded and
ballast conditions. Depending on the loading condition (fully loaded and ballast conditions), the
cargo loads, ballast loads, fuels, hatch covers, etc
are idealized by using the mass elements available
in the finite element program. The main engines,
(18a)
SW
( f
Bkr
[ (i
)I
dS ].
(18b)
SW
2.5
Wave excitation and resonance frequencies
For a floating structure the main excitation source

is the ambient waves, generally composed of
two components that are related to the incident
wave system and its disturbance due to the scattering effect of the body. The incident wave and
diffraction potential fields, respectively denoted
by i and d, are connected through the relation
(i + d)/n = 0 on the wetted surface of the
structure, which may invoke another boundary
integral equation in the form of equation (13) for
the diffraction potential distribution. Considering
a generalized excitation in the form of (t) = 0eit,
which may be caused by sinusoidal waves of frequency , the diffraction problem can be avoided
by using the Haskind relations, and the resulting
generalized wave forces for a stationary structure
may be defined as
0r
(i
r i ) u r n dS ,
(19)
SW
where 0r represents the force component associated with the rth modal vibration, and i is the
amplitude of the incident wave potential.
The equation of motion for a harmonically
excited elastic structure may be written as
Dp0 = 0,
(20)
where
D = 2(a + A) +(c + C) + i(b + B).
(21)
The solution of equation (20) can be obtained

from
p0 =
adj
dD
aadj
dj D (det
(d D)*
0 =
0 .
2
det D
det D
(22)
Here, the asterisk denotes a complex conjugate

expression. From the calculated principal coordinates, the resonance frequencies of the coupled
fluid-structure system can be deduced.
NUMERICAL STUDY
The bulkers adopted in this study were designed

by Delta Marine Turkey, and some of the adopted
36
MARSTRUCT.indb 36
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Table 1. Comparison of the dry natural and wet

resonance frequencies for the 140 000 dwt bulk in water
for fully loaded condition (Hz).
however, were idealized by using 3D solid finite

elements, whose length, weight and centers of gravity (vertical and horizontal) coincide, respectively,
with those provided by the engine manufacturer.
The shaft systems and propellers were modeled,
respectively, by using beam elements and mass
elements.
For the handysize bulkers with 20 000 dwt and
32 000 dwt load carrying capacities, respectively,
135 700 and 24 462 structural finite elements were
adopted for the structural analysis. 25 546 structural finite elements were used for the handymax
bulker of 53 000 dwt load carrying capacity, and
70 609 finite elements for the panamax type bulker
with the load carrying capacity of 76 000 dwt. On
the other, for the finite element models of the capsize bulkers with the load carrying capacities of
140 000 and 180 000 dwt, respectively, 64 810 and
78 370 structural finite elements were distributed.
It is believed that the finite element idealizations
used in the modeling are adequate to obtain the
dynamic response behavior of the bulk carriers in
vertical bending and coupled horizontal bending
and torsion. Figure 1 shows the finite element idealization of the 32 000 dwt bulk carrier.
The surrounding fluid domain is discretized by
using three dimensional acoustic fluid finite elements available in the commercial software. The
calculations are carried out for the fully loaded
and ballast conditions. The results of the finite element calculations are presented for the 140 000 dwt
bulker in Table 1 and Table 2, respectively for the
fully loaded and ballast conditions. The modes of
the ship hull are identified by the most dominant
vibrational shape.
The amplitudes of principal coordinates for
the first three mode shapes are presented for the
full loaded bulk carrier of 32 000 dwt capacity in
Figure 2 for the head waves. The dry natural and
Mode
FEM
(dry)
FEM
(wet)
BEM
(wet)
2 Node VB
2 Node HB
1 Node T
3 Node VB
3 Node HB
4 Node VB
4 Node HB
5 Node VB
2 Node T
0.923
1.312
2.339
1.789
2.590
2.540
3.634
3.183
5.598
0.656
1.142
1.797
1.295
2.245
1.886
3.249
2.420
3.837
0.674
1.148
1.793
1.330
2.266
1.935
3.093
2.486
3.681
Table 2. Comparison of the dry natural and wet resonance frequencies for the 140 000 dwt bulk carrier in
water for ballast condition (Hz).
Mode
FEM
(dry)
FEM
(wet)
BEM
(wet)
2 Node VB
2 Node HB
1 Node T
3 Node VB
3 Node HB
4 Node VB
4 Node HB
5 Node VB
2 Node T
1.260
1.857
2.413
2.543
3.710
3.750
5.322
4.716
5.893
0.848
1.699
1.875
1.629
3.391
2.348
5.064
2.985
3.881
0.827
1.600
1.873
1.639
3.389
2.398
5.180
3.042
3.704
Table 3. Comparison of the dry natural and wet resonance frequencies for the 32 000 dwt bulk carrier in water
for fully loaded condition (Hz).
Mode
FEM
(dry)
FEM
(wet)
BEM
(wet)
2 Node VB
2 Node HB
1 Node T
3 Node VB
3 Node HB
4 Node VB
4 Node HB
5 Node VB
2 Node T
1.285
1.553
1.833
2.919
3.263
4.539
5.539
6.576
6.214
0.875
1.337
1.510
1.960
2.832
3.055
4.687
4.135
5.117
0.903
1.343
1.547
2.018
2.833
3.211
4.777
4.391
5.115
wet resonance frequency values are presented in

Table 3 for the fully loaded case. It can be seen
from Table 3 that there is a very good agreement
between the finite element and boundary element
calculations. The principal coordinates presented
in the figures are associated with the excitation
by regular sinusoidal waves of 1 m amplitude.
Figure 1. 32 000 dwt capacity bulk carrier finite element model in ballast condition.
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MARSTRUCT.indb 37
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Figures 34 and Figures 56 present the wet

resonance frequency curves, respectively, for
the fully loaded and ballast conditions. It should
be noted that these curves were drawn by using
the resonance frequency data obtained from the
finite element calculations of six bulk carriers
with different load carrying capacities. The figures
only show the vertical bending dominated modes
(Figures 34) and torsional vibration dominated
modes (Figures 56). The resonace frequency values are presented as a function of I / L3 , where
I is the second moment of area for the mid-ship
section, is the displacement and L overall length.
The parameter I / L3 represents the bending and
torsional mechanical properties of the midship of
bulk carriers and a similar representation was also
adopted by Todd (**). The freqeuncy curves shown
in these figures can be used to predict the resonance
The resonance frequencies can be estimated by

observing the major peaks in these figures.
For instance, the first wet resonance frequency
is 0.903 Hz (2-noded vertical bending mode) and
the major peak occurs at the vicinity of this frequency value. Due to the coupling of these modes
with other principal modes, each principal coordinate generally has humps occurring in the data set
near these frequencies. The effect of the irregular
frequencies is observed in the principal coordinate
data presented. It should be noted that the principal coordinates presented in Figure 2 represent the
first three elastic principal modes.
Figure 3. Wet resonance frequency curves of fully

loaded bulk carriers.
Key: X 2-node vertical bending; 3-node vertical
bending; 4-node vertical bending; 5-node vertical
bending.
Figure 4. Wet resonance frequency curves of bulk carriers in ballast condition.

Key: X 2-node vertical bending; 3-node vertical
bending; 4-node vertical bending; 5-node vertical
bending.
Figure 2. Amplitudes of the first three components

of the principal coordinate vector for elastic modes and
head waves.
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three dimensional finite element structural models

were prepared, separately, by using the commercial
finite element software. In a first group of calculations, the wet resonance frequencies and associated
mode shapes of the bulkers were calculated for
the fully loaded and ballast conditions by using
the finite element method. The surrounding fluid
domain was discretized by using three dimensional
fluid finite elements. Both symmetric and antisymmetric response characteristics were obtained in
terms of the dry and wet frequencies with the associated mode shapes, and they are presented for the
bulk carrier of 140 000 dwt capacity in Tables. The
calculated dry and wet frequency values for six different bulk carriers are also presented as a function
of the characteristic parameter, in order to reflect
overall response behaviors of the ship structures,
for fully loaded and ballast conditions. These
frequency curves could be used by the designers at
the preliminary design stage of the bulk carriers.
In a second group of calculations, a higherorder 3-D hydroelasticity method was employed
for calculating the fluid-structure interaction effect
in terms of the generalized added mass and hydrodynamic damping coefficients. The wet frequency
values were calculated and they are compared with
those obtained from the finite element analysis for
the bulk carrier of 140 000 dwt carrying capacity.
As can be seen from Tables 12, there is a very
good comparison with those obtained from the
finite element analysis.
The frequency dependent response behaviors in
terms of principal coordinates were calculated by
using the higher order boundary element method,
and presented for the 32 000 dwt bulk carrier
excited by regular head waves and beam waves.
The resonance behaviors might be observed from
the peaks of the principal coordinate response
amplitudes.
Figure 5. Wet resonance frequency curves of bulk carriers for fully loaded condition.
Key: 1-node torsion; 2-node torsion.
Figure 6. Wet resonance frequency curves of bulk carriers

in ballast condition.
Key: 1-node torsion; 2-node torsion.
frequencies of bulk carriers in preliminary design

stage. The frequency values increase with increasing parameter value, except for the 1-noded torsional mode shape.
4
REFERENCES
ABAQUS 2008. Theory Manual. SIMULIA, U.S.A.
Bishop, R.E.D., Price, W.G. & Temarel, P. 1985. A hypothesis concerning the disastrous failure of the OnomichiMaru, Transactions of RINA 127: 169186.
Bishop, R.E.D., Price, W.G. & Temarel, P. 1991. A theory
on the loss of MV Derbyshire. Transactions of RINA
133: 389453.
Ergin, A. 1997. The response behavior of a submerged
cylindrical shell using the doubly asymptotic approximation method (DAA). Computers and Structures
62: 10251034.
Ergin, A., Kaydihan, L. & Uurlu, B. 2007. Hydroelastic analysis of a 1900 TEU container ship using finite
element and boundary element methods. Proceedings
of the International Conference of Asian-Pacific
Technical Exchange and Advisory Meeting on Marine
Structures, Yokohama, Japan.
CONCLUSIONS
In this paper, a hydroelastic investigation was carried out into the dynamic response characteristics
of a group of bulkers with different load carrying
capacities, e.g., two handysize vessels with carrying
capacities of 20 000 and 32 000 dwt, respectively;
one handymax vessel with a carrying capacity of
53 000 dwt; one panamax vessel of 76 000 dwt carrying capacity; two capesize type vessels with capacities of 140 000 and 180 000 dwt, respectively. For
all the bulk carriers adopted in this study, detailed
39
MARSTRUCT.indb 39
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Ergin, A. & Temarel, P. 2002. Free vibration of a partially

liquid-filled and submerged, horizontal cylindrical
shell. Journal of Sound and Vibration 254: 951965.
Hirdaris, S.E., Miao, S.H., Price, W.G. & Temarel, P.
2006. The influence of structural modelling on the
dynamic behaviour of a bulker in waves. Proceeding
of the 4th International Conference on Hydroelasticity
in Marine Technology, China, 2533.
Hirdaris, S.E., Price, W.G. & Temarel, P. 2003. Two- and
three-dimensional hydroelastic modelling of a bulker
in regular waves. Marine Structures 16: 627658.
INTERCARGO. 2007. Bulk carrier casualty report,
London.
Tian, C., Wu, Y.S. & Chen, Y.Q. 2009. Numerical predictions on the hydroelastic responses of a large bulk
carrier in waves. Proceedings of the 5th International
Conference on Hydroelasticity in Marine Technology,
England.
Uurlu, B. & Ergin, A. 2006. A hydroelasticity method

for vibrating structures containing and/or submerged
in flowing fluid. Journal of Sound and Vibration
290: 572596.
Uurlu, B. & Ergin, A. 2008. A hydroelastic investigation
of circular cylindrical shell containing flowing fluid
with different end conditions. Journal of Sound and
Vibration 318: 12911312.
Uurlu, B. & Ergin, A. 2009. Using higher-order boundary elements in hydroelasticity analysis of surface
piercing structures. Proceedings of the 5th International
Conference on Hydroelasticity in Marine Technology,
England.
40
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Numerical prediction of slamming loads on a rigid wedge

subjected to water entry using an explicit finite element method
Hanbing Luo, Shan Wang & C. Guedes Soares
Centre for Marine Technology and Engineering (CENTEC), Technical University of Lisbon,
Instituto Superior Tcnico, Lisboa, Portugal
ABSTRACT: An explicit finite element code is applied to study the impact loads on one two-dimensional
rigid wedge subjected to water entry. This wedge with deadrise angle 30 degree impacting the calm water
is modeled. The numerical results are compared and validated against published experimental slamming
force, pressure distributions at different time instances, and pressure histories at different points on the
wetted surface, obtaining very good comparisons. A convergence study for parameters, such as mesh
density and penalty factor, is carried out. The computational efficiency and accuracy of the results is
discussed.
1
INTRODUCTION
Wagner type of formulation eventually adjusted by

correction factors calibrated with experiments as
reviewed for example in Ramos and Guedes Soares
(1998). However, improvements are required on
this type of approach based on better predictions
of slam loads.
Most of earlier research work focused on 2D
and simple geometry section problems, e.g. Zhao
and Faltinsen (1993), Engle and Lewis (2003),
Wu, et al. (2004), Sun and Faltinsen (2009). Not
much research has been carried out on 3D slamming problems, except the hemisphere, or conical
shapes, e.g. Faltinsen et al. (2004), Peseux, et al.
(2005), Korobkin, et al. (2006).
Several good reviews have been published during past years. Faltinsen (2004) reviewed practical
slamming problems for ships and offshore structures, including water entry on an initially calm
free surface, wetdeck slamming, green water and
sloshing. Xu (2009) presented a review of theoretical and numerical simulation techniques on hydrodynamic impact of ships.
With the development of computing technology
and capability, codes based on explicit Finite Element Method (FEM) began to be applied to predict
local slamming loads. Bereznitzki (2001) analyzed
hydroelastic problems using the MS-Dytran code.
Stenius et al. (2006) studied modeling techniques for
rigid wedge impact problems using the LS-DYNA
code. Several parameters that influence the convergence of simulation, such as mesh density and contact stiffness were discussed. Aquelet et al. (2006)
discussed the influence of penalty factor on the
damping effect. Luo et al. (2010) used MS-Dytran
to study the impact of one stiffened panel, showing
that an explicit code has the potential to predict
When a ship travels in rough seas, it will impact

water because of large vertical relative motions
between the ship and the wave surface. This
hydrodynamic impact phenomenon is defined as
slamming. The impulsive pressure loads induced
by slamming will affect the ships structures both
locally and globally. In rough seas, this impact force
is so large that many ships have reported local structural damages due to the slamming loads, especially
in heading waves with high forward speed. For
example, the tragedy of MV Estonia in the Baltic
Sea on 28 September 1994, one of the deadliest
marine disasters of 20th century, was initialized by
the break of the bow door due to the severe slamming, which the Ro/Ro ferry experienced. In this
paper, the local slamming problem will be studied
and a numerical model will be developed to reproduce the conditions used in an early experimental
study with which results it will be compared.
There is a considerable amount of research
conducted on slamming by experimental, analytical, and numerical simulation methods since
Von Karman (1929) and Wagner (1932). Ship
slamming depends on the relative motion, body
geometry, water surface profile, air cushion,
hydroelasticity of structures, compressibility of
water, and others. This makes ship slamming such
a complicated physical process that it is difficult to
model in all aspects. To develop a model of ship
slamming, it is necessary to build upon accurate
predictions of slamming forces by arbitrary shapes
such as ship sections on water.
Much work has been done by modeling the
slamming forces in different ship sections by a
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simulation can be set by one scale factor based on

the critical one. Pressure sensors are located on the
center of each shell elements at the coupling surface to obtain the pressure signals.
water entry impact problems for both rigid and

elastic structures.
Alexandru, et al. (2007) carried out a comparison of simulation of 2D slamming problems, using
Boundary Element Methods (BEMs), Computational Fluid Dynamics (FLUENT and FLOW-3D
codes), Smooth Particle Hydrodynamics (SPH),
and Explicit FEM (LS-DYNA code). Fairly good
agreements were achieved. Some differences in time
domain after the peak value for slamming pressure on one wedge with dead rise angle 25 degree
were observed. There were even much differences
between the pressures predicted with each other on
an impacting rigid bow section. Nevertheless, the
results obtained are encouraging overall, but more
validation work still needs to be carried out on
tuning parameters in order to get better numerical
results.
In this paper, the explicit FEM code LS-DYNA
is applied to study the fundamental water entry
problem on initially calm free surface of 2D rigid
wedge. The predicted results are compared with the
experimental results Zhao, et al. (1996). The main
purpose of this paper is to carry out a convergence
study on the parameters that influence the simulation efficiency and accuracy of the results.
2
DESCRIPTION OF THE WATER ENTRY

PROBLEM
The drop test of one wedge section was carried out

in MARINTEK by Zhao et al. (1996) as shown
in Figure 1. Table 1 presents the main data for
the test section. Results of measured pressure and
slamming force will be adopted to compare with
predicted numerical results in this paper.
Figure 2 shows the wedge model setup
in LS-DYNA. There is one element along the z direction. All nodes are constrained for displacement in
y direction in order to simulate the two-dimensional
water entry in the plane x-y. Symmetry boundary
condition is applied on the surfaces where x = 0.
Only half of the wedge, water and air are needed
to be modeled. So the simulation CPU time will be
decreased dramatically. Nonreflecting boundary
conditions are added on the external surfaces of
air and water domain, except the symmetric surfaces. The size of air and water domain in x and y
direction is selected to try to eliminate the effects
of limited boundaries as much as possible. The size
of water domain is 1250 mm * 700 mm in plane
x-y which is about five times of the wedges size,
and that of air domain is 1250 mm * 200 mm.
EXPLICIT FEM CODE PROGRAM

SETUP
The commercial explicit FEM code LS-DYNA

(version 971, 2007) is used with double precision
for the numerical simulation. It is based on explicit
time integration. The Arbitrary Lagrangian
Eulerian (ALE) algorithm is chosen in this paper.
Water and air are modelled as Multi-material
Eulerian mesh. Then the free surface can be modeled by Volume of Fluid method. The structure
is modeled by the Lagrangian mesh with rigid
material.
The penalty coupling method is applied for the
interaction of Eulerian fluids and the Lagrangian
solid, which is different from the penalty based
contact coupling method used by Stenius et al.
(2006). The penalty factor used here is defined to
simulate the coupling effect between the fluids and
the structure. The coupling effect is limited to the
normal direction of the solid surface. So the sliding
is allowed in the tangent direction. Usually, compression coupling direction option is selected for
rigid body impact. By combining the ALE solver
and the Eulerian-Lagrangian penalty coupling
algorithm, LS-DYNA has the capability to simulate the slamming problems.
The critical time step size is the minimum time
value that the sound travels through all elements
(solid and shell mesh). The time step used in the
Figure 1. Locations of gauges in wedge section from

Zhao et al. (1996).
Table 1.
Main particulars of the test section.
Breadth of section
Length of measuring section
Length of each dummy section
Total length
Dead rise angle
Total weight
Weight of measuring section
0.50 m
0.20 m
0.40 m
1.00 m
30
241 kg
14.5 kg
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Table 2.
Figure 2.
2-D water entry model in LS-DYNA.
4.1
Parameters
Model 1
Model 2
Model 3
Mesh size
5 mm
2.5 mm
1.25 mm
Number
of elements
(Fluids +
Structures)
5725 +
118
29500 +
215
127000 +
430
Number of
elements on
impacting
wedge surface
58
115
230
CPU time *
56 m
9 h 49 m
96 h 54 m
*
Note: It was run on one PC with 2.4 GHz processor and
2 Gigabytes of memory.
Initial impact velocity above calm water surface

is 6.15 m/s in vertical y-direction. Gravity is not
considered.
From considerations of computational efficiency, it is not a good choice to mesh uniformly
the total fluids (air and water) domains. Only the
domain near the wedge and also where the wedge
will pass through are meshed uniformly with finer
meshes. This mesh density will be studied to obtain
a compromise between CPU time and simulation
results. The domain far away the wedge is moderately expanding toward the boundaries.
4
Three models with different mesh densities.
ANALYSIS OF PREDICTED RESULTS

FOR 2D RIGID WEDGE
Figure 3.
Model 2.
Slamming force
Different mesh densities are chosen to simulate

the water entry problem. The mesh size for air and
water is chosen as 5 mm, 2.5 mm, 1.25 mm respectively, and mesh size for wedge is set the same as
that for fluids. Table 2 lists the main parameters for
the three models. The predicted accelerations are
proportional to the slamming force on the measuring section in the test. The instant when the vertex
of 2D wedge touches the element on the water surface is set as 0.0s. Figure 3 shows part of meshes in
air and water domains near the vertex of the wedge
from model 2.
Figure 4. compares the predicted vertical slamming forces with experimental results. It shows
that:
Part of meshes in air and water domain of
Figure 4. Comparison of experimental slamming forces

and predicted results with different mesh sizes.
The predicted slamming forces agree satisfactorily with the experimental one in the time
domain, from the beginning of slamming, to the
flow separation on the knuckle at about time
0.0158s, and to the later stage of water entry in
the figure. The predicted results are about 5%
larger than the experimental ones in the middle
of water entry before flow separation. Maybe it
is mainly due to the three-dimensional effect on
the drop test. But this difference is not so large

as up to 20%, which was predicted by BEMs of
Zhao et al. (1996).
When the mesh size is 5 mm (Model 1), there are
some high frequent oscillations on the curve
because of numerical noise. Especially at
the beginning of impact, the peaks are very
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obvious. The difference between predicted and

experimental slamming force after flow separation is too big.
When the mesh size is 2.5 mm (Model 2), the
result is better except the small oscillations at the
beginning. Further it can simulate the separation very well at the knuckle. The slamming force
reduces quickly after flow separation, and then
decays slowly. The CPU time is also acceptable.
Finally, when the mesh size is 1.25 mm (Model 3),
no obvious oscillations are observed in the curve.
It shows best consistency in this case, but it will
take about 4 days to run even one simulation in
a normal personal computer.
4.2
(a) t1 = 0.00435s
Pressure distributions at different

time instances
Non dimensional pressure distributions on the

wetted surface of the wedge are presented at three
time instances, and are compared with experimental
results in Figure 5. V(t) is the drop velocity from
the test. The time instance in Figure 4 is the time in
the test. Y is the vertical coordinate on the wedge
surface, yk is vertical coordinate of the vertex, and
yD is the draft of the wedge.
(b) t2 = 0.0158s
The predicted pressure results agree well with

the measured pressures. The measured pressures
are smaller than the predicted ones in general,
especially after the initial stage as shown in
Figures 5 (b) and (c). It is mainly because of
three-dimensional effects in the test then.
When a much finer mesh is used, the predicted
results are much smoother. The pressures from
Model 3 are the best. It shows good consistency with experimental results. Only the value
of pressure P2 in Figure 5 (a) from the experiment is larger than the predicted results from
LS-DYNA. The reason for this difference is not
clear, maybe mesh density at the initial stage here
is not finer enough, or maybe due to experimental errors, because this value of pressure P2 from
the experiment is also larger than the predicted
results by BEMs in Zhao et al. (1996).
In the initial stage, Figure 5 (a) shows that results
from both Model 1 and 2 are not good, while in
Figures 5 (b) and (c), results from both Model 1
and 2 are better. It may be explained as that the
mesh density near the vertex of wedge in model
1 and 2 is not finer enough to describe the slamming pressure in this case.
(c) t3 = 0.0202s
Figure 5. Comparison of pressure distributions at
different time instances.
Model 2 near the vertex of wedge is set much finer,

for example, 1.25 mm, then the predicted results
at the initial stage in Figure 4 and Figure 5 (a) will
become better and acceptable comparing with
those from Model 3. Not so much CPU time is
needed as Model 3. It may be a good solution from
the view point of computational efficiency.
Comparing with slamming force results in

Figure 4, it may be concluded that the mesh density in the water and air domains near the vertex of wedge is most important. In other words,
if the mesh density in water and air domain of
4.3
Pressure histories at different points
Figure 6 shows a comparison of pressure histories

at different points on the wetted surface of the
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wedge from P1 to P5. Because the drop velocity

varies during water entry process, non dimensional
pressure is not applied here. The predicted pressure
results from model 2 and 3 are shown, but those
from model 1 are not included because the results
are not good due to too coarse meshes.
The predicted results show good agreement with
the experimental ones in general. Usually, they
are a little larger than the experimental ones,
except at point P2 in Figure 6 (b), the reason was
explained in 4.2 before.
The peak values of pressure histories from
model 3 with finer mesh 1.25 mm are larger
than those from model 2, while the pressure distributions after peak are almost same. There is
one obvious impulse in pressure curves before
the pressure peak from model 2 in Figures 6
(b), (c) and (d). Maybe these impulses are due
to numerical noise, because when finer mesh
1.25 mm is used, the phenomena disappear as
shown in Figure 6.
The peak value of pressure P1 is smaller than that
of P2, P3, and P4, and the shape of P1s peak is
not as good as others. Perhaps it is because the
mesh density near the vertex of wedge and also
P1 is still not fine enough in model 3.
(a) P1 depth = 12.5 mm
(b) P2 depth = 37.5 mm
In order to capture the pressure peak phenomena correctly and also to eliminate the numerical
noise in the curves, much finer mesh is needed in
this case, for example 1.25 mm. For the case of
slamming force, mesh size 2.5 mm maybe is enough
as shown in Figure 4 before.
(c) P3 depth = 62.5 mm
4.4
Water jet and pressure contour in water

at different time instances
Figure 7 presents both water jet and pressure contour phenomena from time 0.00435s, 0.0158s, to
0.0202s, corresponding to pressure distributions
described in Figure 5. Half of rigid wedge and part
of the water domain near the wedge is shown. The
vertex of the rigid wedge of model 3 will touch
the calm water at time 0.0036 s in the LS-DYNA
simulation, which corresponds to the time 0.0s in
the drop test. Three coupling points option is chosen for each coupled Lagrangian element, and no
fluid leakage is observed on the coupling wedge
surface.
(d) P4 depth = 87.5 mm
Before flow separation, as shown in Figures 7 (a)

and (b), the maximum pressure appears in the
inner domain, or the up-rise which was described
in Wagner (1932) theory. The slamming pressure
will decrease in the outer domain in the water,
or in the jet flow along the wedge surface. The
pressure in the jet flow is so small that it can
(e) P5 depth = 131.8 mm

Figure 6. Comparison of pressure histories at different
positions.
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on the knuckle. The pressure is almost the same

along the coupling wetted surface along wedge,
but it is much smaller comparing with that
before flow separation as shown in Figures 7 (a)
and (b). It is also observed from pressure distributions in Figure 5. That is the reason why the
slamming force will reduce very much comparing with that before flow separation. It is consistent with what is presented in slamming force
curve in Figure 4.
4.5
(a) t1 = 0.00435s
Penalty factor
The penalty factor (PFAC) is one parameter for

scaling the estimated stiffness of the interacting coupling system. It is applied to compute the coupling
force to be distributed on the structure and fluids.
Simulations are run for three cases when PFAC are
set as 0.5, 0.1, and 0.01 for model 3. Figures 8 and
9 shows comparison of slamming force and pressure distributions with different values of PFAC
respectively. Little difference is observed. In this
paper the default value 0.1 is used.
(b) t2 = 0.0158s
Figure 8. Comparison of slamming forces with different values of PFAC.
(c) t3 = 0.0202s
Figure 7. Predicted water jet flow and pressure contour
in water by LS-DYNA.
be ignored. Thats the reason why the Wagner

theory can explain the water impact almost correctly, and still be widely used today.
The position of maximum pressure on the wetted surface of wedge will move from the vertex
to the knuckle during the water entry process.
The peak value of slamming pressure does not
decrease much before flow separation comparing from Figures 7 (a) and (b), so slamming force
will increase gradually when the wetted surface
is increased as shown in Figure 4.
Figure 7 (c) shows the water jet and pressure
contour in the final stage after flow separation
Figure 9. Comparison of pressure distributions with

different values of PFAC at t2 = 0.0158s.
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4.6
with mesh size 1.25 mm and 2.5 mm can predict

pressure histories after the peak very well. However, the coarser mesh, such as 2.5 mm for this
case, is enough to predict the slamming force.
It is found that the mesh density is the most
important parameter influencing the predicted
accuracy. Small differences are observed when the
penalty factor is modified. One appropriate value
for time step scale should be set to reduce CPU
time and also to prevent the negative volume errors
during the simulation.
The water jet flow and pressure contours in
the water domain are presented during different
stages of the impact. It simulates the phenomena
correctly in general from model 3 with 1.25 mm
mesh size. The peak pressure appears in the inner
domain before the flow separation, while the pressure along wedge surface is very low after the flow
separation. The value of pressure predicted in the
jet flow is so small that it may be ignored.
The modelling techniques described here can be
adopted to model wedges of different types, and to
study other hydrodynamic impact problems.
Time step
The critical time step size is the minimum time value

that the sound travels through any elements in the
model. One scale factor TSSFAC can be adopted
to compute the time step used in simulations. The
time step calculated should not be larger than the
critical one, otherwise negative volume errors will
appear. But if the time step is set to one value that
is too small, then the simulation CPU time will
increase correspondently. The critical time step size
can be approximated firstly before the simulation,
in order to set one sale factor to obtain one appropriate time step.
CONCLUSIONS
Numerical simulation of slamming loads on a

two-dimensional rigid wedge with the deadrise
angle 30 degree is carried out by the explicit FEM
code LS-DYNA in order to validate experimental
results. The Arbitrary Eulerian-Lagrangian solver
and penalty coupling algorithm is used.
Slamming force, pressure distributions at different time instances, and also pressure histories
at different points on wetted surface of wedge are
predicted, and the results are compared with the
experimental ones published by Zhao et al. (1996).
It shows good agreement between each other.
The predicted 2D slamming force correctly
describes the impact process from the initial stage,
flow separation, to the final one, and the values
are a little larger than the 3D experimental ones.
So are the pressure values, especially after the initial stage of impact. This is mainly because of the
three-dimensional effects during water entry.
A convergence study is carried out. Different
mesh sizes, 1.25 mm, 2.5 mm and 5 mm, are compared. The finer the mesh size is, the better results
can be obtained. But the CPU time will increase
dramatically once the mesh density is increased.
The compromise between mesh density and CPU
time should depend on what will be predicted.
In order to capture the peak of slamming
pressure, much finer mesh is needed, for example, 1.25 mm in this case. The value of the pressure peak predicted by the coarser mesh model is
smaller than that by the finer mesh. For example,
the maximum non-dimensional pressure coefficient from model 3 at the time 0.0158s before the
flow separation is 7.32, while that from model 2
is only 6.65, which is about 9% smaller. The peak
value of pressure P1 predicted in model 3 is smaller
than that of P2, P3, and P4, and the shape of P1s
peak is not as good as others. Perhaps it is because
the mesh size 1.25 mm near the vertex of wedge
and also P1 is still not finer enough. Both models
ACKNOWLEDGEMENTS
The work has been performed in the scope of the
project EXTREME SEASDesign for Ship Safety
in Extreme Seas, (www.mar.ist.utl.pt/extremeseas),
which has been partially financed by the EU under
contract SCP8-GA-2009-234175.
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Donner, R., Hermundstad, O., Kukkanen, T.,
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experimental and numerical impact loads on ship-like
sections. Advancements in Marine Structures, Guedes
Soares, C, and Das, P.K., (Eds), Taylor & Francis,
UK, 339349.
Aquelet, N., Souli, M. & Olovsson, L. 2006.
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Application to slamming problems. Computer Methods
in Applied Mechanics and Engineering. 195, 110132.
Bereznitski, A. 2001. Slamming: the Role of Hydroelasticity. International Shipbuilding Progress. 48, 333351.
Engle, A. & Lewis, R. 2003. A comparison of hydrodynamic impacts prediction methods with twodimensional drop test data. Marine Structures. 16, 2,
175182.
Faltinsen, O.M. & Chen, Z.M. 2005. A generalized
Wagner method for three-dimensional slamming,
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Faltinsen, O.M., Landrini, M. & Greco, M. 2004.
Slamming in marine application. Journal of Engineering Mathematics. 48, 187217.
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Korobkin, A.A. & Scolan, Y.-M. 2006. Three-dimensional

theory of water impact. Part 2. Linearized Wagner
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2007.
Luo, H.B., Hu, J.J. & Guedes Soares C. 2010. Numerical
simulation of hydroelastic response of flat stiffened
panels under slamming loads. Proceedings of the 29th
International Conference on Ocean, Offshore and Arctic
Engineering (OMAE10), 611 June, 2010, Shanghai,
China, ASME, Paper OMAE2010-20027.
Peseux, B., Gornet, L. & Donguy, B. 2005. Hydrodynamic impact: Numerical and experimental investigations. Journal of Fluids and Structures, 21, 277303.
Ramos, J. & Guedes Soares, C. (1998). Vibratory response
of ship hulls to wave impact loads. International Shipbuilding Progress. 45 (441): 7187.
Stenius, I., Rosn, A. & Kuttenkeuler, J. 2006. Explicit
FE-modeling of fluid-structure interaction in hullwater impacts. International Shipbuilding Progress.
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Sun, H. & Faltinsen, O.M. 2009. Water entry of a bow
flare section with a roll angle. Journal of Marine
Science and Technology. 14, 6979.
Von Karman, T. 1929. The impact on seaplane floats

during landing. National Advisory Committee for
Aeronatics. Techinical note No. 321, 309313.
Wagner, H. 1932. Uber Stoss- und Gleitvergange an der
Oberflache von Flussigkeiten. Zeitschrift fuer Angewandte Mathematik und Mechanik, 12, 193215.
Wu G.X., Sun H. & He Y.S. 2004. Numerical simulation
and experimental study of water entry of a wedge in
free fall motion. Journal of Fluids and Structures, 19,
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Xu, G.D. & Duan, W.Y. 2009. Review of prediction
techniques on hydrodynamic impact of ships. Journal
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Zhao, R. & Faltinsen, O.M. 1993. Water Entry of TwoDimensional Bodies. Journal of Fluid Mechanics, 246,
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Zhao, R., Faltinsen, O.M. & Aarsnes, J.V. 1996. Water
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On estimation of extreme ship response using upcrossing

spectrum
Wengang Mao & Igor Rychlik
Department of Mathematical Sciences, Chalmers University of Technology, Gothenburg, Sweden
ABSTRACT: In this paper a simple method is proposed to estimate extreme ship response, defined as
the return values of the responses. Real ship responses are often non-Gaussian, hence a transformation,
defined by the cubic Hermite polynomials, of a Gaussian process is employed to model the responses.
The transformation is a function of the standard deviation, skewness, kurtosis and zero up-crossing frequency of a response. The parameters vary with changing sea conditions and operation conditions and
are easily available from measured responses. In the case when measurements are not available the parameters are estimated by an empirical model from the significant wave height and operation conditions.
The model is derived from the measurements, but can be also estimated by means of a theoretical analysis.
The proposed method is compared with the typical engineering approach to estimate the return values of
a response. The full-scale measurements of a 2800TEU container ship during the first six months of 2008
are used in the comparisons.
1
xT could happen is very low, some importance

sampling methodology is often employed to limit
the computation effort. For example, the environmental contour line, see Winterstein et al. [3],
is a popular way to limit the number of sea states
needed to be considered.
In the engineering community method, described below, is often used. The methods is
originally derived for Gaussian responses but
can be used for non-Gaussian responses as well.
It employs the fact that the distribution of local
maxima Xm in a stationary Gaussian response X is
known, viz. the so-called Rices distribution characterized by few spectral moments. Then the long
term cumulative distribution function (cdf) of Xm
in one year is estimated and used to approximate
the distribution of yearly maximum M. Finally xT
is estimated by solving
INTRODUCTION
Let M be the maximum value of the response X,

say, during one year. The extreme response is often
characterized by the most probable value, i.e. the
location of a mode of M, or by the return value.
More precisely, let T = 10, 20 or 100 years, then the
return value of response xT is the 1/T quantile of
M, viz. a solution of the following equation,
P (M
xT ) =
1
T
(1)
If long records of ship responses are available,

assuming stationary shipping and ergodicity of
the responses, xT could be estimated by one of
standard statistical procedures. For example, the
Gumbel or Generalized Extreme Value distribution could be used to fit the distribution of the
observed maxima of blocks of recorded response.
Another popular method is the Peak Over Threshold (POT), for more details see Coles [1].
If there are no data available, then the distribution of M in Eq. (1) has to be estimated in other
ways, using the available information. Often, one
can assume that shipping is known, so that the long
term distribution of sea states can be determined.
Then response at a given sea state can be simulated
by means of dedicated numerical software. Next
suitable statistical method could be used to estimate
the distribution of M, see e.g. Naess et al. [2]. Since
frequency of sea states when responses exceeding
P (X m
xT ) =
1
,
n T
(2)
where n is the expected number of local maxima in

one year. The long term cdf of Xm is often approximated by a Weibull distribution, see DNV [4].
Here the approach to approximate the long term
cdf of Xm (even for non Gaussian responses) by
the Weibull distribution and then solving Eq. (2)
to estimate the return response xT will be called
Method 1.
This paper focuses on an alternative method for
extreme response prediction, the so called Rices
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as locally stationary processes (sea states). A sea

state (usually from 20 minutes to several hours) is
generated using, for example, a linear (Gaussian)
or a Stokes (quadratic) wave model. Most often, it
is defined by a vector of parameters; say W, whose
elements could be the significant wave height Hs,
wave period Tp, etc. The encountered wave environments are described by a sequence of sea states
Wi, i = 1, , K, where K is the average number of
sea states encountered during a long term period.
The distribution of W is called long term distribution of sea states. The probability density function
(pdf) of the distribution will be denoted by f(W).
However it is not obvious how to define (estimate)
the pdf f(W). Loosely speaking long term pdf of
sea state parameters describes the variability of
encountered sea state W, which depends on shipping routes. However it will also depend on the goal
for the computations. We will not discuss this subject deeply just point out nature of the problem.
In this paper, ship responses X are estimates
of structural stresses and clearly depend on the
encountered sea states. The mean value of stresses
is assumed to be a constant and without loss
of generality, is set to be zero, for simplicity of
expressions.
method, in which the distribution of M is bounded

as follows
P (M
x)
E ( N1+ ( x )) + P(
P (X (0)
x ),
(3)
where N1+ ( x ) denote the number of upcrossings

of level x by the response X in one year, while
E(N) is the expected value of N, see Cramer
and Leadbetter [5] for more detailed discussion.
Neglecting the term P(X(0) >x) and combining
Eq. (1) and Eq. (3) gives the Rices estimate of
the return response xT. In the following section
we shall slightly reformulate the Rices estimate of
xT to demonstrate its connection with the narrowband approximation of long term cdf of Xm. Here,
this method will be referred to as Method 2.
Method 2 requires the computation (estimation) of E(N
N1+ ( x )) . Typically, developing a model
for ship response variability involves: (a) using
some well established models for variability of
encountered waves; (b) mathematical description
of ship wave interaction to compute wave loading;
(c) a model for structure properties to compute
structural stresses. In the simplest case, this procedure leads to Gaussian model for the response,
under stationary sea conditions, and the expected
number of upcrossing during a sea state is given
by an analytical formula, see Rice [6]. Next, given
a shipping, the long term distribution of sea states
enables evaluation of E ( N1+ ( x )), see Eq. (11).
However, due to the complexity of interaction
between ship structure and encountered waves,
the real ship responses are non-Gaussian, particularly under large sea states. In such an eventuality,
the Gaussian model can lead to large prediction
errors, e.g., severe underestimation (50%) of xT
was reported in Mao et al. [7]. There are several
numerical approaches proposed in the literature
to numerically compute Rices formula for nonGaussian responses, see some recent references
Naess and Karlsen [8], Butler et al. [9] or Galtier
et al. [10]. In this paper, the 4 moments Hermite
transformation, proposed in Winterstein et al. [11],
is used to model the non-Gaussian ship responses.
The transformation requires only the knowledge
of variance, skewness, kurtosis and mean level
upcrossing frequency of the responsse. The advantage of the method is that the expected number of
crossings of any level x, during a sea state, is given
by an explicit analytical formula, see Eq. (16).
2.1 Review of method 1

The long term cdf of response local maxima Xm
is defined as the limiting value of the ratio of the
number of local maxima with height below x and
the total number of local maxima as the observation period tends to infinity. Since one has only
finite length measurements, the long term cdf of
Xm has to be estimated practically. Often, when
long records of measurements are available, the
Weibull distribution is used to estimate the long
term cdf of Xm, viz.
x k
FX m ( x ) 1 exp
.

(4)
Suppose that the observed number of local

maxima during t (unit: year) is n(t), then expected
number of local maxima during a year, n, is estimated by
n=
n(t )
,
t
(5)
while the return value xT is obtained by solving

Eq. (2) (T often equals to 20, 50 or 100 years).
However, the long term Weibull cdf in Eq. (4) is
very sensitive to the value of location parameter ,
which is hard to estimate when measuring campaign length t is not very long. Furthermore the
EXTREME ESTIMATION
BY METHOD 1 & 2
The variability of ship responses is mainly caused

by the encountered waves, which can be modeled
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effect of high frequency vibration of ship structures

also makes estimate of n, Eq. 5, very uncertain.
This makes practical use of the original version of
Method 1 somewhat difficult. In the following,
the upcrossing spectrums of ship responses will be
used to approximate the long term cdf.
2.2
estimated from the measured stresses. One can see

the typical behavior that the empirical cdf of Xm is
close to the bound in the tails defined in Eq. (6).
The bound is often known as the narrow-band
approximation.
However the narrow-band method is most useful when +(x|W) can be computed from a model
for the responses. For example when ship response
at W is Gaussian, then the upcrossing spectrum can
be analytically evaluated by Rices formula and one
derives that the cdf of Xm is bounded by Rayleigh
cdf. The long term cdf of Xm during period t, is
given by
Narrow-band approximation of FXm(x)
Let the long records of measured stresses be divided

into a series of stationary parts (sea states). For
each sea state W, expected number of upcrossing
of level x in unit time by the stationary response is
denoted by +(x|W). The short term cdf of Xm at
the sea state W can then be bounded by
1 FX m ( x | W )
+ (x |W )
,
+ (0 | W )
FX m ( x ) = FX m ( x | W f (W )dW
d ,
(6)
(7)
where f(W) is the pdf of the vector of parameters

defining the sea states encountered in the period t.
Further the fraction n(t)/t in Eq. (5) is approximated by
see Rychlik and Leadbetter [12] for a proof. The

upcrossing frequency +(x|W) need to be estimated
or computed from the model.
In Figure 1 (a), empirical cdf of Xm is compared
with the approximated bound when +(x|W) is
n(t)/t +(0|W)f(W)dW .
(8)
Combining Eqs. (68) gives the narrow-band

estimation of the return value.
2.3
Examples
In the following, ship response from half years

full-scale measurements of a 2800TEU container
vessel is taken to compare different estimates of
the long term cdf of Xm. For the region there are
well established models (Weibull) long term pdf of
encountered significant wave height f(W). However the measuring period is rather short and we
do not expect that the variability of the encountered significant wave heights is well described by
the model. Hence the empirical cdf of Xm could differ from that estimated by Eq. (7). The alternative
could be to use the encountered seas to estimate
the long term pdf of W. This would still require
numerical computations of the integral in Eq. (7).
Since in this section we only wish to compare different means to estimate the long term cdf of Xm,
a related method, not requiring the integration,
will be used instead in the following.
As before, let Nt+ ( x ) denote the number of upcrossings of level x by the response in a period of
length t, then the empirical distribution of encountered response maximums Xm satisfies
FX m ( x ) 1
Figure 1. (a): short term distribution FXm(x|W),
bounded by Eq. (6) (solid line) and empirical distribution
(dotted line) from full-scale measurements at a stationary
sea state; (b): long term (t = 1 month) empirical cdf FXm(x)
(dotted line) and the bound given in (9) (solid line).
Nt+ ( x )
.
Nt+ ( )
(9)
Again the bound is close to 1FXm(x) for high

values of x as can be seen in Figure 1(b) where one
presents the empirical cdf of encountered local
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that the bound given in Eq. (9) converges to the

empirical distribution at high levels.
If ship response at each sea state is assumed to
be Gaussian, the Gaussian response can be simulated using the response spectrum from measurements. Next the same comparisons, as presented
in Figure 2, were performed for the Gaussian
responses and presented in Figure 3. Now, one can
see a very good agreement between the empirical
distribution, fitted Weibull distribution and the
bound from Eq. (9).
maximums and the bound in Eq. (9) for measured

stresses in t = 1 month. It is shown that the bound
using upcrossing spectrums as Eq. (9) can well
model the empirical cdf of high levels (at the tail
area).
We turn next to comparisons with the Weibull
fit to the empirical cdf. In Figures 2 and 3, the
logarithmic scale on Y-axis is chosen to check
the agreement of the exceedance probability, i.e.
1FXm(x), at very high levels.
Figure 2 presents the exceedance probability
obtained from the full-scale measurements. In the
figure one can see that the fitted Weibull distribution slightly underestimate the extreme response
at the same probability level, while there is a trend
2.4
Comparison of methods 1, 2
As derived in the introduction Method 2 proposes

to estimate the return value of response xT, viz. as
a solution of the following equation
E ( N1+ ( xT )) =
1
,
T
(10)
+
where E ( N1 ( x )) is the expected number of
upcrossings of the level x by the responses in
one year. Obviously the expected value has to be
estimated.
Let assume that one can choose a minimal
length of the stationary periods (sea states) t,
e.g. 20 or 30 minutes. Furthermore, one estimate
that in average the ship will encounter K sea states
during a year, i.e. the sailing time is Kt. Then
the expected number of upcrossings at level x,
E ( N1+ ( x )), is given by
E ( N1+ ( x ))
Figure 2. Long term empirical cdf FXm(x) of measured

ship response (solid line); the bound proposed in Eq. (9)
(dashed line) and fitted Weibull distribution (dash-dotted
line).
K t + ( x | W f (W )dW
d ,
(11)
where +(x|W) is the upcrossing frequency of level

x at a sea state W, and t is the duration time of a
sea state and assumed to be 1800 seconds. Finally,
the return value of the response is a solution of the
equation
K t+(xT|W)f(W)dW = 1/T .
(12)
Next we shall compare the narrow-band estimate

xT of Eqs. (2, 68), with the Method 2 estimate,
i.e. solution to Eq. (12). It is easy to see that if the
zero-crossing frequency +(0|W) is independent of
sea state, then the two methods would give identical estimates. Since only severe sea states are essential for estimation and for those seas the heading
angle 0 thus approximately +(0|W) is constant.
Remark: Suppose sea states are characterized by
a single parameter, the significant wave height W,
say. Further let each sea state be experienced by a
ship for the same period of time t, e.g. 30 minutes.
If one plans to employ Method 2, i.e. Eq. (3), to
estimate the return response and use the standard
Figure 3. Long term empirical cdf FXm(x) of simulated

Gaussian response for each sea state, where the response
spectrums are obtained from measurements.
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where 0, 2 are the zero-order and second-order

spectral moments of responses X(t). The first two
terms on the right hand side of Eq. (13) are often
referred to as the zero up-crossing frequency
decoupling argument, leading to. Eq. (11), then

long term pdf f(W) of sea states is the limit, as sailing time increases, of the normalized histogram of
encountered significant wave height. In contrary, if
one plans to employ Method 1, i.e. Eq. (2), to estimate the return response and use the decoupling
argument, e.g. Eq. (7), then long term pdf f(W)
of significant wave height is biased by the intensity
of the maximums. More precisely, it is the limit, as
sailing time increases, of the normalized (to have
integral equal to one) histogram of encountered
significant wave height scaled by the intensity of
local maximums of the responses. Note that the
two long term pdf are equal if the intensity of local
maximums does not depend on the sea state.
fz
In order to use Method 2 as Eqs. (1112), upcrossing intensity +(x|W) has to be estimated for at
least severe sea state. Then the long term pdf of
sea states for the particular shipping needs also be
determined first. In this section we shortly review
computations of +(x|W) .
If the joint pdf of ship responses X(t) (zero
mean stresses) and its derivative X (t ) under a sea
state W is known, then the upcrossing frequencies
can be computed by Rices formula viz.
X ( ),
(t )
( x,, |W ) .
X(t) = G(u(t)) = m + X
[c1H1(u(t))] + c2H2(u(t)) + c3H3(u(t))],
x2
2
exp
,
0
0
(15)
where, Hi are Hermite polynomials and u(t) is a

standard Gaussian process (in what follows, the
mean stress m = 0). The coefficients of the Hermite
polynomials are chosen so that the first 4 moments
of X(t) could match that of the transformed
Gaussian process, more details see Winterstein
et al. [11].
Let G1 be the inverse function of G, and then
u(t ) = G 1(X (t )). Hence,
G 1( )2
,
+ ( |W ) = fz (W )exp
2
If ship response at a sea state W is Gaussian, the

up-crossing intensity is computed by Rices viz.
1
2
(14)
Wintersteins transformation is defined by cubic

Hermite polynomials with quadratic terms in
the Hermite model. Providing the stochastic
parameters of response X(t) at a sea state W,
denoted by = (m,x, X ,3,4) with skewness
3 E [ X (t )3 ] / X3 , and kurtosis 4 E [ X (t )4 ] / X4 ,
the transformed Gaussian process is defined by
Up-crossing intensity of Gaussian processes
+ ( |W ) =
2
.
0
1
2
3.2 Wintersteins transformed Gaussian

processes
However, the joint pdf f() is often not known

or hard to compute, e.g., for quadratic responses
see Butler et al. [9], Naess [13] . In our previous
work Mao et al. [14], the so-called Laplace Moving
Average (LMA) is shown to be able to model the
non-Gaussian ship responses. It requires knowledge of response power spectrums, skewness and
kurtosis of the stresses. A limitation of the Laplace
model, similar to the second order Stokes Waves, is
that the pdf fX (t ),X (t ) x, z |W ) is not available in an
analytical form (the pdf is defined in the frequency
domain by its characteristic function and has to be
computed using numerical methods).
We will next present cases when the crossing
intensity is given by an explicit analytical formula.
3.1
W)=
However, ship responses are often non-Gaussian

as the real environmental loads, e.g. ocean waves,
show considerable non-Gaussian features, such
as a skewed marginal distribution with heavy
tails. Further, the non-linear interaction between
ships and wave loads can no longer be neglected
for extremely large sea states. Gaussian assumption of ship responses largely underestimates the
extreme values based on the investigation of fullscale measurements. Hence, an alternative method
is needed to model the expected up-crossings for
the non-Gaussian responses.
THE UPCROSSING INTENSITY
+ ( |W ) =
fz W ) =
(13)
1 G
2 G
(X )
(X )
(16)
Note that fz(W) is defined for the Gaussian

process u(t).
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3.3
Estimation of parameters in transformed

Gaussian model
The parameters of in the transformed Gaussian

model are functions of the encountered sea
state W. The parameters of the non-Gaussian ship
responses were widely studied in Sikora [15] and
Mansour and Wasson [16], and more recently in
Jensen and Mansour [17]. The estimations presented in these papers are efficient for applications at ships conceptual design stage, since the
parameters can be derived from the ships main
dimensions, encountered waves, and operational
parameters.
As is known, wave environments are generally
described by the significant wave height Hs and
wave period Tp. Due to the difficulty in determining the strongly uncertain parameter Tp, its long
term conditional distribution given Hs, for example DNV [18], can be used to simplify the estimations. Hence, in the following, the sea conditions
are characterized by a single parameterthe
significant wave height Hs. In the previous work
by the present authors, Mao et al. [7], the standard
deviation of response, X(W), is estimated from Hs
by an explicit relation terms of ship speed U and
heading angles viz. X (W) = C(; U)Hs. The
zero up-crossing frequency, fz(W), is approximated
by the encountered wave frequency.
Finally, only the relation between skewness (and
kurtosis) and the encountered significant wave
height should be further established. Skewness and
kurtosis are measures of non-Gaussianity of the
responses. It is well known that the effects of nonlinear interactions between ship and waves are no
longer negligible for large sea states. Therefore, we
expect skewness and kurtosis to depend mostly on
the encountered significant wave height, see also
Jensen and Mansour [17].
The following investigation is based on the previously used full scale-measurements. The measurements contain both winter and spring voyages,
so that they can be used to represent the variability
of longer term wave environments. For the extreme
response prediction, only stresses under heavy seas
are of interest, here sea states with significant wave
height Hs above 4 meters are considered.
The values of kurtosis 4 for sea states with
H s 4 m, are presented in Figure 4. It shows that
there is no significant trend between kurtosis and
Hs. Similar conclusion is also derived in Mansour
and Wasson [16]. Here, the kurtosis is assumed to
be 3.4. For some pairs of parameters ( 3 , 4 ), the
cubic Hermite polynomials in Eqs. (1516) does
always remain monotone. One can resolve this
problem by using alternative values of kurtosis.
This approach is motivated by an observation
that the computed expected upcrossing spectrum
Figure 4. Kurtosis of measured responses for both

mid-section and after-section.
Figure 5. Skewness of wave induced responses and the

whole response inducing high frequency vibration such as
springing and whipping, computed from observations and
by the formula proposed in Jensen and Mansour [17].
E(Nt+(x)) was not very sensitive for small variations

of the kurtosis.
In order to compute the values of skewness of
responses at all different sea states Wi, the relation
between 3 and Hs should also be established. When
measurements of ship responses are available, the
relation can be easily regressed by, for example,
a least square method. Alternatively, a numerical
analysis is usually used to get the responses when
no measurements are available. As is known that
the high frequency responses, such as whipping
and springing, are very important for the extreme
response analysis, so that ship hull should be modeled as a flexible body for a numerical analysis.
However, this makes the computation extremely
time consuming and expensive. Based on the
investigation of full-scale measurements, Figure 5
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tells us that only using wave induced responses

are good enough to compute the skewness of real
ship repsonses, since the skewness of wave induced
responses is almost identical with that of the whole
responses. This conclusion is also consistent with
that reported in Jensen and Mansour [17]. Hence,
ship hull is then modeled as a rigid body and even
some commercial software is able to conveniently
compute the wave induced responses.
3.4
Equivalency of the methods 1 and 2
As we have mentioned above, if fz (W) is relatively

constant for severe sea states then the narrow band
estimation (Method 1) of the return response is
equivalent to the Rices approach (Method 2). This
is also what we assume in order to be able to compare the methods, see the Remark in Section 2.
In practice the long term cdf of response
maxima (or long term narrow band cdf) is often
approximated by means of Weibull distribution. If
the tails of the long term cdf are well approximated
by the Weibull tails then the Methods 1 and 2
would still be equivalent. In order to facilitate the
comparisons between the two methods we propose
to approximate the expected number of upcrossing
during one year of level x as follows
( N1+ ( x ))
xk
E(N
E(
E (N
( N1+ (0 ))exp
,

(17)
Figure 6. Upcrossing spectrum in time t = 0.5 year
estimated by Eqs. (1516) (referred to Method 2), by
fitted Weibull distribution as Eq. (17) (referred to as
Method 1), and computed by Eq. (9) assuming Gaussian
response, together with the observed upcrossing for both
after section (a) and mid section (b).
where E(N1+(0)) is estimated by means of Eq. (11)

or from the actual measured responses.
The methods will be compared using the time
history from the full-scale measurements at two
places of the 2800TEU container ship. The measured places are located at the 1/4 ship length forward of after perpendicular (denoted as after
section), and amidships (denoted by mid section),
respectively. The detailed information can be
referred to Storhaug et al. [19].
Firstly, assuming the ship response under each
sea state to be Gaussian processes, the corresponding upcrossing spectrums are computed by Rices
formula as Eq. (13). The upcrossing spectrum at all
sea states are then integrated as Eq. (11) to get the
long term upcrossing spectrum in time t. Secondly,
instead of Gaussian assumption, the upcrossing
spectrum at each sea states is estimated by the transformed Gaussian approach as Eqs. (1516) (also
refer to the Method 2 in this paper). In addition,
when the time history of ship responses is available, the fitted Weibull distribution is then used to
approximate the long term upcrossings as Eq. (17).
Figure 6 presents the upcrossings computed by the
above 3 approaches, together with the observed
upcrossings. It can be seen that the Gaussian

assumption of ship response largely underestimates the upcrossing spectrum at high levels x. For
the real non-Gaussian ship response, fitted Weibull
approach (Method 1) and transformed Gaussian
approach (Method 2) give almost identical results,
and both are close to the observed upcrossings.
Further, the upcrossing spectrums computed by
Method 1 and 2 converge when extrapolating to
even higher levels. Therefore, both methods are
able to estimate the extreme response for the given
set of data.
4
EXAMPLE OF EXTREME PREDICTION
In this section, the Method 2 will be applied for

the extreme response prediction using the fullscale measurements through an practical example.
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The relation between 3 and Hs is obtained from

the measurements by a linear regression analysis. Method 1 is also applied and its result is
taken as a validation for Method 2. Further, in
Method 2 the significant wave height is a very
important parameter in computing the upcrossing
spectrums, two different sources of encountered
waves are used for comparison.
the example. In order to make the transformation

remain montone at high levels, we have increase the
value of kurtosis in some cases with large skewness.
It is also checked that the increase will not affect the
computation of upcrossing spectrum.
Skewness of responses under large sea states
against the encountered significant wave height
Hs is plotted in Figure 7. It shows that the value
of skewness will increase with the encountered Hs.
The linear regression method gives the value of
skewness as a function of Hs for both after section,
3 _ aftf , and midsection, 3 _ mid , as follows
4.1 Estimation of parameters from measurements

The standard deviation of ship responses X,
is determined through its relation with Hs, i.e.,
X = C(; U)Hs. The values of C(; U) are computed by a linear strip theory. For the 2800TEU
container ship, its value in terms of heading angle
under service ship speed U = 10 m/s is given in Mao
et al. [20]. Zero upcrossing frequency of response,
fz, is approximated by the encountered wave frequency. Again, kurtosis is assumed to be 3.4 in
3 _
0 11
0 35 3 _ mid
id
0.063H s 0.39.
(18)
In the current study, the skewness models in

terms of other parameters, e.g., heading angle,
are also tested by a linear regression method. But
the more complex models do not explain the variability of the skewness any better than the simple
regression model as Eq. (18).
Note that for the midsection of the ship, a
semi-analytically closed formula in terms of significant wave height and operational profiles (ship
speed and heading angle) was proposed to estimate the skewness of ship responses in Jensen and
Mansour [17]. But as shown in Figure 7(b), there
is a big gap of skewness computed by these two
approaches. In particular for the full-scale measurements, there are a lot of sea states with negative
skewness, and some of them are Gaussian even for
very high sea states. However, in order to check if
the model can be applicable for extreme response
predictions, the skewness regressed from the fullscale measurements will be used for the following
study.
4.2
Encountered waves
For the computation of upcrossing spectrums,

besides the relation between the stochastic parameters and wave environments W (mainly characterized by significant wave height Hs), one also
needs to know the expected number of encountered
sea states K and the long term distribution of Hs.
The first quantity is related to the expected sailing time while the second depends on the shipping. Since the available stress data are measured
in North Atlantic, this region will be considered in
what follows.
The variability of sea environments, here Hs,
has been extensively studied and many databases
are available. (Note that it is not always clear that
the distribution is adequate for the studied problem; see the Remark in Section 2.) In the following,
the measurements of Hs from the onboard radar
installed on the above 2800TEU container ship
Figure 7 Linear regression of skewness as a function

of significant wave heights. (a): Results for After-section;
(b): Results for Mid-section, also including the skewness computed by the closed expression in Jensen and
Mansour [17].
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are used for the extreme estimation. Further, the

distribution of Hs recommended by DNV [18] is
also used as an input of Method 2, and compared
with the onboard measurements.
The distribution of Hs measured onboard contains much more moderate seas than DNV [18]
recommended, but the probability of high Hs from
DNV is larger than that from the onboard observations. For extreme analysis, large Hs are of more
interest to estimate the extreme values. Hence, we
expect that using DNV recommended Hs will give
larger values of extreme responses than that using
observed Hs.
The difference of Hs obtained from above
2 approaches could be a consequence of the routing plan system installed in the measured ship.
However, the difference may be just caused by statistical errors, since the distribution of observed
Hs is obtained from only half years measurements
while the DNV [18] recommended Hs is collected

over many years.
4.3 Results of extreme values
In the following, the so-called 100-year response xT
(T = 100 years) will be estimated by both Method
1 and 2 on the basis of six-month (t = 0.5 year)
full-scale measurements. In this case the expected
number of upcrossings by the level of 100-year
response is equal to t/T = 0.05. If the onboard
observed Hs are used as the input of Method 2, it
is denoted as Method 2(a). While if Method 2 uses
DNV [18] recommended Hs, it is then denoted as
Method 2(b).
Figure 8 presents the expected number of
up-crossings and the estimates of x100 for both after
section and mid section. The expected numbers of
up-crossings computed by Method 1 (Eq. (17))
and Method 2(a) are very close to each other and
converge fast to the observed upcrossings at high
levels. For the after section, the value of x100 is
about 210 Mpa and 230 Mpa estimated by Method
1 and Method 2(a), respectively. For the midsection, the two methods give almost identical results
of x100, 350 Mpa.
The expected number of upcrossings computed
by Method 2(b) significantly deviates from the
other two methods, in particular for the midsection.
Method 2(b) overestimates more than 40% of the
100-year than Method 1 and Method 2(a). It is due
to that the distribution of Hs used in Method 2(b)
is quite difference from the measurements. Hence,
for extreme prediction during ships design stage, it
is extremely important to describe the encountered
waves accurately along its operation period.
5
CONCLUSIONS
This paper presented a simple approach for the

prediction of extreme response, e.g. 100-year stress
x100. In the method, Wintersteins transformed
Gaussian approach is used to model the nonGaussian ship responses. The expected numbers
of upcrossings by the real ship responses are then
computed by Rices formula from the transformed
Gaussian processes. The computed upcrossings
are easily applied to estimate the values of extreme
responses. The accuracy of this method is validated by the typical Weibull fitting method, on the
basis of full-scale measurements of a 2800TEU
container ship.
Parameters of the transformed Gaussian model,
i.e., standard deviation and skewness of stationary
ship responses, are derived as a function of encountered significant wave height. The relation between
skewness and Hs can be directly computed using
Figure 8. Results of 100-year stress using the six

months full-scale measurements. The expected numbers of upcrossings are computed by Method 1 Eq. (17)
(dotted lines), and Method 2 with onboard measured
Hs (dashed lines) and Hs recommended by DNV [18]
(dash-dotted lines). Solid lines represent the observed
upcrossings. Horizontal dash-dotted lines represent the
expected number of upcrossings related to the 100-year
stress. (a): Results for After-section; (b): Results for
Mid-section.
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only wave induced responses. It can be achieved

through a simple nonlinear numerical analysis
assuming as a rigid ship body.
Finally, the proposed method is conveniently
applicable for extreme estimation with limited
information, mainly encountered significant wave
height Hs. However, due to the strongly relation
between the encountered Hs and estimates of
extreme responses, a correct distribution of
encountered Hs should always be initially determined for applications.
[8] Naess, A. & Karlsen, H. Numerical Calculation of

the Level Crossing Rate of Second Order Stochastic Volterra Systems. Probab. Eng. Mech. 2004; 19,
pp. 155160.
[9] Butler, R., Machado, U. & Rychlik, I. Distribution
of wave crests in non-Gaussian sea. Applied Ocean
Research, 2009; 31, pp. 5764.
[10] Galtier, T., Gupta, S. & Rychlik, I. Crossings of
Second-order Response Processes Subjected to
LMA Loadings. Journal of Probability and Statistics 2010; Volume 2010, Article ID 752452, 22 pages,
doi:10.1155/2010/752452.
[11] Winterstein, S.R., Ude, T.C. & Marthinsen, T.
Volterra models of ocean structures: extreme and
fatigue reliability. Journal of Engineering Mechanics, ASCE, 1994; 120(6), pp. 13691385.
[12] Rychlik, I. & Leadbetter, M.R. Analysis of ocean
waves by crossing and oscillation intensities. International Journal of Offshore and Polar Engineering,
2000; 10, pp. 282289.
[13] Naess, A. Statistical analysis of second-order
responses of marine structures. Journal of Ship
Research, 1985; 29(4), pp. 270284.
[14] Mao, W., Li, Z., Galtier, T., Ringsberg, J.W. &
Rychlik, I. Estimation of wave loading induced
fatigue accumulation and extreme response of a
container ship in severe seas. In: Proceedings of the
OMAE2010, Shanghai, China, 2010. (Reference:
OMAE2010-20125).
[15] Sikora, J.P. Cumulative Lifetime Loadings for Naval
Ships. Symp. On Hydroelasticity and Unsteady
Fluid Loading on Naval Structures, 1998; Anaheim
CA, Novermber 1520.
[16] Mansour, A.E. & Wasson, J.P. Charts for estimating
Nonlinear Hogging and Sagging Bending Moments.
Journal of Ship Research, 1995; 39(3), pp. 240249.
[17 Jensen, J.J. & Mansour, A.E. Estimation of Ship
Long-term wave induced bending moment using
closed-form expressions. Trans, RINA, 2002;
pp. 4155.
[18] DNV-RP-C205. Environmental conditions and
environmental loads, Recommended Practice. April,
2007.
[19] Storhaug, G., Moe, E. & Piedras Lopes, T.A. Whipping Measurements Onboard a Midsize Container
Vessel Operating in the North Atlantic. International Symposium on Ship Design and Construction, 2829th of November, 2007, Shanghai, China,
pp. 5570.
[20] Mao, W., Rychlik, I. & Storhaug, G. Safety Index of
Fatigue Failure for Ship Structure Details. Journal
of Ship Research, Vol. 54(3), pp.197208.
ACKNOWLEDGEMENTS
The authors acknowledge the support from the EU
project SEAMOCS (Applied Stochastic Models for
Ocean Engineering, Climate and Safe Transportation) and Gothenburg Stochastic Center and the
Swedish foundation for Strategic Research through
GMMC, Gothenburg Mathematical Modeling
Center. Also many thanks to DNV, crews, management company and owner for providing data.
REFERENCES
[1] Coles, S. An Introduction to Statistical Modeling of
Extreme Values. Springer-Verlag, 2001.
[2] Naess, A., Gaidai, O. & Haver, S. Efficient estimation of extreme response of drag dominated offshore structures by Monte Carlo simulation, Ocean
Eng. Vol. 34 (16), 2007, pp. 21882197.
[3] Winterstein, S.R., Ude, T.C., Cornell, C.A.,
Bjerager, P. & Haver, S. Environmental Parameters for Extreme Response: Inverse FORM with
Omission Factors, Proceedings, ICOSSAR-1993,
Innsbruck, Austria.
[4] DNV. Postprocessor for Statistical Response Calculations. December 15th, 2007.
[5] Cramer, H. & Leadbetter, M.R. Stationary and
Related Stochastic Process: Sample Function Properties and Their Applications. Wiley, 1967 (Republication by Dover 2004).
[6] Rice, S.O. The mathematical analysis of Random
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pp. 282332 and pp. 46156.
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Utilization of a whole ship finite element analysis from wave

loads to structural strength at real sea state
Yoshitaka Ogawa & Masayoshi Oka
National Maritime Research Institute, Tokyo, Japan
ABSTRACT: The authors developed a whole ship finite element analysis system from wave loads to
structural strength at real sea state. In the present study, methodology for the rational analysis of structural strength by means of such a whole ship analysis particularly from the viewpoint of loads is discussed. Consequently, for the rational evaluation of strength in waves, the effect of operation particularly
on wave loads should be considered. It is verified that the evaluation without the effect of operation may
overestimate the stress induced by waves.
1
INTRODUCTION
clarified that adequate stress can be evaluated by

the computation with sufficient number of time
steps in an encounter period. It is also clarified that
high stress close to the yield stress can be evaluated
by the present computation although the present
method takes the nonlinear effect of wave loads
into account.
It is considered that there may be certain discrepancies between the computed wave loads and
real situation because such a computation basically
doesnt take the effect of operation into account.
For the further investigation, finally, the effect
of operation, that is the effects of speed reduction, change course and operational limitation
(limitation of wave height), on the fatigue strength
was examined. The sensitivity of such effects is
discussed for the rational analysis of structural
strength.
It is known that recent some kinds of ships get

longer and faster. As a result, it is difficult for such
ships to apply the empirical background for the
determination of design loads, structural requirements and so forth while those for conventional
ships are adjusted by means of the empirical background.
In addition to this, the transparency of technical
background of design loads and structural requirements will be strongly required owing to the adoption of IMO/GBS because such transparencies are
clearly drafted in the functional requirement of
the GBS.
Based on this background, authors developed
a whole ship finite element analysis system from
wave loads to structural strength at real sea state.
In the present study, methodology for the rational
analysis of structural strength by means of such a
whole ship analysis particularly from the viewpoint
of loads is discussed.
Firstly, the whole ship finite element analysis system is developed by the combination with
the computation of nonlinear wave loads. In this
system, time-domain nonlinear strip method is
used for the robust and rational computation of
dynamic pressure. A basic function of the present
system and verification of wave loads, which is one
of dominant factors for evaluation of structural
strength, is indicated.
Secondly, time-domain finite element analysis is
conducted. In this computation, statistic finite element analysis by means of the wave pressure distribution in each time step is carried out. An adequate
time steps in one wave encounter period is examined through the computation in regular wave. It is
2
2.1
WHOLE SHIP FINITE ELEMENT

ANALYSIS
Computation of wave pressure
on hull surface
Ship motions and wave pressure are computed by

means of the time domain simulation program,
developed by the National Maritime Research
Institute of Japan (Ogawa, 2005). The program,
namely NMRIW (Nonlinear Motion in Regular and Irregular Waves), is based on a nonlinear
strip method (Bishop et al., 1977; Jensen, 1979;
Yamamoto, 1980; Fujino, 1983; ISSC, 2000).
The NMRIW was developed reflecting the latest results of a seakeeping and manoeuvring
study (Hamamoto, 1993). Forces due to linear
and nonlinear potential flow are combined with
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manoeuvring forces and viscous drag forces. It is

well known that it is difficult to compute nonlinear
wave loads in bow and quartering seas by means
of the existing time domain computation method.
Using the present method, wave loads in bow and
quartering seas can be estimated rationally.
Ship motion components, Xj ( j = 1, 2 ..., 6), are
determined from a set of 6 differential equations of
motion with its origin at the centre of gravity. Here
j = 1, 2, 3, 4, 5, 6 refer to surge, sway, heave, roll,
pitch and yaw modes, respectively. With respect to
rotations, a right-handed convention is used. The
equations of motion for a ship traveling with forward speed U are described as
(M

A ij X
j
ij
FW
j
FVj

Biijj X
j
= K P e + K I edt + K D
e =
(2)
where denotes the rudder angle. e denotes the

deviation of the ship course. and 0 denote the
instantaneous course and target course respectively. KP, KI and KD denote the proportional gain,
integral gain and differential gain, respectively.
NMRIW can compute the wave pressure in both
regular and irregular waves. The sea surface and
wave kinematics are described based on the linear
wave theory. The sea surface of irregular waves is
described by the linear superposition of regular
waves with random phase angles. Irregular wave
was realized by the sum of 200 components of
waves in accordance with the Jonswap spectrum.
To obtain the stable results, 10 times simulations
with the duration of 3600 seconds of ship scale were
carried out in each condition. The combination of
phase angle of each wave component was varied
in each simulation. Figure 1 shows the example of
the spectrum of incident wave. It is found that the
planed spectrum, which is shown as Base, is the
same as the computed spectrum, which is derived
from the time history of computed incident wave
and is shown as Cal.. It is found that present
computation method can adequately realize the
wave spectrum, which is the basis for the utilization of direct computation for the clarification of
statistical value of ship response in waves.
Figure 2 shows the example of the time history
of vertical bending moment at midship and S.S. 7.5.
It is also found that two-node vibration owing to
the whipping occurs with natural frequency of
the present container ship. It is clarified that the
present method can execute the robust computation of wave loads including whipping vibration.
Present computation method has been verified
through the comparison with experiments of many
kinds of ship (Ogawa, 2005 & 2007). In addition
Cij X j
i j = 1, 2, 3, 4, 5, 6
de
dt
(1)
and X
denote motion acceleration and
where X
j
j
velocity, respectively. Mij and Aij denote mass and
added mass respectively. Bij denotes damping.
Cij denotes the restoring coefficient. The index,
i, denotes the direction of the fluid force. FWj denotes
the wave exciting force. FVj denotes the excitation
force due to viscous effects.
In terms of global flexible modes, the modal
superposition approach is applied in accordance
with formulation by Yamamoto et al. (Yamamoto,
1980). Equations of motion including flexible
modes are solved in the time domain by means
of a 4th-order Runge-Kutta scheme. The FroudeKrylov force, which has considerable effect on the
nonlinearity of ship motions, is estimated by the
integration of the hydrostatic and hydrodynamic
wave pressure along the instantaneous wetted surface of the hull at each time step.
With respect to the sectional wave radiation force
and potential value at each time step, the integral
equation method is utilized. Source and doublet are
distributed at the origin of each section to avoid the
irregular frequency, in accordance with Ohmatsus
method (Ohmatsu, 1975). The sectional diffraction
force, in the present method, is computed by solving the Helmholtz equation at each time step.
Wave impact load due to slamming is computed by means of the displacement potential
approach (Takagi, 2007; Ogawa, 2009) in terms of
the instantaneous wetted surface at each time step.
The viscous effect of roll damping due to ship hull
and bilge keels is estimated using various empirical formulae. The propeller thrust is described by
means of the propeller characteristics. The hull
resistance is a function of the instantaneous speed
and draft. Lateral force and yaw moment due to
rudder is considered to keep a target course o for
the ship in the simulation. The rudder is controlled
by the PID control as follows:
Spectrum (T02 = 8sec., H = 5m)

7
Base
Cal.
S()
5
4
3
2
1
0
0
0.5
1.5
2.5
3.5
Figure 1. The example of spectrum of incident

wave (significant wave height:5 m, mean wave period:
8.0 sec.).
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Wave torsional moment (wave height :6m)
Wave vertical bending moment (Head seas, Hw = 9m, Fn = 0.219)

0.0012
S.S. 5
S.S. 7.5
300000
Cal. (Fn = 0.11)

Cal. (Fn = 0.164)
0.001
Exp. (Fn = 0.11)
200000
Exp. (Fn = 0.164)
0.0008
100000
Tx/gL B
Wave vertical bending moment

(ton-m)
400000
0
300
-100000
320
340
360
380
400
0.0006
0.0004
0.0002
-200000
0
0
-300000
Time (sec.)
0.5
1.5
/L
Figure 2. Time history of the wave vertical bending moment of the post-panamax container ship at
S.S.7.5 and S.S.5 ( = 180 deg., Fn = 0.219, Hw = 9 m,
/L = 1.0).
Figure 4. The wave torsional moment response amplitude operator of the mega container ship at S.S.5.5
( = 150 deg., wave height: Hw = 6 m).
Wave vertical bending moment (wave height :6m)

Cal. (Head seas, Fn = 0.11)
Cal. (Head seas, Fn = 0.164)
Cal. (Bow seas, Fn = 0.164)
Exp. (Head seas, Fn = 0.11)
Exp. (Head seas, Fn = 0.164)
Exp. (Bow seas, Fn = 0.164)
0.03
0.025
MV/gL2B
0.02
0.015
0.01
0.005
0
0.5
1.5
/L
Figure 3. The wave vertical bending moment response

amplitude operator of the mega container ship at S.S.5.5
with various ship speed and headings (wave height:
Hw = 6 m).
Figure 5. Example of wave pressure distribution on

finite element model by means of the present computation (GUI of NMRIW).
to the previous results, present method is further

verified through the comparison with experiments
of the large container ship.
Details of the experiments have already been
published (Oka, 2009). Figure 3 shows example of
validation for the wave vertical bending moment in
head and bow seas, for the ship travelling at various
speeds. The fundamental frequency component,
Mv, is divided by gBL2. Here, and g describe
the density of fluid and acceleration of gravity,
respectively. , B and L describe wave amplitude,
ship breadth and ship length, respectively.
It is found that the computed wave bending
moment of the mega container ship is in ample
agreement with experiments. It is also found that
ship speed and wave encounter angle have effect on
the bending moment. It is clarified that the present
method can explain the effect of ship speed and
wave encounter angle on wave load quantitatively.
Figure 4 also shows example of validation for
the wave torsional moment in bow seas, at various ship speeds. The fundamental frequency component, Tx, is divided by gBL2. Based on both
experiments and computations, it is found that the

torsional moment in the stern quartering seas was
significant in the stern quartering seas compared
with that in bow quartering seas.
It is found that the present method can explain
the measured wave torsional moments, which were
measured accurately using the newly developed
backbone model (Oka, 2009). It is confirmed that
the present method, which can estimate roll motion
in the stern quartering seas adequately, estimates
not only the vertical bending moment but also the
wave torsional moment in various wave condition.
2.2 Whole ship finite element analysis
The present system computes a time history of
stress in regular and irregular waves. In this computation, static finite element analysis by inputting
the computed wave pressure distribution, which is
shown in Figure 5, in each time steps are carried
out. By means of the present system, outer shell
of a subject ship can be extracted automatically.
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Figure 6. Example of wave pressure distribution

on finite element model by means of the present
computation.
Figure 7. The whole ship finite element analysis in the
regular head seas (Stress distribution under the hogging
condition) (N = 12, Head seas, wave height:12 m, wave
length ratio to ship length:0.8.).
Figure 6 shows an example of the wave pressure

distribution on finite element model. It is found
that wave pressure is loaded only on the outer
shell.
The NASTRAN software is used for the present
finite element analysis. Prior to the computation, density of container was tuned to adjust the
weight, center of gravity and radius of inertia of a
finite element model. Dynamic forces and inertia
of a finite element model is adjusted by means of
the inertia relief function of the NASTRAN.
3
3.1
EXAMINATION OF RESULTS
OF FNITE ELEMENT ANALYSIS
Examination of time step of time-domain
analysis
Firstly, an adequate time step in one wave encounter period is examined through the computation in
regular wave. In the present study, the computed
stress of the large container ship is examined to
clarify the adequate step with the variation of time
step N from 12 to 120. Figures 7 and 8 are examples of the stress distribution under the hogging
condition in the case of N = 12 and 40. It is confirmed that stress distribution in the case of N = 40
are same as that in the case of greater number of
step. It is clarified that stress distribution converges
at N = 40 in various wave period. It is found that
stress amplitude in waves is 10% different between
in the case of N = 12 and in the case of N = 40.
It is confirmed that the present analysis system
with sufficient number of time step can evaluate
the stress amplitude in waves adequately.
3.2
Figure 8. The whole ship finite element analysis in the

regular head seas (Stress distribution under the hogging
condition) (N = 40, Head seas, wave height:12 m, wave
length ratio to ship length:0.8.).
inputs of wave pressure should be clarified. It is

supposed that there is certain discrepancy between
computed wave loads and real situation.
Figure 9 shows the example of the long term
prediction of wave vertical bending moment of a
large container ship. Response amplitude operator,
which is basis for these long term values, is computed by means of the linear strip method. It is
well known that probability of occurrence of once
in 25 years correspond to 108. In the meanwhile,
probability of occurrence of the design wave load,
determined by the IACS UR-S11 (IACS, 2006), of
this container ship corresponds to 106. It is found
that there is certain discrepancy in wave loads
related to those two probabilities.
For the consideration of design wave loads for
existing ship, that discrepancy is adjusted based on
Consideration of the computed stress
In the meanwhile, it is also clarified that high

stress close to the yield stress can be evaluated
by the present computation although the present
method takes the nonlinear effect of wave loads
into account. It is considered that the validity of
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MARSTRUCT.indb 62
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Long term prediction of vertical bending moment (S.S.5, Fn = 0.18)

(Post-panamax container ship)
Vertical Bending Moment (Fn = 0.182, T02 = 15sec. H1/3 = 10m)

0.002
0.06
0.0016
0.04
Midship
S.S. 7 1/2
? = 180deg
? = 90deg
? = 0deg
All Headings
0.02
Mv/gBL2
Mv/?gBL3
0.0012
0.0008
0
600
1100
1600
2100
2600
-0.02
0.0004
-0.04
-8
-7
-6
-5
-4
-3
-2
-1
-0.06
log10Q
t(sec.)
Vertical Bending Moment (Fn =0.182, T02 = 15sec. H1/3 = 10m)
Figure 9. Long term prediction of vertical bending

moment of a large container ship computed by means of
linear strip method.
0.06
Midship
S.S. 7 1/2
0.04
Mv/gBL2
0.02
the voyage records. However, it is considered that it

is difficult for new type of ship to compensate such
a discrepancy based on a voyage re-cord. Therefore, it is important to evaluate wave loads rationally and to assess the effect of operation on it by
means of a direct computation.
4
4.1
0
1400
1410
1420
1430
1440
1450
1460
1470
1480
-0.02
-0.04
-0.06
t(sec.)
Figure 10. The example of time history of wave vertical bending moment ( = 180 deg., significant wave
height:10 m, mean wave period:15.0 sec.) (Below: magnification of above time history of 2000 second within one
hour duration).
EVALUATION OF THE EFFECT

OF OPERATION ON WAVE LOADS
The effect of the change of ship speed
on the short term probability of wave loads
Sagging (T02 = 15sec., H1/3 = 10m)
Figure 10 shows the example of the computed time

history of vertical bending moment. It is found
that the hull girder vibration owing to the whipping occurs frequently in such a severe sea state.
It is confirmed that two-node vibration occurs with
natural frequency of the present container ship.
It is also found that the large bending moment can
be induced due to whipping in the sever sea state.
Figure 11 shows the relation of speed reduction with the probability of wave vertical bending
moment. This probability is derived from the histogram of the computed sagging moment. The value
of horizontal axis denotes the non-dimensional
value divided by gBL2 (in this case, is the
significant wave amplitude). The solid line in
Fig. 11 shows the probability of occurrence without speed reduction. This means that computation
is carried out with constant ship speed. For the
evaluation of the effect of hull girder vibration,
wave loads taking only rigid motion into account
is computed in the same irregular waves. This computation derives the wave loads without hull girder
vibration. The probability of wave loads computed without hull girder vibration is also shown
in Fig. 11 as the small dotted line.
Although the number of peak value is different owing to the hull girder vibration, it is found
that hull girder vibration has a certain effect on
0
1
0.005
0.01
0.015
0.02
0.025
0.03
0.035
0.04
Without speed reduction (Fn = 0.182)

With speed reduction
Wave component only (without hull girder vibration)
0.1
0.01
0.001
Mv/gBL2
Figure 11. The relation of ship speed with the probability of occurrence of wave vertical bending moment
at midship ( = 180 deg., significant wave height:10 m,
mean wave period:15.0 sec.).
the probability of occurrence of wave loads. It is

clarified that it is important to consider the effect
hull girder vibration on the statistical characteristics of wave loads.
However, in the real navigation, ship speed
is reduced owing to the nominal speed loss and
deliberate speed loss. Particularly, those speed
loss become significant in rough seas because ship
motion and wave loads become large. In addition to this, in the real navigation, ship course are
changed to avoid severe condition particularly in
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large motion and acceleration. This implies that

the statistical characteristics of wave loads should
be also evaluated in various wave conditions that
hull girder vibration doesnt occur.
Based on the results in Figures 11 and 12, it is
verified that the setting of ship speed has much
effect on the probability. Therefore, it is important
to compute wave loads taking the effect of speed
reduction into account.
rough seas. In the meanwhile, usual computations

for the evaluation of statistical characteristics of
ship motion and wave loads have been generally
conducted under the assumption that ship speed
and course are constant. Therefore, it is inadequate
to assess the effect of hull girder vibration on wave
loads quantitatively based on the computation and
the model experiments with constant ship speed
and course. This implies that computation and
model experiments taking the effect of operation
should be conducted.
Using the present computation method, the
probability of occurrence with speed reduction is
computed. It is shown as the dotted line in Fig. 11.
In this computation, ship speed was reduced to
two third of initial ship speed when the pitching
motion becomes large in the computation.
It is found that the probability with speed reduction becomes smaller than that without speed
reduction because the whipping induced hull girder
vibration is significantly reduced owing to the
speed reduction. It is clarified that the evaluation
without the effect of operation may overestimate
the effect of hull girder vibration on statistical
characteristics of wave loads quantitatively.
Figure 12 shows the example of the computed
probability of occurrence of wave vertical bending
moment with various ship speeds. This probability is derived from the histogram of the computed
sagging and hogging moment separately. It is
found that the occurrence probability of sagging
moment is slightly different from that of hogging
moment because the effect of hull girder vibration
and nonlinearity of ship motion are not significant
in 5 m wave height. In the meanwhile, it is clarified that the effect of ship forward speed on the
probability is significant. In the real navigation,
criteria for the speed loss and the course change
are based on not only hull girder vibration but also
4.2
The effect of course change on the short

term probability of wave loads
Figure 13 shows the relation of course change

with the probability of wave vertical bending
moment. The solid line in Fig. 13 shows the probability of occurrence without course change. This
means that computation is carried out with constant headings. In the meanwhile, the dotted line
shows the probability of occurrence with course
change. In this computation, heading angle was
varied from head seas (180 deg.) to bow quartering
seas (170 deg.) when the pitching motion becomes
large in the computation. It is found that the probability with course change becomes smaller than
that without course change because the whipping
induced hull girder vibration is certainly reduced
owing to the course change. It is clarified that the
direct computation can explain the effect of course
change on the probability rationally.
In addition to them, probability of wave loads
at bow seas (170 deg.) computed without course
change is also computed. This is shown as the
small dotted line in Fig. 13. Although the resulting
heading is same as bow seas (170 deg.), it is found
that the probability at bow seas is different from
that with course change in head seas. It is clarified the evaluation of statistical characteristics of
wave loads with constant course may be different
V.B.M. (T02 = 15sec., H1/3 = 5m)
1
0
0.005
0.01
0.015
0.02
0.025
0.03
0.035
0.005
Sagging (T02 = 15sec., H1/3 = 10m)

0.01
0.015
0.02
0.025
0.03
0.035
Without Course change (Head seas only)

With Course change
Sagging(Fn = 0.182)
Hogging(Fn = 0.182)
Sagging(Fn = 0.12)
Hogging(Fn = 0.12)
Bow seas (170 deg. ) without course change

0.1
P
0.1
0.01
0.01
0.001
0.001
Mv/gBL^2
Mv/gBL2
Figure 13. The relation of wave encounter angle with

the probability of occurrence of wave vertical bending moment at midship ( = 180 deg., significant wave
height:10 m, mean wave period:15.0 sec.).
Figure 12. The effect of ship speed on the probability

of occurrence of wave vertical bending moment at midship ( = 180 deg., significant wave height:5 m, mean
wave period:15.0 sec.).
64
MARSTRUCT.indb 64
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from the real situation. Therefore, it is important

to compute wave loads taking the effect of course
change into account.
In the meanwhile, it is considered that further
quantitative examination of the degree of speed
reduction is required in the future study. Particularly, the relation of the criteria for the speed loss
and the course change with statistical characteristics of wave loads should be examined further
although it is clarified that the direct computation
can explain the effect of speed reduction on the
probability rationally.
5
Hamamoto, M. & Kim, Y.S. 1993. A New Coordinate

System and the Equations Describing Manoeuvring
Motion of Ship in Waves, J Soc Naval Arch of Japan,
Vol. 173, pp. 209220.
IACS, Longitudinal strength standard, 1993. IACS
S-11.
IACS, 2001. Standard Wave Data, IACS Recommendation No. 34.
ISSC, 2000. Extreme hull girder loading, special task
committee VI. 1, 14th international ship and offshore
structures congress, Nagasaki, Japan, pp. 263320.
Jensen, J.J. & Pedersen, P.T. 1979. Wave-induced bending moments in shipsa quadratic theory, Transaction of Royal Institute of Naval Architects, Vol. 121,
pp. 151165.
Ogawa, Y. et al., 2005. The effect of a bow flare shape
on the water impact pressure, International Journal
of Offshore and Polar Engineering (IJOPE), Vol. 16,
No. 2.
Ogawa, Y. 2007. A study on nonlinear wave loads of a
large container carrier in rough seas, 10th International Symposium on Practical Design of Ships and
other Floating Structures (PRADS), 1, pp. 132140.
Ogawa, Y. & Takagi, K. 2009. An evaluation of whipping vibration utilizing the displacement potential
method, Hydroelasticity 2009, pp. 213222.
Ohmatsu, S. 1975. On the Irregular Frequencies in
the Theory of Oscillating Bodies in a Free Surface,
Papers of Ship Res Inst, Tokyo, Vol. 48, pp. 113.
Oka, M., Oka, S. & Ogawa, Y. 2009. An experimental
study on wave loads of a large container ship and its
hydroelastic vibration, Proc. 4th Int. Conf. Hydroelasticity in Marine Technology.
Takagi, K. & Ogawa, Y. 2007. Flow Models of the Flare
Slamming, Proceedings of International Conference
on Violent Flows (VF-2007).
Yamamoto, Y., Fujino, M. & Fukasawa, T. 1980. Motion
and longitudinal strength of a ship in head seas and the
effects of nonlinearities, Naval Architects and Ocean
Engineering, Journal of Society of Naval Architects of
Japan, Vol. 18.
CONCLUSIONS
Through the whole ship finite element analysis

from load to structural strength at real sea state,
the effect of operation on wave loads and strength
is examined. Conclusions are as follows:
1. The direct computation by means of the present
method can explain wave loads in various
wave height, wave period and wave direction,
rationally.
2. The present analysis system with sufficient
number of time step can evaluate the stress
amplitude in waves adequately.
3. In the meanwhile, for the rational evaluation of
the stress in waves, the effect of operation on
wave loads should be considered. It is verified
that the evaluation without the effect of operation may overestimate the stress induced by
waves.
ACKNOWLEDGEMENTS
A part of the present study was supported by a
Grant-in Aid for Scientific Research of the Japan
Society for Promotion of Science (No. 20360400).
REFERENCES
Bishop, R.E.D., Price, W.G. & Tam, P.K.Y. 1977.
A unified dynamic analysis of ship response to waves,
Transaction of Royal Institute of Naval Architects,
Vol. 119, pp. 36390.
Fujino, M. & Chiu, F. 1983. Vertical Motions of Highspeed Boats in Head Sea and Wave Load, J Soc
Naval Arch Japan, Vol. 154, pp. 151163.
65
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Environmental and operational uncertainties in long-term

prediction of slamming loads of containerships
J. Parunov, M. orak & I. Senjanovi
Faculty of Mechanical Engineering and Naval Architecture, University of Zagreb, Zagreb, Croatia
ABSTRACT: The purpose of the paper is to investigate long-term distribution of slamming loads of
containerships accounting for different types of environmental and operational uncertainties. Following
uncertainties are studied: the choice of the wave scatter diagram, the effect of the avoidance of heavy
weather, the effect of the maneuvering in heavy weather and the uncertainty of the method for prediction of the long-term extreme slamming pressure. Long term distributions of bottom slamming pressures are computed using different combinations of the aforementioned uncertainties. The purpose of
the study is the uncertainty assessment for the application in the reliability based design of ultra-large
containerships.
1
the lifetime weighted sea method,

the long-term prediction via Poisson outcrossing
method.
INTRODUCTION
In the design and operation of ultra-large containerships important hydroelastic effects appear
in addition to the rigid body response. The most
relevant hydroelastic phenomenon concerning the
longitudinal strength of large containership is whipping, the transient vibration of ship hull occurring
as a consequence of slamming. Such vibration may
considerably increase the extreme vertical wave
bending moments amidships and thus needs to be
considered in the ship structural design.
Estimation of design slamming parameters, as
the frequency of the slamming occurrence and
design slamming pressures is demanding task
depending on numerous uncertainties. The reason
for this is that slamming phenomenon is very sensitive to the environmental conditions, ship speed
and heading angle. These parameters depend on
assumed shipping route, the ship masters actions
to avoid heavy weather and on the maneuvering in
heavy weather. These assumptions can not be set
with large confidence that makes design slamming
loads quite uncertain.
This paper aims to quantify influence of mentioned uncertain parameters on the long-term
extreme slamming pressures. The effect of the following uncertainties is studied:
Two types of slamming loads appear in containerships: the bow flare slamming and the bottom
slamming. Although both types of the slamming
are important and can excite hull-girder vibration,
only the bottom slamming is considered in the
present study.
It is assumed that the bottom slamming pressure psl is proportional to the square of the relative
velocity v of the bottom and the wave surface:
psl
1
k
kv 2
2
(1)
Critical (threshold) value of the impact velocity

is assumed according to Ochi and Motter (1973).
v0
0 093 gL
(2)
It is worth mentioning that the threshold velocity given by Equation (2) is used by Jensen et al.
(2008) in recently published study of the wave
induced hull girder loads on containerships. The
associated threshold pressure takes the form:
p0
design wave environment,

avoidance of heavy weather,
maneuvering in heavy weather.
1
kv02
k
2
(3)
The formulation of the problem is set in such

a way to avoid assumption on the method for
calculating slamming pressure coefficient k. The
approach is elaborated in Section 2.
Furthermore, two methods for calculating longterm extreme slamming pressures are compared:
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Table 1.
where
Main particulars of containerships.
Ship particular
Flokstra
S175
Lpp
B
T
Tballast
CB
full
ballast
Vn
270
32.2
10.85
0.598
57499
24.5
175
25.4
9.5
7.0
0.572
24742
17157
22.15
m
m
m
m
tonnes
tonnes
knots
Flokstra containership,
S175 containership.
Results of model tests of two ships are well documented and available in the references Flokstra
(1974) and Wu et al. (2002). Main particulars of
the ships are specified in Table 1.
The hydrodynamic assessment is performed by
the linear strip theory. Although more sophisticated
3D hydrodynamic tools are available nowadays,
for the purpose of comparative study performed
herein, the linear strip theory is considered to be
a convenient tool. The hydrodynamic strip models
of the containerships and their validations are presented by Parunov & orak (2010).
The present paper is organized in such a way that
methods for long-term slamming pressure calculation are described firstly. After that, the effect of
different environmental and operational uncertainties on the long-term extreme slamming pressures
is studied. The number of slams in 20 years is also
estimated. Finally, paper ends with conclusions
summarizing obtained results.
Fp ( psl ) =
nH
psp
sl
p0
i j ,k
sl =
sl
Sj
Zk
) r (T ) p (H
Zk
Sj
ssl
ssl
(8)
1 V
Psslam
2 M
(9)
while the mean slamming frequency in all sea states

is given as:
n
2
i =1
nH nT
sl i j ,k HS j TZk , i p HS j TZk
jk
sl =
*
) (
(10)
Model tests and full-scale trials show that necessary and sufficient conditions for occurrence of
slam impact are the bottom emergence, i.e. relative bow motion being larger than local draught d,
and impact velocity being higher than the critical
velocity v0.
(4)
) f ( p) dp = 1 e ( p
F psl HS TZ , =
where sl is the slamming frequency in each individual short-term sea state, given as:
Impact pressure psl in the short-term sea state is a

random variable which follows the probability law
given as truncated probability density function in
the exponential form (Ochi and Motter 1973):
p0 psp
nT
r ( TZ , ) =
The lifetime weighted sea method for longterm distribution of slamming pressure
f ( psl ) = e
i =1
,TZk
jk
(7)
where p(HS,TZ) is the probability of occurrence
of sea state, while the relative number of slamming appearances in each short-term sea state is
given as:
CALCULATION METHODS OF LONGTERM EXTREME BOTTOM SLAMMING

PRESSURE
2.1
(6)
Slamming pressure may be calculated using

pressure coefficient k = 1. This is possible, as pressure as well as 1/ in the exponential part of the
Equation (5) is proportional to k and therefore k
can be cancelled. Actual extreme pressures can be
obtained by simply multiplying calculated unitary
pressure values by actual value of the pressure
coefficient k.
Long-term distribution of slamming pressure psl
can be modeled as series of short term sea states
where each heading angle have the same probability of occurrence. Probability distribution of slamming pressure in short term is given by Equation (5)
and the long-term distribution is given as:
Two well-known containerships are analyzed in

the present study:
1
k r2
p )
(5)
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Relative bow motion and velocity are statistically

independent random processes which follow
Rayleigh distribution (Senjanovi et al., 2003).
Based on that fact, probability of slamming can
be written as:
Pslam (M > d V > v
d2
v2
+ 02

2
2 M 2V
2.2
x ) d
(12)
p (
V2 = SV (
x ) d
(13)
After establishing long-term distribution in discrete form by applying Equation (7), the theoretical threeparameter Weibull distribution may be
fitted:
FWeibulll ( psl ) = 1 e
=e
b
a
1
1
=
N sl T *
C
sl
ext
( pext p )
) sll e
(14)
(18)
( ( p
p
eext
xt
HS TZ , tsea
(19)
By unconditioning extreme value distribution

in the short term conditional on sea state and
heading angle, one obtains extreme distribution
of slamming pressure for all sea states for the
assumed sea state duration tsea:
n
2
i =1
Fext ( pext ;tsea ) =

nH nT
Fi
jk
j ,k
( pext HS TZ , ;ttsea )
p HS j ,TZk
(20)
(15)
Finally, the extreme distribution of pext over

the long-term return period (e.g. TC = 20 years) is
obtained by the order statistics:
where a and b are parameters of the straight line

fitted. For the long-term return period (e.g. TC = 20
years), the probability of exceeding the most probable extreme slamming pressure is given as:
q=
(17)
Long-term extreme slamming pressure via

Poisson outcrossing method
Fext pext HS TZ , ;tsea
where , and = p0 are the Weibull scale

parameter, shape parameter and location
parameter respectively. Probability FWeibull given
by Equation (14) represents the probability that
the slamming pressure is less than psl in one, randomly chosen wave cycle. The Weibull 3P distribution may be presented in the linear scale, and then
Weibull parameters may be calculated by the least
square method as:
where sl is the slamming frequency in the short

term sea state calculated according to (9). Distribution of extreme slamming pressures pext over the
sea state duration is than given as:
p
sl

ln(- ln( q )
a
The extreme distribution Fext(pext|HS,TZ,;tsea), of

the slamming pressure over the stationary period
of time of a single sea state tsea, conditional on the
sea state defined by the three parameters (HS, TZ, )
is obtained via the Poisson outcrossing approximation. The appropriate value for tsea depends on the
geographical location and is considered to vary
between 1800 and 43200s. Here a value of 10800s
(3 hours) is assumed.
First step is evaluation of the mean outcrossing
rate p, for the value of the extreme slamming pressure pext, based on the exponential function:
(11)
2 and
where M
V2 are variances of the relative
motion and the relative velocity, respectively, in a
short term sea state. These are different for each
mean zero crossing period TZ, heading , ship
speed and loading condition. Short term sea states
are modeled by PiersonMoskowitz wave spec2 and 2 are given as:
trum, while M
V
2
M
= SM (
+e
pext
Fext ( pext ;T
TC )
(16)
Feext
xt ( pext tsea )
nsea
(21)
where the assumption is made that, in the long

term, the extremes reached in different sea states
are independent random variables and where the
number of stationary sea states in the period TC,
nsea, is given by TC /tsea.
The most probable extreme impact pressure for

given return period can then be calculated as:
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The course changes in heavy weather are mainly

to avoid the ship capsizing or excessive ship rolling amplitudes that may interfere with normal
working activities on board. Consequently, the
probability of head seas is much higher in heavy
weather than in normal sea conditions. However, this is valid only for smaller ships (less than
about 200 m in length). For large ships, the course
changes in heavy weather are not so frequent.
The explanation for this finding could be that the
masters of larwge ships feel safe even in rather
rough seas.
Another important maneuver in rough seas is the
speed reduction. This action is not dependent on
the ship size. Speed could be reduced due to technical reasons, such as the added resistance of wind
and waves, change of submerged part of the hull,
change of wake field and loss of thrust. Very large
motion amplitudes, velocities and accelerations,
slamming, green seas, overload of the main engine
could be the reason for voluntary speed reduction.
The effect of the speed reduction in heavy
weather is assessed by analyzing three different
ship speeds:
Extreme distribution obtained numerically by

described procedure may be fitted by the theoretical Gumbel distribution. Probability that the slamming pressure remains less than a given value pext
over a long time period TC, is then given as:
FGumbel ( pext ) = e
p p*
ext
(22)
where p*and are Gumbel distribution parameters.

If Gumbel distribution is presented in the linear
scale, then Gumbel parameters can be calculated
by the least square method as:
1
,
a
p*
(23)
where a and b are parameters of the fitted straight

line. Finally, the most probable extreme impact
pressure over the long-term return period is equal
to the Gumbel parameterp*, i.e. pext = p*.
Nominal ship speed (Vn)

Reduced speed 80% of the nominal speed
Zero speed.
RESULTS OF THE LONG-TERM

ASSESSMENT OF EXTREME BOTTOM
SLAMMING PRESSURE
Table 2. The most probable bottom slamming pressures

in 20 years according to the lifetime weighted sea
method (k = 1).
In order to assess the influence of the shipping

route on the extreme bottom slamming pressures,
long-term calculations are performed for following
scatter diagrams:
The most probable extreme slamming pressure
Standard IACS North Atlantic scatter diagram

(IACS)
North Pacific scatter diagram (N-P)
Scatter diagram for shipping route North
EuropeFar East through Suez Chanel (Suez).
Floxtra S175
Wave scatter
diagram
Ship speed
FL
FL
BL
IACS
vn
0.8 vn
zero
237
201
60
242
207
40
278
236
61
N-P
vn
0.8 vn
zero
179
152
49
223
191
37
275
236
64
Suez
vn
0.8 vn
zero
170
142
48
203
172
39
257
221
69
N-P modified
Modified N-P scatter diagram,

Modified Suez scatter diagram.
vn
0.8 vn
zero
170
145
56
214
185
47
267
230
79
Suez modified
Two main maneuver that master can undertake

when the ship is in heavy seas are course changing
from beam seas to head or following seas and voluntary speed reduction (Guedes Soares 1990).
vn
0.8 vn
zero
147
128
59
199
175
53
254
223
89
* FL full load condition

BL ballast condition
More details on the wave zones considered and

the resulting extreme slamming pressures are presented in Section 4.
The next issue covered in the paper is the effect
of the heavy weather avoidance. The problem is
approached by the truncating probability density
function of a significant wave height, as explained
in Section 5. The truncation of the scatter diagrams
results in two additional scatter diagrams for which
long-term calculations are performed:
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Table 3. The most probable bottom slamming pressures

in 20 years according to the Poisson outcrossing method
(k = 1, short-term duration of sea states 3 hours).
1.40
The most probable extreme slamming pressure
1.30
N-P/N-P modified (full load)
1.20
SUEZ/SUEZ modified (full load)
1.10
Floxtra S175
1.00
Wave scatter diagram
Ship speed
FL
FL
BL
0.90
IACS
vn
0.8 vn
zero
277
227
58
327
265
38
423
337
60
0.80
N-P
vn
0.8 vn
zero
181
167
48
248
208
36
333
273
64
Suez
vn
0.8 vn
zero
169
149
47
217
183
38
293
241
69
vn
0.8 vn
zero
173
155
54
241
204
45
330
275
79
vn
0.8 vn
zero
147
133
55
225
194
50
308
262
90
N-P modified
Suez modified
0.70
Figure 2. Influence of the avoidance of the heavy weather

on the slamming pressure for full load condition.
10.0
9.0
8.0
7.0
6.0
5.0
4.0
3.0
vn/zero (full load)
2.0
Figure 3. Influence of the ship speed on the slamming

pressure for full load condition.
1.80
1.60
1.10
1.40
1.05
1.00
1.20
0.95
0.90
1.00
IACS/N-P (full load)
0.85
IACS/SUEZ (full load)
0.80
0.80
0.75
Figure 1. Influence of the shipping route on the extreme

slamming pressure.
LongTerm/Poisson extreme - vn
0.70
LongTerm/Poisson extreme - 0.8 vn
0.65
LongTerm/Poisson extreme - zero
0.60
Results are elaborated in Section 6 of the paper.

Furthermore, for each scatter diagram, calculations are performed for two long-term calculation
methods:
Figure 4. Influence of the calculation method on the

slamming pressure (3 hours assumed duration of shortterm seas states in Poisson outcrossing methods).
The lifetime weighted sea method

Poisson outcrossing method.
and all load conditions respectively. In all cases,

unitary pressures (k = 1) are calculated at section at
the distance of 10% from the fore perpendicular.
Detailed results of that analysis are presented in

Section 7.
Summary results of the long-term slamming
pressure analysis for two ships are presented in
Tables 2 and 3 for the lifetime weighted sea method
and Poisson outcrossing method respectively.
Also, these results are graphically presented in
Figures 13 and Figure 4 for full load condition
CHOICE OF THE SHIPPING ROUTE
One of the main issues analyzed within the present

study is the influence of the shipping route on the
extreme slamming pressure. The North Atlantic
environment, proposed by IACS for calculation of
71
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extreme global wave loads, is certainly not the most

frequent trading route for containerships, although
some of containerships are sailing on that route as
well. However, the North Atlantic is considered as
the most severe environment and as such can cover
all situations that the ship may encounter during
her lifetime, including the situation that the ship
permanently sails in the North Atlantic (Guedes
Soares 1996).
The idea of the present research is to study
differences in the extreme slamming pressure if
some other shipping route is selected, aiming to
model more realistically the operational features of
containerships.
Two important containership routes considered
in the present study are the North Pacific route
between Yokohama and San Francisco, and the
Europe-Asia route connecting European ports
Hamburg and Rotterdam with Shangai through
the Suez Channel.
The scatter diagram for the North Pacific trading route is obtained by combining wave zones 13,
20, 22 & 29 from Global Wave Statistics (GWS)
(Hogben et al. 1986).
The scatter diagram for the EuropeAsia trading
route passing through Suez Channel is obtained by
combining wave zones 11, 16, 17, 25, 26, 27, 29, 40,
41, 50, 60, 61 & 62 from GWS.
For both mentioned scatter diagrams, it is
assumed that the ship spends equal time in each
of the zones, i.e. equal probability of occurrence is
attached to each of them.
The diagram showing the influence of the shipping route is presented in Figure 1. The figure
presents the most probable extreme pressures of
N-P and Suez scatter diagrams relative to IACS
diagram.
The results in Figure 1 indicate that extreme
slamming pressures for IACS design wave environment are considerably larger than slamming pressures calculated for other wave environments. Only
in the case of ships speed equal to zero, this effect
is less pronounced. This is seen as ratios approximately equal to 1 in the Figure 1. Maximum ratio
between extreme pressures for IACS and N-P
environment is about 1.5, while the maximum ratio
between extreme pressures for IACS and Suez
environment is about 1.6.
5
is described by Parunov & orak (2010) and it is

not repeated herein.
Ratios of the most probable extreme slamming
pressures between original and truncated scatter
diagrams are presented in Figure 2.
In the most cases the effect of truncation is to
reduce extreme pressures up to about 10% and 30%
for N-P and Suez wave environments respectively.
Values lower than one indicates that larger extreme
pressures are obtained for truncated than for the
original scatter diagram. Numerical inaccuracies in
fitting theoretical distributions used in calculation
of the most probable slamming pressures could
be the reason for these discrepancies within the
low values of pressures. These values are typically
achieved for zero speed, but since those pressures
are relatively low, such results may be disregarded.
6
INFLUENCE OF THE SHIP SPEED
The influence of the ship speed on the longterm extreme slamming pressures is presented
in Figure 3. The figure represents ratios of extreme
slamming pressures calculated for nominal ship
speed and extreme slamming pressures calculated
for zero speed case.
It may be seen from Figure 3 that the ship speed
has crucial effect on the bottom pressures. By
reducing speed from design speed to zero, extreme
bottom pressure is decreased several times. As
speed reduction in heavy weather is decision of
ship master, it is evident that such maneuvering
may be critical for extreme slamming loading of
containerships.
7
INFLUENCE OF THE METHOD

FOR CALCULATION OF THE MOST
PROBABLE EXTREME SLAMMING
PRESSURE
Two methods for calculation of long-term extreme

slamming pressure are similar, but not exactly
the same. The main difference is that in Poisson
outcrossing method, duration of individual short
term sea states needs to be specified, while that is
not required in the lifetime weighted sea method.
Physically, by modifying duration of individual
short-term sea states, one determines level of correlation between successive sea states. Therefore,
there is an additional uncertainty due to the type
of the long-term calculation method employed.
In Figure 4, comparison between two methods
is presented with assumed duration of short-term
sea states in Poisson outcrossing method equal
to 3 hours. For zero speed, the lifetime weighted
sea method is slightly conservative. However,
INFLUENCE OF THE AVOIDANCE

OF HEAVY WEATHER
Avoidance of heavy weather is assessed by comparing long-term extreme pressures calculated for
truncated and original Suez and N-P wave scatter
diagrams. Scatter diagrams are truncated at significant wave heights of 10.5 m. Truncation procedure
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Large dispersion of results is present when

assessing influence of the heavy weather avoidance. In average, the effect of truncation of the
scatter diagram is to reduce extreme pressures up
to about 30%.
As expected, there is a huge influence of the ship
speed on the extreme slamming pressures. Reduction of the ship speed from nominal speed to zero
speed causes decrease of slamming pressures in
average 45 times.
Method for calculating long-term extreme slamming pressure is also one potential source of uncertainty. For zero speed case, dispersion of results is
relatively low and both studied methods, i.e. the
lifetime weighted sea method and the Poisson
outcrossing method, lead to the similar extreme
values. Increased ship speed, however, causes that
the method of Poisson outcrossing predicts larger
extreme slamming pressures, but also uncertainty
of results increases considerably.
Impulsive forces acting on the ship bottom are
proportional to the pressures calculated in this
study. Furthermore, whipping bending moments
are also proportional to the impulsive forces.
Therefore, calculated uncertainties will have direct
consequence on uncertainties of whipping bending moments. Furthermore, whipping bending
moments are to be combined with rigid hull vertical wave bending moments for the assessment
of the hull-girder strength of the ultra-large containerships. Because of large uncertainties in both
wave-induced and whipping bending moments,
reliability-based methods are to be used in design
of these ships.
Table 4. Number of slams in 20 years.

Floxtra
Wave scatter
diagram
S175
Ship speed FL
FL
BL
IACS
vn
0.8 vn
Zero
25991
17492
360
58262
37471
136
371453
244470
2883
N-P
vn
0.8 vn
zero
7697
5678
178
28002
20052
144
203907
146297
3758
Suez
vn
0.8 vn
zero
3963
2964
111
15906
11793
117
128593
95839
3395
N-P modified
vn
0.8 vn
zero
7010
5104
172
27206
19387
177
211755
151425
4082
Suez modified
vn
0.8 vn
zero
2364
1828
125
12066
9207
190
108599
82106
3991
by increasing ship speed, the lifetime weighted

sea method tends to produce lower extreme values
comparing to Poisson outcrossing method.
8
NUMBER OF SLAMS
As a result of the present analysis, number of

slams in ships lifetime is calculated by Equation
(16) and presented in Table 4. These values can be
useful in design, for example, they can be used to
assess number of transient vibration loading processes reducing the hull-girder fatigue life of the
containership.
9
ACKNOWLEDGEMENTS
The investigation is funded by EU FP7 Project
Tools for Ultra Large Container Ships (TULCS),
what is gratefully acknowledged.
CONCLUSIONS
The paper deals with environmental and operational

uncertainties in calculation of long-term extreme
slamming pressure. Uncertainty in calculation
of the pressure coefficient k is excluded from the
analysis in a way that k was taken as unity. Actual
extreme pressure may be calculated by multiplying
obtained results by actual value of k according to
some of available methods.
The influence of the choice of the shipping
route is analyzed in the paper firstly. In average,
adopting Suez route, extreme slamming pressures
are reduced by factor of 1.5 compared to the
North Atlantic IACS scatter diagram. If the North
Pacific shipping route is adopted instead of IACS
diagram, then average reduction of extreme slamming pressures would be 1.3.
NOMENCLATURE
psl
Slamming pressure
Sea density
Sllamming pressure coefficient
Relative bow velocity
v0
Critical (treshold) velocity
Gravity constant
Ship lenght
p0
Threshold pressure
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MARSTRUCT.indb 73
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f psl )
F psl HS TZ ,
FP ( psl )
p( HS TZ )
r (TZ , )
sl
sl
Fext ( pext ;tsea )
Probability density function

n
of the impact pressuree
Short-term probability
distribution of the slamming
pressure
Fext ( pext ;TC )
Long-term probability
distribution of the slamming
pressure
Probabiility
l of occurrence of
sea
e state
2
M
Extreme distribution of the

slamming pressure forr TC
nsea
Number of stationary sea

states in TC
FGumbel
Gumbel distributio
u n
p ,
Parameters of the Gumbel

distribution
Relative number of slamming

a
apperances in sh
hort-term sea
state
Slamming ffrequency in each
short term sea state
Unconditional extreme
distribution of the
slamming pressure for tsea
REFERENCES
Flokstra, C. 1974. Comparison of Ship Motion Theories
with Experiments for a Container Ship, International
Shipbuilding Progress, 21, 168189.
Guedes Soares, C. 1990. Effect of Heavy Weather
Manoeuvring on the Wave-Induced Vertical Bending
Moments in Ship Structures, Journal of Ship Research,
Vol. 34, No. 1, 6068.
Guedes Soares, C. 1996. On the Definition of Rule
Requirements for Wave Induced Vertical Bending
Moments. Marine Structures 9. 409425.
Hogben, N., Dacunha, N.M.C. & Olliver, G.F. 1986.
Global Wave Statistics. British Maritime Technology
Ltd. Felltham.
Juncher Jensen, J. et al. 2008. Wave induced extreme hull
girder loads on containerships. Transactions SNAME
116, 128152.
Ochi, M.K. & Motter, L.E. 1973. Prediction of slamming
characteristics and hull responses for ship design.
Transactions SNAME. Vol. 81.
Parunov, J. & orak, M. 2010. Influence of environmental and operational uncertainties on vertical wave
bending moments of containerships. Proceedings of:
The William Froude ConferenceAdvances in Theoretical and Applied Hydrodynamics, Past and Future,
Portsmouth, 2425 November 2010. UK., 201207.
Senjanovi, I., Tomaevi, S. & Parunov, J. 2003. Ship
Slamming and Whipping in Rough Sea. Brodogradnja
51, 4556.
Wu, M.K. & Hermundstad, O.E. 2002. Time-domain
Simulation of Wave-induced Nonlinear Motions and
Loads and its Applications in Ship Design, Marine
Structures 15, 56159.
Average slamming frequency

in all sea states
Variance of the relative
bow motion
V2
Variance of the relative

bow velocity
Pslam
Probability of slamming
SM ( , x )
Response spectrum of the

t
relative bow motion
SV ( , x )
Response
p
spectrum
p
of the
relative bow velocity
FWeibulll
Three-parameter Weibull
distribution
, ,
Parameters of the Weibull

distribution
P obability of exceeding
Pr
the most
N sl
Number of slams
TC
Long-term return period
pext
Random variable extreme
Fext
Probability distribution of the

extreme slamming pressure
p ( pext HS TZ , ) Mean outcrossing rate of the

slamming pressure in
short-term sea stateiod
74
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Efficient calculation of fluid structure interaction

in ship vibration
M. Wilken
Germanischer Lloyd SE, Hamburg, Germany
A. Menk
Robert Bosch GmbH, CR/APJ3, Stuttgart-Schwieberdingen, Germany
H. Voss
Hamburg University of Technology, Hamburg, Germany
C. Cabos
ABSTRACT: Simulating global ship vibration can be split into three steps: firstly, the computation
of the dry elastic vibration of the ship structure, secondly determination of the hydrodynamic pressures
caused by a given time harmonic velocity distribution on the outer shell and thirdly, the solution of the
coupled vibration problem by considering the interaction of fluid and structure. In this paper various
approaches for the solution of the third problem for large models are compared and discussed. They are
based on reduction methods for the hydrodynamic mass matrix and make use of fast solution methods
for the exterior fluid problem for given velocity distributions of the shell. A numerical example is used to
assess the accuracy and the speed of the solution procedures.
1
INTRODUCTION
Forces induced by engines and propellers excite ship

vibrations which despite of their small amplitudes
can affect human comfort and may cause fatigue
damages. In order to predict ship vibrations it is
indispensable to account for the effect of the surrounding water because the hydrodynamic forces
acting on the ships hull can considerably reduce
the natural frequencies of the dry ship and therefore can significantly affect the vibration response.
1.1
Figure 1. Illustration of the effect of water on the

vibrating outer shell.
1.2
The effect of water on a vibrating structure
The hydrodynamic influence of the water on the

vibrations of a ship can be modeled as an additional mass distribution on the outer shell. The
acceleration of the structure causes the fluid near
the interface to accelerate which in turn exerts an
opposing force on the ships hull (see Figure 1). The
additional force which is needed to accelerate the
surrounding fluid can be interpreted by Newtons
law as an additional mass distributed on the ships
hull. That mass is often called hydrodynamic mass
or added mass.
Equations describing the hydrodynamic

mass effect
Since the structural displacements in ship vibration

are small compared to the dimensions of the ship,
the ship and the surrounding fluid can be modeled
by a set of linear PDEs. Moreover the flow of the
water around the ships hull is assumed to be inviscid and irrotational.
Hence, the velocity field of the fluid is the
gradient of a velocity potentialwhich due to
mass conservation satisfies the Laplace equation
p = 0
(1)
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An advantage of this method is the fact that the

discretization of the coupled fluid-solid problem
has the same dimension as the FE model of the
dry ship alone in case the free surface boundary
condition is handled using the method of images
(Wilken et al., 2009). However, as a drawback the
part of the mass matrix corresponding to the wet
hull of the ship is fully populated.
To determine the eigenfrequencies of the
coupled problem, the following eigenvalue problem must be solved:
outer shell
kk
Figure 2.
Problem description.
Assuming an infinitely wide and deep fluid

domain, boundary conditions have to be specified at the free water surface and at the submerged
ships hull (Figure 2). The exact boundary condition at the free surface is nonlinear (Newman
1977), but for frequencies above 1 Hz and small
displacements it can be linearized to yield a pressure release condition which takes the form p = 0
on f . At the submerged ship surface the fluid
velocity normal to this surface must be equal to the
normal velocity of the structure,
p

= 2u T n on k
n
2
K S u wet
wet (M S
2.1
(3)
where KS, MS are the stiffness and structural

mass matrix of a FE model of the ship which are
large-scaled and sparse. The hydrodynamic mass
matrix MH models the impact of the surrounding
water on the ship. Only rows and columns of MH
corresponding to wet degrees of freedom contain
entries which are different from zero. However, the
total number of non-zero entries in the coupled
system is still increased considerably. Computing
the complete hydrodynamic mass matrix in this
way leads to a cubic scaling of required computation time and a quadratic scaling of memory usage
with the number of fluid panels.
(2)
where p denotes the pressure at the outer shell,

the fluid density, the excitation frequency, u

the displacement of the structure and n is the outward normal.
2
MH ) u = 0
2.1.2 Lewis approach

Consideration of the effect of the surrounding
water for the computation of global ship vibrations dates back to the first half of the 20th century. Regarding a ship as a slender body, Lewis
(Lewis 1929) showed that the inertia of the water
can be approximately be accounted for by analyzing the two-dimensional flow around ship cross
sections.
The hydrodynamic mass of a cylindrical cross
section was generalized to more complex shapes
by introducing reduction coefficients. Assuming
that a ship is a slender body, Lewis succeeded in
determining the hydrodynamic mass affecting
vertical bending vibrations of a ship (Figure 3).
Since the hydrodynamic mass derived with this
method depends on the particular bending mode
of the ship, it is typically valid only for a specific
range of frequencies around the corresponding
eigenfrequency of this mode. Wendel (Wendel
1950) and Landweber (Landweber 1957) extended
Lewis work by considering also horizontal and
rotational acceleration of ship cross sections. Grim
(Grim 1953, 1960) examined the reduction coefficients for higher modes. The Lewis method is
most appropriate for a Finite Element analysis, if
the ship is modeled by several beam elements. For
the three dimensional analysis of ship vibrations
based on a Finite Element model, the use of the
CONSIDERATION OF
HYDRODYNAMIC MASS EFFECTS IN
GLOBAL SHIP VIBRATION ANALYSIS
Standard procedures
2.1.1 Full hydrodynamic mass matrix method

To account for the surrounding water, an FE
model of the ship can be complemented by an FE
discretization of the water to solve the Laplace
equation with coupling boundary condition (2)
(Arman et al., 1979). This causes considerable
additional cost since only a bounded region of the
fluid domain can be modeled this way and suitable
boundary conditions on the outer boundary have
to be specified or the remaining unbounded region
of the water has to be discretized by semi infinite
elements. If Boundary Element (BE) methods are
used in combination with a special fundamental
solution, an unbounded fluid domain can be modeled, but only the submerged ship hull has to be discretized. Thus the problems previously mentioned
are avoided. The mesh can simply be generated
from the FE mesh of the ships hull. Today this is a
standard approach if three dimensional effects have
to be included in the analysis (Cabos et al., 2003).
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application to vibrating ship structures as shown in

the next sections.
2.2.2 Projection approach

Neglecting the influence of the surrounding water
one obtains the so called dry eigenvalue problem
for the ship structure
K S u dry 2MS u = 0
that can be solved efficiently due to the sparse

structure of the matrices.
While the eigenvectors of (3) and (4) exhibit
similar characteristics, it is found that the eigenmodes of these problems are quite close to each
other. This observation suggests to project the
eigenproblem (3) onto a space spanned by a
selected subset of nsel eigenvectors Udry of (4).
This is done by assuming the wet eigenvectors as
linear combination of the dry eigenvectors and
multiplying the resulting equation from the left
side with UTdry yielding a new eigenvalue problem
of a smaller dimension nsel:
x
Figure 3. Lewis assumption of deformation of the ship
structure over the ship length.
so called Lewis Method leads to the problem that

only the total force onto a ship cross section (or
better its total hydrodynamic mass) can be computed. The actual distribution of the hydrodynamic
mass over the contour of the section is determined
with a heuristic approach. In a three dimensional
vibration analysis this can lead to hydrodynamic
forces having components tangential to the shell
surface. Despite these approximations and shortcomings, the Lewis approach has proven to yield
good results in the low frequency range having a
very good performance in terms of CPU time and
memory consumption.
2.2
(4)
T
2
U dr
ry K S wet
wet (M S
M H ) U drryw = 0
(5)
The required subset of dry eigenvectors may

be choosen as eigenvectors with eigenfrequencies
smaller than an appropriate multiple of the upper
frequency bound of interest. Instead of explicitly calculating the hydrodynamic mass matrix
it suffices to evaluate the matrix vector product.
This can be done by a standard boundary element method but also more efficiently by the fast
multipole boundary element method.
Solving this eigenvalue problem yields eigenvectors w defining linear combination factors to
be used for approximating the wet eigenvectors
from the dry eigenvectors. This approach can be
improved by projecting onto approximated wet
modes (semi wet modes) resulting from an eigenvalue problem with an approximate hydrodynamic
mass matrix:
Advanced approaches using fast BEM
2.2.1 Fast multipole method

The standard boundary element method computes the pressure on a fluid panel caused by
each other vibrating panel. This is done in an
exact manner with no restriction on the shape of
the immersed hull. The so called fast multipole
method takes advantage of the concrete hull shape
of the vibrating structure based on the following
advisement:
Solving the Laplace equation (1) for vibrating point sources close to each other, the far field
result is a pressure field that decreases with one to
the square of the distance to these points. It can
therefore be idealized in the far field as a pressure
field caused by a single vibrating point source. This
effect is exploited by the fast multipole method
yielding a fast and memory saving procedure for
computing the resulting pressure field of a vibrating structure (Wilken et al., 2009).
Considering a typical hull form, it is obvious
that the far field approximation above could be
applied for the majority of pairs of panels since
only a small fraction of them is close to each
other. For this reason the fast multipole boundary element method seems to be well suited for its
(K
semi
(MS + MH semi )) usemi = 0
(6)
Using these semi wet modes for projection

yields
T
2
U se
mi K S wet
wet (M S
M H ) U semi w = 0
(7)
respectively a new eigenvalue problem

2semi
2
wet
I
MH
T
Ussemi
M H semi U semi w = 0
(8)
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Having determined the approximation M
H
to MH, we have to solve the reduced eigenvalue
problem
Depending on the number of semi wet modes

used for projection, the precision of the wet modes
can be influenced.
In the present work the semi wet modes are
calculated using the Lewis approach described in
section 2.1.2. The solution of the forced vibration
problem is then easily obtained by modal superposition using the derived wet modes from (8).
2 M
KS u =
wet
wet
S
Modal hydrodynamic mass matrix

approach
The eigenvalue problem (3) can be solved by the
shift-and invert Lanczos method (Bai et al., 2000).
Using this method requires the solution of the linear system
KS x
(9)
hH
i xi xiT
(10)
MH x
(13)
NUMERICAL EXAMPLE
3.1 Model
of MH, where the eigenvalues i i nH are

ordered by magnitude. Then the best approximation to MH by a matrix of rank n with respect to
the spectral norm is the truncation of (10)

M
H
(M S
in every iteration step where is a preselected shift.

Since KS and MS are sparse the LU factorization
of KS MS can be determined efficiently and
is quite small compared to
since the rank of M
H
the dimension of the problem it is inexpensive to
employ the Sherman-Morrison-Woodbury formula
(Golub et al., 1996) for solving problem (13).With
this approach the shift-and-invert Lanczos method
for the reduced problem (12) essentially requires
the following work: To initialize one provides those
vectors and matrices which are independent of the
right hand side b when solving (13) by the Sherman-Morrison-Woodbury formula. To this end a
slightly larger number than n solutions of the BE
system are necessary in a Lanczos process for com . Additionally n solutions of linear sysputing M
H
tems (Ks MS)wj = xj and n 2 scalar products of
length n are required in this preprocessing phase.
Thereafter, every iteration step requires one solve
of a linear system of dimension n, and n scalar
products of length n.
for x in every iteration step. This can be done by

a direct method which requires the explicit form
of the matrix MH (i.e., nH solves of the BE system) and which, due to the structure of the system matrix A: = KS (MS + MH), is very time and
memory consuming. Solving (9) by an iterative
solver like MINRES (Saad 2003), every Lanczos
step requires a suitable Krylov subspace. Hence,
one has to apply the system matrix A to a couple of
vectors, and each of these multiplications demands
the solution of one BE system. In the following we
derive a reduction method which is much more
efficient from a computational point of view. The
hydrodynamic mass matrix MH is symmetric and
positive definite. We take advantage of the spectral
decomposition
MH
(12)
Tackling it by the shift-and-invert Lanczos

method one has solve a linear system
2.2.3
KSx (MS + MH)x = b
MH u
An FE model of a typical container vessel of 250 m

length and 32 m breadth having 35262 degrees of
freedom was investigated to assess the accuracy and
the speed of the described techniques. This model
is capable to compute global vibration responses
n
i xi xiT
(11)
The Lanczos method is favorable for computing

since it does not employ
an approximation to M
H
the explicit form of the matrix MH but only matrixvector products and according to the Kaniel-Paige
theorem (Golub et al., 1996) it converges first to
extreme eigenvalues and in particular to the largest
ones which are better separated than the smallest
ones. Notice that the Lanczos process for com can even be accelerated by replacing
puting M
H
the solution of the BE approximation by the fast
multipole approach (Wilken et al., 2009).
Figure 4.
breadth.
Container Ship of 252.2 m length and 32.2 m
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Figure 5.
BEM mesh with 1490 boundary elements.
to a frequency up to 20 Hz. A draft of 10.8 m was

used in the calculations leading to 1490 wetted
elements of the outer shell with 4554 degrees of
freedom.
3.2
Figure 6.
The FULL_HYM method yields 250 modes below

20 Hz.
Computations
3.3.1 Precision
For comparing the eigenvectors of the different
approaches the modal assurance criterion (MAC),
see e.g. Allemang (1980), will be used
For the assessment of the various methods, the

eigenvalues and the forced vibration response
caused by a typical propeller induced excitation
were calculated. The following approaches for the
solution of the vibrational fluid-structure interaction problem were performed
MAC
Cij =
1. Usage of the explicit hydrodynamic mass matrix

computed by a standard BEM method hereinafter referred as FULL_HYM method.
2. Usage of a diagonal hydrodynamic mass matrix
approximation hereinafter referred as LEWIS_
HYM approach.
3. Projection of vibration equation (3) onto a
set of semi wet modes hereinafter referred as
PROJECTION approach. The semi wet modes
were taken from an eigenvalue computation
approximating the hydrodynamic mass matrix
according to Lewis. This Lewis approximation
yields 338 eigenvectors below 20 Hz (88 modes
more than the reference FULL_HYM method)
which all were used for the projection.
4. Usage of a modal approximation of the hydrodynamic mass matrix hereinafter referred as
MODAL_HYM approach. Due to comparability reason with the PROJECTION
approach the same number of (Fast-) BEM
applications were performed leading to a modal
hydrodynamic mass matrix approximation of
rank 338.
3.3
Forced vibration configuration.
(v
2
T
i ref M H v j appr
viTref M H vi ref
e
)(
vTj ,appr M H v j ,appr
(14)
where vi,ref denotes the i-th eigenvector computed

by the FULL_HYM method, MH denotes the
full hydrodynamic mass matrix and vj,appr denotes
the j-th mode computed by the approaches
24. A MAC value near to 1 indicates that the
approached eigenvector vj,appr is quite similar to the
reference eigenvector vi,ref .
This criterion can be subsequently used to compare the eigenvalues of the most similar eigenvectors computed by the FULL_HYM method and
the particular approach:
relErr
E ri =
i ,appr
j ref
{j
M C )}
(MAC
i j
(15)
As it can seen from Figure 7 the eigenvectors

computed according to LEWIS matching the
reference eigenvectors only for the first 100 modes.
The differences in eigenfrequencies is below 5% in
the lower frequency range and goes up to 20%
in the higher frequency range to 20 Hz.
Relative differences in eigenvalues of the PROJECTION and MODAL_HYM approach are of
the same magnitude, i.e. below 5% over the total
frequency range from 0 Hz to 20 Hz. Also the
eigenvectors of these 2 different approaches are
of the same similarity compared to the reference
eigenvectors.
Comparison
In the following, the modes, i.e. the pairs of

eigenvalue and eigenvector, and forced vibration
results (i.e. velocity at dedicated locations) of the
FULL_HYM method serves as reference values
for the comparison of the various approaches.
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Figure 7. Similarity of LEWIS_HYM eigenvectors and

reference eigenvectors according to MAC.
Figure 10. Relative error of MODAL_HYM eigenvalues and reference eigenvalues ordered by MAC value.
Figure 8. Relative error of LEWIS_HYM eigenvalues

and reference eigenvalues ordered by MAC value.
Figure 11. Similarity of PROJECTION eigenvectors

and reference eigenvectors according to MAC.
Figure 12. Relative error of PROJECTION eigenvalues

and reference eigenvalues ordered by MAC value.
Figure 9. Similarity of MODAL_HYM eigenvectors

and reference eigenvectors according to MAC.
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computation time of the same order of magnitude

(15 min and 20 min) only the distribution
between pre computation time and mode computation differ considerably: The pre computation
time of the PROJECTION approach, i.e. the semi
wet mode computation time according to Lewis
is much less than the pre computation time of
the MODAL_HYM approach where the modal
approximation of the hydrodynamic mass matrix
has to be computed.
In Figure 13 typical frequency response curves

caused by the single and double propeller blade
passage excitations computed by the different
approaches are shown. The response curves computed according to LEWIS gives the qualitative
characteristics in the low frequency range but deviates in the higher frequency range considerable
from the reference curve. Application of the PROJECTION approach yields the best accordance
with the reference velocity whereupon the velocity
results of the MODAL_HYM approach are only a
little less inaccurate.
4
3.3.2 Run time
All computations were performed on a 64-bit linux
computer Quad-Core AMD Opteron(tm) Processor 2356 with 32 GB RAM and a clock rate of
2.3 GHz.
The FULL_HYM method as the most accurate procedure is also the most time consuming
method with a total computation time of 1.8 h
and the most inaccurate approach (LEWIS) is the
fasted with 2 min CPU time. The PROJECTION
and the MODAL_HYM approach having total
CONCLUSIONS
The presented PROJECTION approach combines the fast and robust LEWIS method with
an advanced fast boundary element technique
yielding very accurate eigenfrequencies and accurate forced vibration results within small computation times. The MODAL_HYM approach
exhibits only slightly worse characteristics in precision and run time. Both approaches require user
experience: the PROJECTION approach in case
of selecting the number of eigenvectors used for
projection and the MODAL_HYM approach in
case of number of modes needed for approximation the hydrodynamic mass matrix.
A particular advantage of the proposed methods is that they scale very well. The effort to compute the hydrodynamic mass effect is dominated
by evaluations of the hydrodynamic mass operator. Through application of the fast multipole
method, the cost for this application grows approximately like N log2(N) for large numbers N of wet
panels.
REFERENCES
Allemang, R.J. 1980. Investigation of Some Multiple
Input/Output Frequency Response Function Experimental Modal Analysis Techniques. Doctor of Philosophy Dissertation, University of Cincinnati, Department
of Mechanical Engineering, pp. 141214.
Armand, J.-L. & Orsero, P. 1979. A method for evaluating the hydrodynamic added mass in ship hull vibrations. SNAME Transactions, 87:99120.
Bai, Z., Demmel, J., Dongarra, J., Ruhe, A. & van der
Vorst, H.A. 2000. Templates for the Solution of Algebraic Eigenvalue Problems: A Practical Guide. SIAM,
Philadelphia.
Cabos, C. & Ihlenburg, F. 2003. Vibrational Analysis of
Ships with Coupled Finite and Boundary Elements.
Journal of Computational Acoustics, 11(1):91114.
Golub, G.H. & Van Loan, C.F. 1996. Matrix Computations. The John Hopkins University Press, Baltimore
and London, 3rd edition.
Grim, O. 1953. Berechnung der durch Schwingungen
eines Schiffskrpers erzeugten hydrodynamischen
Krfte. STG Jahrbuch.
Figure 13. Typical response curves of the different

approaches.
Pre Computation
Mode Computation Total
Approach
Item
CPU Time [s] CPU Time [s]
CPU Time [s]
FULL_HYM
full hydro mass
6060
553
6613
LEWIS_HYM
Lewis hydro mass 2
126
128
MODAL_HYM
Modal hydro mass 787
409
1196
PROJECTION
Lewis modes
744
870
Figure 14.
126
Comparison of run time.
81
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Grim, O. 1960. Elastische Querschwingungen des

Schiffskrpers. Schiffstechnik, 7(35):13.
Landweber, L. 1957. Mass of Lewis Forms Oscillating in
a Free Surface. Proceedings: Symposium on the Behaviour of Ships in a Seaway, Wageningen.
Lewis, F.M. 1929. The Inertia of the Water Surrounding
a Vibrating Ship. Transactions of the SNAME, 37.
Newman, J.N. 1977. Marine Hydrodynamics. The MIT
Press, Cambridge, Mass.
Saad, Y. 2003. Iterative Methods for Sparse Linear Systems. SIAM, Philadelphia, 2nd edition.
Wendel, K. 1950. Hydrodynamische Massen und

hydrodynamische Massentrgheitsmomente 14. Jahrbuch der STG, vol. 44, 207255.
Wilken, M., Of, G., Cabos, C. & Steinbach, O. 2009. Efficient calculation of the effect of water on ship vibration. C. Guedes Soares and P.K. Das, Analysis and
Design of Marine Structures, pages 93101, London,
Taylor & Francis.
82
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Ultimate strength
MARSTRUCT.indb 83
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Buckling analysis of composite delaminated ship plates under

shearing
University Dunarea de Jos of Galati, Romania
ABSTRACT: In this paper postbuckling behaviour and estimation of global buckling ultimate strength
of the delaminated rectangular plates are presented. The influence of the position and geometry of
elliptical delamination on the changes in the buckling behaviour of ship deck plates made of composite
materials is considering. The composite plates models were analyzed using COSMOS/M and database
is prepared for different diameter ratios and position of delamination. A delamination model, describing delaminating mode, by using COSMOS/M soft package, is applied, so that the damaged part of the
structures and the undamaged part have been represented by layered shell elements. The influence of the
position and the ellipses diameters ratio of delaminated zone on the critical buckling force is investigated.
The applied methods have been improved in the Marstruct Project.
1
INTRODUCTION
whole structure (collapse of the stiffeners and the

shell as one unit). Local plate buckling and stiffeners crippling on the other hand are localized failure
modes involving local failure of only the skin in
the first case and the stiffener in the second case.
A grid stiffened panel will fail in any of these failure
modes depending on the stiffeners, plate thickness,
shell winding angle and type of applied load.
Understanding delamination is essential for preventing catastrophic failures. Therefore, analysis
of delamination behavior from tests, modelling
delamination, analysis of structural performance
under delamination and preventing and mitigation
of delamination are the main aim of the research
team that performed the work.
In (Thurley & Marshall 2002) the buckling
behaviour of laminated panels with one stiffener,
subjected to compression by using a layer wise
finite element formulation, is presented.
In (Nemeth 1992; Nemeth 1997) Nemeth have
done some parametric studied based on orthotropic plate theory and produced generic buckling
design charts in terms of useful nondimensional
parameters for unstiffened composite panels subjected to different loadings.
In (Mallela & Upadhyay 2006) some parametric
studies on simply supported laminated composite
blade-stiffened planels subjected to in-plane shear
loading. Few important parameters influencing
the buckling behaviour are identified and guidelines are developed.
The aim of the work presented in this paper is
to analyze the influence of delamination on the
changes in the buckling behaviour of ship deck
Laminated composite panels, which are anisotropic, are gaining popularity in structural applications such as ship hulls, decks, ship and offshore
superstructures. These panels are becoming increasingly used in structural marine applications due
to their high specific stiffness and specific strength
(Altenbach, Altenbach & Kissing 2001). The use
of laminated composites provides flexibility to
tailor different properties of the structural elements to achieve the stiffness and strength characteristics. These panels, unfortunately, have one
important characteristic connected to big sensitivity on geometrical and mechanical imperfections
(different dimensions comparative with the design
ones). Another kind of imperfections is about
material (Adams, Carlsson & Pipes 2003; Jones
1999). Taking into account that fabrication technologies of composite materials are hand made
based, the probabilistic occurrence of defects is
quite too high.
These defects are of following types: directions
of fibers are different of the designed ones, variations in thickness, inclusions and initial transversal
deformations (Thurley & Marshall 1995).
Ship structure plates are subjected to any combination of in plane, out of plane and shear loads
during application. Due to the geometry and general load of the ship hull, buckling is one of the
most important failure criteria. Buckling failure
mode of a stiffened plate can further be subdivided
into global buckling, local skin buckling and stiffener crippling. Global buckling is collapse of the
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plates made of composite materials. This problem

has been solved by using the finite element method,
in (Beznea 2008). An orthotropic delamination
model, describing mixed mode delaminating, by
using COSMOS/M soft package, was applied. So,
the damaged part of the structures and the undamaged part have been represented by well-known
finite elements (layered shell elements). The influence of the position and the ellipses diameters
ratio of delaminated zone on the critical buckling
force was investigated.
If an initial delamination exists, this delamination may close under the applied load. To prevent
the two adjacent plies from penetrating, a numerical contact model is used.
2
and
k = k1 + tk/2.
In equation (2), the coefficients Qijk have the following forms

k
4
Q11
C11
c
2
xy w /
4
/
23
y +
13
y3 = 0
Dij
Qijk ( zk
k =1
zk
)3
k
Q13
k
Q23
(
(C
= (C
12
111 2C333 C12
11 2C33 C12
s = sin ; c = cos .
2C333
c 2 s 2 + C33
c4 + s4 ;
)c s + (
)cs + (
3
C12
C22
+ 2C33
C12
C222
+ 2C33
)cs ;
)c s.
3
For the orthotropic plane material

El
Et
; C22
=
;
1 lt tl
1 lt tl
lt Et
tl El
C12
=
=
= C21
;
1 lt tl 1 lt tl
C33
Gllt ; C13
C31
= C23
C32
= 0.
C11
=
where El, Et, Glt, lt and tl are the material

characteristics in the longitudinal (l ) and transversal (t) orthotropic directions, and is the angle
between the x axis and l direction.
The last two terms from equation (1) are the
measure of the orthotropic coupling, resulting
from the fact that the principal orthotropic axes
are not orthogonal with the plate geometry axes.
For a special orthotropic plate, D13 = D23 = 0.
This is a case which has received the most attention by the researchers.
The problem of the stability of orthotropic
plates due to shear was apparently first examined
by Bergmann and Reissner (Johns 1971), who
considered it an infinitely long in the x direction
and they also neglected the bending stiffness in that
direction. The governing differential equation
used was
y4
w / x 3y
2 D33 4w x 2y2 + D22 4w y 4

+ 2N
N xy 2w / xy 0
(1)
(5)
In (Smith 1946) approximate solutions are

obtained for the buckling of clamped edged
finite plates, using the Rayleigh-Ritz method.
The same approximate deflection functions are
assumed as
(2)
The thickness and position of every ply can be

calculated from the equation
tk = zkzk-1,
4C33
c 2 s 2 + C12
c4 + s4 ;
Q3k3 = C11
11 C222 2
where D11, D22, D33, D13, D23 are the orthotropic plate
stiffnesses, calculated according to the equation
N
4
2C33
c 2 s 2 C22
s ;
k
4
4
Q22
= C11
s + 2 C12
+ 2C33
c 2 s 2 + C22
c ;
When plates are subjected to the application large

in-plane loads either compressive or shear, they
buckle. The phenomenon of buckling is a nonlinear one which is characterized by disproportionate increase of the displacements associated
with the small increments of the loads. The methodology for determining and analyzing the buckling behaviour of laminated composite plates is in
essence identical to that applied to isotropic plates.
As in isotropic plates it involves the solution of
an eigen-value problem associated with a governing set of homogeneous differential equations
and a prescribed set of homogeneous boundary
conditions.
In the case of isotropic plates, of sizes axb,
exact buckling solutions are available only for
a few combinations of loading and boundary
conditions.
The theory and differential equation of bending
of anisotropic plates were established by Huber
and the governing differential equation for shear
buckling of a general orthotropic plate is
2 C12
C11
+ C22
k
Q12
SHEAR BUCKLING EQUATIONS

OF ORTHOTROPIC PLATES
D11 4w x 4 + 2 D33 4w / x 2y2 + D22 4w
(4)
(3)
AmnX mYn
m
(6)
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tically. The contact algorithm of COSMOS/M has

possibility to determine which node of the so-called
master surface is in contact with a given node on
the slave surface. Hence, the user can define the
interaction between the two surfaces.
In the analysis, the certain layers are intentionally not connected to each other in ellipse regions.
The condition is that the delaminated region does
not grow. In COSMOS/M these regions were
modeled by two layers of elements with coincident but separate nodes and section definitions to
model offsets from the common reference plane.
Thus their deformations are independent. At the
boundary of the delamination zones the nodes
of one row are connected to the corresponding
nodes of the regular region by master slave node
system.
The square plates (320 320 mm), clamped
on the all sides are made of 9 macro-layers having the charactersitics presented in Table 1. The
material is E-glass/polyester having the material
characteristics:
where
Xm
Yn
x 3 2x
x 2 + x + (
y 3 2yy 2 + y + (
)m (x
)n ( y
x
y
) m1 sin mx
) n1 sin nyy
In the upper equations x = x/a and y = y/b.

Analyses are made with m and n as variables and
it is shown that solutions only exist in two distinct
ranges, i.e. when (m + n) even and (m + n) odd.
The case when (m + n) is even gives the lower critical shear loads. That this may not necessarily be
true in general has been shown in isotropic panels
where m + n < 6.
NUMERICAL ANALYSIS ON BUCKLING

OF IN-PLANE SHEARING LOAD
PLATES
The finite element delamination analysis was carried out using COSMOS/M finite element software. There are several ways in which the panel
can be modeled for the delamination analysis.
For the present study, a 3-D model with 3-node
SHELL3L composite element of COSMOS/M is
used. The panel is divided into two sub-laminates
by a hypothetical plane containing the delamination. For this reason, the present finite element
model would be referred to as two sub-laminate
model. The two sub-laminates are modeled separately using 3-node SHELL3L composite element,
and then joined face to face with appropriate
interfacial constraint conditions for the corresponding nodes on the sub-laminates, depending
on whether the nodes lie in the delaminated or
undelaminated region.
The delamination model has been developed
by using the surface-to-surface contact option
(Fig. 1). In case of surface-to-surface contact, the
FE meshes of adjacent plies do no need to be iden-
Ex = 46 GPa, Ey = 13 GPa, Ez = 13 GPa, Gxy =

5 GPa, Gxz = 5 GPa, Gyz = 4.6 GPa,
RTx = 1.062 GPa, RTy = 0.031 GPa, RCy = 0.118 GPa,
R xy = 0.72 GPa. xy = 0.3, yz = 0.42, xz = 0.3
The in-plane loading was applied as a uniform
shear pressure on the sides (Figure 2).
The ellipses diameters of the delamination area
placed in the middle of the plate are considered
from the condition of the same area for all cases.
In the parametric calculus, the following diameters
ratios were considered:
Case 1 (Dx/Dy = 0.5): transversal diameter Dy = 141 mm, longitudinal diameter
Dx = 70,5 mm;
Case 2 (Dx/Dy = 1): transversal diameter Dy = 100 mm; longitudinal diameter
Dx = 100 mm;
Case 3 (Dx/Dy = 2): transversal diameter Dy = 70.5 mm; longitudinal diameter
Dx = 141 mm.
The position of the delamination along the
thickness its been considered between two neighbors macrolayers i and i + 1, (i = 1, 9). We have
considered all cases. Taking into account the thickness symmetry of the plates, will be presented only
cases of position of delamination on one side of
symmetry axis.
For the material model two cases has been
considered:
Figure 1.
linear behaviour;
nonlinear behaviour (Tsai-Wu failure criterion).
Delamination model.
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Table 1.
Plate lay-up.
Nr. Macro layer
Nr. Layers angle 2 0 1 45 2 90 1 45 4 0 1 45 2 90 1 45 2 0

Thickness [mm]
0.62 0.31
0.62
0.31
1.24 0.31
0.62
0.31
0.62
The solution procedure takes the following

mathematical form
(K + KI)i-1 di = Q
(7)
where
K is the linear stiffness matrix,
KI is an incremental stiffness matrix based upon
displacements at load step i-1,
di is the increment of displacement due to the
i-th load increment,
Q is the increment of load applied.
Figure 2.
Shear loaded plate.
Table 2.
method.
Buckling load range obtained in graphical
The correct form of the incremental stiffness

matrix has been a point of some controversy.
The incremental approach is quite popular (this is
the procedure applied in this study), due to the ease
with which the procedure may be applied and the
almost guaranteed convergence if small enough
load increments are used.
In this paper, buckling and post-buckling analysis has been performed for all types of panels.
Since the plates have an initial imperfection, as it
is seen in the Figures 1 and 2, the increasing of the
transversal deformation is starting from the beginning, that is so named buckling is starting as the
in-plane load is starting to increase from 0.
The explanation is that due to the initial imperfection, the in-plane loading produces the shearing
in the plate and also bending in the area of imperfection. Therefore it is difficult to determine the
buckling load by numerical way.
This is why we have chosen the graphical method,
by drawing the asymptote to the curve in the area
where the slope is changing almost suddenly. The
intersection of the asymptote with the loading axis
can be considered as buckling load.
Anyway the asymptote is not an unique one and
we may determine the buckling loading in a range
of values.
So, as it is seen in the Figures 36, according
to the plotted asymptotes, for all cases of position
of delamination, the buckling loads of the plates
(having the diameters ratio presented above) are
placed in the domain
Buckling load [MPa]

Position of delamination
Min pcr
Max pcr
Macro-layer 1 Macro-layer 2
115.42
119.61
121.23
123.71
279.92
284.35
286.39
289.97
For perfect plate (without delaminations), the

value of the buckling load is:
linear calculus: pcr = 169.76 MPa;
nonlinear calculus: pcr = 334.71 MPa.
To solving geometrically and material nonlinear
problems, the load is applied as a sequence of sufficiently small increments so that the structure can be
assumed to respond linearly during each increment.
For each increment of load, increments of displacements and corresponding increments of stress and
strain are computed. These incremental quantities
are used to compute various corrective stiffness
matrices (variously termed geometric, initial stress,
and initial strain matrices) which serve to take into
account the deformed geometry of the structure.
A subsequent increment of load is applied and the
process is continued until the desired number of
load increments has been applied. The net effect is
to solve a sequence of linear problems wherein the
stiffness properties are recomputed based on the
current geometry prior to each load increment.
119 MPa < pcr < 290 MPa.

Also, according to these Figures, the buckling
load is decreasing since the diameters ratio of the
delamination is increasing.
In this paper, buckling and post-buckling analysis has been performed for all types of panels.
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Figure 3. Shear buckling and postbuckling behaviour

of the plate having the delamination between macrolayers 1 and 2.

The buckling load determination may use the

Tsai-Wu failure criterion in the case of the general
buckling does not occur till the first-ply failure
occurring. In this case, the buckling load is considered as the in-plane load corresponding to the
first-ply failure occurring.
The Tsai-Wu failure criterion provides the mathematical relation for strength under combined
stresses. Unlike the conventional isotropic materials where one constant will suffice for failure stress
level and location, laminated composite materials
require more elaborate methods to establish failure
stresses. The strength of the laminated composite

can be based on the strength of individual plies
within the laminate. In addition, the failure of plies
can be successive as the applied load increases.
There may be a first ply failure followed by other
ply failures until the last ply fails, denoting the ultimate failure of the laminate. Progressive failure
description is therefore quite complex for laminated composite structures. A simpler approach
for establishing failure consists of determining the
structural integrity which depends on the definition of an allowable stress field. This stress field is
89
MARSTRUCT.indb 89
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of the plate having the delamination between macrolayers
3 and 4.

usually characterized by a set of allowable stresses

in the material principal directions.
The failure criterion is used to calculate a failure index (F.I.) from the computed stresses and
user-supplied material strengths. A failure index
of 1 denotes the onset of failure, and a value less
than 1 denotes no failure. The failure indices are
computed for all layers in each element of your
model. During post processing, it is possible to
plot failure indices of the mesh for any layer.
The Tsai-Wu failure criterion (also known
as the Tsai-Wu tensor polynomial theory) is
commonly used for orthotropic materials with unequal tensile and compressive strengths. The failure
index according to this theory is computed using
the following equation (Thurley & Marshall 1995)
F.I. = F1 1 F2 2 + F1111 12
+ F22 22 F66 62 + 2F
F1122 1 2
F1 =
(8)
1
1
1
; F11 = T C ;
R1T R1C
R1 R1
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Table 3.
F2 =
Ultimate stress for delaminated plates [MPa].
Position
of delamination
Type of
degradation
Dx/Dy = 0.5
Dx/Dy = 1
Dx/Dy = 2
Macro-layer 1
Macro-layer 2
Macro-layer 2
Macro-layer 3
Macro-layer 3
Macro-layer 4
Macro-layer 4
Macro-layer 5
Tension
Compression
Tension
Compression
Tension
Compression
Tension
Compression
25
90
25
90
25
90
25
90
20
20
20
20
20
20
20
20
1
1
1
C ; F22 = T C ;
T
R2 R2
R2 R2
1
F66 = 2 .
R12
Delamination is a phenomenon that is of critical

importance to the composite industry. It involves a
breakdown in the bond between the reinforcement
and the matrix material of the composite. Understanding delamination is essential for preventing
catastrophic failures. Due to the geometry and
general load of the ship deck, buckling is one of
the most important failure criteria.
The FEM based methodology was successfully developed for the investigation of buckling problems of composite plates having central
delamination.
Two hypotheses regarding the type of material
modeling were used (linear and nonlinear). The
FEM model is robust in that it can be used to predict
the global buckling loads of composite plates either
on one side or both sides. Finite-elements analysis
was carried out to assess the reliability of the methodology. The two-sublaminate model developed in
this work provides a convenient method to model
delaminated composite panels.
For the values of in-plane loads lower than
80 MPa, the displacement values are increasing
since the diameters ratio is decreasing. This trend is
due to the fact the transversal diameter is decreasing (since the delaminated area remains constant).
Smaller transversal diameter means increasing of
shear stiffness.
In the case of the in-plane loading values
bigger than 80 MPa, the displacement values are
increasing since the diameters ratio is increasing.
This trend is due to the contact pressure between
the layers in contact in the delamination, which is
increasing since the loading force is increasing.
For an in-plane loading of about 130300 MPa
in each case, a small instant jumping of transversal
displacement is observed.
This means that what is recover in plate stiffness
after the increasing of contact pression in the delamination area, is lost due to the lamina damage
occurring.
(9)
The coefficient F12 which represents the

parameter of interaction between 1 and 2 is to be
obtained by a mechanical biaxial test. In the equations (9), the parameters RCi , RTi are the compressive strength and tensile strength in the material in
longitudinal direction (i = 1) and trasversal direction (i = 2). The parameter R12 is in-plane shear
strength in the material 12 plane.
According to the Tsai-Wu failure criterion, the
failure of a lamina occurs if
F.I > 1
CONCLUSIONS
(10)
In COSMOS, nonlinear material is considered

as a material with nonlinear behaviour (the nonlinear material curve) or case of introducing the
material strength components for Failure criteria
using for composites. This latest case is the case
analyzed in the paper.
The failure index in calculated in each ply of each
element. In the ply where failure index is greater
than 1, the first-ply failure occurs, according to the
Tsai-Wu criterion. In the next steps, the tensile and
compressive properties of this element are reduced
by the failure index. If the buckling did not
appeared until the moment of the first-ply failure
occurring, the in-plane load corresponding to this
moment is considered as the buckling load.
In the nonlinear calculus, for the buckling load,
the graphical method and Tsai-Wu failure criterion
were used. The values obtained for buckling load
were placed in the range specified in each case.
In Table 3, the variations of the buckling load
corresponding to the fails in the tension and
compressive cases, versus diameters ratios are
presented.
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As it is seen in Figures 36 for the plates with

delamination having the diameter ratio less than 1,
the buckling load is almost double than the plates
with the delamination having diameters ratio bigger than 1.
The buckling load determination is too difficult
without applying a graphical method, or applying
the Tsai-Wu failure criterion in the case of the general buckling not occurred till the first-ply failure
occurring.
The first two failures occur in the material of the
plate at values of buckling load that is not depending on the position of delamination.
The first failure occurring in an element is based
on the Tsai-Wu failure criterion, which provides the
mathematical relation for strength under combined
stresses was used.
The failure index is calculated in each ply of
each element. In the ply where failure index is
greater than 1, the first-ply failure occurs, according to the Tsai-Wu criterion. In the next steps, the
tensile and compressive properties of this element
are reduced by the failure index. If the buckling
did not appeared until the moment of the first-ply
failure occurring, the in-plane load corresponding
to this moment is considered as the buckling load.
sium on Development in Experimental Mechanics,

1922 sept. 2007, Sibiu, Romania, pp. 213214.
Beznea, E.F., Chirica, I. & Chirica, R. Buckling behaviour of plates with central elliptical delamination,
Proceedings of MARSTRUCT 2009, The 2-nd International Conference on Marine Structures, Lisbon,
Portugal, 1618 March 2009, Analysis and Design of
Marine Structures - Guedes Soares & Das (eds), 2009
Taylor & Francis Group, London, pp. 429434.
Chirica, I., Beznea, E.F. & Chirica, R. Placi compozite,
Editura Fundatiei Universitare Dunarea de Jos,
Galati, 2006.
Chirica, I., Beznea, E.F., Chirica, R., Boazu, D. &
Chirica, A. Buckling Behavior of the Delaminated
Ship Hull Panels, Proceedings of The 12-th International Maritime Association of the Mediterranean
CongressIMAM, 26 sept. 2007, Varna, Bulgaria,
pp. 161166, vol. 1-Maritime Transportation, Ed.
Taylor & Francis, ISBN 978-0-415-43725.
Huo, M.V., Harik, I.E. & Ren, W.X. Buckling behaviour of stiffened plates, Int. J. Solids Struct, 39, 30,
pp. 3955, 2002.
Jones, R.M. Mechanics of Composite Materials, Ed.
Taylor & Francis Group, London, 1999.
Johns, D.J. Shear Buckling of Isotropic and Orthotropic
Plates, A Review, R. & M. No. 3677, 1971.
Mallela, K.U. & Upadhyay, A. Buckling of laminated
composite stiffened panels subjected to in-plane
shear: A parametric study, Thin-Walled Structures 44,
pp. 354361, 2006.
Nemeth, M.P. Buckling behaviour of long symmetrically
laminated plates subjected to combined loadings,
TP 3195, NASA, 1992.
Nemeth, M.P. Buckling behaviour of long symmetrically
laminated plates subjected to shear and linearly varying axial edge loads, TP 3659, NASA, 1997.
Smith, R.C.T. The buckling of plywood plates in shear,
Australian C.S.I.R. Aero. Res.Labs. (Melbourne) Rep.
SM 51, 1946.
Thurley, G.J. & Marshall, I.H. Buckling and Postbuckling of Composite Plates, Ed. Chapman & Hall,
London, 1995.
ACKNOWLEDGEMENTS
The work has been performed in the scope of
the Romanian Project PN2IDEI, Code 512
(20092011).
REFERENCES
Adams, D.F., Carlsson, L.A. & Pipes, R.B. Experimental
Characterization of Advanced Composite materials,
Ed. Taylor & Francis Group, 2003.
Altenbach, H., Altenbach, J. & Kissing, W. Mechanics of
Composite Structural Elements, Ed. Springer, Berlin,
2001.
Beznea, E.F. Studies and researches on the buckling
behaviour of the composite panels, Doctoral Thesis,
University Dunarea de Jos of Galati, 2008.
Beznea, E.F., Chirica, I., Boazu, D., Chirica, R. &
Chirica, A. Buckling Analysis of Delaminated Ship
Deck Plates, Made of Composite Materials, Proceedings of the 24-th DAS-2007: Danubia-Adria Sympo-
92
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Shear buckling analysis of the composite plates with cut-outs

ABSTRACT: Shear buckling and postbuckling behaviour of the square plates, made of composite
materials, with central cut-outs is treated in this paper. In the analysis, finite element method (FEM) was
applied to perform parametric studies on various plates based on the shape and position of the elliptical hole. This study addressed the effects of an elliptical/circular cutout on the buckling load of square
composite plates. The laminated composite plates were arranged as symmetric cross-ply. The cutouts
are either circular holes or elliptical holes. The shear-buckling strengths of the plates could be increased
considerably only under aspect ratios. The plate-buckling mode can be symmetrical or anti-symmetrical,
depending on the plate boundary conditions, aspect ratio, and the hole size. In this paper, the analysis
has been performed only for the plate clamped on sides. The results and illustrations provide important
information for the efficient design of ship structural panels made of composite materials, having cutouts. The aim of the work presented in this paper is to analyze the influence of cut-out on the changes
in the buckling behaviour of ship deck plates made of composite materials. For each diameters ratio
there are plotted variation of the transversal displacement of the point placed in the middle of the plate,
according to the pressure that has been applied. Buckling load determination for the general buckling of
the plate has been made by graphical method. The post-buckling calculus has been performed to explain
the complete behaviour of the plate.
1
INTRODUCTION
The buckling of flat square plates with central

circular holes under in-plane edge shear has been
studied both theoretically and experimentally by
various authors. (Mallela & Upadhyay 2006) presented a parametric study on laminated composite
blade-stiffened panels subjected to in-plane shear.
They proposed some design charts that can be
used to selecting the optimum parameters for better stiffener propositions.
The methods of theoretical analysis used by
most of the past investigators were the RayleighRitz minimum energy method and the Timoshenko
method. However, except for Schlack (1964) and
Kawai and Ohtsubo (1968), the theoretical analysis methods used do not allow the boundary and
loading conditions to be precisely defined for
larger hole sizes because the stress distributions
of the infinite perforated plate are used as the prebuckling stress solution for the finite perforated
plate. Thus, most of the earlier buckling solutions
are limited to small hole sizes, and are not fit for
studying the effects of different plate boundary
conditions on the buckling strengths of the finite
plates with arbitrarily sized holes using those
approximate solutions.
The objective of this paper is to describe the
results of the research that has been conducted
on the buckling and postbuckling behaviour of
Laminated polymer composites are being used

in many advanced structural applications and in
the last decade are extensively used in ship hull
structure. Cut-outs are commonly used in ship
hull components as access ports for mechanical
and electrical systems, or simply to reduce weight.
Structural panels with cut-outs often experience
in-plane loads that are induced mechanically can
result in panel buckling. The buckling behavior of
the structural panels with cut-outs is interested by
naval architects in the structural design.
For an unperforated rectangular plate of finite
extent (i.e., with finite length and finite width)
under uniform shear loading on the sides, the
closed-form buckling solutions are easily obtained
because the prebuckling stress field is uniform
everywhere in the plate. When a finite rectangular plate is perforated with a central cutout (e.g.,
a circular or a square hole), however, the buckling
analysis becomes extremely cumbersome because
the cutout introduces a load-free boundary that
causes the stress field in the perforated plate to
be non-uniform. Hence, the closed-form buckling
solutions are practically unobtainable, and various
approximate methods had to be developed to analyze such perforated plates.
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Case 2 (Dx/Dy = 1): transversal diameter

Dy = 100 mm; longitudinal diameter
Dx = 100 mm;
Case 3 (Dx/Dy = 2): transversal diameter Dy = 70.5 mm; longitudinal diameter
Dx = 141 mm.
rectangular composite plates under shearing loads

that have a cutout.
2
PLATES CHARACTERISTICS
The square plates (320 320 mm), clamped on the

sides, are made of E-glass/epoxy having the material characteristics:
Ex = 46 [GPa], Ey = 13 [GPa], Ez = 13 [GPa],

Gxy = 5 [GPa], Gxz = 5 [GPa], Gyz = 4.6 [GPa].
xy = 0.3, yz = 0.42, xz = 0.3.
The analysis was carried out using COSMOS/M

finite element software. For the present study, a
3-D model with 4-node SHELL4L layered composite element of COSMOS/M is used.
For shear buckling analysis the uniform pressure on sides was incremental applied.
Strengths:
T
x
RTy
[GPa
Pa ], RCx
[GPa ], RCy
SHEAR BUCKLING ANALYSIS
[GPa ] ,
[GPa ] ,
Rxy = 0.72 [Gpa].
3.1
FE linear buckling analysis
A mesh convergence study for numerical eigenvalue

buckling loads has been done.
The results of the study is presented in the
Figure 2. As it is seen, the optimum number of the
element on side is 16 for all plates with cut-out having the analized diameters ratio.
In Table 1, the results of linear buckling calculus
for each diameters ration are presented.
For the plate without cut-out, the load buckling
from linear buckling calculus is
The thickness of the plate is 4.96 mm. The thickness of a layer is 0.31 mm.
Topological code of the plate is [02/45/902/45/02]s.
For the material behaviour model two cases have
been considered:
linear behaviour;
nonlinear behaviour (Tsai-Wu failure criterion).
The in-plane loading was applied as a uniform
shear pressure on the sides (Figure 1).
The ellipses diameters of the cut-out area
placed in the middle of the plate are considered
from the condition of the same area for all cases.
In the parametric calculus, the following diameters
ratios are considered:
pcr = 176.73 [MPa].

In the Figures 3, 4 and 5, the deformed plate
after buckling is presented for all cases of diameters ratio.
As it is seen, due to the diametric symmetry of
the shear loading, the buckled shape plate in the
cases 1 and 3 are similar.
Case 1 (Dx/Dy = 0.5): transversal diameter

Dy = 141 mm, longitudinal diameter
Dx = 70.5 mm;
Table 1.
Dx/Dy
pcr [MPa]
Dx
Buckling load obtained in linear calculus.

0.5
154.52
1
158.87
2
160.159
x
Dy
y
Figure 1.
Shear loaded plate with cut-out.
Figure 2.
Results obtained in the convergence study.
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161
160
Pcr [MPa]
159
158
157
156
155
154
0
0.5
1.5
2.5
Dx/Dy
Figure 3. The deformed plate after buckling, for

Dx/Dy = 0.5.
Figure 6. Variation of buckling load (linear calculus)

versus diameters ratio Dx/Dy.
3.2
FE buckling nonlinear calculus
To solving of geometrically and material nonlinear

problems, the load is applied as a sequence of sufficiently small increments so that the structure can
be assumed to respond linearly during each increment. For each increment of load, increments of
displacements and corresponding increments of
stress and strain are computed. These incremental
quantities are used to compute various corrective
stiffness matrices (variously termed geometric,
initial stress, and initial strain matrices) which
serve to take into account the deformed geometry of the structure. A subsequent increment of
load is applied and the process is continued until
the desired number of load increments has been
applied. The net effect is to solve a sequence of
linear problems wherein the stiffness properties are
recomputed based on the current geometry prior
to each load increment. The solution procedure
takes the following mathematical form

Dx/Dy = 1.
(K + KI)i1di = Q
(1)

Dx/Dy = 2.
where
K is the linear stiffness matrix,
KI is an incremental stiffness matrix based upon
displacements at load step i1,
di is the increment of displacement due to the
ith load increment,
Q is the increment of load applied.
The results of the linear analysis are presented

in Figure 6, where the variation of the buckling
load function of the ratio Dx/Dy is plotted.
As it is seen, the buckling load is increasing since
the ratio Dx/Dy is increasing.
Opposite, in the case of uniaxial compressive
buckling the variation is so as the buckling load
is decreasing since the ratio Dx/Dy is increasing
(Chirica, Beznea & Chirica 2009).
The correct form of the incremental stiffness

matrix has been a point of some controversy. The
incremental approach is quite popular (this is the
procedure applied in this study). This is due to
the ease with which the procedure may be applied
and the almost guaranteed convergence if small
enough load increments is used.
Buckling and post-buckling analysis has been
performed for all types of panels.
In certain cases, the general buckling does not
occur till the occurring of the first-ply failure.
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In these cases, for the buckling load calculus the

Tsai-Wu failure criterion may be used.
The Tsai-Wu failure criterion provides the
mathematical relation for strength under combined
stresses. Unlike the conventional isotropic materials
where one constant will suffice for failure stress
level and location, laminated composite materials
require more elaborate methods to establish failure
stresses. The strength of the laminated composite
can be based on the strength of individual plies
within the laminate. In addition, the failure of plies
can be successive as the applied load increases.
There may be a first ply failure followed by other
ply failures until the last ply fails, denoting the ultimate failure of the laminate. Progressive failure
description is therefore quite complex for laminated composite structures. A simpler approach
for establishing failure consists of determining the
structural integrity which depends on the definition of an allowable stress field. This stress field is
usually characterized by a set of allowable stresses
in the material principal directions.
The failure criterion is used to calculate a failure
index (F.I.) from the computed stresses and usersupplied material strengths. A failure index of 1
denotes the onset of failure, and a value less than
1 denotes no failure. The failure indices are computed for all layers in each element of your model.
During post processing, it is possible to plot failure
indices of the mesh for any layer.
The Tsai-Wu failure criterion (also known as the
Tsai-Wu tensor polynomial theory) is commonly
used for orthotropic materials with unequal tensile and compressive strengths. The failure index
according to this theory is computed using the following equation, (Altenbach & al, 2004).
F.I. F1 1 + F2 2 F1111 12
+ F22 22 F66 62 + 2F
F1122 1 2
According to the Tsai-Wu failure criterion, the

failure of a lamina occurs if
F.I. > 1.
(4)
In COSMOS, nonlinear material is considered

as a material having the behaviour according to the
Tsai-Wu Failure criteria.
The failure index is calculated in each ply of
each element. In the ply where failure index is
greater than 1, the first-ply failure occurs. In the
next steps, the tensile and compressive properties
of this element are reduced by the failure index.
If the buckling did not appeared until the moment
of the first-ply failure occurring, the in-plane load
corresponding to this moment is considered as
being the buckling load.
In the Figure 7, the variations of the buckling
load corresponding to the fails in the tension cases
(Fail 1) and compressive cases (Fail 2), versus
diameters ratio are presented.
As it is seen, the value of the buckling load corresponding to the fail 1 (tension) has the same
value for all diameters ratios.
For the panels with elliptical central cut-out the
values of the buckling load is placed in the range.
150 [MPa] < pcr < 190 [MPa]
Using graphical method, the buckling load may
be estimated by drawing an asymptote to the curve
in the point where the slope is changing suddenly.
The postbuckling behaviour of the plate may be
explained according to the curves in the Figure 8,
from region drawn after buckling occurring.
(2)
where
1
1
1
; F11 = T C ;
R1T R1C
R1 R1
1
1
1
1
F2 = T C ; F22 = T C ; F66 = 2 .
R2 R2
R2 R2
R12
1
F1 =
(3)
The coefficient F12 which represents the

parameter of interaction between 1 and 2 is
to be obtained by a mechanical biaxial test. In
the equations (3), the parameters RCi , RTi are
the compressive strength and tensile strength in
the material in longitudinal direction (i = 1) and
trasversal direction (i = 2). The parameter R12 is
in-plane shear strength in the material 12 plane.
Figure 7. Variation of buckling load, corresponding to

fail 1 and fail 2, versus diameters ratio.
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Figure 8.
Variation of maximum transversal displacement versus in-pane load for each diameters ratio.
as the ratio Dx/Dy is increasing, the value of

the buckling load corresponding to an element
failing which is damaged by compression is also
increasing.
In the nonlinear calculus, for the buckling load,

the graphical method and Tsai-Wu failure criterion
were used. The values obtained for buckling load
were placed in the range specified in each case in
Figure 7.
4
When the hole size becomes considerably large

relative to the plate width, most of the compressive load is carried by the narrow side strips of
material along the plate boundaries. As it is well
known, a stronger plate boundary condition (e.g.,
clampedrather than simply-supported boundaries) increases the buckling strength, while the
higher stress concentration decreases the buckling
strength.
Thus, which effects become dominant will
determine the increase or decrease of the buckling
strengths of the perforated plates.
For the circular-hole cases, the narrow shear
side strips are under stress concentration, which
reduces the buckling strengths.
The unusual buckling characteristics of the perforated plates offer important applications in ship
structural panel design. Namely, by opening holes
of proper sizes in ship structural panels for weight
saving, their buckling strengths can be boosted
simultaneously.
The buckling load determination is too difficult
without applying a graphical method. In certain
cases, the using of Tsai-Wu criterion may predict
so named buckling load, if general buckling of
the plate does not occurred before first-ply failure
occurring.
The first failure occurring in an element is based
on the Tsai-Wu failure criterion, which provides
the mathematical relation for strength under combined stresses may be used.
The lack of the criterion is referring to the anticipation of the real mode to occurring the cracking.
CONCLUSIONS
In the paper, the results of the FEM based methodology that was successfully developed for the
investigation of buckling problems of composite
plates with central elliptical cut-out is presented.
Two hypotheses regarding the type of material
modeling is used (linear and nonlinear).
The buckling behavior of plates with central holes as presented in figure 8 is quite peculiar because, under certain boundary conditions
(clamped edges) and cut-out aspect ratios, the
mechanical-buckling strengths of the perforated
plates, contrary to expectation, increase rather
than decrease as the hole sizes grow larger. The
conventional wisdom is that, as the hole sizes
increase, the plates lose more materials and
become weaker. Therefore, the buckling strengths
were expected to decrease as the hole sizes
increase. This was not the case. Such peculiar
buckling phenomenon of the perforated plates
may be explained as follows.
Certain conclusions after the shear buckling analysis of the perforated plates may be
performed:
the buckling load is increasing since the ratio
Dx/Dy is decreasing;
the buckling load corresponding to an element
failing which is damaged by tension, has the
same value that is not depending on the ratio
Dx/Dy;
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Hilburger, M.F. 2001. Nonlinear and Buckling Behavior

of Compression-loaded Composite Shells, Proceedings
of the 6th Annual Technical Conference of the
American Society for Composites, Virginia.
Kawai, T. & Ohtsubo, H. 1968. A Method of Solution for
the Complicated Buckling Problems of ElasticPlates
With Combined Use of Rayleigh-Ritzs Procedure in
the Finite Element Method, AFFDLTR-68-150.
Khamseh, A.R. & Waas, A.M. 1992. Compression Failure
Mechanisms of Uni-Ply Composite Plates with a Circular Cutout, AIAA-92-2276-CP.
Komur, M.A., Sen, F., Atas, A. & Arslan, N. 2010.
Buckling analysis of laminated composite plates with
an elliptical/circular cutout using FEM, Advances in
Engineering Software, 41/2: 161164.
Kremer, T. & Shurmann, H. 2007. Buckling of tensionloaded thin-walled composite plates with cut-outs,
Composite Science and Technology.
Liu, Y., Jin, F. & Li, Q. 2005. A strength-based multiple
cutout optimization in composite, plates using fixed grid
finite element method, Composite Structures 73 (2006)
403412.
Mallela, U. & Upadhyay, A. 2006. Buckling of laminated
composite stiffened panels subjected to in-plane
shear: a parametric study, Thin-Walled Structures,
(44), 354361.
Nemeth, M.P. 1996. Buckling and postbuckling behavior
of laminated composite plates with a cutout, NASA
Technical Paper 3587.
Qablan, H.A., Katkhuda, H. & Dwairi, H. 2009.
Assessment of the Buckling Behavior of Square
Composite Plates withCircular Cutout Subjected to
In-Plane Shear, Jordan Journal of Civil Engineering,
Volume 3, No. 2, 2009.
Rezaeepazhand, J. & Jafari, M. 2008. Stress Analysis
of Composite Plates with Non-circular Cutout,
Key Engineering Materials Vols. 385387 (2008)
pp. 365368.
Rezaeepazhand, J. & Jafari, M. Stress Analysis of
Composite Plates with a Quasi-Square Cutout
Subjected to Uniaxial Tension, Journal of Reinforced
Plastics and Composites July 2010 29: 20152026.
Schlack, A.L., Jr. 1964. Elastic Stability of Pierced Square
Plates. Experimental Mechanics, June 1964: 167172.
SRAC. 2001. Cosmos/M FEM program user guide.
Structural Research & Analysis Corporation.
(www.cosmosm.com)
Thurvey, G.J. & Marshall, I.H. 1995. Buckling and
Postbuckling of Composite Plates, Chapman & Hall,
London.
Yazici, M. 2009. Influence of Cut-Out Variables on
Buckling Behavior of Composite Plates, Journal of
Reinforced Plastics and Composites October 2009
Vol. 28 No. 19, 23252339.
Taking into account the mathematical

formulation, the Tsai-Wu failure criterion is easy
to be applied. Additionally, this criterion offers
advantages concerning the real prediction of the
strength at variable loadings. It is to remark that
by applying linear terms, it is possible to take into
account the differences between the tension and
compression strengths of the material.
ACKNOWLEDGEMENTS
(20092011).
REFERENCES
Adams, D.F., Carlsson, L.A. & Pipes, R.B. 2003. Experimental Characterization of Advanced Composite materials, Ed. Taylor & Francis Group.
Altenbach, H., Altenbach, J. & Kissing, W. 2004.
Mechanics of Composite Structural Elements, Ed.
Springer, Berlin.
Ambarcumyan, S.A. 1991. Theory of Anisotropic Plates:
Strength, Stability, and Vibrations, Hemispher Publishing, Washington.
Baba, B.O. & Baltaci, A. 2007. Buckling Characteristics
of Symmetrically and Antisymmetrically Laminated
Composite Plates with Central Cutout, Appl Compos
Mater (2007) 14, 265276.
Chirica, I., Beznea, E.F. & Chirica, R. 2006. Placi compozite (in Romanian). Edit. Fund. Univ. Dunarea de
Jos, Galati, ISBN (10) 973-627-337-7; ISBN (13) 978973-627-337-7.
Chirica, I., Beznea, E.F. & Chirica, R. 2009. Buckling
behaviour of the ship deck composite plates with cutouts, Proceedings of MARSTRUCT 2009, The 2-nd
International Conference on Marine Structures,
Lisbon, Portugal, 1618 March 2009, Analysis and
Design of Marine Structures - Guedes Soares &
Das (eds), 2009 Taylor & Francis Group, London,
pp. 423428, ISBN 978-0-415-54934-9.
Dash, S., Asha, A.V. & Sahu, S.K. 2004. Stability of
Laminated Composite Curved Panels with Cutout Using
Finite Element Method, International Conference on
Theoretical, Applied Computational and Experimental Mechanics (ICTACEM 2004) December 2831,
2004, IIT, Kharagpur.
Engelstad, S.P., Reddy, J.N. & Knight, N.F. Jr. 1992. Postbuckling Response and Failure Prediction of GraphiteEpoxy Plates Loaded in Compression, AIAA Journal,
30(8), 21062113.
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Robust ultimate strength formulation for stiffened plates

subjected to combined loads
Sang-Rai Cho
University of Ulsan, Ulsan, Korea
Hyun-Soo Kim
Hyundai Heavy Industries, Ulsan, Korea
Jeong-Bon Koo
Samsung Heavy Industries, Geoje, Korea
Hyung-Min Doh & Young-Kee Chon

Korean Register of Shipping, Daejon, Korea
ABSTRACT: A robust ultimate strength formulation is proposed for stiffened plates subjected to combined axial compression, transverse compression, shear force and lateral pressure loadings. Before the
formulation was derived, a simplified numerical method was developed to trace the structural behavior
of stiffened plates under combined loadings. A rigorous parametric study was, then, performed using the
developed numerical method to predict the ultimate strength of various stiffened plates under various
combinations of loadings. The formulation was derived through a regression study using the parametric
study results. The accuracy and reliability of the proposed formulation were compared with those of a
commercial package, ABAQUA and DNV PULS and with the experimental results.
1
INTRODUCTION
The followings summarizes the factors that

should be considered in ultimate strength
predictions:
Most ship structures and topside decks of offshore

structures are composed of stiffened plates, which
are normally fabricated by welding. Welded plates
contain initial shape imperfections and residual
stresses. Furthermore, ship structures are subjected
to various combined loadings. Therefore, it is difficult to develop analytical methods or procedures
for predicting the ultimate strengths of marine
stiffened plates with reasonable accuracy.
Accurate ultimate strength analyses of ships
stiffened plates require nonlinear analyses using
commercial packages. Learning to operate and
perform the analyses with these packages is time
consuming. To overcome these shortcomings, Det
Norske Veritas (DNV) developed a simplified
analysis package called Panel Ultimate Limit State
(PULS) and requested the performance of ultimate strength analyses for all the stiffened plates.
Therefore, we developed our own simplified analysis program and developed design formulations
with which structural designers can easily predict
the ultimate strength of stiffened plates subjected
to combined loadings.
a. Interaction between yielding and elastic

buckling
b. Combined loading effects
c. Interaction between buckling modes
d. Initial shape and material imperfections
The ultimate strengths of marine structural
elements can be predicted using analytical methods, numerical methods, experimental methods,
simplified analytical or numerical methods and
design formulations. However, in most cases, analytical methods are not appropriate when the above
effects are considered in the procedures. Numerical predictions using commercial computer codes
are popular among researchers. Nonlinear analyses using commercial codes are necessary for ultimate strength predictions, but they are difficult to
operate and are time consuming. Among others,
experimental methods seem most reliable to structure owners, but they are still the most expensive
and require a relatively longer time to perform.
Any simplified analytical or numerical methods
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are welcomed by structural designers, but it is not

easy to develop simplified methods that provide
acceptable levels of accuracy. However, due to the
shortcomings and disadvantages of the aforementioned four methods, in structural design, the ultimate strengths of marine structural elements are
predicted using easy-to-use strength formulations.
Ultimate strength formulations can be derived
through direct regression analysis of test data if the
numbers of available test data is sufficiently large
and if the ranges of their geometric and material
parameters and reduced slenderness parameters
include those of the actual structural elements.
However, the strength formulations obtained via
direct regression analysis may not demonstrate
meanings related to the physical states of the structural elements. Therefore, it seems more sensible to
adopt a strength formula as the basis of the formulation and to perform regression analysis for
the modification factors in the formula. Test data
have their own uncertainties, which may obstruct
the collection of meaningful regression results for
certain parameters. This kind of difficulty can
be overcome by employing theoretical analysis
methods.
In this study, a simplified numerical method was
developed and the predictions using this method
were substantiated with those of ABAQUS (2009)
and PULS. Rigorous parametric study was conducted covering wide range of design parameters.
Adopting the generalized Merchant-Rankine formula as the basis a design formulation was developed using the results of the parametric study.
2
2.1
Figure 1.
Physical concept of the analysis method.
and the bending deformation is assumed to

be concentrated at the edges of triangles (see
Figure 1). In other words the triangular elements
remain flat throughout the analysis, and triangle
edges can be folded. The edge rotations between
the triangles are restrained by non-linear torsional
springs representing the actual bending stiffness of the flat element. Only three translational
degrees of freedom are contained in the analysis.
The component of the resultant displacement at
each node parallel to the element plane causes the
in-plane deformation and internal forces. Using the
displacement component normal to the element
plane the hinge folding angle is calculated and then
the bending moment is obtained. The out-of-plane
internal forces are derived to balance the bending
moment.
2.2 Formulation
SIMPLIFIED ANALYSIS METHOD

General
For the ultimate strength analysis of stiffened plates

with initial shape and material imperfections, the
Finite Element method, Finite Difference method
and Dynamic Relaxation (DR) technique (Day
1965; Frieze et al., 1978) can be employed. In this
study, however, the DR technique is adopted as the
basis of the developed analysis method, for which
the procedure is straightforward and can also be
employed in dynamic problems.
In this study the stiffened plate is divided into
flat triangular elements and membrane and bending deformations of the element are decoupled.
This concept was originally proposed by Chan
and Davis (1983) and has been employed in plate
collision problems (Cho et al., 1996) and ultimate
strength analyses under hydrostatic pressure (Han
1999; Kim 2001).
The membrane deformation is represented
with finite triangular elements of constant strain
2.2.1 Equations of motion

In the ultimate strength analysis using the DR
technique, the applied loads or imposed displacements are increased step by step and the responses
of the structure are dynamically traced. When
the structural behavior is elastic the equations of
motion can be written as follows:
[
{ }n + [C ]{D }n + [K ]{D}n = {Rext }n

] D
(1)
where [M] = mass matrix; [C] = damping matrix;

[K] = stiffness matrix; {D}n = nodal displacement
vector at the nth time step: { }n = nodal velocity
vector at the nth time step; { }n = nodal acceleration vector at the nth time step; and {Rext}n = nodal
external force vector at the nth time step.
For elasto-plastic dynamic analysis, however,
the second term on the left hand side of
Equation 1, [K]{D}n can be written as {Rint}n and
we write Equation 1 as follows:
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[M ]{D}n + [C ]{D}n + {R
} {R }
ext
(2)
where {Rint}n = nodal internal force vector at the

nth time step, which can be obtained by superposing {Reint}n for all of the corresponding elements.
The nodal internal force vectors, {Rint}n are
represented in the global coordinate, which are
transformed from the element local coordinate.
The nodal internal force vectors of each element in
the local coordinate are composed of those parallel or normal to the element plane. The in-plane
internal forces (which are parallel to the element
plane) can be obtained through volume integration of the in-plane stresses of the element. The
normal components of the internal forces can be
calculated using the folding angles of the element
edges. The details of the internal force calculation
are discussed later.
The temporal central difference method provides the equations for nodal velocity and acceleration as follows:
{D }n = 21 t ({D}
{D}
{D}n = 1t ({D}
{D}n + {D}
(3a)
(3b)
where t = calculation time interval.

By substituting Equations 3a and 3b into the
equations of motion, Equation 2 can be rewritten
as follows:
1
1
[C ] {D}n +1
2 [M ] +
2
t
t
1
= R
R
+ 2 [M ] 2 {D}n {D}
n
n
t
1
+
[ ]{ }n1
2t
{ } { }
) (4)
2.2.2 Internal forces

The nodal displacements at the (n + 1)th time step
can be calculated using Equation 4 together with
the nodal displacements at the (n 1)th and nth
time step and {Rint} and {Rext} of the nth time
step. Accordingly, the velocity and accelerations at
the (n + 1)th time step can then be obtained from
Equations 3a and 3b. We assume in this study
that the characteristics of the applied loading are
known. Therefore the problem to be solved is how
to calculate the internal force vectors, {Rint}n using
the nodal displacements at the nth time step.
For the simplicity of equations the subscript n
will be omitted when deriving the equations for the
internal forces, {Rint}n when the displacement vectors at the nth time step are provided. As mentioned
earlier the nodal internal forces in the global

coordinate, {Rint}n can be obtained by superposing
the internal forces of each element on the global
coordinate, {Reint}n. Actually, the internal forces of
each element are calculated in the local member
coordinate and then transformed into the global
coordinate. Therefore, we first explain how to calculate the internal forces in the local coordinate and
describe the transformation procedure later.
In elasto-plastic problems, the strain-stress relationship is nonlinear. Therefore, it is necessary
to express this relationship in incremental form.
The strain increments, {} are easily calculated
when the strains at the (n1)th and nth time steps
are known. The stress increments, {} can be
expressed using Hookes law as in Equation (5).
{ } [ ]({ } {
})
(5)
The plastic strain increments {p} can be

obtained using the Prandtl-Reuss flow rule, and
this study adopts the von Mises yield criterion.
1. In-plane internal forces
In developing the analysis method, the constant strain flat triangular element is employed
to analyze the in-plane deformation. The nodal
displacements in the local coordinate can be
obtained via transformation of those in the
global coordinate. Herein, we explain the procedure for calculating the in-plane nodal internal forces in the local coordinate from the nodal
displacements in the local coordinate. For this
purpose, the strain of each element should first
be calculated from the nodal displacements and
the stress components can then be calculated
using the elasto-plastic strain-stress relationship. Finally, the in-plane nodal forces can be
obtained through volume integration of the
stresses over the element as follows:
re
T
v )
[B ] { o } d (vol
(6)
vol
where [B] is the strain-displacement matrix.

2. Normal internal forces
In order to satisfy the moment equilibrium
conditions two adjacent element normal forces
are required at node i and l due to the torsional
moment at the common edge jk (see Figure 2).
These normal forces are then balanced by the
normal forces at node j and k. The first step in
deriving the relationship for the out-of-plane
internal force is to describe the folding angle in
terms of the nodal translational displacements.
The nodal internal forces for each element
should be calculated in the local coordinate and
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compression and shear force ultimate strength

analyses were also performed for two models provided by DNV and the results were also compared
with those of PULS and ABAQUS.
Figure 2. Bending between two elements with normal

internal forces.
the forces need to be transformed into the global

coordinate before summing for a node. The coordinate transformation is necessary not only for
this purpose but also when calculating the element
strain from the nodal displacements in the global
coordinates.
3. Development of computer program: SPUSA
Following the formulation of the developed
analysis method, a computer program, denoted
as Stiffened Plates Ultimate Strength Analysis
(SPUSA) was developed and its calculation procedure is as follows:
step 1: set-up boundary conditions
step 2: set-up displacement increments
step 3: calculate strain increments
step 4: calculate stress increments
step 5: calculate bending moments
step 6: calculate internal forces
step 7: calculate new nodal displacements
step 8: < repeat steps 37 >
After trying with different values for the displacement increment the value finally chosen was
105 times the models dimensions (a b), which
provided the calculation efficiency and consistency
of results.
2.3 Substantiation of the developed analysis
method
To substantiate the developed analysis method, ten
stiffened models were collected from the literature,
which were subjected to axial compression. The
models were analyzed and their ultimate strengths
were predicted using SPUSA. These predictions
were compared with the test results and those
of PULS. For combined loadings of transverse
2.3.1 For axial compression

The dimensions and material properties of the
ten axially compressed test models used for
the comparison study are summarized in Table 1.
The comparison results of the predictions not
only by SPUSA, but also by PULS are provided in
Table 2, along with the test data.
In Table 1, a, B and b are the length, whole
breadth and spacing of stiffeners of the model,
respectively; ns is the number of stiffeners; tp is
the thickness of the plate; hw and tw are the height
and thickness of the stiffener web, respectively;
wf : and tf : are the width and thickness of the stiffener flange, respectively; E and Y are the Youngs
modulus and the mean yield stress of the material,
respectively; and FB, AB and TB denote a flat-bar,
angle-bar and tee-bar, respectively.
As seen in Table 2, the theoretical predictions
of SPUSA and PULS agree relatively well with
the test results. However, the initial shape imperfection levels of the small-scale test models should
Table 1. Dimensions and material properties of test
models under axial compression (Unit: mm, MPa).
Model
ns
tp
Stiff.
type
S3F3
S5F3
S3A3
S5A3
S3A100
C-12
C-34
600
600
600
600
600
1434
1152
250
450
250
450
260
1197
960
100
100
100
100
100
239
192
3
5
3
5
3
4
4
2.13
2.13
2.13
2.13
1.86
5.80
6.00
FB
FB
AB
AB
AB
FB
FB
R
FL1
FL2
1700
577
577
1168
635
635
457
136
136
3
5
5
9.95
4.93
4.93
TB
FB
FB
Model
hw
tw
wf
tf
S3F3
S5F3
S3A3
S5A3
S3A100
C-12
C-34
R
FL1
FL2
50
50
40
40
40
105.8
102
136.1
63.5
63.5
2.13
2.13
2.13
2.13
1.99
5.70
8.00
7.36
3.02
3.02
15
15
15
28.6
2.13
2.13
2.13
15.9
248000
248000
235000
235000
220000
205000
205000
205000
190000
190000
332
332
330
330
316
271
269
377
321
247
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Table 2. Comparison of results of SPUSA with those

of PULS (Unit: MPa).
Model
Ref.
Cho &
Song
(2003)
S5F3
Cho &
Song
(2003)
S3A3
Cho &
Song
(2003)
S5A3
Cho &
Song
(2003)
S3A100 Cho &
Song
(2003)
C-12 Fukumoto
et al.
(1974)
C-34 Fukumoto
et al.
(1974)
R
Murray
(1975)
FL1
Faulkner
(1977)
FL2
Faulkner
(1977)
Exp. PULS SPUSA

(1) (2)
(3)
(1)/(2) (1)/(3)
S3F3
230
260
270
0.88
0.85
213
259
255
0.82
0.84
261
281
291
0.93
0.90
215
280
270
0.77
0.80
260
259
253
1.00
1.03
202
218
241
0.93
238
0.99
1.00
271
296
276
0.92
0.98
250.1 266
250
0.94
1.00
172.4 186
186
0.93
0.93
Stiffener
span
8800 mm
Plate
thickness
12.0 mm /
14.5 mm
Stiffener
spacing
890 mm
Stiffener
type
Tee-bar
No. of
stiffeners
Stiffener
height
700 mm
Youngs
modulus
208 GPa
Web
thickness
13 mm
Poisson ratio
0.3
Flange width
150 mm
Yield stress
355 MPa
Flange
thickness
18 mm
Table 4. Analyzed results of SPUSA, PULS and

ABAQUS (Unit: MPa).
Model
0.84
239.1 242
Table 3. Dimensions and material properties of

analyzed models.
Load
type
ABAQUS PULS SPUSA

(1)
(2)
(3)
(1)/(2) (1)/(3)
Model I Pure
shear 204
Pure
trans.
comp. 62.0
Model II Pure
shear 204
Pure
trans.
comp. 71.5
be higher than those assumed in the theoretical

analyses. Therefore, further study seems necessary
to investigate the effects of imperfection level on
the ultimate strength of stiffened plates.
2.3.2 Shear force and transverse compression
For the case of combined transverse compression
and shear force loadings the ultimate strengths of
two models provided by DNV (Byklum 2003) were
analyzed using SPUSA and the results were compared with those of PULS and ABAQUS. Table 3
provides the dimensions and material properties
of the two models. The models with thicknesses of
12.0 mm and 14.5 mm are denoted as Model-I and
Model-II, respectively.
The ultimate strength analysis results of the two
models subjected to pure shear force and pure
transverse compression are summarized in Table 4
together with those of ABAQUS and PULS. When
the pure transverse compression is applied to
Model-I, the SPUSA prediction is approximately
10% greater than that of PULS but is similar to
that of ABAQUS. Under shear force, the ultimate
strength predicted by SPUSA is approximately
200
184.3
1.02 1.10
55.0
61.5
1.13 1.01
200
186.7
1.02 1.09
69.0
76.0
1.04 0.94
10% less than those of both PULS and ABAQUS.

Similar to the trend of Model-I, the strength
predicted by SPUSA is 10% greater than that of
PULS for transverse compression, but is 10% less
for shear force.
3
3.1
PARAMETRIC STUDY
Stiffened plates for parametric study
Prior to deriving the ultimate strength formulation proposed in this study, a rigorous parametric
study was performed. The stiffened plates considered in the parametric study were similar to those
provided in ISSC 2000 committee VI.2 (Yao et al.,
2000). The size of the local panel between stiffeners was taken as:
a b = 2,400 800; 4,000 800 (mm)
tp = 10; 13; 15; 20; 25 (mm)
Three types of stiffeners were considered;
a flat-bar, an angle-bar and a tee-bar, and three
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Table 5.
Dimensions of stiffeners.
Type
Size 1
Size 2
Size 3
Flat-bar
Angle-bar
Tee-bar
150 17
150 90 9/12
138 9 + 90 12
250 19
250 90 10/15
235 10 + 90 15
350 35
400 100 12/17
383 12 + 100 17
Notes: flat-bar (h t); angle-bar (h bf tw/tf); tee-bar (h tw + bf tf)
Table 6.
Figure 3.
loading.
Imposed boundary conditions.
Location
Constraints
x=0
x = a/2, 3a/2
x = 2a
y = 0, 4b
Tx = 0, Ry = 0
Tz = 0
Ty = 0, Ry = 0
Tz = 0
Stiffened plate model for axial compression
sizes were assumed for each type of stiffener, as indicated in Table 5.

The initial shape imperfections assumed in the
study were determined using Equation 7 for plates
and Equation 8 for stiffeners.
w po = Ao si m x
a
sin y
b
wso
Bo sin x vso
,
a
+ Be sin
Co sin
i x
a
x
a
(7)
(8)
where Ao = tp/200, Bo = a/1000, Co = a/1000.

Instead of using m in Equation 7 as the aspect
ratio of the plate, we assumed m = 1 to better represent reality. The residual stresses due to welding
were assumed as those provided by ISSC2000 committee VI.2.
The stiffened plate model considered in the parametric study is depicted in Figure 3, which shows
one and two halves span model. The number of
stiffeners in the standard model was three as shown
in Figure 3.
The boundary conditions imposed for the
ultimate strength analyses are summarized in
Table 6 and the displacement loadings applied
in the analyses are depicted in Figure 4 for axial
compression, transverse compression and shear
force. The displacement loadings were linearly
Figure 4. Applied linearly varying displacement loadings along the boundaries.
varying along the boundaries as shown in the

figures.
In the analyses using ABAQUS, the element
size of the model was 100 mm 100 mm for the
plate and 100 mm 50 mm for the stiffener web.
The stiffener flange was divided into 2 elements at
one side. The finite element chosen for the analyses was S4R which is a 4-node, quadrilateral,
stress/displacement shell element with reduced
integrations and a large-strain formulation.
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3.2
Axial and transverse compression loadings
As a part of the parametric study, computations were first conducted for single loadings
including axial compression and transverse compression using PULS, ABAQUS, and SPUSA. The
results of these computations were utilized not
only for the further substantiation of the developed
analysis method but also as part of the raw data
with which the strength formulation was derived.
The computation results are summarized
in Table 6. The stiffened plates are denoted as
Xijklm, indicating that:
X = F for flat-bar, L for angle-bar, T for
tee-bar;
i = aspect ratio (a/b); jk = plate thickness; lm = 15
for a stiffener of size 1, 25 for a stiffener of size 2,
35 for a stiffener of size 3.
For example, F31015 represents a stiffened plate
with an aspect ratio and plate thickness of 3 and
10 mm, respectively, for which the stiffener is a flatbar of size 1.
As can be seen in the table, 45 cases were analyzed for axial compression, and the ratios of predictions are summarized. The prediction ratios
(Xm) of PULS/ABAQUS, PULS/SPUSA, and
ABAQUS/ SPUSA provide means of 0.989 (5.30%
COV), 0.985 (6.38% COV) and 0.996 (4.02%
COV), respectively. The results for the transverse
compression load are also presented in the table.
Comparing with the accuracy of the predictions
for axial compression larger uncertainties can be
found for transverse compression.
3.3
Combined loadings
The parametric study continued for combined

axial compression, transverse compression, shear
force and lateral pressure loadings using PULS,
ABAQUS and SPUSA. Some of the results
obtained using PULS are depicted in Figures 4(a)
and 4(b).
As shown in the figures, the effects of transverse
compression for the case of bi-axial loadings can be
negligible if the transverse compressive stress is less
than about 10% of the yield stress. If the transverse
compression is greater than that, however, the axial
capacity may decrease dramatically. When combined with shear force the reduction in axial compression capacity is negligible until the shear stress
is less than about 30% of the yield shear stress.
The effects of lateral pressure on the ultimate
strength of stiffened plates can be found by comparing Figures 4(a) and 4(b). When axial compression is dominant lateral pressure may strengthen
the ultimate capacity. However, when transverse
compression is dominant the opposite effects can
be expected.
Table 7. Comparison of predictions by PULS, ABAQUS

and SPUSA for axial and transverse compression
loadings. <axial compression>
(Xm)axial
Model
PULS/
ABAQUS
PULS/
SPUSA
ABAQUS/
SPUSA
F3 (1025)15
F3 (1025) 25
F3 (1025) 35
L3 (1025) 15
L3 (1025) 25
L3 (1025) 35
T3 (1025) 15
T3 (1025) 25
T3 (1025) 35
mean
COV
1.034
0.954
1.010
1.003
0.976
0.993
0.954
0.959
1.021
0.989
5.30%
0.959
0.945
1.024
1.037
0.970
0.989
0.988
0.955
0.998
0.985
6.38%
0.929
0.989
1.013
1.035
0.992
0.995
1.036
0.995
0.977
0.996
4.02%
<transverse compression>
(Xm)trans.
Model
PULS/
ABAQUS
PULS/
SPUSA
ABAQUS/
SPUSA
F3 (1025)15
F3 (1025) 25
F3 (1025) 35
L3 (1025) 15
L3 (1025) 25
L3 (1025) 35
T3 (1025) 15
T3 (1025) 25
T3 (1025) 35
mean
COV
0.912
1.014
1.292
0.967
1.012
1.069
0.948
1.008
1.026
1.028
12.01%
0.927
1.087
1.410
1.003
1.072
1.132
0.979
1.033
1.093
1.082
13.60%
1.017
1.076
1.090
1.042
1.061
1.059
1.037
1.032
1.068
1.054
6.85%
Further computations were performed in the

parametric study by changing the aspect ratio and
plate thicknesses of the stiffened plates.
4
4.1
DERIVATION OF STRENGTH
FORMULATION
Basis of the derived formulation
As mentioned earlier in this paper, in order to

derive a good ultimate strength formulation, we
must take into account not only the interaction
between yielding and elastic buckling but also
the interaction between different buckling modes.
Even under axial compression alone various buckling modes may be experienced depending on the
geometries and material properties of stiffened
plates. The axial compression becomes much more
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complicated when it is combined with transverse

compression and/or shear force.
In this study, the generalized Merchant-Rankine
formula (Odland & Faulkner 1981) is adopted as
the basis of the proposed ultimate strength formulation for stiffened plates. In the formula proposed
by Odland and Faulkner, the von Mises yield criterion is adopted to monitor the collapse of stocky
structures while the elastic buckling stress subjected to combined loading is estimated using the
linear sum of each component.
All the parametric study results obtained using
SPUSA, ABAQUS and PULS were utilized in
the regression analyses to derive the knock-down
factors.
4.2
Axial compression
The generalized Merchant-Rankine formula can be

written as Equation 9 for axial compression incorporated with lateral pressure (Cho et al., 1998).
2
Using the parametric study results for axial

compression and lateral pressure loadings, the
knock-down factors c and t were determined
through regression analysis as Equations 10(a)
and 10(b), respectively. The knock-down factor for
overall buckling, oa was assumed to be 1.0.
0.69 c1 63t 0.09
c
t
47
0.47
c
(10a)
t 1.14
3 51
(10b)
oa = 1.0
(10c)
Y E is the plate slenderness

p
where
Y ec is the slenderness ratio of the
ratio; c
stiffener for column buckling; and t
Y et is
the slenderness ratio of the stiffener for tripping.
4.3
Transverse compression alone
The proposed formulation for transverse compression alone can be written as follows:
xa
xa + xbs
xa xa + xb
+
+
+
= 1
oa eoax Y
c ec
t et
(9)
where xa = applied axial compressive stress;
xbs = bending stress at the stiffener flange
due to Meq; ec = Euler column buckling
stress of stiffener including associate plating;
Y = Yp Ap Ys As Apps , is the mean yield stress;
et 1 I o (G
GJJ 4 2 L2 ( ECw )), is the elastic
tripping stress of a stiffener; xb = Y M eq M p ,
is the equivalent bending stress due to the
end bending moment and lateral pressure;
M eq M e + pbl 2 16 ; J hsf tsf 3 hswtssww3 3 , is the
St. Venant torsion constant; I 0 I w + As es2 + I f , is
the moment of inertia of the stiffener; Iw = polar
moment of inertia of stiffener web; If is the polar
moment of inertia of the stiffener flange; es = distance between the stiffener centroid (plate excluded)
and its toe; Cw I f (h
( hw t f )2 , is the torsional
warping constant;
onst
eoax = n Dy ax B 2 [ Dx B 2 Dy L2 + 2 m 2 Dxxy n2
Dy m 4 L2 n 4 B 2 ], is the overall grillage buckling stress; L,B are overall length and breadth,
respectively; ax is the average cross-section area per
unit width of plating and longitudinal stiffeners; Dx,
Dy are effective flexural rigidity per unit width of
stiffeners with attached plating in the longitudinal
(x) and transverse (y) directions, respectively; Dxy is
the twisting rigidity per unit width
c is the knock-down factor for column buckling
of stiffener; t is the knock-down factor for tripping of stiffener; and oa is the knock-down factor
for overall buckling of stiffened plate under axial
compression.
2
2

y
y
=1
+
Y
yCbc ey
(11)
2
2
2
2
where ey E ( ) (b a ) t p b is
the, local plate buckling stress under transverse
compression; y
c1 34 } is the knockdown factor for local plate buckling under transverse compression;
03
Cbc
p{ .
1 65 (b a ) } is the strengthening coefficient of the boundary condition for local
plate buckling.
4.4
Shear force alone
When pure shear force is applied the mean ultimate

strength approaches the yield stress. The formulation for pure shear force derived through regression analysis of the parametric study results is as
follows:
2
2
3 xy
xy
+ = 1
Y
e
(12)
where e = { 806 + 3.. (b a )2 }E (tt p b )2 is the

elastic shear buckling stress of local plate; and
= 4.0 is the knock-down factor for plate shear
buckling
4.5
Combined loads
Finally, the formulation to predict the ultimate

strength of stiffened plates subjected to combined
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axial compression, transverse compression, shear

force and lateral pressure is obtained as follows:
xa
xa + xbs
xa
+
+
oa eoax
c ec
t et
2
y
xy
+
+
e
yCbc ey
( xa + xb )2 ( xa + xb ) y + y2 + 3 xy2
4.6
Accuracy of the proposed formulation
=1
(13)
The proposed strength formulation was derived

for single loadings via regression analyses using
the results of the parametric study. Therefore it is
Figure 5(b). Ultimate strength of stiffened plates subjected to combined axial compression, transverse compression and shear force with lateral pressure loadings
(p = 0.10 MPa).
necessary to determine its accuracy for combined

loadings. Figure 5 compares the predictions for
combined axial compression and transverse loadings according to the proposed formulation with
those of PULS, ABAQUS and SPUSA. Fairly
good agreements were observed.
5
Figure 5(a). Ultimate strength of stiffened plates subjected to combined axial compression, transverse compression and shear force without lateral pressure loadings.
CONCLUSIONS
In this study an ultimate strength analysis program called SPUSA, is developed for analysis of
stiffened plates subjected to combined axial compression, transverse compression, shear force and
lateral pressure. The developed method employs the
Dynamic Relaxation technique temporally and the
Finite Element method spatially. Relevant test data
and PULS and ABAQUS predictions are utilized
to substantiate the developed method. Good agreements were obtained between the predictions.
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compression, transverse compression, shear force

and lateral pressure loadings.
REFERENCES
Figure 6. Comparison of predictions by the proposed formulation with those of PULS, ABAQUS and
SPUSA.
A rigorous parametric study was conducted

using SPUSA, PULS and ABAQUS. Adopting
the generalized Merchant-Rankine formula as
the basis and using the parametric study results, a
robust ultimate strength formulation was derived
for stiffened plates subjected to combined axial
ABAQUS. 2009. Standard Users Manual, 6.9.2.

Byklum, E. 2003. ABAQUS analyses of stiffened panel
subjected to combination of shear load, transverse
compression and lateral pressure. Det Norske Veritas,
Report No. 2003-0285.
Chan, A.S.L. & Davis, G.A.O. 1983. A simplified finite
element model for the impact of thin shells. Structures under Shock and Impacts, Proc. 1st Intl Conf on
Structures under Shock and Impact, Bulson, P.S. (Ed),
Elsevier, Amsterdam: 361380.
Cho, S-R. & Song, I-C. 2003. Experimental investigations on the ultimate and post-ultimate strength of
Stiffened plates under axial compression. Jour. of Ship
and Ocean Technology (SOTECH), 7(1): 112.
Cho, S-R., Choi, B-W. & Frieze, P.A. 1998 Ultimate
strength formulation for ships grillages under combined loadings. Proc. 7th Intl Sym. Practical Design
of Ships and Mobile Units (PRADS), Oosterveld,
M.W.C. and Tan, S.G. (Eds), Elsvier, Amsterdam:
125132.
Cho, S-R., Lee, S-B. & Kim, I-W. 1996. Experimental
and theoretical investigations on the collision strength
of plates. Proc. 10th Asian Technical Exchange and
Advisory Meeting on Marine Structures (TEAM X),
Pusan National University, Pusan: 287305.
Day, A.S. 1965. An introduction to dynamic relaxation.
The Engineer, 219: 218221.
Faulkner, D. 1977. Compression tests on welded
eccentrically stiffened plates panels. Steel Plated
Structures, Dowling, P.J. Harding, J.E. and Frieze, P.A.
(Eds), Crosby Lockwood Staples, London: 581617.
Frieze, P.A., Hobbs, R.E. & Dowling, P.J. 1978. Application of dynamic relaxation to the large deflection elasto-plastic analysis of plates. Computers &
Structures, 63 (2): 301310.
Fukumoto, Y., Usami, T. & Okamoto, Y. 1974. Ultimate
compressive strength of stiffened plates. Proc. ASCE
Speciality Conf. on Metal Bridges, St Louis.
Han, D-W. 1999. A study on ultimate strength analysis
technique for ring-stiffened cylinders having initial
shape imperfections. M.Sc. Thesis, Dept. of Naval
Architecture and Ocean Engineering, Univ. of Ulsan
(in Korean).
Kim, S-M. 2001. Experimental and theoretical investigation on the ultimate strength of ring-stiffened cylinders having initial shape and material imperfections.
M.Sc. Thesis, Dept. of Naval Architecture and Ocean
Engineering, Univ. of Ulsan (in Korean).
Murray, N.W. 1975. Analysis and design of stiffened
plates for collapse load. Structural Engineer, 53:
153158.
Odland, J. & Faulkner, D. 1981. Buckling of curved steel
structuresdesign formulations. Integrity of Offshore
Structures, Faulkner, D. Cowling, M.J. and Frieze, P.A.
(Eds), Applied Science Publishers, London: 419443.
Yao, T. et al. 2000. Report of ISCC committee VI.2
Ultimate hull girder strength. 2: 321391.
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Rapid analysis techniques for ultimate strength predictions

of aluminum structures
M.D. Collette
University of Michigan, Ann Arbor, Michigan, USA
ABSTRACT: A series of rapid semi-analytical methods for predicting the collapse of aluminum
structures is presented, including methods for tensile and compressive limit states. The methods presented
have been designed to be extensible to a wide range of structural topologies, including both conventional
stiffened-panel topologies and more advanced extrusion topologies. Unlike existing steel ultimate strength
methodologies, particular attention is paid to capturing aluminum-specific response features, such as
alloy-dependent material stress-strain curve shapes and the weakening effect of fusion welds. The methods
are validated against finite element analysis and previously published experimental results.
1
INTRODUCTION
The design of the current generation of aluminum

high-speed vessels for commercial and military
applications has created the need for improved
aluminum structural engineering tools. The
increased size of these vessels and their exposed
operating environments has resulted in a corresponding increase in the wave-induced loads on
these vessels. As these vessels become larger and
take on increasingly challenging military missions,
the safety implications of structural failure have
grown as well. To effectively optimize and approve
lightweight structures for such vessels, naval architects require rapid ultimate strength methods for
the 5xxx and 6xxx-series aluminum alloys suitable
for use in the design process.
The industry has developed mature rapid ultimate strength tools for steel vessel structures,
mostly based on Smith (1977) type approaches to
the ultimate collapse strength of hull girders under
global bending loads. In the Smith-type approach,
individual load-shortening and load-extension
curves are derived for the different plates and
stiffened panel elements in the structure, and then
these curves are used to approximate the momentcurvature relation for the hull girder. While there is
reason for concern that aluminum structures may
not fully satisfy the interframe collapse assumption inherent in the Smith method (Benson et al.,
2010), extending the Smith-type collapse approach
is a logical first step in developing ultimate strength
methods for the new generation of aluminum
vessels.
Although there are a large number of mature
rapid load-shortening prediction methods available
for steel, there are several reasons why existing

steel formulations are unlikely to be sufficient
to support the analysis of aluminum structures.
First among these reasons is the weakening effect
of fusion welding on marine aluminum alloys.
In the heat-affected zone (HAZ) near a weld bead,
the aluminum material is weakened compared to
surrounding material, with reductions in material
proof stress typically between 30% and 50%. This
material inhomogeneity significantly complicates
the structural response; when loaded in tension,
plastic strains tend to localize in the HAZ and final
failure often involve rupture in these HAZ at low
global strains. Likewise, the HAZ may also impact
the compressive strength of the panel.
Another key difference between aluminum and
steel is that aluminum has a much more rounded
stress-strain curve than steel with an elastic modulus only 1/3 that of steel. Furthermore, the degree
of rounding varies by alloy type. The rounded curve
removes a clear yield stress and thus aluminum
alloys are typically rated in terms of their 0.2%
offset proof stress. The 5xxx-series aluminum
alloys also show a marked softening before the
proof stress is reached which reduces the buckling
strength of these alloys as the tangent modulus has
been significantly reduced at stress values below
the proof stress.
A final important difference between aluminum
and steel is that aluminum is easy to extrude, especially in the 6xxx-series. This opens up many different geometric alternatives for stiffened panels
beyond rolled profiles welded to flat plates, such
as hat-shape stiffeners or double-sided extrusions, examples of which are shown in Figure 1.
The ability to employ custom extrusions means
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Figure 1. Extruded alternatives to conventional

stiffened panel arrangements in aluminum.
that the naval architect must now check local

buckling modes of the stiffening shapea check
traditionally performed by the material producer
when rolling compact steel profiles for ships.
This paper presents a series of new methods
for rapidly assessing the tensile and compressive
strength of aluminum structures. Key goals of the
methods are to include alloy specific stress-strain
curve in the formulation, be applicable to a wide
range of extrusion topologies, and to use only rapid
semi-analytical formulations so that the method is
suitable for early-stage design and optimization
approaches. The work performed on compressive
analysis is presented first, including analysis of unstiffened plates and stiffened extruded structures
and panels in compression. This is followed by an
examination of tensile limit states. Finally, conclusions and recommendations for future work are
presented.
2
COMPRESSIVE ANALYSIS
The compressive analysis of stiffened panels and

extrusions is developed on a plate-separation
model approach, where the response of individual
un-stiffened plate elements is determined initially,
and then the combined properties of assemblies of
plate elements is addressed. In the work to date,
only formulations for uni-axial compression have
been validated and are presented here, although
potential extensions to shear and bi-axial compression are possible at the plate level using existing
interaction equations.
2.1
Plate element formulation
The basis for this theory is Hopperstad et al.,s

(1999) extension of Stowells (1948) unified buckling theory. Stowells theory proposes that the uniaxial buckling stress can be expressed as:
Buckle = Elastic
(1)
where elastic is the elastic buckling stress and is

used to correct for plastic effects in stocky sections.
The classical elastic buckling stress for plates is:
Elasti
l c =k
2E
12 1 2
t

b
where is the elastic Poissons ratio for the material,

taken as 0.3 for aluminum, t is the thickness of the
member, b is the breadth, E is the elastic modulus, and k is the buckling geometry coefficient. For
the flat plates simply-supported on all four edges
investigated in this report, k was taken as 4. The
factor also changes based on plate geometry.
Stowell (1948) proposed the following for simplysupported flat plates:
=
ESEC
E
1 1 1 3 ETAN
2 + 2 4 + 4 E
SEC
where ESEC and ETAN are the secant and tangent

modulus of the materials stress-strain curve, thus
capturing the alloy-dependent stress-strain curve.
As both the secant and tangent modulus depend
on the instantaneous stress level, an iterative
approach is required to calculate the buckling stress
via Equation 2 and Equation 3. This approach has
been shown to be reasonably accurate at predicting
the initial buckling stress in both the elastic and
plastic regions; however, it does not include any
post-buckling strength.
Hopperstad et al. (1999) extended Stowells theory so that the entire compressive load-shortening
curve of the plate in compression could be predicted, thus including any post-buckling strength
that may occur. The basis for the approach is
the effective width approach, where the nominal
width of the plate is reduced as buckling occurs to
account for the loss of stiffness and resisting force
associated with buckling. Thus, for any instantaneous average compressive stress, the effective width,
beff, can be found as:
befff
avg
e
(2)
(4)
where avg is the average axial compressive stress

across the plate and e is the current edge stress,
which is equal to the stress obtained from the
material compressive stress-strain curve at the current value of axial strain.
Hopperstad et al.,s approach fundamentally
assumes that the effective width of the plate once
the edge stress of the plate has surpassed the
initial buckling stress can be found by calculating
the width of the plate that would first buckle at the
current edge stress value. Thus, the stress after
the onset of buckling can be evaluated as:
= Elasti
l c e e
(3)
(5)
where the buckling coefficient is calculated now at

the current edge-stress value and the elastic bucking
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stress is the same one from Equation 2, calculated

with the original plate geometry. The inequality simply enforces an effective breath proportion
equal to or less than one. The ultimate strength of
the plate is now found numerically as the maximum
value on the stress-strain curve. Hopperstad et al.,
presented some promising results for outstands
where one long edge the plate was left free, and
noted that this approach also seems to work well
when compared to simply-supported data, using in
part the Mofflin (1983) plate test results, without
providing details.
The initial proposal by Hopperstad et al., does
not include the impact of initial out-of-plane
deformations (IOOPD), residual stresses, or HAZ
on plate strength. Extensions to include these were
formulated. For IOOPD, a simplified model was
developed to reduce the effective plate thickness
based on the assumptions that: the IOOPD will be
roughly equal to the plate thickness and can be represented by a single parameter and the reduction in
plate ultimate strength is related to the amount of
bending induced by the IOOPD. By investigating a
series of aluminum plates tested by Mofflin (1983)
with various levels of IOOPD, the following formula was developed which showed a good fit to
the Mofflin data:
tefff
M U ET 0.2
t
t 1 k
, with 2 < tefff
M
E
0.2
T U
Mu = utMAX
M 0.2 =
0.2t
6
t (6)
(7)
(8)
where k is a scaling factor found to be roughly

0.2 for the Mofflin plate dataset, ET is the tangent
modulus of the material stress-strain curve calculated at that 0.2% proof stress or the ultimate stress
of the plate without considering IOOPD. The
moment from Equation 7 is the moment induced
at the maximum IOOPD by the ultimate stress
u, calculated by Equation 5 without considering
IOOPD, and the moment from Equation 8 is that
required to reach the yield stress at the extreme
fiber of the plate.
With the effective thickness determined from
Equation 8, the load-shortening curve determined
for the un-deformed plates is then corrected by the
ultimate strength of the plate with reduced effective thickness:
IOOP
PERFECT
U _ IOOP
U _ PERFECT
(9)
This correction includes the slight reduction in

stiffness observed in plates with large IOOPD.
Additionally, the impact of HAZ in the direction

of the applied loading was included, as were residual stress effects. Residual stresses were modeled
with the familiar tension-block assumption along
the plates edges parallel to the applied load, with
a balancing compressive stress in the mid-region
of the plate. Three different corrections were made
to the load-shortening curve to account for these
impacts. First, the load-shortening curve for the
central part of the plate that was loaded in compression was adjusted at each strain value by adding the elastic strain resulting from the residual
stress and then subtracting off the residual stress
from the resulting stress value:
PLATE _ R ( a ) = PLATE ( a + R ) R
(10)
where a is the applied stress, R is the locked-in

compressive residual strain, and R is the compressive residual stress. The outer edges of the plate
were then modified in the subsequent two steps.
The tension block was assumed to unloaded elastically at first, and then re-load along the HAZ
material stress-strain curve. The HAZ that extends
outside of the tension block was assumed to follow the HAZ stress-strain curve in compression.
The overall resisting force in the plate was then
assembled by adding the contributions from the
central region, tension block region, and HAZ
region. This approach is only valid for welds parallel to the direction of applied stress. Transverse
welds are also important, however, a simplified
model for these types of welds has not yet been
developed.
Interaction between compressive residual
stresses and IOOPD has been observed in steel
plates, and simply combining the strength reduction from these sources is usually overly conservative (Guedes Soares 1988). A similar situation
was observed in aluminum, and a method for correcting the observed IOOPD in the presence of
residual stresses for a reduced IOOPD for use in
Equation 6 was defined:
IOOP _ REDUCED
l c R
IOOP Elasti
Elasti
l c
(11)
where Elastic is the elastic buckling stress from

Equation 2, and R is the compressive residual
stress.
2.2
Plate element verification
Three different sources of experimental validation

data are available for simply-supported aluminum
plates. The total available database consisted of
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+ 0.002
E
0.2
(12)
Each of the test programs noted here used

measured compressive stress-strain properties.
Using compressive stress-strain properties in place
of tensile stress-strain properties is important for
aluminum, especially for the 5xxx-series alloys in a
work-hardened condition as there may be large differences between the tensile and compressive proof
stress, often exceeding 10%.
The first test program is that of Mofflin
(1983) which tested 76 aluminum plates in uniaxial compression at the University of Cambridge.
The plates were made from 5083 and 6082 alloys.
The 6082 plates were in a TF temper, which
is roughly equivalent to a modern T6 temper,
while the 5083 were in a mill finish condition; a
loose specification used at the time with considerable variability in proof stress. All of the plates were
nominally 6 mm thick, tested at a single aspect
ratio of four to one, and tested with simple supports on the unloaded edges that did not constrain
the plate from pulling in. Initial imperfections were
intentionally induced, although not in the plates
lowest buckling mode, and welds were simulated
along the longitudinal edges by making TIG passes
without depositing weld metal.
The second test program was a series of 6061
and 5456 plates tested under uni-axial compression at the David Taylor Model Basin in the 1960s
(Conley et al., 1963). The 6061 plates were in the T6
temper, while the 5456 plates were tested in the H24
and H321 tempers. Eight un-welded 6061 plates and
16 un-welded 5456 plates were used in the current
comparison. The plates were all 914 mm long, with
widths of 305 mm and 457 mm. The compressive
proof stress of the plates was measured, but the knee
exponent, n, in the Ramberg-Osgood relation was
not measured. For the purposes of the current validation study, it was assumed that the 6061-T6 alloys
had a knee exponent, n, of 25 while both tempers of
the 5456 alloy had an exponent of 16. The experimental program addressed quite slender plates, with
b/t ranging from 48 to 144. IOOPD were noted to
be as-supplied, and believed to be typical of what is
present in the shipyard, but were not measured.
The third and final test program is a series of
aerospace alloy plates tested by NACA (Anderson
and Anderson 1956). While the plates were tested
over a wide range of slenderness, including very
stocky plates, the base material was normally quite
Predicted Failure Stess/0.2% Proof Stress
thin (1.6 mm) so the initial imperfections and

manufacturing residual stresses in these plates may
be different from thicker marine plates. 58 different plate tests are included in the current validation
effort. The plates were primarily of the 7075-T6
alloy, although a smaller number of 2024-T3 and
2014-T6 plates were also included. A compressive
stress strain curve was presented for each alloy. The
plates covered b/t ranges from 15 to 60. The plate
length is not specified, but was selected so at least
five buckles could form in the direction of applied
load. IOOPD are thought to be small.
Initially, only Hopperstad et al.,s extension to
the Stowell theory was compared to the unwelded
plates in the dataset, without corrections for
IOOPD. The results are shown in Figure 2.
Defining the bias of the prediction as the
predicted strength divided by the experimental
strength, the mean bias for the predicted ultimate
strength was 1.03 with a Coefficient Of Variation
(COV) of the bias of 8%. The initial buckling
stress, measured only in the DTMB and NACA
data sets was predicted with a mean bias of 1.03
and COV of 12%. Notably, the bias in the formula
was independent of the alloy type, indicating that
the effect of alloy-dependent material stress-strain
curve has been adequately captured.
IOOPD, residual stresses, and HAZ corrections
were applied progressively to Mofflin plates that
1.5
Perfect Prediction
Mofflin Plates with large IOOP
Mofflin Plates with small IOOP
DTMB Plate-All Alloys
NACA Plates - All Alloys
0.5
0.2
0.4
0.6
0.8
1.2
Experimental Failure Stess/0.2% Proof Stress
Figure 2. Comparison of ultimate strengths from

Equation 5 against all unwelded plate data.
1.5
Predicted Failure Stess/0.2% Proof Stress
130 different plate specimens. For this comparison

study, the well-known Ramberg-Osgood curve
was used to represent the stress-strain curve of the
aluminum alloy:
Perfect Prediction
Stowell, No OOP
Stowell, With OOP
Stowell, With OOP and Weld
1
0.5
0.2
0.4
0.6
0.8
1.2
1.4
Experimental Failure Stess/0.2% Proof Stress
Figure 3. Corrections for IOOPD and residual stress

from welding on Mofflin plate test data.
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had both measured IOOPD and simulated welds.

The results are shown in Figure 3, indicating that
the proposed corrections largely remove the error
arising from these sources.
2.3
where E is the Euler column buckling stress that is

distinct from the edge stress, e, used above with a
lower-case e subscript. E is found as:
E =
Panels and extrusions formulation
Load-shortening response is required at the panel

level, as well as the plate level, so that grillage and
hull-girder collapse modes can be investigated.
Typically, stiffeners and attached plate or extrusion section can be idealized as a column supported by the transverse frames on each end of the
panel. Using this column idealization, an elastic
column buckling parameter, , can be defined for
the stiffened panel roughly analogous to the plate
slenderness parameter depends on the length
of column, l, and the cross-sectional area, A, and
area moment of inertia, I.
b 0.2
t
E
l 0.2
=
,
r E
r=
I
A
(13)
An approximate load-shortening methodology

is presented in this section. This is based upon the
classical panel column buckling approach developed and presented by Faulkner et al. (1973) for
steel panels, which was further extended to predict the entire load-shortening curve by Gordo
and Guedes Soares (1993). In this approach, the
strength of a steel plate and stiffener combination
in compression can be determined as:
C CB AS bet
=
Y
Y AS bt
(14)
where C is the column failure stress, Y is the

yield stress of the steel, CB is the column buckling
stress, b is the plate width, be is the effective plate
width at failure, t is the plate thickness, and AS is
the stiffener cross-sectional area. The second term
in this expression assumes that the plate between
stiffeners will buckle before the overall panel fails,
and thus an area reduction factor for this must be
included. In this approach, the column buckling
stress is calculated using the Johnson-Ostenfeld
interaction approach to transition from elastic
buckling to in-elastic buckling as:
CB
1 Y
= 1
, E 0 5Y
Y
4 E
CB E
=
, E < 0 5Y
Y
Y
2
I F
E EEFF
2
AS bet
a
(16)
where a is the panel length between support, and

IEFF is a tangent effective moment of inertia, calculated assuming the plate between stiffeners has a
tangent effective width, be, related to the instantaneous compressive modulus of the plate accounting for its buckling failure. This is different than the
effective width, be, discussed previously. Faulkner
et al., gives formulations so effective width and
tangent effective width can be predicted for plates
within the edge stress range of 75% to 100% of
the plate yield stress. These are determined using
and effective plate slenderness, e that replaces the
proof or yield stress definition in the plate slenderness, , from Equation 13 by the current edge
stress. This approach is conceptually similar to the
Stowell buckling approach presented previously for
plates, except in the Faulkner et al., approach, the
maximum strength obtained by the plate is deterministic, and given when the edge stress reaches
the yield stress of the material.
This approach forms the basis of Gordo and
Guedes Soares (1993) extension to the method over
a wider range of edge stresses. Gordo and Guedes
Soares also extended this method to predict the
entire load-shortening curve of a column in compression by assuming that the approach can be generalized to any strain level. This in turn assumed that
Faulkner et al.,s equations for effective breadth and
tangent effective breadth are valid outside of the
range initially proposed, however the resulting loadshortening curves have proven to be quite accurate.
The conceptual approach taken by Faulkner
et al., and the modifications by Gordo and Guedes
Soares for predicting the entire load-shortening
curve were used as the basis of a load-shortening
curve methodology in the present work. In this
approach, the load-shortening curve accounting
for both plate and column buckling failure modes
was computed as follows.
First, the edge strain at which column failure
occurs was computed using Equation 14. In this
equation, the area term was adjusted for the general extrusion cross-section case where multiple
plating elements may buckle by replacing the area
term at the end of the expression by:
(15)
AEfff ( )
ATotal
, AEfff =
Efff i ( ) Ai
i
M ( ) Ai
(17)
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where Eff is the average compressive stress for each

plate element, 1..i in the cross section calculated by
the plate strength approach given previously, M is
the fully-effective edge stress based on the material stress-strain curve in compression, and A is
the cross-sectional area of each plate element in
the overall cross section. The dependence on the
applied edge strain, , indicates that the area ratio
changes with applied strain. The effective width
and tangent effective width for Equations 1416
are calculated directly from the theoretical definitions of each quantity and the load-shortening
curve determined for each plate element as outlined previously.
This method is then extended to predict the
entire load-shortening curve, following the general
approach of Gordo and Guedes Soares. At strains
below the column failure strain, COL, the net resisting force in the column is calculated by summing
the individual plate load-shortening curves for
each plate element in the panel cross-section.
At strains above the column failure strain, COL,
the net resisting force in the column is determined
by applying Equation 14 at the instantaneous
value of edge strain. This approach gives a rapid
method of determining the load-shortening curve
of aluminum panels and complex extrusions in
compression.
( )
be
( ) = Efff i
b
M ( )
Efff i ( )
M ( )
be
( ) =
b
( )
2.4
(18)
Panels and extrusions verification
The proposed panel method was verified against

three different experimental programs. The first
was a recent large-scale test program of 5083,
5383 and 6082 alloy panels conducted by Professor Paik and published as Ship Structure Committee report SSC-451 (Paik et al., 2008). These
were conventionally-stiffened panels, with fusion
welded stiffeners. The second test program was a
group of 4 extruded panels in 6082 alloy, tested
at NTNU (Aalberg et al., 2001). These stiffeners were hat shaped hollow extrusions joined
together by friction stir welding to form a 3 or
5-stiffener wide panel, two replicates were tested
at two different overall panel lengths. The final
group consisted of three tee-stiffened panels and
one flat bar panel constructed in the 5083 alloy
and tested in mid 1980s in the United Kingdom (Clarke and Swan 1985) by the Admiralty
Research Establishment (A.R.E.).
Table 1.
method.
Performance of simplified panel strength

Ultimate strengh
Ultimate strain
Experiment
Mean
Cov
Mean
Cov
SSC-451
NTNU Hat
A.R.E.
1.12
1.05
0.97
0.13
0.04
0.20
1.04
0.90
0.81
0.28
0.14
0.20
Figure 4. Comparison of prediction and experimental

load-shortening curve, NTNU panel P.
The results of the panel method are shown in

Table 1 below, using the same definition of bias
and covariance as for the plate equations above.
The initially proposed method is slightly optimistic
for the panel ultimate strength, and slightly conservative for the panel ultimate strain. An example
load-shortening curve is given in Figure 4.
In general, it appears that updating the effective width and tangent effective width of plates
post-failure by Equation 17 is overly conservative,
and was causing the reduction in ultimate strain
shown in Table 1 and load-shortening curves that
were too steep in the post ultimate strength region.
Equation 17 reduces the effective properties of the
panel much more quickly than Gordo and Guedes
Soares extension of the Faulkner method.
While the current method does not include stiffener tripping, and should not be used on panels
where stiffener tripping could occur, with further
improvements to Equation 17, it does appear to be a
promising method of predicting the load-shortening
curve of complex extrusions that cannot be idealized as plate-stiffener combinations.
3
TENSILE RESPONSE
A key component of any progressive collapse

approach is the prediction of the response of the
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tension flange of the hull girder. For steel vessels,

this is normally assumed to follow the material
stress-strain curve in tension. However, an aluminum vessel will have regular HAZ transverse to the
longitudinal bending stress, from unit and block
joints as well as HAZ from fillet welds joining web
frames to the shell plate. Thus, the tensile stiffness
of an aluminum hull girder depends upon the base
material properties as well as the size and distribution of these HAZ. Previous work has examined
a range of simplified models and compared them
to limited experimental tests with mixed results
(Collette 2007), as well as examining the risk of
fracture in the HAZ as a collapse mode that could
induce hull girder collapse (Collette 2005).
In this work, non-linear finite element analysis
of idealized HAZ in a butt weld, ignoring any
weld metal reinforcement was made as a way of
exploring the distribution of strain under uniform
tensile extension. From such analysis, the required
features of a simplified model were determined.
A picture of the idealization of the weld is shown
in Figure 5. A key to understanding how the HAZ
responds in tension is the concept of constraint.
When loaded in tension, weaker HAZ material
will deform plastically before the surrounding
base material. In isolation the plastic HAZ material would shrink both through the thickness of
the plate and along the length of the weld, but is
prevented from doing so by being fused to the stillelastic base metal. Thus, the base metal constrains
the HAZ and induces a hydrostatic stress state in
the HAZ material which can retard yielding of the
HAZ. The HAZ joint therefore appears stronger
and stiffer than the HAZ material properties determined from small weld or coupon tests without
adequate surrounding material.
The initial study concentrated on 2-D planestrain FEA models built with the ABAQUS
finite-element code. The plane-strain assumption
represents complete constraint along the length of
the weld and addresses constraint in the throughthickness direction only. In ABAQUS, eight-node
CPE8R quadratic elements were used along with
the deformation plasticity model for material
properties. All models used a symmetry boundary
condition at the weld centerline with enforced displacement at the free edge of the weld. Square elements were used with a minimum of eight elements
through the thickness of the plate. The plate was
assumed to be 8 mm thick with an overall width of
125 mm. Within this 125 mm overall width, the relative width of the HAZ, strength of the HAZ, and
shape of the material stress-strain curve were varied parametrically. A sketch of the 2-D FEA model
and boundary conditions is shown in Figure 6.
To evaluate the effect of through-thickness constraint forces, the load-extension curve for 125 mm
Figure 5.
Idealized HAZ model for tensile response.
Figure 6. 2-D FEA model with centerline symmetry for

tensile response.
Figure 7. HAZ width influence on through-thickness

constraint.
wide 6082 alloy butt weld models was computed

allowing the weld HAZ width to vary from 40 mm
to 2 mm (5 times the plate thickness to 0.25 times
the plate thickness). The results from this study are
shown in Figure 7. The HAZ proof strength was
kept as 50% of the base material proof strength
in this study. It appears that the through-thickness
constraint becomes significant only for HAZ
whose width is less than the plate thickness. For
very narrow HAZ, the HAZ strength approaches
that of the base material as the constraint stresses
become quite large. For most fusion welds, the
HAZ width is assumed to be roughly three times
the thickness; based on these result the throughthickness constraint does not need to be included
in the simplified tensile response model.
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The effect of constraint along the direction

of the weld was studied next by removing the
plane-strain assumption of the 2-D model. In a
large stiffened panel, this constraint can likely be
approximated by a plane strain condition on the
HAZ alone, as differential deformations between
the HAZ and base material along the length of
the weld cannot develop. However, such constraint
forces are likely to be missing in small-scale tensile
test specimens typically used to develop material
properties for structural modeling. Thus, a method
of moving from the small-scale measured properties to the response of a larger structure is needed.
To study this effect, the 2-D FEA model shown
in Figure 6 was replaced by a series of 3-D models where the depth of the model out of the plane
Figure 6 was progressively increased. For this
model, 20-node quadratic elements were used with
the same boundary conditions as Figure 6. Based
on this study, it appears that a simple correction
factor, c, accounting for the constraint stresses in
the transverse direction applied to both the uniaxial proof stress and elastic modulus of the HAZ
used in Equation 12 would be adequate to approximate the behavior:
c=
1
1 + 2
1.13
(19)
With this correction factor applied to the

HAZ material properties, a very simple series
model (Collette 2007) can be proposed for the
load-extension of the HAZ, where the strain,
, in the HAZ material and base material are found
separately by requiring equal stress (and hence net
force) in each material, using Equation 12 with
proof stress and elastic modulus modified by the
c factor computed from Equation 18. These strains
are then combined in proportion to their lengths,
L, to give the overall strain of the joint:
LHAZ + BASE LBBASE

= HAZ H
LHA
HAZ
H
Z + LB
BASE
S
(20)
A comparison between this simplified model

and the plane-strain 2-D FEA analysis for a 6082
HAZ joint with a HAZ width three times the plate
thickness and varying levels of proof strength in
the HAZ from 50% to 90% of the base strength is
shown in Figure 8. As can be seen from the figure,
the simplified model performs remarkably well
until through-thickness deformations reduce the
cross-sectional area in the HAZ thus reducing the
strength predicted by the FEA model. This simplified model can be used to determine the loadextension curve of the hull girder in the presence
of transverse HAZ.
Figure 8. Load-extension curves for 6082 butt weld,

HAZ width three times plate thickness, HAZ strength
varies from 50% to 90% of base plate strength.
CONCLUSIONS
A series of simplified ultimate strength models

have been presented for the compressive and tensile response of aluminum welds, plates, and stiffened panels. These models are designed to allow
Smith-type progressive collapse approaches to be
implemented for aluminum vessels. These models
take into account important differences between
aluminum and steel, such as alloy-dependent stressstrain curve shape, weaker material near fusion
welds, and the ability to extrude aluminum into
complex extrusions. In limited comparison of the
results to FEA studies and published experiments
the methods generally perform encouragingly, and
represent a rapid, aluminum-specific approach to
ultimate strength calculations.
ACKNOWLEDGEMENTS
The author would like to acknowledge support of
Dr. Paul Hess at the U.S. Office of Naval Research,
Code 331, who has supported this work through
several different projects and grants, and encouraged its development.
REFERENCES
Aalberg, A., Langseth, M. & Larsen, P. 2001. Stiffened
aluminium panels subjected to axial compression.
Thin-Walled Structures 39:861885.
Anderson, R. & Anderson, M. 1956. Correlation of crippling strength of plate structures with material properties. NACA Technical Note 3600. Washington, DC:
NACA.
Benson, S., Downes, J. & Dow, R. 2010. A semi-analytical
method to predict the ultimate strength and
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collapse behavior of orthogonally stiffened panels.

In Proceedings 11th International Symposium on Practical Design of Ships and Other Floating Structures,
PRADS 2010, Rio de Janeiro: 10911101.
Clarke, J. & Swan, J. 1985. Interframe buckling of aluminium alloy stiffened plating. Admiralty Research
Establishment Dunfermline Report AMTE(S) R85104.
Dunfermline: ARE.
Collette, M. 2005. Strength and reliability of aluminium
stiffened panels. PhD Thesis, School of Marine Science
and Technology. Newcastle: University of Newcastle
upon Tyne.
Collette, M. 2007. Impact of fusion welds on the ultimate
strength of aluminum structures. In Proceedings 10th
International Symposium on Practical Design of Ships
and Other Floating Structures, PRADS 2007, Houston,
Texas: 944952.
Conley, W., Becker, L. & Allnutt, R. 1963. Buckling and
ultimate strength of plating loaded in edge compression progress report 2unstiffened panels. David
Taylor Model Base, Structural Mechanics Laboratory,
R&D Report 1682. West Bethesda, MD: DTMB.
Faulkner, D., Adamchak, J., Snyder, G. & Vetter, M.
1973. Synthesis of welded grillages to withstand compression and normal loads. Computers & Structures 3:
221246.
Gordo, J. & Guedes Soares, C. 1993. Approximate load
shortening curves for stiffened plate under uni-axial
compression. In Proceedings of the 5th International
Conference on the Structural Integrity of Offshore
Structures, Glasgow, UK: 189211.
Guedes Soares, C. 1988. Design equation for the

compressive strength of unstiffened plate elements
with initial imperfections. J. Construct. Steel Research
9: 287310.
Hopperstad, O., Langseth, M. & Tryland, T. 1999. Ultimate strength of aluminum alloy outstands in compression, Thin-Walled Structures 43: 279295.
Mofflin, D. 1983. Plate buckling in steel and aluminum.
PhD Thesis, Trinity College. Cambridge: University of
Cambridge.
Paik, J., Thayamballi, A., Ryu, J., Jang, J., Seo, J.
Park, S., Soe, S., Renaud, C. & Kim, N. 2008.
Mechanical collapse testing on aluminum stiffened
panels for marine applications. Ship Structure Committee Report SSC-451. Washington, DC: Ship Structure Committee.
Smith, C.S. 1977. Influence of local compressive failure
on ultimate longitudinal strength of a ships hull.
In Proceedings International Symposium on Practical
Design in Shipbuilding, PRADS 77, Tokyo: 7379.
Stowell, E.Z. 1948. A unified theory of plastic buckling
of columns and plates, NACA Technical Note 1556.
Washington, DC: NACA.
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A revisit on design and analysis of stiffened shell structures

for offshore applications
Purnendu K. Das, K.K. Subin & Paul C. Pretheesh
Department of Naval Architecture and Marine Engineering, Universities of Glasgow and Strathclyde,
Glasgow, UK
ABSTRACT: Advanced design methods and procedures are getting published every now and then from
all corners of the world. But the practicing codes could not always append all the refined or essential
recommendations timely. Stiffened cylinders are one among those structural components. Most of the
offshore floating platform components are made as stiffened cylinders and an improved model in the
design process can affect the total construction cost and schedule to a great extent. Reliability based
design approach is now seems to be advantageous over the deterministic type of structural designing
process as it addresses uncertainties in the design variables and leads to consistent level of safety. The Reliability based approach still needs a robust strength model to predict the capacity with respect to random
design variables. Numerical analysis methods are suitable for this purpose but the time and effort involved
are quite high and hence a robust analytical approach is preferred for reliability analysis. DNV and API
are the most widely used design codes which offer strength models for stiffened cylindrical shell under
different loading conditions. This paper establishes a strength model for ring, stringer and orthogonally
stiffened cylindrical shells which is actually a modified version of a strength model proposed earlier. The
proposed model shows better agreement with the experimental results compared to the practicing DNV
and API design codes. The model uncertainty factor and the strength model can be utilised for the reliability analysis of similar structures.
1
INTRODUCTION
Cylindrical shells are one of the major structural

components in offshore engineering world.
Researchers from the last century (Thimoshenko
and Gere (1961), Windenburg and Trilling (1934),
Von Mises (1929) etc.) rigorously investigated
the underlying mechanisms of this category of
structures and predicted the structural behaviour
under various loading conditions. Many of these
closed form relations in terms of the basic geometrical and material design parameters predicts
the behaviour reasonably accurate. The revolutionary developments in the computing realm within
the last century increased the power of numerical
analysis to a great extent that it can predict results
so close to the reality. It has the capability to analyse
the structures with all its geometrical and material
complexities under static or dynamic loading situation with prevailing environmental conditions.
It can even perform coupled type of analysis to
combine various physical phenomenons such as
mechanical, thermal, electrical etc.
The modern design approaches consider structural reliability as one of the essential criteria to
be satisfied for structural integrity. The design
optimisation with reliability based approaches need
a tool to predict the structural capacity very accurately. Hence the strength analysis of structures
with a higher degree of accuracy is quite important
and crucial in the overall design process. Numerical analysis tools calibrated with reasonable model
uncertainty factor are absolutely suitable for this
purpose.
The structural reliability analysis needs to do
the capacity assessment of the structure numerous
times with variations in the design parameters
to evaluate the structural reliability. Although
the numerical methods can be used for reliability
analysis, the time and expense involved is quite
high. It further demands great effort and expertise for acceptable results. Considering the above
facts, an analytical approach in terms of basic
structural design parameters to predict the structural capacity is more suitable for the reliability
analysis. Moreover, a component level reliability
assessment for a huge structure with number of
local structural parts at a preliminary design stage
cannot afford much time and expense. The necessity of a good analytical strength model for initial design process is hence very important at this
instance.
There are various rule based design codes
available for the assessment of structural capac-
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ity of stiffened cylindrical structures under different loading conditions. DNV-RP-C202 and API
BUL 2U are two of the major industry recommended codes in practice. This paper proposes a
formulation for the strength assessment of ring
stiffened and ring-stringer stiffened cylinders. The
codes and the proposed formulation are compared
statistically with respect to mean and COV of a
large population of screened test data collected
over the years.
2
BUCKLING OF STIFFENED
CYLINDERS
The stiffened cylinders are one of the most

important structural components in buoyant
semi-submersible and Tension leg type offshore
platforms. The legs of these structures are generally and most likely made of stiffened cylinders
because of its inherent capability to resist high
axial loads and bending moments with lateral pressure loads.
The stiffened cylinders are classified as ring stiffened, stringer stiffened and ring-stringer stiffened
cylinders which is also known as orthogonally stiffened cylinders. Ring stiffened cylinders are made
of fabricated cylinder with ring frames welded
externally or internally at wide spacing. Stringer
stiffened cylinders will have equally spaced longitudinal stiffeners known as stringers welded internally or externally around the fabricated cylinder
throughout the length. Orthogonally stiffened cylinders will have both of these stiffeners. The stiffeners can be of many types like flat bar, angle bar
and T bar etc. The structure is fabricated by butt
welding process from cold or hot-formed plates so
that the structural continuity of the stiffeners and
the cylinder is established. The welding introduces
geometrical distortion and residual stresses in the
structure in addition to the pre-fabrication and
mechanical handling imperfections. The strength of
the structure is mainly dependent on the basic geometrical and material structural design parameters.
At certain ideal conditions, the strength prediction
considering the basic structural parameters could
be reasonably accurate. But this approach never
can represent any real life situation. It involves a
lot of known and unknown parameters which
potentially governs the structural behaviour. Some
of them are the effect of geometrical imperfections,
residual stresses, type and direction of stiffeners
(whether internal or external) etc. The contribution of these parameters on the structural behaviour at different loading and support conditions
will be surprisingly different.
Basically the stiffened cylinder structure
can buckle and eventually fail in two ways.
Figure 1. Modes of local and overall buckling in stiffened

cylinders.
Snap-through buckling occurs by a sudden reverse

of the curvature locally at certain combination of
axial loads and the successive bending moments
and results in a total failure as there is no chance
of moment redistribution. Other failure type is
the classical type of bifurcation buckling. Various
local and overall buckling modes of stiffened cylinders are shown in Figure 1.
3
ANALYTICAL STRENGTH
MODELLING
In the simplest way, a good analytical strength

model should predict the strength of the structure
accurately under the imposed loading and support
conditions. As mentioned earlier, because of the
assumptions and approximations considered in
the analytical relations along with the unaccounted
factors, there always remain a certain percentage
of error in the structural strength prediction. So
a strength model can be rated based on the deviation from the experimental results. The best way
to quantify this uncertainty is with the modelling
parameter i.e., ratio of experimental value and
the theoretically predicted value. This modelling
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parameter is also known as the model uncertainty

factor Xm. In structural reliability analysis, the
model uncertainty factor is incorporated in the
failure surface equation as follows
1; Zl 2.85
C = 1.425 + 0.175
75; Zl < 2.85
Zl
Z = XmRS
04
0 003Zl 1
;
0.75 0.142(Zl 1)
300t
n = 1 Zl < 20
R
0
; Zl 20
0.35 0.0003
t
Xm is the model uncertainty factor associated

with strength R S is the load and Z is the g(.)
function in the first order Second order reliability analysis. Z represents the safety margin in the
structural component.
Xm can be calculated for various theoretical
strength models comparing with the experimental
data. A good analytical strength model will have
mean of Xm tends to unity and the coefficient of
variation will be small. The strength models can be
compared based on these values for different loading cases as axial, radial and combined.
The design strength of the ring stiffened cylinders under axial, radial and combined loading are
computed based on the limit state approach. This
formulation focuses on the shell collapse between
ring stiffeners. The recommended formulation is
similar the one suggested earlier, Das et al. (2003)
with some modification on the knockdown factors
so that the experimental results are getting closer
to the prediction.
Under axial compression
The limit state approach estimate the elastic buckling strength of a ring stiffened cylinder subjected
to axial compression as,
where
Zl =
n =
1
(1 + e4 )
e =
Now the Model uncertainty factor for the axial

load,
Xm =
4.2
Under hydrostatic pressure
For hydrostatic pressure, the proposed formulation, Faulkner et al. (1983) is identical with the
approach in BS5500. The inelastic hydrostatic collapse pressure is estimated as,
0.5 phm ; py phm
py
phc =
py 1 0.5 p ; py < phm
hm
where
Von Mises, (1929) propose the solution for

elastic hydrostatic buckling pressure of an unsupported cylinder is as follows.
Et
Et
= 0.605 ,
2 R
R
3(1 )
Classical elastic axial

Timoshenko & Gere, (1961)
1.3
1 + 0.3 n n 1
A quadratic interaction of y and e can be

used to predict the inelastic collapse stress.
c = y
e = BnCcr
cr =
STRENGTH MODELLING OF RING

STIFFENED SHELLS
4.1
B=
buckling
stress,
phm
L2
1 2
Rt
Et
R
=
2
1 R
n2 1 +
2 L
2
2
2
1
t2
R
+
n 1 +
2
2
2
L
2 L 2 12R 1
n + 1
nC cr
C is a Length dependent coefficient,
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Windenburg and Trilling, (1934) proposed a

simplified expression as follows.
1
( )( +
phhm =
phm
t
R
4.3
t
R
prm =
L
0.636
Rt
The above expression does not provide satisfactory results for too small or too large values
of L / Rt . The above expression assumes pinned
boundary condition at the supported cylinder end.
Even though more advanced analytical expressions
are available, the above expression is widely used
because of the simplicity and the parameter Phm
has low influence in the prediction of inelastic collapse pressure.
Wilson (1966), proposed relatively simple linear
equation for the circumferential yield stress of the
cylindrical shell.
t
y
R
py =
1 G
R
Ar
Rcr
The Model uncertainty factor for the radial

pressure load,
4.4
G=
Under combined axial compression

and radial pressure
p
+ p = 1
c
rc
cosh ( L ) cos ( L )
N=
,
sinh ( L ) sii ( L )
p
prc
Most of the design codes handle the combined loading based on an interaction approach. The general
interaction expression is in the following form.
1.285
Rt
2 sinh
R
t
1 0.5 phm
e
0.5 prm ; py prm
py
prc =
py 1 0.5 p ; py < prm
rm
Xm =

J 1
2
=
2 Nt
J + trht +
phm
Now the inelastic collapse pressure under radial

pressure load is computed similar to the hydrostatic case as below.
where,
Under radial pressure
Assuming a linear interaction between axial load

and radial pressure load, the proposed model predicts the elastic radial collapse pressure as follows.
L
0.636
Rt
0.919E
=
p
phc
Xm =
L
L
L L
cos
+ cosh
siin
2
2
2 2
sinh (
si ( )
) + sin
G and N are transcendental functions of

L, i.e., which cannot be expressed in terms of
algebraic operations or satisfy a polynomial
equation.
The Model uncertainty factor for the hydrostatic
pressure load,
The above expression demonstrates the limiting

criteria for the structure stability under combined
loading. Hence, there exist a number of loading combinations which can cause the collapse
of the structure. Eventually, the above expression
provides the model uncertainty factor for combined loads at which a structural collapse occurs.
The best results with the available data is noticed
with m = 1 and n = 2.
Therefore,
p
Xm = +
c prc
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STRENGTH MODELLING OF RING

AND STRINGER STIFFENED SHELLS
5.1
Under axial compression
Das et al. (1992) proposed the design strength

of the ring and stringer stiffened cylinders under
axial, radial and combined loading. It is basically
RCC formulation with a revised value for the bias
of knockdown factor.
The steps to calculate the axial strength are as
follows.
i. The elastic buckling stress for perfect shell under
curved panel formulation,
cr
2
1
s
Kr =
2 (
t
1; r < 0.53
) (
; r 0.53
vii. Effective width (minimum)

Shell effective width,
1.05 0.28
sem
2 K r ; r 0.53
= r
r
s
1; < 0.53
r
Shell reduced effective width,
3Z 2
t
0.904 E 4 + 4s ; Zs 11.4
s

=
0.605E t ; Z > 11.4
s
0.53
sem
K ; 0.53
= r r r
s
1; < 0.53
r
viii. MI of stringer and the reduced effective width
of the shell
s2
1 2
Rt
Zs =
3
As dcs + .5t )2 sem
t
+
As
12
1+
semt
ii. The lower bound knockdown factor,
I e
1 25
0 0024Zs 1
;
1 0.919Zs
300t
Z 11.4
n = s
1.5 27
R
0.27 +
+
+ 0.008 Zs 1
;
300t
Zs Zs2
11.4
70
s
ix. Elastic stress for stringer stiffened cylinder is

the sum of column elastic stress considering
the effective shell width and product of critical stress for smeared un-stiffened shell and
shell knock down factor. The shell knockdown
factor is assumed to be 0.75
t
0.605E R
2 EI e
e = 2
+ s
L ( As + semt )
1 + As

st
iii. Bias for knockdown factor,

B=
n =
1.6; n > 1
1 + 0.6 n n 1
x. Imperfect elastic buckling parameter
n cr
=
iv. Elastic buckling stress for imperfect shell,
e
y
xi. Ostenfeld-Bleich tangent modulus approach

to find inelastic stress.
es = Bncr
v. Shell reduced slenderness parameter,
r =
Is +
ps ( ps )
1
y ps
c =
<
p
y
s
y
es
vi. The weld induced residual stress is incorporated

using the width of the tension block . For
continuous structural fillet welds, = 4.5. For
light fillets or for significant shake down situation,
= 3. For stress relieved structures, = 0.
ps =
pps
y
The structural proportional limit ps is 0.75
for stress relieved structures and 0.5 for all other
cases.
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xii. Revised shell reduced slenderness parameter

and revised effective shell width
where
Effective pressure correction factor,
c
es
= r
es
y
re =
0.85
0.25 + 500 g g 500

Kp =
0.12
0.98 +
g 500 < g < 2500
500
1.05 0.28
se
2 K r ; re
re 0.53
=
re
s re
1; re < 0.53
g=
xiii. Average ultimate collapse stress
A
c s
A
5.2
K L =
L
Ht
, Cp =
R
Rt
1; M x 3.42
1 ; M x < 3.42
Let
1 +
< 3.42
N
N
N
2 R
R
Ar
Rcr
1 56 Rtt
twr L
The Model uncertainty factor for the radial

pressure load,
H = Mx 1.17 + 1.068k1 (k1 = 0 for radial pressure and 0.5 for hydrostatic pressure)
ii. Plastic collapse pressure of stiffener shell
combination
pcB = (peL + pcs)Kp
K L
N = p(R + 0.5t)
Le
iii. Bay instability pressure
t)
t
N =
where
16
pcs = 2 As dcs y
sL
L
k2 =
1.27 t 2
1.18
E ; M x 1.5; H < 2.5
+ 0.5 R
H
0.92 t 2
R
E ; 2.5 < H < 0.208
R
t
A
=
3
t
0.836C 11.061E ; 0.208 < C < 2.85
p
p

3
0.275E t ;C > 2.85
p
(R
1; x 1.26
= 1.58 0.46M x ;1.266 <

0; x 3.42
Under radial pressure
Mx =
=p
where
The proposed strength formulation for radial pressure is according to API Bul 2U with some changes
in the effective pressure correction factor.
The steps to calculate the axial strength are as
follows.
i. Local buckling pressure of un-stiffened shell
peL
s
Rt
iv. Bay instability stress
set
st
The Model uncertainty factor for the axial

load,
Xm =
M x M LtAs
, M =
Is
Xm =
5.3
p
pcB

and radial pressure
The proposed interaction equation for the combined axial and radial loads is similar to the
API Bul 2U with a different definition for the
factor Cc.
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R/t (15529),
s/t (29132),
Zs (434),
Zl (1.51550),
L/R (0.075.82)
Rx
R
+ Cc Rx R + = 1
x
In which,
Cc =
)2 (
)2
where
Rx =
R =
p (R +
t y
x =
u
y
cB
y
t)
Since the above expression for combined loading

characterises the limiting structural stability criteria, it represents the model uncertainty factor of
the structure for the combined loading condition.
The model uncertainty factor for combined
loading is,
2
R
R
X m = x + Cc Rx R +
x

6
EXPERIMENTAL DATA
The experimental test results are collected from a

wide literature survey over the last century. It is
observed that majority of the experimental works
on stiffened cylinders are being undertaken during
1960s to 1980s and there is not much experimental works available recently as the researches are
comfortable with the numerical results with the
increased capabilities and accuracy. In this paper,
only the valid experimental data collected from
the documentation mentioned in the references
are considered. The data collected from various
technical documents mentioned in the reference
are subjected to critical examination to avoid any
unreliable data. The data collected can be classified
based on various factors like geometrical properties, material properties, Method of production,
Test conditions etc. The proposed formulation
considered here is applicable to structures with
parameters of the following range.
STRENGTH ANALYSIS AND RESULTS
The data collected are carefully arranged and tabulated with all the necessary inputs for the code
based design. The data is then pushed through the
analytical relations of DNV, API and the Recommended Models for stiffened cylinders. The strength
predicted by each of the models is then compared
with the experimental results to evaluate the model
uncertainty factor for each set of data. The mean
and COV of the model uncertainty factor is then
computed for each codes for ring stiffened and ringstringer stiffened cases based on three loading conditions, axial, radial and combined. The predicted
and experimental strength are then represented in
a graphical form which is normalised in terms of
yield strength. For combined loading cases, the
model uncertainty is plotted against L/R ratio as it
is not straight forward to represent the strength.
7.1
Ring stiffened cylinders
The ring stiffened cylinders are basically checked

against the local shell buckling which is the dominant failure mode in this type of structures. Other
modes of failure and its interactions also have been
taken into account.
7.1.1 Under axial compression
Table 1 shows the statistical results of the ring stiffened cylinders under axial compression for a population of 40 for DNV, API and the recommended
strength model. Figure 2 to Figure 4 shows the
comparison of predicted and experimental data
for the different approaches. The strength prediction of the recommended model is more accurate
compared to the other two approaches in terms of
its statistical measures. Figure 4 shows the spread
of the results about its mean line which is having
a better bias to the unity with low COV and it is
evident visually also.
Table 1. Statistical results of ring stiffened cylinder
under axial loading.
Mean
COV
Population 40
DNV
API
Recommended
model
1.28
17.94%
1.15
11.84%
1.05
10.01%
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7.1.2 Under radial pressure

Table 2 shows the statistical results of the ring stiffened cylinders under Radial pressure for a population of 65 for DNV, API and the recommended
1.00
- Test
0.80
0.60

under radial loading.
0.40
Mean - 1.28
COV - 17.94%
0.20
0.00
0.00
0.20
0.40
0.60
0.80
Mean
COV
Population 65
1.00
- Predicted
DNV
API
Recommended
model
0.98
19.43%
1.35
19.09%
1.01
17.51%
Figure 2. DNV prediction and test results of ring

stiffened cylinders under axial compression.
1.50
1.25
1.00
1.00
- Test
- Test
0.80
0.60
0.75
0.50
0.40
Mean - 1.15
COV - 11.84%
0.25
0.20
Mean - 0.98
COV - 19.43%
0.00
0.00
0.00
0.00
0.20
0.40
0.60
0.80
0.50
1.00
1.50
- Predicted
1.00
- Predicted
Figure 3. API prediction and test results of ring stiffened cylinders under axial compression.
Figure 5. DNV prediction and test results of ring stiffened

cylinders under radial pressure.
1.50
1.00
1.25
1.00
- Test
- Test
0.80
0.60
0.40
0.50
Mean - 1.05
COV - 10.01%
0.25
0.20
0.00
0.00
0.75
Mean - 1.35
COV - 19.09%
0.00
0.20
0.40
0.60
0.80
0.00
1.00
- Predicted
0.50
1.00
1.50
- Predicted
Figure 4. Prediction of recommended model and test

results of ring stiffened cylinders under axial compression.
Figure 6. API prediction and test results of ring stiffened

cylinders under radial pressure.
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under combined loading.
1.50
1.25
- Test
1.00
Mean
COV
Population 25
0.75
DNV
API
Recommended
model
1.45
20.79%
1.10
21.86%
1.16
17.02%
0.50
2.50
0.25
Mean - 1.01
COV - 17.51%
2.00
0.00
0.00
0.50
1.00
1.50
- Predicted
Xm
1.50

results of ring stiffened cylinders under radial pressure.
1.00
0.50
comparison of predicted and experimental data

for the different approaches. The average and
spread of the population is much better for the
recommended model. The recommended model
shows better central tendency compared to the
other two approaches.
and radial pressure
Table 3 shows the statistical results of the ring
stiffened cylinders under combined axial compression and Radial pressure for a population of
25 for DNV, API and the recommended strength
model. Figure 8 to Figure 10 shows the comparison of predicted and experimental data for the
different approaches. Here the mean of the modelling parameter for the recommended model
is slightly high compared to API model, but the
COV is pretty low compared to that approach.
It confirms that the recommended approach is
more stable in the prediction of strength than the
other models.
0.00
0.00
1.00
2.00
3.00
5.00
Figure 8. DNV prediction and test results of ring

stiffened cylinders under combined loading.
1.80
1.60
1.40
1.20
1.00
0.80
0.60
0.40
Mean - 1.10
COV - 21.86%
0.20
7.2
4.00
L/R
Xm
7.1.3
Mean - 1.45
COV - 20.79%
0.00
Ring and stringer stiffened cylinders
The stringer stiffened cylinders and orthogonally

stiffened cylinders are considered in one category
as the analysis is considering the effect of ring stiffeners with the ring stiffener spacing and its geometrical and material parameters.
7.2.1 Under axial compression
Table 4 shows the statistical results of the ring and
stringer stiffened cylinders under Axial compression for a population of 32 for DNV, API and
the recommended strength model. Figure 11 to
0.00
1.00
2.00
3.00
4.00
5.00
L/R
Figure 9. API prediction and test results of ring

stiffened cylinders under combined loading.
Figure 13 shows the comparison of predicted and

experimental data for the different approaches.
The recommended model predicts the strength
almost similar to that of the API model and which
is better when compared to DNV model.
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1.80
1.40
1.60
1.20
1.40
1.00
1.00
- Test
Xm
1.20
0.80
0.80
0.60
0.60
0.40
0.40
Mean - 1.16
COV - 17.02%
0.20
Mean - 1.06
COV- 14.92%
0.20
0.00
0.00
1.00
2.00
3.00
4.00
5.00
0.00
L/R
0.00
Figure 10. Prediction of recommended model and

test results of ring stiffened cylinders under combined
loading.
Recommended
model
1.00
23.18%
1.06
14.92%
1.00
14.99%
0.60
0.80
1.00
1.20
1.40
Figure 12. API prediction and test results of ring and

stringer stiffened cylinders under axial compression.
1.40
1.20
1.00
- Test
Mean
COV
Population 32
API
0.40
- Predicted
Table 4. Statistical results of ring and stringer

stiffened cylinder under axial loading.
DNV
0.20
1.40
0.80
0.60
0.40
1.20
Mean - 1.00
COV - 14.99%
0.20
1.00
- Test
0.00
0.00
0.80
0.20
0.40
0.60
0.80
1.00
1.20
1.40
- Predicted
0.60

results of ring and stringer stiffened cylinders under axial
compression.
0.40
Mean - 1.00
COV - 23.18%
0.20
Table 5. statistical results of ring and stringer

stiffened cylinder under radial pressure.
0.00
0.00
0.20
0.40
0.60
0.80
1.00
1.20
1.40
- Predicted
Figure 11. DNV prediction and test results of ring and

stringer stiffened cylinders under axial compression.
7.2.2 Under radial pressure

Table 5 shows the statistical results of the ring
and stringer stiffened cylinders under Radial
pressure for a population of 9 for DNV, API and
the recommended strength model. Figure 14 to
Figure 16 shows the comparison of predicted and
Mean
COV
Population 9
DNV
API
Recommended
model
1.33
47.38%
1.12
21.54%
1.06
18.38%
experimental data for the different approaches. The

recommended model has low bias and low COV
compared to the other two models.
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7.2.3 Under combined axial compression and

radial pressure
Table 6 shows the statistical results of the ring and
stringer stiffened cylinders under combined Axial
compression and Radial pressure for a population of 25 for DNV, API and the recommended
1.00
- Test
0.75
0.50
Mean - 1.33
COV - 47.38%
0.25
Table 6. Statistical results of ring and stringer

stiffened cylinder under combined loading.
0.00
0.00
0.25
0.50
0.75
DNV
API
Recommended
model
1.84
43.82%
1.33
22.19%
1.26
20.12%
1.00
Mean
COV
Population 25
- Predicted

stringer stiffened cylinders under radial pressure.
4.00
1.00
Mean - 1.84
3.50
COV - 43.82%
3.00
0.75
Xm
- Test
2.50
0.50
1.50
Mean - 1.12
COV - 21.54%
0.25
2.00
1.00
0.50
0.00
0.00
0.25
0.50
0.75
0.00
1.00
0.00
- Predicted
0.20
0.40
0.60
0.80
1.00
1.20
L/R

stringer stiffened cylinders under radial pressure.

stringer stiffened cylinders under combined loading.
1.80
1.00
1.60
1.40
1.20
Xm
- Test
0.75
0.50
1.00
0.80
Mean - 1.06
COV - 18.38%
0.25
0.60
Mean - 1.33
COV - 22.19%
0.40
0.20
0.00
0.00
0.25
0.50
0.75
1.00
0.00
- Predicted
0.00
0.20
0.40
0.60
0.80
1.00
1.20
L/R

results of ring and stringer stiffened cylinders under
radial pressure.

stringer stiffened cylinders under combined loading.
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1.80
1.60
1.40
Xm
1.20
1.00
0.80
0.60
Mean - 1.26
COV - 20.12%
0.40
0.20
0.00
0.00
0.20
0.40
0.60
0.80
1.00
1.20
L/R

results of ring and stringer stiffened cylinders under combined loading.
comparison of predicted and experimental data for

the different approaches. The recommended model
is showing low bias and COV compared to DNV
and API models.
8
CONCLUSIONS
The analyses with the experimental results illustrate

the fact that the recommended model predicts the
structural capacity more accurately in most of
the individual cases compared to API and DNV
codes.
The statistical parameters of the analysis show
that the recommended model is more stable in
predicting the strength of the stiffened cylinders
compared to the DNV and API codes.
The experimental data available for the radial
pressure load cases for ring-stringer stiffened cylinders are very low and it is required to do further
investigation to acquire more data.
The design equations and the model uncertainty
factors derived in this paper is suitable for reliability analysis and evaluating the partial safety factors
for similar structures.
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Finite elements modeling of delaminations in composite

laminates
M. Gaiotti & C.M. Rizzo
DINAEL, Faculty of Engineering, University of Genova, Italy
K. Branner & P. Berring

Ris National Laboratory for Sustainable Energy, Technical University of Denmark, Denmark
ABSTRACT: The application of composite materials in many structures poses to engineers the problem
to create reliable and relatively simple methods, able to estimate the strength of multilayer composite structures. Multilayer composites, like other laminated materials, suffer from layer separation, i.e., delaminations, which may affect the stiffness and stability of structural components. Especially deep delaminations
in the mid surface of laminates are expected to reduce the effective flexural stiffness and lead to collapse,
often due to buckling behaviour. This paper deals with the numerical modelling of the buckling strength
of composite laminates containing delaminations. Namely, non-linear buckling and post-buckling analyses are carried out to predict the critical buckling load of elementary composite laminates affected by
rectangular delaminations of different sizes and locations, which are modelled by finite elements using
different techniques. Results obtained with different finite element models are compared and discussed.
1
1.1
INTRODUCTION
Delaminations in multilayer laminates
In a multilayer composite, the delamination can be

defined as an area with lack of bonding between
two adjacent layers. This can originates either in
the manufacturing process or from damage during
production, transport or service. Typical damage
that gives origin to delamination is impact, but also
stresses concentrations around structural discontinuities and three dimensional stress conditions on
free edges may cause the initiation and growth of
the delaminations. Delaminations may also be generated in the composite laminating process due to
lack of impregnability of the fibers, or to thermal
and chemical shrinkage of composite components
during the matrix polymerization (Bolotin 1996).
Delamination is usually the most critical type
of damage that composite and sandwich structure
experience under compressive loads (Abrate 1991,
Pavier & Clarke 1995).
When a delaminated panel is subjected to a
compressive in plane load then, depending on
delamination size and position, different behavior
can be observed; as expected, after a critical load
limit is reached, the panel starts buckling but the
mode in which the panel buckles has an important
influence onto the panel failure load. Typically
two different conditions are expected: global mode
buckling, where the sub laminates on both sides

of the delamination moves to the same side, and
local mode buckling where the sub laminates move
towards opposite direction. As observed by Peck &
Springer (1991) and by Pavier & Clarke (1995),
when local buckling occurs, it introduces bending
in the plies on the other side of the delamination so
that they are subjected to both bending and compressive stress resulting in a reduced failure load.
Much numerical and experimental work has
already been carried out to define the ultimate
strength of delaminated panel; in particular
Srensen et al. (2009) and Srensen et al. (2010)
from Ris DTU have conducted a sensitivity analysis using a 3D solid element model to evaluate
the critical non linear buckling load of flat panels
made of unidirectional layers.
1.2
Aim of the present paper
This paper focuses on two different modeling

approaches of delaminated multilayer composite
laminates: the former one, applied in Ris DTU,
adopts 3D 20-node orthotropic solid elements
with 3 Degrees Of Freedom (DOF) per node and
uses two or three elements through the thickness,
depending on the through thickness position of the
delamination, and the latter one, developed by the
University of Genoa, adopts shell elements with
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6 DOF per node and simulates the delamination

by off-setting two shells in the delaminated area
and by connecting them to the non delaminated
region (modeled by one shell only) through rigid
links, as better described in the following.
Results are in both cases presented as a map of
the deduction factor on the critical load that the
delamination introduces in the panel with respect
to a non delaminated plate, depending on delamination size and depth.
2
2.1
DIFFERENT MODELLING
APPROACHES
Material properties and specimen geometry
Mechanical properties representative of unidirectional fiber glass laminates produced in the

laboratory is used in this work, see Hansen et al.
(2009):
E11 = 46.5 GPa
E22 = 13.4 GPa
G12 = 4.1 GPa

G23 = 2.6 GPa
12 = 0.25
23 = 0.25
The plate taken into account for the numerical analysis is rectangular with an aspect ratio
A/B = 1.36 where A is the length of the edge along
the load direction, having the same orientation
of the fibers, i.e., direction 1. See Fig. 1 for size
definitions.
The selected aspect ratio is obtained considering
the critical buckling load evaluated according to
the analytical formulation proposed by Bisagni &
Vescovini (2008):
N0 ( m,11) = F A, B, Dij
m
= 2 D11 + 2 ( D12
A
2
1 A
+ D22 4
B m
2 D66 )
1
B2
(1)
where Dij are elements of the bending stiffness

matrix obtained by the Classic Laminate Theory
(CLT). First buckling mode (n = 1) is considered
since it always gives the minimum value.
In facts, by calculating the first derivative with
respect to m and equaling the right side of Eq. 1
to 0 gives:
D m
dN
N0 ( m,1)
= 2 2 112
dm
A
1
D22 A2
=0
B 4 m3
1
A D 4
A D 4
m = 22 ; if
i m = 1 => = 11
B D11
B D22
(2)
t
Figure 1.
geometry.
Definition of panel and delamination
Also the delaminated area has the same aspect

ratio of the panel a/b = 1.36; where a, b are the edges
of the rectangular delaminated area (Fig. 1).
2.2
3D solid elements model
The 3D solid finite-element models were modeled

with 20-node orthotropic elements. Two or three
elements were used through the thickness depending on the through thickness position of the delamination in the Abaqus finite element software
(SIMULIA, 2009).
A small out-of-plane displacement corresponding
to the first buckling mode shape was appropriately
applied as an initial imperfection of the delaminated
sub-laminate. The amplitude of the initial imperfections was approximately 0.5% of the panel thickness for the flat panels and approximately 0.5% of
the panel thickness for the curved panels.
The elements were all joined in the interfaces,
except for the delaminated area where quadratic
contact conditions were applied to prevent penetration. The average number of degrees of freedom
(DOFs) was approximately 150.000. Nonlinear
geometric analyses were conducted with minimum
100 increments to ensure that a well described and
smooth graph could be made for in-plane force vs.
out-of-plane displacement. An explicit solution algorithm was adopted to avoid convergence problems.
2.3
6 DOF shell elements model
The shell element model presented in the paper is

defined by a single shell surface for the intact path
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Figure 3. Particular of the rigid link coupling between

intact and delaminated path.
Figure 2. Shell model with offset translation of the

delaminated layers.
and by two surfaces for the delaminated area, each

surface representing one side of the delamination,
as shown in Fig. 2.
The middle plane of the model is defined
at the half thickness of the physical plate, and on
this plane shell elements are meshed to describe
the intact part of the model. The two sides of the
delamination are modeled onto two surfaces, offset
above and below the middle plane.
The offset h1 and h2 are defined as:
h1
1
t
T
2
2
h2
1
(T t )
4
(3)
where T is the intact laminate thickness; t sub laminates thicknesses in the delaminated area as shown
in Fig. 1.
The nodes along the edge of the delamination
are coupled to the nodes on the main surface by a
rigid link constraint, where the master node is the
node lying on the edge of the intact middle plane
and the nodes on both sub laminates edges are its
slave.
A 9-nodes shell elements mesh has been generated on the surfaces, for a total number of about
4800 elements; the element type is the MITC9 as
suggested by Buncalem & Bathe (1993), and Bathe
et al. (2000), to prevent element locking problems
for thin laminates.
Element locking is, as widely discussed in related
literature, the phenomenon of an element being
much too stiff compared with reality: in essence,
the phenomenon arises because the interpolation
functions used for an element are not able to represent zero (or very small) shearing or membrane
strains. If the element cannot represent zero shearing strains, but the physical situation corresponds
to zero (or very small) shearing strains, then the
element becomes very stiff as its thickness over
length ratio decreases. (see e.g., ADINA, 2008).
In the considered problem the MITC9 use is
justified when modeling delaminations very close
to the surface, where the thickness of one of the

sub-laminates is very small if compared to other
dimensions.
To prevent penetrations between the surfaces
defining the sub laminates in the delaminated area,
a contact algorithm has been taken into account.
Similarly to the solid models, small out-of-plane
displacement field derived from a preliminary linear buckling analysis was appropriately applied to
trigger buckling in the non-linear analysis, as suggested in ADINA (2008).
The panel is considered simply supported on
all its edges; a distributed compressive line load is
applied on the short edges.
The analysis is performed applying a fixed inplane displacement, in 120 identical load steps to
ensure a resulting smooth curve, then plotting the
corresponding in plane force reactions.
3
A ROBUST METHOD TO DEFINE

THE BUCKLING LOAD
The robust method proposed by Srensen et al.

(2009, 2010) has been adopted to define the buckling critical load in both modeling approaches: this
method consists in the analysis of the in-plane displacements vs. in-plane load curve obtained from a
non linear static finite element model having the initial imperfections obtained by a preliminary linear
eigenvalue analysis performed on the same model.
The first part of the curve (in the criterion up to
the 30% of critical load) is linear: the criterion consists in the prolongation of the linear curve along
the in-plane displacements axis; the new curve
is then shifted down by a quantity equal to 2.5%
of the linearized critical load; eventually, the point
where the down-shifted linear curve meet the nonlinear curve defines the non linear buckling load
(Fig. 4).
Due to the weak non linearity observed in the
early loading history, in particular for cases where
local buckling occurs, instead of considering the
2.5% of the linearized buckling load of each model,
the offset calculated for the non delaminated case
has been taken into account and used for all the
other models considered.
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Figure 6. Typical local buckling behavior for a 3D solid

element finite element model.
Figure 4. Robust method to define buckling load in
non linear analysis.
Figure 5. Buckling load offset dependency for close to

surface delaminated models.
Other definitions of the criterion would result in

underestimating the critical load for those models
with delaminations very close to the surface of the
panel, see Fig. 5.
CONSIDERATIONS FOR 3D SOLID
MODELS
Buckling Mode Map, panel aspect ratio A/B=1.36, UD, (flat)

1
A panel with a delamination subjected to uni-axial

compression can buckle in local or global modes as
described in the introduction. A typical local buckling mode is shown in Fig. 6 for solid models.
However, results from the 3D solid models also
show that combinations of the global and local
modes can appear as so-called combined modes
or sub-modes. The sub-modes are found to appear
for special combination of delamination size and
through thickness position. In these studies five
different mode types have been observed.
These modes are illustrated in Fig. 7, where the
relation between the out-of-plane displacement at
the centre of the two delaminated sub-laminates
are plotted.
The different modes can be shown in a buckling mode map in a similar manner as reported
by Short et al. (2001) where only local and global
modes were considered.
The buckling map shown in Fig. 8 is divided
into the following 3 areas:
Non dimensional delamination size, b/B
Figure 7. Delamination modes shown with the corresponding central out-of-plane displacement for the two
delaminated sub-laminates.
FE Global
FE Local
FE Global/Local I
FE Global/Local II
Global limit
Submode limit
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0.1
0.2
0.3
0.4
Non dimensional through thickness position, t/T
0.5
Figure 8. Buckling mode map for a 100% unidirectional

fiber composite laminate from solid model FE analyses.
Local buckling, occurring for large delaminations close to the surface,

Global buckling, occurring for small and deep
delaminations,
Sub-mode, occurring for large and deep
delaminations.
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5
5.1
5.2
COMMENTS ON SHELL MODELS

RESULTS
Buckling modes for deep delaminations
In the first series of analyses, the delamination is

placed in the mid thickness of the laminate, i.e.,
t/T = 0.5.
Under these condition, relatively small delaminations evolve into a mode 1 buckling shape; as
soon as the delamination size grows, a progressive transition from mode 1 to mode 2 is observed
when increasing the in-plane load; thereafter a pure
buckling mode 2 occurs when the delamination is
relatively larger. Fig. 9 shows an example.
This fact is rather unexpected since the model
has been designed, in agreement with the analytical formulation proposed by Bisagni & Vescovini
(2008), having an aspect ratio supposed to induce a
mode 1 buckling shape, i.e., a single half wave onto
the plate length. However, the above mentioned
analytical formulation applies to perfect rectangular plates and does not account for the effects
introduced by the delamination.
The different buckling mode does not affect the
load displacements curve, which appear smooth
for any considered delamination size.
The critical buckling load dependency on the
delamination size is easily observed from Fig. 10,
where it is also evident, as expected, that the delamination does not have any effect on the panel
stiffness until the panel starts buckling, thus introducing non linearities in the problem at this point.
Figure 9. Different mode shapes (mode 1 left, mode 2

right) obtained increasing the delamination size in shell
models.
Figure 10. Load displacements curves for panels presenting deep delaminations, for different delamination
sizes.
Unstable behavior moving the delamination

towards the surface
Considering the panel having t/T = 0.4, an unexpected behavior was observed: when the delamination size is b/B = 0.5, a drop in the in-plane
load is observed when increasing the in-plane
displacement.
Such behavior is attributed to the instability of
the model, see Fig. 11. The physical reason seems
to lie in the buckling mode suddenly shifting from
local to global, with an abrupt out of plane displacement of the thickest laminate, after remaining plane in the first part of the loading history.
This behaviour could explain some instant collapses observed during experimental tests being
conducted in Ris DTU National Laboratories.
5.3
Local buckling mode for delaminations

close to the laminate surface
When the delamination is very close to the surface of the laminate, the thinnest sub-laminates
buckles in a very early stage of the loading history,
introducing a rather weak non linearity in the system. The obtained curves therefore differ from the
intact plate curve in practice since the beginning of
the calculation, and do not show a sudden steepness change when buckling begins.
This fact makes a buckling criterion definition
quite hard since the used offset-based robust criterion does not fit very well with a weak non linear
behavior of the curve without sudden changes in
the first derivative, as shown in Fig. 5. For this reason the same offset distance of the intact model
has been taken into account for all the geometrical
conditions considered.
In Fig. 12 the typical behavior of panels buckling in local mode is presented; it is also worth noting that local modes start from a delamination size
b/B > 0.4: the mode is still global with a rapid change
in steepness if delamination is at 40% of the thickness; the difference can be appreciated in the plot.
It is interesting to plot on the same chart
the curves obtained from the deep delaminated
Figure 11. Mode transition with instability observed

for panels having t/T = 0.4; b/B = 0.5.
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Table 1. Compressive strength function of delamination size and through-thickness position.

Delamination depth
0.00 0.10
Delam. 0.00 1.00 1.00
Size
0.10 1.00 0.86
0.20 1.00 0.79
b/B
0.30 1.00 0.72
0.40 1.00 0.62
0.50 1.00 0.42
* Buckling mode 2.
Local/Global buckling limit.
Figure 12. Load displacements curves for panels local

modes.
Figure 13. Comparison of load-displacements curves

for deep and surface delaminated models.
model (t/T = 0.5) and the ones from the surface

delaminated model (t/T = 0.9) as shown in Fig. 13.
Deep delaminated models buckle at higher
loads, but in the post buckling phase they show a
lower derivative with respect to the in-plane disU x ) in
placement of the in-plane load (i.e. x U
comparison to the surface delaminated models.
This fact implies that the curves relevant to the
surface delaminated models overlap the ones corresponding to the deep delaminated models at high
loads.
At this stage of the work it is deemed impossible
to predict if in reality panels with delaminations
closer to the surface could show a better resistance
to post-buckling collapse or if the collapse happens suddenly once the critical load is reached.
5.4
Compressive strength
Applying the previously described robust method

to determine the critical load, the buckling strength
normalized with respect to the critical load for the
intact panel is presented as function of the delamination size and its through-thickness position.
Table 1 shows the limit between global modes,
typical for deep delaminations, and local modes,
involving deeper delaminations when extending
the delamination size.
From Table 1 it is possible to plot the linearized
residual strength map obtained through numerical
t/T
0.20
1.00
0.92
0.82
0.70
0.58
0.44
0.30
1.00
0.98
0.93
0.92
0.77
0.51
0.40
1.00
0.99
0.91
0.83
0.77
0.69
0.50
1.00
0.99
0.90*
0.79*
0.68*
0.55*
Figure 14. Reduced compressive strength map function

of delamination size and position.
interpolations (Fig. 14), similarly to what reported

by Srensen et al. (2010).
When looking at the map, it is interesting to note
that there is an increase of the residual strength
when the delamination position through the thickness assumes the value t/T = 0.4. At first this fact
could suggest a safer situation, but, accounting for
the previous considerations, this is also the condition of instable buckling, where the in-plane load
suddenly drops after buckling when increasing the
in-plane displacement.
6
MODEL COMPARISON
The residual strength map, obtained from both

the models considered, is plotted in the same
mirrored chart in Fig. 15. The center of the chart
corresponds to a mid-thickness delamination: on
the left side is presented the 3D solid model while
on the right side the shell model.
On the x axis it is possible the residual strength
for a delamination getting closer to the surface of
the panel is defined proceeding left and right from
centre, while on the y axis the normalized delamination size is plotted.
From the results presented in Fig. 15 the following considerations arise:
The shell model is more sensitive to small delaminations: the residual strength, function of b/B,
starts reducing earlier than for the 3D model,
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Figure 15. Reduced compressive strength map for both

the models presented in the paper.
Both models show a minimum for t/T 0.1 and a

maximum for t/T 0.4, whose amplitude is anyway much greater if shell model is considered,
Deep delaminations have greater influence on
shell models,
Wide and shallow delaminations effects
(t/T < 0.25; b/B > 0.5) are predicted almost identically in both models.
For the time being, it is not possible to establish
which numerical model better describes the physical problem, since very little comparison have been
made with experimental results.
As far as the computation costs is concerned,
a non linear analysis performed in 100 time steps
as above described takes up to 45 minutes when
running a shell element finite element model on a
4 processors and 16 GB RAM memory workstation, being less than one half of the 2 hours needed
to run the same calculation of 3D 20 nodes solid
element model on a workstation having the same
capabilities.
The computational effort for the 3D solid model
is basically due to the need of using at least 3 layers
of elements through the panel thickness, in order
to catch bending effects, whose influence is basic
in the problem.
7
CONCLUSIONS
In the present paper various sizes and depths of the

delamination were assessed by two sets of finite elements calculations: at first a more intuitive modelling strategy was employed using 20 nodes solid
elements to model each layer of the laminate and
thus requiring rather large computation efforts; then
a different modelling approach adopting multilayer
shell elements to model the laminate was applied,
requiring more limited computational efforts.
In both cases plots summarizing the influence
of the geometrical parameters of the panel and of
the delamination onto the collapse buckling behavior were produced.
Both the applied models were able to produce

a residual strength chart depending on the geometrical parameters of the delaminations taken
into account.
The residual strength prediction is the same
considering shallow and wide delaminations, while
the shell model looks more sensitive to small or
deep delaminations. The trend of the curves is
similar for both approaches and show maximum
(t/T 0.4) and minimum (t/T 0.1) values of residual strength function of delamination depth.
These results seem to indicate that shallow delaminations result in more dangerous conditions, but
this is true only if no post-buckling life of the panel
is considered, as clearly shown in section 5.3.
The results provided by the shell model analysis
appear rather remarkable, especially considering
the lower computational efforts, and suggest to
proceed to a step forward in the work, involving
deeper experimental comparison.
REFERENCES
Abrate, S. 1991. Impact on laminated composite materials. Applied mechanical review 44:155190.
ADINA 2008. Theory and modeling guide, v. 8.5.3.,
Watertown (MA), ADINA R&D Inc.
Bolotin, V.V. 1996. Delaminations in composites structures: its origin, buckling, growth and stability. Composites: Part B 27B:129145.
Bisagni, C. & Vescovini, R. 2008. Analytical formulation
for local buckling and post-buckling analysis of stiffened
laminated panels. Thin-Walled Structures 47:318334.
Hansen, A.L., Lund, E., Pinho, S.T. & Branner, K. 2009.
A Hierarchical FE approach for simulation of geometrical and material induced instability of composite
structures. Composites 2009, 2nd ECCOMAS thematic
conference on the mechanical response of composites,
Imperial college London.
Pavier, M.J. & Clarke, M.P. 1995. Experimental Techniques for the Investigation of the Effects of Impact
Damage on Carbon-Fibre Composites. Composites
Science & Technology 55:157169.
SIMULIA (2009). ABAQUS/Standard Users Manual,
Rising Sun Mills, 166 Valley Street, Providence,
RI, USA.
Srensen, B.F., Branner, K., Lund, E., Wedel-Heinen, J. &
Garm, J.H. 2009. Improved Design of large wind turbine blade of fibre composites (phase 3). Summary
Report, Ris-R-1699(EN), Ris National Laboratory
for Sustainable Energy, Denmark.
Srensen, B.F., Toftegaard, H., Goutanos, S., Branner, K.,
Berring, P., Lund, E., Wedel-Heinen, J. & Garm, J.H.
2010. Improved Design of large wind Turbine Blade
of fibre composites (phase 4). Summary Report, RisR-1734(EN), Ris National Laboratory for Sustainable
Energy, Denmark.
Short, G.J., Guild, F.J. & Pavier, M.J. 2001. The effect of
delamination geometry on the compressive failure of
composite laminates. Composites Science and Technology 61:20752086.
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Shakedown of welding-induced residual stress and effect

on stiffened plate strength and behaviour
L.G. Gannon, N.G. Pegg & M.J. Smith
Defence Research and Development Canada Atlantic
Y. Liu
Dalhousie University, Nova Scotia, Canada
ABSTRACT: Numerical simulation is used to study the influence of welding-induced residual stress
in welded, tee-stiffened plates focusing on the effect of shakedown. Residual stresses are simulated using
3D thermo-elasto-plastic finite element analysis. The influence of strain hardening and number of load
cycles on residual stress shakedown is then investigated. Load versus end-shortening curves are used to
characterize the strength and behaviour of stiffened plates under axial compression both before and after
shakedown. Results show that the reduction in residual stress due to shakedown occurs entirely during the
first load cycle provided that the magnitude of that load is not subsequently exceeded. Both the tensile
and compressive welding residual stresses are reduced by as much as 40% when the applied load causes an
average stress equal to 50% of the yield stress. This level of shakedown increased the ultimate strength of
tee-stiffened plates by as much as 6%.
1
INTRODUCTION
The primary load for which ship hull girders are

designed is wave-induced longitudinal bending.
The bending stresses are resisted by longitudinally stiffened plates that that also contain residual
stresses caused by welding during fabrication of the
structure. Several studies (Faulkner 1975; Guedes
Soares 1988; Gordo & Guedes Soares 1993) have
shown that residual stresses can have a detrimental
effect on the ultimate strength of stiffened plates
and consequently on the strength of a hull.
Welding-induced residual stresses may be relieved
to some degree by stretching of stiffened plates
under cyclic loads during service. This process is
commonly referred to as shakedown. Abdel-Karim
(2005) identifies three types of shakedown that
occur when the magnitude of the cyclic load lies
between the first yield and plastic collapse loads.
Elastic shakedown occurs when a finite amount of
plastic deformation occurs during the first few load
cycles, after which any further deformation is purely
elastic. In plastic shakedown, the structure experiences equal and alternating plastic strains during
each load cycle and continues to experience shakedown in the form of non-cumulative cyclic plastic
straining which eventually leads to failure by lowcycle fatigue. If the alternating plastic strains are
asymmetric and the structure accumulates plastic

strain with each load cycle, incremental plastic collapse of the structure will occur. This incremental
accumulation of plastic strain during cyclic loading is called ratcheting.
Shakedown in ship structures has been investigated both experimentally and numerically; however most research has focused on the effects of
shakedown on fatigue behavior in welded structures. Latrou et al. (2005) studied the behavior of
welded joints accounting for residual stress and
shakedown using numerical models. A rectangular plate was modelled assuming plane stress and
residual stresses were simulated by application of a
non-uniform displacement on one side of the plate.
They found that after a low number of load cycles,
the behavior of the joint became elastic. Similar
results were reported by Liang et al. (2007). They
also studied the effect of residual stress relaxation
on the fatigue behavior of welded joints and found
that under constant amplitude cyclic loads, residual
stress relaxation was limited to the first load cycle.
In an experimental study of shakedown in
butt-welded aluminum plates subjected to 3-point
bending, Paik et al. (2005) found that measured
longitudinal residual stresses were reduced by 36%
and 21% in tension and compression respectively.
The load in that experiment was applied for three
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cycles, producing an extreme fiber stresses equal to

88% of the yield stress.
In the analysis of stiffened plates, simplified
residual stress distributions are sometimes assumed
based on measurements available in literature.
In design, fabrication related imperfections are
typically accounted for using an empirical method
such as the Johnson-Ostenfeld correction for plasticity in beam columns. In some cases however,
residual stresses are neglected under the assumption that they are relieved by shakedown.
A welding-induced residual stress distribution
commonly used in stiffened plate analysis assumes
that residual stress is constant along the length of
the stiffened plate. Based on experimental data
and assuming that the residual stresses acting over
the cross-section of the plate in a welded stiffened
plate are in equilibrium, Faulkner (1975) proposed
the idealized longitudinal residual stress distribution shown in Figure 1, where b is the plate width,
y is the yield stress, t is the plate thickness and
is a parameter describing the width of the tensile stress block at the weld in the middle of the
plate. Faulkner (1975) suggested initial values for
in the range of 4.56 and values ranging from
34.5 to allow for shakedown. From equilibrium
requirements, the compressive residual stress c is
given by:
c =
2 t y
b 2
(1)
The primary objective of this study is to investigate the influence of residual stress shakedown on
the strength and behaviour of longitudinally stiffened plates typical of ship hull girders. The finite
element modelling technique used for the analyses
allows the complex three-dimensional distribution
of welding-induced residual stress and distortion
to be accounted for in assessing shakedown and
ultimate strength of stiffened plates.
Welding-induced residual stress and distortion in the stiffened plates were determined using
sequential 3D, nonlinear thermal and mechanical
finite element analyses. Assuming that the stiffened

plates are not subjected to any type of stress relief
such as annealing, a cyclic axial load was then
applied, causing shakedown of the residual stress.
An ultimate strength analysis was then conducted
and load-shortening curves that characterize the
behaviour of the stiffened plates under axial load
were obtained. The finite element method was also
used to determine the effect that strain hardening
of the material and variable amplitudes of loading have on the shakedown of welding-induced
residual stresses.
2
FINITE ELEMENT MODELLING
2.1
Welding simulation
A finite element simulation was used to predict

welding-induced residual stress and distortion in
tee-stiffened plates. The simulation consisted of
sequentially coupled nonlinear thermal and structural analyses. The model made use of two element
types; 8-node, linearly interpolated hexahedrons to
mesh the solid volume, and 2-node nonlinear springs
to model contact between the stiffener base and
the plate. The material used for the stiffened plates
was AH-36 shipbuilding steel with a nominal yield
stress of 360 MPa and elastic modulus of 210 GPA.
An elastic, perfectly plastic material model was used
with temperature dependent properties adopted
from Michaleris and DeBiccari (1997).
Twelve elements were required through the
thickness of the plate in the vicinity of the weld
in order to accurately characterize the severe thermal gradient in that region. The mesh density was
decreased in regions further away from the weld
where the thermal gradient was small so that the
analysis could be run in a reasonable amount of
time with the computational resources available.
Figure 2 shows a finite element mesh typical of
those used for the tee-stiffened plates in this study.
A nonlinear thermal analysis was used to predict
the transient temperature field produced by the
moving heat source. A circular heat source with a
Gaussian energy distribution representing the heat
Y
X
Figure 1. Idealized longitudinal residual stress distribution in a welded plate.
Figure 2.
Finite element mesh of tee-stiffened plate.
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numerical modelling was adopted from Deng et al.

(2008). Figure 4 shows that the vertical deflection
of the plate predicted by the welding simulation
method is in good agreement with experimental measurements provided by Deng et al. (2006).
Figure 5 shows the longitudinal residual stress distribution at the mid-length, mid-plane of the plate.
Although residual stress measurements from the
experiment were not available, the residual stress
Figure 3. Test specimen used by Deng et al. (2006).

Dimensions in mm.
1
Vertical deflection of plate (mm)
Position (mm)
0
-1
100
200
300
400
500
-2
Plate centerline
(stiffener location)
-3
-4
-5
-6
-7
Experimental (Deng et al., 2006)

FEM
-8
Figure 4. Comparison of vertical deflection of plate

with measured values.
350
Longitudinal residual stress (MPa)
from a welding torch, was moved along the weld

path in 10 mm increments. After the continuous
fillet weld on one side was finished, the model was
allowed to cool for 30 minutes before the weld on
the other side of the stiffener web was started. The
thermal analysis considered temperature dependent material properties including thermal conductivity, specific heat and density. Heat loss due to
convection and radiation was accounted for using
a film coefficient given by Goldak et al. (1984) to
account for heat loss by both mechanisms. Latent
heats of melting and fusion were also accounted for.
User-defined subroutines were created using the
ANSYS parametric design language to model the
moving heat source and to control the activation
of weld elements as the heat source progressed.
For the second stage of the analysis, the transient temperature field from the thermal analysis
was used as a series of load steps in a structural
analysis. Each load step consisted of an incremental
progression of the heat source along the weld path.
As the heat source advanced along the weld path,
the ANSYS element birth and death feature was
used to activate the weld elements behind the heat
source once their temperature fell below the solidification temperature, taken as 1450C. This enabled the model to simulate the dynamic coupling
of the stiffener to the plate as the weld progressed.
The application of sequential thermal loads, and
the element activation scheme were controlled via
user-defined subroutines.
Boundary conditions in the structural analysis
were representative of the level of restraint in stiffened panels in ship hull girders where a panel with
multiple evenly spaced stiffeners can be divided into
several individually stiffened plates. Longitudinal
edges were constrained to remain straight, but free
to move in the plane of the plating. This produced
a level of restraint similar to that provided by adjacent panels in ship hulls (Dow et al., 1981). Simple
supports were applied at the end cross-sections by
constraining displacements along all three coordinate axes at the centroid of one end and the vertical and transverse displacements at the centroid of
the opposite end. An elastic-plastic material model
was used with von Mises failure criteria and associated flow rule. Nonlinearities due to large strain
and displacement were considered.
The accuracy of the simulation was verified
using the methods described above to simulate
a welding experiment carried out by Deng et al.
(2006). In the experiment, a steel flat-bar stiffener
was connected to a steel plate by sequential, 6 mm
fillet welds. Figure 3 shows the weld sequence and
direction along with the test specimen dimensions.
The material used in the experiment was SM400A
shipbuilding steel with a yield stress of 300 MPa.
Temperature dependent material data necessary for
300
250
200
150
100
50
0
0
100
200
300
400
500
-50
-100
-150
Position (mm)
Figure 5. Longitudinal residual stress at mid-span from

welding simulation.
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distribution determined by finite element analysis

is consistent with measured values available in literature (Michaleris & DeBiccari, 1997; Nagaraja
Rao & Tall, 1961; Kenno et al., 2010). For a more
comprehensive description of the welding simulation method, the reader is referred to Gannon et al.
(2010).
2.2
Shakedown analysis
At the end cross-sections of the stiffened plate,

every node in the section was connected to a single
node at the cross-section centroid using stiff beam
elements. These beam elements were deactivated
during the welding simulation using the ANSYS
element birth and death feature. For the subsequent
shakedown analysis, the beam elements were reactivated so that they forced the end cross-section
nodes to remain planar during the shakedown and
ultimate strength analyses. This constraint represents the support that would be provided by transverse frames added after the stiffeners are welded
to the plate. For the shakedown analysis, an axial
load was applied to the centroidal node of one end
cross-section while the other remained pin supported at its centroid.
3
Table 1.
Stiffened plate dimensions.
Model
tw
tf
T1
T2
T3
T4
T5
T6
T7
350
550
750
950
550
550
550
12
12
12
12
12
12
12
180
180
180
180
100
140
220
100
100
100
100
100
100
100
10
10
10
10
10
10
10
12
12
12
12
12
12
12
1.21
1.90
2.59
3.28
1.90
1.90
1.90
0.34
0.37
0.40
0.43
0.64
0.47
0.31
* All dimensions in mm
Figure 6.
Stiffened plate dimensions.
Table 2.
Maximum distortions in FE models.
PARAMETRIC STUDY
3.1
The study considered tee-stiffened plates with

geometries chosen to cover a range of values of
two non-dimensional parameters commonly used
to characterize stiffened plate geometry. These are
the plate slenderness , and column slenderness ,
given by:
b y
E
t
(2)
a y
=
E
r
(3)
where b is the plate width, t is the plate thickness,

y is the yield stress, E is the elastic modulus, a is
the plate length and r is the radius of gyration.
A summary of the stiffened plate geometries is
given in Table 1 with dimensions defined as shown
in Figure 6. All stiffened plates were 2000 mm long
with 7 mm, continuous fillet welds on each side of
the stiffener base, connecting it to the plate. Welds
were deposited in the sequence shown in Figure 3.
3.2
Plate (mm)
Stiffener (mm)
Model
Vertical
Vertical
Horizontal
T1
T2
T3
T4
T5
T6
T7
2.5
3.3
4.5
5.9
3.0
3.2
3.5
0.86
0.29
0.24
0.24
0.30
0.24
0.42
0.27
0.22
0.14
0.22
0.38
0.30
0.12
Geometry
Geometric imperfection
Welding-induced distortions in the stiffened plates

produced the familiar hungry horse shape seen
in ship structures, where the plating between

stiffeners deflects in a single half-wave towards the
stiffener side of the plate. The welding simulation
also produced column-type vertical, and lateral
distortion of the stiffeners. While maximum outof-plane distortions of the plate fell between the
slight and average levels defined by Smith et al.
(1992), vertical distortions of the stiffeners along
the length of the stiffened plates were slight in all
models except T1. A summary of maximum distortions in the stiffened plates is given in Table 2
where the direction of distortions is consistent
with the orientation shown in Figure 2. It should
be noted that distortions from hot-rolling were not
considered, nor were distortions due to any other
fabrication steps following welding of the stiffener
to the plate.
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Shakedown
0.25 y
T1
T2
T3
T4
T5
T6
T7
0.20
0.14
0.10
0.08
0.13
0.14
0.13
0.79
0.79
0.79
0.79
0.79
0.79
0.79
0.17
0.12
0.08
0.07
0.11
0.11
0.11
0.57
0.57
0.57
0.57
0.57
0.56
0.56
0.13
0.09
0.06
0.05
0.08
0.08
0.09
1.00
1.01
1.02
1.02
1.01
1.02
1.01
* Normalized with respect to yield stress of 360 MPa
1 cycle at 25% of yield stress
250
200
150
100
50
0
-300
-200
-100
-50
100
200
300
-100
Figure 7. Longitudinal residual stress in plate of

model T2.
200
After welding
180
160
140
120
100
80
60
40
20
0
-100
100
200
300
400
Figure 8.
model T2.
Longitudinal residual stress in web of
0
-60
0.5 y
Model t
300
Distance from centerline (mm)
Table 3. Normalized maximum longitudinal residual stresses.

Initial
After welding
350
Distance from top of plate (mm)
Shakedown of residual stress in the tee-stiffened

plates was facilitated by application of a single
cycle of axial load at the centroid of the simply
supported stiffened plates. For each model, two
load amplitudes were considered; one producing
an average stress in the stiffened plate equal to
0.25 y, and the other producing an average stress
of 0.5 y. The load cycles began with a linearly
increasing compressive load. This was followed by
a linear transition to the same load in tension, after
which the load was reduced linearly back to zero.
Table 3 contains a summary of normalized
maximum tensile t , and compressive c , residual
stresses in the plates of the finite element models before and after shakedown. To exemplify
the change in the longitudinal residual stress distribution due to shakedown, Figure 7, Figure 8
and Figure 9 show the residual stress distributions in the plate, web and flange respectively, of
model T2. The results indicate that residual stresses
are reduced significantly by shakedown. Where the
applied load produced a stress equal to 0.25 y, tensile and compressive residual stresses were reduced
by approximately 20% and 15%, respectively. When
the applied load produced a stress equal to 0.5 y,
welding-induced residual stresses were reduced by
around 43% in tension and 40% in compression.
It is evident from the results in Table 3 that the
geometry of the stiffened plates had little influence
on the effects of shakedown. It is also noted that
due to the low magnitude of compressive residual
stress and the amplitude of the applied load, no
plastic straining occurred during the compressive
portion of the load cycle. Shakedown in this case
occurred only during the tensile part of the load.
The residual stress distribution in the plate of
model T2 before shakedown is shown in Figure 7.
The plate has a tensile stress zone approximately
66 mm wide, so that the tensile stress block
parameter (Figure 1) is equal to 2.75. After
400
3.3
-50
-40
-30
-20
-10
10
20
30
40
50
60
-1
-2
-3
-4
After welding
Figure 9. Longitudinal residual stress in flange of

model T2.
welding, the width of the equivalent tensile stress

block decreased so that = 2.17 and = 1.57 for
shakedown stresses of 0.25 y and 0.5 y, respectively. This is consistent with Faulkners (1975)
statement that the range of decreases from 4.56
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to 34.5 after shakedown, however in this case

values were lower than Faulkner's suggestion.
Distortion in stiffened plates was also affected by
shakedown. Figure 10 and Figure 11 show changes
in distortion in model T2 following one load cycle
at 0.5 y. These changes in distortions, along
with the reduced state of residual stress shown in
Figures 7 through 9 indicate that there are significant changes in fabrication-related imperfections
once a hull girder has been in subjected to longitudinal bending moments during service.
3.4
Ultimate strength
The strength and behaviour of the stiffened plates

is characterized by plots of average axial strain versus average axial stress, known as load-shortening
curves. An axial displacement was applied at the
centroidal node of one end cross-section while the
opposite end remained pin-supported at its centroid, producing a compressive load on the stiffened plate that was uniformly distributed over the
cross-section through stiff beam elements connecting the nodes of each end cross-section. An applied
Vertical deflection of plate (mm)
3.5
displacement was used in order to allow the

post-ultimate portion of the load-shortening curve
to be calculated.
Load-shortening curves were also calculated for
each stiffened plate considering welding-induced
distortions, but no residual stresses. This was done
to evaluate the ultimate strength when it is assumed
that residual stresses have been completely relieved
by shakedown. The ultimate strength analyses
considered large strains and displacements and
used the same material properties as the welding simulation and shakedown analysis described
previously.
Table 4 provides a summary of normalized ultimate stress values for the stiffened plates calculated
by finite element analysis. Ultimate stress values are
given before shakedown ( u,0 ), after one load cycle
at 0.25 y ( u,25 ), after one load cycle at 0.5 y ( u,50 )
and with no residual stress ( 0RS ). An example of
load-shortening curves before and after shakedown is given in Figure 12 for model T5, and the
deformed shape of the model in the post-ultimate
stage is shown in Figure 13. This overall column
type of buckling failure is typical of the stiffened
plates considered in this study where the effective
width of the plate is reduced until the cross-section
can no longer sustain the applied load.
3
2.5
Table 4.
Normalized ultimate strengths.
2
1.5
1
After welding
0.5

0
-300
-200
-100
100
200
300
Figure 10.
Vertical distortion of plate at mid-span.
Model
u,0
u,25
u,50
0RS
T1
T2
T3
T4
T5
T6
T7
1.00
0.87
0.65
0.58
0.86
0.86
0.86
0.99
0.89
0.67
0.59
0.89
0.89
0.88
0.99
0.92
0.68
0.61
0.92
0.92
0.91
1.00
1.00
0.73
0.63
1.00
1.00
1.00
Normalized axial stress, /y
Vertical distortion of plate at

mid-plane (mm)
0.3
0.25
0.2
After welding
0.15

0.1
0.05
0
0
-0.05
Figure 11.
stiffener.
500
1000
1500
2000
(3)
0.9
No shakedown (1)
(2)
1 cycle at 25% of yield stress (3)
(1)
0.8
1 cycle at 50% of yield stress (2)
0.7
No Residual Stress
0.6
0.5
0.4
0.3
0.2
0.1
0
0
Distance along axis of stiffener (mm)
Normalized axial strain, /y
Vertical distortion of plate along axis of

Figure 12.
Load-shortening curves for model T5.
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Shakedown of residual stress increased the ultimate strength of the stiffened plates by a maximum
of 3.4% for an applied stress of 0.25 y and 6.5%
for an applied stress of 0.5 y (models T5 and T6).
Results of the ultimate strength analyses indicate
that the percentage change in ultimate strength due
to shakedown does not vary significantly with the
geometry of the stiffened plate. Figure 12 shows
that although shakedown increased the ultimate
load of model T5, it had little influence on the
shape of the load-shortening curve. The shape of
load-shortening curves calculated for the other
stiffened plates were also similar before and after
shakedown.
A comparison of ultimate strengths after shakedown at a stress of 0.5 y against values calculated
without considering residual stress reveals that the
remaining residual stresses may still decrease the
ultimate strength by as much as 10%. This shows
that a potentially unsafe design may result if it
is assumed that residual stresses are completely
relieved by shakedown in order to simplify an ultimate strength analysis.
4
Figure 14.
Location of nodes for results comparison.

400
1
3,5, 7
300
2
Stress (MPa)
Deformed shape of Model T5 after ultimate
Node 1
4,6
Node 2
200
100
3, 5, 7
0
-500
-300
-100
100
-100
2
300
1 8
4, 6
-200
Strain ()
Figure 15. Stress-strain history during shakedown with

kinematic hardening.
EFFECT OF HARDENING
AND NUMBER OF LOAD CYCLES
400
1
The shakedown analyses in Section 3 assumed an

elastic perfectly plastic material so that it would be
consistent with the material behaviour used in the
welding simulation. In order to understand how
those results might differ from those of a shakedown analysis where kinematic strain hardening
is considered, shakedown analyses of a stiffened
plate with no strain hardening and with a kinematic hardening material were run and results are
compared below.
Model T5 (Table 1) was chosen for the analysis
and the initial residual stress was similar to that
show in Figures 7 through 9. A notional hardening modulus of 5 GPa (Andersen 2000) was
3,5,7
300
2
Stress (MPa)
Figure 13.
load.
used, which is typical of mild steels used in ship

structures. The difference in shakedown behaviour between the two analyses with different plastic material properties is shown by comparing the
strain histories at two nodes located at the midplane and at the mid-length of the model. Node 1
is located at the mid-width of the plate in the tensile stress zone, and node 2 is located near the edge
of the plate where the residual stress is compressive. The node locations are shown in Figure 14.
Figure 15 shows the strain history at these points
over 3 load cycles represented by 8 steps with a
stress amplitude of 0.25 y. Figure 16 shows the
same for the case where the material is perfectly
plastic. A summary of residual stresses at node 1
and node 2 at the points indicated in Figure 15 and
Figure 16, is provided in Table 5.
8
Node 1
Node 2
200
4,6
100
3,5,7
0
-400
2
-300
-200
-100
1
-100
100
200
300
400
4,6
-200
Strain ()
Figure 16. Stress-strain history during shakedown with

no hardening.
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The results in Table 5. indicate that there is little

difference (0.7%) in the tensile residual stress after
shakedown between the two models considering
perfectly plastic and kinematic hardening materials. The change in compressive residual stress due
to shakedown was virtually the same for both models. Furthermore, examination of Figure 16 and
Figure 17 reveals that for both the perfectly plastic
Table 5. Stress history comparison considering
perfect plasticity and kinematic hardening.
Kinematic hardening
Perfectly plastic
Step
Node 1
Node 2
Node 1 Node 2
1
2
3
4
5
6
7
8
350
269
365
204
365
204
365
285
50
132
38
126
38
126
38
44
350
269
363
202
363
202
363
283
50
132
38
126
38
126
38
44
*All values in MPa
Applied stress, /y
0.15
0.05
1
8
-0.05
-0.1
-0.15
-0.2
-0.25
Figure 17.
Variable amplitude load history.

400
1
2
300
Stress (MPa)
8
6
200
Node 1
Node 2
100
-200
2 6
-100
0
-100
3 7
0
-300
CONCLUSIONS
0.1
VARIABLE AMPLITUDE LOAD CYCLES
In order to determine whether residual stress relief

by elastic shakedown is controlled only by the
maximum applied load and not by the load history, model T5 was subjected to 3 variable amplitude load cycles. The complete load history is
illustrated in Figure 17 and the strain histories at
nodes 1 and 2 (Figure 14) are plotted in Figure 18.
The maximum applied stress was 0.25 y and the
material model used for the analysis assumed perfectly plastic behaviour.
After application of the variable amplitude
cyclic load, the tensile stress at node 1 and the
compressive stress at node 2 were reduced to
283 MPa and 44 MPa, respectively. Referring to
Table 5, where shakedown occurred entirely during the first cycle at a stress of 0.25 y, it is evident
that the maximum applied stress governs the final
magnitude of residual stress and that the sequence
of loads is not relevant.
6
0.2
-400
0.25
and kinematic hardening models, all plastic straining and thus, residual stress shakedown occurred
entirely during the first load cycle.
100
200
300
400
1 8
-200
Strain ()
Figure 18. Stress-strain history for variable amplitude

loading.
Welding-induced three-dimensional residual stress

and distortion fields in tee-stiffened plates were
simulated using finite element analysis. Cyclic axial
loads were applied to the stiffened plates and the
resulting reduction in residual stress due to elastic
shakedown was studied. Following the shakedown
analysis, a compressive axial load was applied to
the stiffened plates and their strength and behavior
was characterized by load-shortening curves. The
effects of strain hardening and variable amplitude
load cycles on shakedown were also investigated.
The following summarizes key conclusions drawn
from this study.
Welding-induced residual stresses in stiffened
plates typical of ship hull girders may be significantly reduced when subjected to axial loads while
in service. For applied axial stresses of 0.25 y and
0.5 y, longitudinal residual stresses were decreased
by around 20% and 40%, respectively. Residual
stresses are relieved entirely during the first load
cycle of a constant amplitude cyclic load. When
the load amplitude is varied, the magnitude of the
highest load is the primary factor controlling the
amount of residual stress shakedown achieved.
After partial stress relief by shakedown under
average axial stresses of 0.25 y and 0.5 y, the
ultimate strengths of tee-stiffened plates increased
by 1.53.5% and 4.57%, respectively. When
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welding-induced residual stresses were neglected

and only distortions included, the ultimate strengths of the stiffened plates increased by 816%.
This suggests that although residual stress relief
by shakedown in stiffened panels is beneficial, it
should not be assumed in a hull girder analysis
that residual stresses are entirely removed due to
shakedown while in service, as this may lead to
overly optimistic estimates of hull girder ultimate
strength.
A comparison of strain hardening models demonstrated that for hardening moduli typical of
shipbuilding steels, kinematic hardening has little
influence on shakedown of welding-induced residual stress.
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Gharghouri, M. 2010. Residual stress distributions in
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Geometrical effects on strength and deformability of corroded

steel plates
Muhammad Rabiul Islam
Graduate School of Engineering, Yokohama National University, Yokohama, Japan
Yoichi Sumi
Faculty of Engineering, Yokohama National University, Yokohama, Japan
ABSTRACT: Strength and deformability of steel plates for marine use are studied from the viewpoint
of geometry of corrosion pits and the size effect of corroded plates. The actual shape of corrosion pit
depends on the surrounding environment, which may result in a variety of pitting shapes such as conical and ellipsoidal shapes. In the present study, the effect of the two shapes has been investigated by
the non-linear, large deformation and three-dimensional finite element analyses for simulated corrosion
surfaces generated by a probabilistic model of a corrosion process. The strength of corroded plates with
semi-ellipsoidal pits is found to be estimated by the empirical formula obtained from that with conical
pits, where the estimation is based on the minimum cross sectional area of the plate. The deformability
and energy absorption of the corroded plates could be estimated by the surface roughness represented by
the difference of averaged plate thickness and that at the section of minimum cross sectional area. Having
investigated the size effect of corroded plates probabilistically, it has been quantitatively shown that the
strength and deformability reduce with increasing plate length, while they may increase with increasing
plate width. The size effect is more pronounced for deformability with the change of width.
1
INTRODUCTION
Corrosion wastage is a prominent cause of age

related deterioration of steel structures. Metal
degrades locally in pit forms reducing strength and
deformability, which are main salient features for
integrity of steel structures. Since the effect of corrosion is due to the geometric change of structures
where chemistry does not come into play (Oka et al.,
1990), studies related to pitting corrosion should
take into account of the actual shape of pitting,
which is considerably affected by the surrounding
environment. Nakai et al. (2004a, b) observed circular cone-shaped pits in the hold frames of bulk
carriers, and ellipsoidal-shaped pits in the bottom
shell plates of a tanker. They investigated actual
pitting corrosion observed on hold frames of
bulk carriers in different studies (2004a, b, 2005 &
2006). Paik et al. (2003 & 2004) studied the ultimate strength behavior of corroded plates, whereas
Sumi (2008) estimated tensile strength and deformability by using replica specimen.
The present study focuses on the effects due to
pit geometry and plate size, where various corrosion conditions with conical and ellipsoidal pits
have been simulated using probabilistic model
proposed by Yamamoto and Ikegami (1998) for

conical pits.
Strength and deformability reduction under
quasi-static uni-axial tensile load is estimated by a
series of non-linear implicit finite element analysis. Commercial code LS DYNA 971 is used with
the material type of piecewise linear plasticity.
In non-linear FE analyses it is required to define
materials behavior under large strain. Material true
stress-true strain relationship is investigated with
the help of tensile test by using vision-sensor technology. Inhomogeneous strain field is calculated
by the effective strain defined by Scheider et al.
(2004), and tri-axial state of stress is considered
using both Bridgman (1964) and Ostsemin (1992)
correction factors. Results of FE analyses are also
verified by experiments in the case of ellipsoidal
pits. The material used is a conventional structural
steel SM490A. Empirical formulae for strength
reduction (Paik et al., 2003) and deformability
reduction (Ahmmad and Sumi, 2010) have been
examined for ellipsoidal pits.
Size effects of strength, deformability and energy
absorption of corroded plates are also investigated
by the numerical simulation with the use of the
central limit theorem.
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Table 1.
Material
Material properties.
Youngs Tensile
Yield
Mass
strength density modulus strength
3
(MPa)
Elongation
(MPa) (kg/m ) (GPa)
SM490A 365.0
7853.6
206.9
509.4
28.73
Failure
strain
0.97
(1998), we shall assume the phenomena of

corrosion by the three sequential processes.
Life of paint coating (T0) follows lognormal distribution with parameters 0 (mean of ln(T0)) and
0 (standard deviation of ln(T0)):
fT0 (t ) =
Figure 1.
(1)
Transition time between active and progressive

pitting (Tr) follows exponential distribution with
parameter (inverse of mean transition time):
True stresstrue strain relation.
gTr (t ) =
MATERIAL PROPERTY IN LARGE

STRAIN
Geometric configuration of a specimen changes

considerably under large deformation due to necking, which makes the measuring process of material response during the large plastic deformation
a great challenge. Inhomogeneous strain field may
result in a tri-axial stress state. In the case of large
and non-uniform deformation, the true form of
quantities of stress and strain should be considered. As far as the deformation is uniform the true
form can be calculated from engineering quantities, but after the initiation of diffuse necking,
it requires the precise measurement of the instantaneous deformation.
In the present paper, the vision-sensor technology (Ahmmad and Sumi, 2010) is used in obtaining
the relationship between the true stress and the true
strain beyond the onset of localized necking, which
can be accomplished by introducing Bridgman
(1964) and/or Ostsemin (1992) correction factors.
The mechanical properties of the material used in
the present work are listed in Table 1. In the current
study local necking is observed at effective strain,
0.41. The average percentage of stress correction
at this value is 0.8% (1% by Bridgman and 0.6%
by Ostsemin) so that the effect is not so significant
(see Figure 1).
3
( t )2
1
0
exp
.
2 0t
2 02
p ( t ).
(2)
In the third process, depth of pit (z) progresses

with time () elapsed after the generation of progressive points as:
z() = a.()b; a, b coefficients,
(3)
where the coefficient b varies from 1 to 1/3 depending on materials, environmental conditions and etc.
The coefficient a follows lognormal distribution
with parameters a(mean of ln(a)) and a(standard
deviation of ln(a)):
ha ( x ) =
( x
1
exp
2 a x
2 a2
)2 .
(4)
They estimated the parameters governing their

probabilistic model from a survey carried by
ClassNK on 50 bulk carriers. These values are estimated for four different locations of those ships, in
which values corresponding to bulkhead plates in
cargo holds are used in this study. Using Monte
Carlo Simulation 5 data-sets for each process are
generated.
The shape functions for conical and ellipsoidal pits are defined in the following form; conical
shape:
SIMULATION OF PITTED SURFACE
W0 (
According to the description of a probabilistic corrosion model proposed Yamamoto and Ikegami
0 , r0 , 0 )
= 0 max 0 r0
(x x0 )2 + ( y y0 )2
(5)
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ellipsoidal shape:
0 , r0 , 0 )
W02 (
= 02
( {
max 00, r02
{(x x ) + ( y y ) }}), (6)

2
where X0 and X are the position vector of a pit

center and that of an evaluation point, z0 and r0 are
the depth and the radius of a corrosion pit at X0.
The parameter 0 ( = z0/r0) follows normal distribution with parameters (mean of ) and (standard deviation of ):
f ( x ) =
( x )2
1
exp
.
2
2 2
(7)
Each sample of the corroded surfaces is defined

by using equally spaced data points. Pit cusps are
located by using uniform random variants. CADsoftware RHINOCEROS is used to model the
corrosion surface by the NURBS surfaces. Corroded surfaces with different DOP (Degree of pitting intensity) are generated by varying the time ()
of equation (3).
4
FINITE ELEMENT ANALYSES
The test specimen is illustrated in Figure 2, whose

finite element model is generated by MSC Patran
using 8-node hexahedron elements (Figure 3).
Analyses have been carried out by the nonlinear
Figure 2.
implicit finite element code of LS-DYNA using

an elasto-plastic material where an arbitrary stress
verses strain curve can be defined. This material
model is based on the J2 flow theory with isotropic
hardening (Hallquist, 1998). A constant velocity,
V(t) = 3 mm/min, is applied in the loading direction. Fracture is introduced by allowing elimination of elements when strain to failure is achieved.
FE results are validated by experiments using the
test specimens with ellipsoidal pits.
4.1
Mesh size effect
Mesh size always has significant effects on finite element results. Strain to failure is generally increases
with finer finite element meshes. So, it was aimed
to find out an appropriate element size along with
strain to failure for which experimental total elongation of specimen can be achieved. In the case
of current model, it has been found that the effect
of element sizes except for the loading direction
are not so significant (Ahmmad and Sumi, 2010).
Therefore, the element size is kept constant (1 mm)
in width direction in the present analysis. Since the
element size in the thickness direction may vary
for specimens with corroded surfaces, the effects
of element sizes in the thickness along with length
(loading) directions are investigated.
As is shown in Figure 4, the total elongation
may change with the element size in the loading
direction. In the present analysis, the failure criterion in terms of the effective strain in an element
is determined in such a way that the total elongation in FE analysis reaches that of the experiment,
28.73% (Table 1) in a flat specimen. It is seen that
the total elongation reaches the experimental value
at effective strain 0.932 in the case of element
size, 1 mm, so that this value with 1 mm mesh is
used for the failure effective strain in the following
analyses. In Figure 5 effect of loading and thickness directional element size is shown, where the
strain to failure is normalized by the value 0.932.
Test specimen for tensile test.
Figure 3. Finite element modeling: (a) Boundary conditions. (b) The minimum value of hz is 1 mm under deepest pit cusp.
Figure 4. Effect of the mesh size in the loading direction

for stress-strain relationship.
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Figure 5. Effect of the mesh size in the loading and

thickness directions with regard to the failure strain.
Figure 6. Cross sectional average corrosion diminution

of 5 ellipsoidal pitted specimen.
From this figure it is found that the element size in

the thickness direction does not exhibit significant
effect. In the case of corroded specimens, a minimum element size 1 mm is maintained by defining
a middle surface (Figure 3b), while the element size
is kept 1 mm in the other two directions.
4.2
Comparison between FE and experimental

results
Five specimens of different corrosion conditions

(DOP 20%, DOP 50%, DOP 78%, DOP 93% and
DOP 99%) with ellipsoidal pits are processed in the
present study. Figure 6 shows the averaged cross
sectional area along the specimen length, in which
the locations of failure are also indicated. It may
be seen that they show very strong correlation with
the location of minimum thickness of the cross
section. From FE analysis it is observed that stress
concentration occurs at each pit cusp, where a
shear band begins to form. The final failure occurs
at the position of the minimum thickness in a shear
band. Locations of failure in FE analyses exactly
coincide with those of experiments (Figure 7)
except for DOP 50%, in which there exist the two
possible sections. (see the insets of Figure 6).
In comparing the experimental and FE results
(Figures 8 and 9), they generally exhibit fairly good
agreement with each other, where the nominal
stresses are based on the intact cross section of the
flat specimen. Since the continuous measurement
by extensometer is not available for DOP 78% and
DOP 93%, the total elongations are measured from
fracture specimens in these cases. The experimental
results and FE analysis are listed in Table 2.
4.3
Figure 7. Locations of failure in simulations (top) and

experiments (bottom).
Figure 8. Experimental results for nominal stress

nominal strain (ellipsoidal pits).
Effect of pit shape on strength

and deformability
A number of non-linear implicit finite element

analysis have been carried out for different corrosion conditions considering conical and ellipsoidal
Figure 9. FE analysis of experimental specimens

(ellipsoidal pits).
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Table 2. Strength and elongation of plates with

ellipsoidal pits.
DOP (%)
Tensile
strength
(MPa)
Elongation
(%)
20
50
78
93
99
Exp. 509.4 498.1 484.0 452.3 432.8 373.4

FE. 507.8 495.8 480.8 455.4 429.3 373.0
Exp. 28.7 24.0 24.0 18.5 19.0 18.0
FE. 28.7 21.5 23.5 18.5 17.6 18.0
pits using 5 sample data sets of probabilistic

corrosion model. From Figures 10 and 11 it is clear
that total elongation of pitted specimen decreases
considerably with increasing DOP whereas tensile
strength decreases moderately. Considering the
case where DOP = 99%, deformability decreases
51% and strength decreases 18% in case of conical shape whereas those amounts are 56% and 33%
respectively in the case of ellipsoidal pit. Higher
material loss due to elliptical shape is responsible
for this phenomenon.
Paik et al. (2003) derived an empirical formula
for predicting the ultimate compressive strength
and shear strength based on damage (Dm):
Ru = (1 Dm)0.73,
(8)
Figure 10. FE results for nominal stressnominal

strain relationship (conical pits).
Figure 11. FE results for nominal stressnominal

strain relationship (ellipsoidal pits).
where Ru is the ultimate tensile strength of pitted

plates normalized by that of an intact plate. The
damage is defined by
Dm =
A0
AP
A0
(9)
where A0 is the intact sectional area and AP is the

smallest cross sectional area due to surface pits.
The present study shows very good agreement with the formula for both types of pit shape
(Figures 12 and 13). Experimental results are also
plotted in Figure 13. It is found that strength
reduces approximately 20% in 10 years due to conical pits in a bulk carrier.
Ahmmad & Sumi (2010) derived two empirical formulae for predicting deformability reduction due to conical pit based on surface roughness
given by
Rd
1 8 14RS + 26.4RS2 f
0 Rs 0.15,
Figure 12. Strength reduction at different damages for

specimens with conical pits.
(10)
and
Rd
1 0 2RP 5.3RP2 f
0 RP 0.35.
(11)
In equation (10) and (11) Rd is the ratio of total

elongation of pitted plate to that of an intact plate
Figure 13. Strength reduction at different damages for

specimens with ellipsoidal pits.
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Figure 14. Change of deformability reduction with

surface roughness due to ellipsoidal pits.
in minimum section by relating the width and

length of plate to their representative quantities.
In this study the size effect coefficient so obtained
will be used to predict the size effect of strength,
deformability and energy absorption reduction
due to pitting corrosion.
According to Yamamoto (2008), a plate sample
is discretized by N number of cross sections where
each cross section consists of M number of points,
which means that N and M are the numbers representing plate length and width, respectively. The
average sectional corrosion diminution (
) can
be defined as:
ZM =
1
M
z (x ym ),
(14)
m =1
where z(x, ym) is the corrosion diminution of mth

sampling point in a transverse section located at
position x. In the present analysis, the sampling
points are equally spaced in the x- and y-direction
with the distance 1 mm. The value, Z M , is assumed
to be a random variable, so that the central limit
theorem leads it to follow a normal distribution
regardless of the original distribution,, with a
standard deviation of mean as M M .
Therefore, we can obtain
Figure 15. Change of deformability reduction with

maximum surface roughness due to ellipsoidal pits.
and the variables representing surface roughness

are given by
RS
Dm
zavg
T
; RP =
Pmax
T
zavgg
(12), (13)
respectively, where zavg is the average corrosion

diminution, T is the thickness of the intact plate
and Pmax is the depth of the deepest pit.
As illustrated in Figure 14, current study shows
that equation (10) is also applicable for ellipsoidal
pits with the specified range, whereas equation (11)
gives good estimation in a very limited range of
application, say surface roughness (RP) up to 0.1
for ellipsoidal pits (Figure 15). With increasing RP
value, the scatter of Rd increases, so that equation
(10) is recommended for use in the estimation of
deformability. Deformability is reduced more than
60% due to ellipsoidal pit for a corroded surface
with DOP = 99%.
5
SIZE EFFECT
Yamamoto (2008) studied size effect of pitted plate

in the evaluation of average thickness diminution
M=
2
= Representative Width,
2
M
(15)
where is the standard deviation of corrosion

diminution of the whole domain. The distribution
function for the maximum Z M among N sections
can be given by:
gN max ( z ) = N FZ M ( z )
N 1
fZ M ( z ) ,
(16)
where fZ M ( z ) is the probability density function

of the normal distribution of Z M . The mode
value of the above distribution can be expressed by
using the inverse of standard normal distribution
function :
1
z MN mod = FZM1 1
N
=+
1 1 ,
N
M
(17)
where is the mean corrosion diminution of

the whole domain. Equation (17) shows that the
maximum average sectional corrosion diminution decreases and converges to with increasing
representative width, M, while it monotonically
increases with increasing representative length, N.
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Rewriting equation (17), the representative length

can be expressed as:
N=
5.1
1
M z MN
1
(18)
Effect of width and length on maximum

sectional average corrosion diminution
The relationships expressed by equations (15) and

(18) are examined by varying both actual width
and actual length from 200 mm to 1,000 mm by
100 mm interval for six sample specimens with
conical pits with seven corrosion conditions. The
averaged relations are shown in Figures 16 and 17,
in which they show linear correlation.
The maximum average sectional corrosion diminution (equation (17)) can be evaluated by adding
size effect coefficient, SC, multiplied by standard
deviation of corrosion diminution of whole area to
the average corrosion diminution of whole area.
Figure 18. Size effect on maximum sectional average

corrosion diminution.
SC =
1
1
1 1 .
N
M
(19)
The size effect coefficient is illustrated in

Figure 18, extending the length and width up to
3000 mm based on the results of Figures 16 and
17 in an averaged manner. This may cover the
standard size of stiffened panel in marine structures. The size effect of width is more pronounced
than that of length, and it decreases gradually
with increasing the width, while it increases with
increasing the length.
5.2
Size effect on strength, deformability

and energy absorption reduction
Ahmmad & Sumi (2010) proposed an empirical

formula for estimating energy absorption reduction due to pitting, which is given by
Re = Ru Rd
Figure 16. Linear approximation for relation between
actual and representative width.
where Ru and Rd represent strength reduction

(equation (8)) and deformability reduction (equation (10)), respectively. Estimation of Ru solely
depends on damage of surface, whereas Rd can
be estimated from damage and average corrosion
diminution. In order to investigate the size effect
on Ru, Rd and Re, damage can be redefined as:
Dm =
Figure 17. Linear approximation for relation between

actual and representative length.
(20)
z MN mod
T
(21)
The mean and standard deviation appearing in

equation (17) are statistically independent regardless of location. As an illustrative example, here, we
shall investigate the size effect of strength, deformability and energy absorption reduction of a specimen with plate thickness, T = 16 mm, = 3.09 mm
and = 1.33 mm, and the results are shown in
Figures 1921. As can be seen from Figure 19,
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CONCLUSIONS
Two types of pit geometry and the size effect of

corroded plates have been studied numerically
and experimentally to examine the strength and
deformability of corroded plates. The following
findings are obtained:
Figure 19.
Figure 20.
factor.
1. The empirical formulae for strength reduction

and deformability reduction derived for conical
pits are also applicable to ellipsoidal pits.
2. Strength and deformability reduction is higher
for ellipsoidal pits than those for conical pits
because of the geometrical effect.
3. By combining the size effect coefficient of the
maximum average sectional corrosion diminution with the strength and deformation
reduction factors, the size effect of strength
reduction, deformability reduction and energy
absorption reduction due to pitting corrosion
can be estimated.
4. Strength and deformability increase with
increasing the plate width, while they reduce
with increasing length.
5. The size effect of strength reduction is not so
significant for a plate wider than 500 mm,
while deformability is affected in a much wider
range.
Size effect on strength reduction factor.
Size effect on deformability reduction
ACKNOWLEDGEMENTS
The authors express their appreciation to
Mr. S. Michiyama and Mr. H. Arakaki for their
supports during the present work. This work has
been supported by Grant-in-Aid for Scientific
Research (No. A(2) 22246109) from the Ministry
of Education, Culture, Sports, Science and Technology to Yokohama National University. The
authors are grateful for the support.
REFERENCES
Figure 21.
factor.
Size effect on energy absorption reduction
the size effect on strength is not so significant for

plates of wider than 500 mm, while deformability
reduction and energy absorption reduction are
influenced in a wider range.
The results also show that strength and deformability reduce with increasing plate length, while
they increase with increasing plate width. This
phenomenon may be interpreted in the following
way; the parallel load-bearing paths strengthen
the structural redundancy with increasing a plate
width. On the contrary, a least durable section may
appear by increasing the specimen length.
Ahmmad Md. M. & Sumi, Y. (2010). Strength and

deformability of corroded steel plates under quasistatic tensile load. J Mar Sci Technol vol. 15(1),
pp. 115.
Bridgman, P.W. (1964). Studies in Large Plastic Flow and
Fracture. Cambridge, Massachusetts.
Hallquist, J.O. (1998). LS-DYNA Theoretical Manual.
Livermore Software Technology Corporation.
Nakai, T., Matsushita, H. & Yamamoto, N. (2004). Effect
of pitting corrosion on local strength of hold frames
of bulk carriers (2nd report)Lateral-distortional
buckling and local face buckling. Marine Structures
vol. 17, pp. 612641.
Nakai, T., Matsushita, H. & Yamamoto, N. (2005).
Pitting corrosion and its influence on local strength
of hull structural members. Proceedings of the ASME
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24th International Conference on Offshore Mechanics

and Arctic Engineering OMAE2005-67025.
Nakai, T., Matsushita, H. & Yamamoto, N. (2006). Effect
of pitting corrosion on the ultimate strength of steel
plates subjected to in-plane compression and bending.
J Mar Sci Technol vol. 11(1), pp. 5264.
Nakai, T., Matsushita, H., Yamamoto, N. & Arai, H.
(2004). Effect of pitting corrosion on local strength
of hold frames of bulk carriers (1st report). Marine
Structures vol. 17, pp. 403432.
Oka, M., Kitada, H. & Watanabe, T. (1990). Experimental study on statistical strength of corrosive mild steel.
Journal of the Japan Society of Naval Architects and
Ocean Engineers vol. 167, pp. 229235 (in Japanese).
Ostsemin, A.A. (1992). Stress in the least cross section
of round and plane specimen. Strength of Materials
vol. 24(4), pp. 298301.
Paik, J.K., Lee, J.M. & Ko, M.J. (2003). Ultimate
strength of plate elements with pit corrosion wastage. J Engineering for Maritime Environment vol. 217,
pp. 185200.
Paik, J.K., Lee, J.M. & Ko, M.J. (2004). Ultimate shear
strength of plate elements with pit corrosion wastage.
Thin-Wall Structures vol. 42, pp. 11611176.
Schider, I., Brocks, W. & Cornec, A. (2004). Procedure
for the determination of true stress-strain curves from
tensile tests with rectangular cross-sections. Journal
of Engineering Materials and Technology vol. 126,
pp. 7076.
Sumi, Y. (2008). Strength and deformability of corroded
steel plates estimated by replicated specimens. Journal
of Ship Production vol. 24(3), pp. 161167.
Yamamoto, N. (2008). Probabilistic model of pitting
corrosion and the simulation of pitted corroded
condition. Proceedings of the ASME 27th International Conference on Offshore Mechanics and Arctic
Engineering OMAE2008-57623.
Yamamoto, N. & Ikegami, K. (1998). A study on the
degradation of coating and corrosion of ships hull
based on the probabilistic approach. Journal of Offshore Mechanics and Arctic Engineering vol. 120,
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Methods to cope with up heaval buckling of high temperature

offshore pipelines in Mexicos Bay of Campeche
J. Ochoa Z., J.E. Iturriaga F. & S. Melndez P.
PEMEX Exploracin y Produccin, Mxico
ABSTRACT: In Mexico, offshore pipelines are installed inside trenches. This has the effect of restraining
their movements to some extent, due to the weight of the backfill and the friction of the soil around the
pipe. When high temperature hydrocarbons start flowing through the pipelines, the friction around them
prevents the elongation and an axial force builds up. This force reaches a point where the restraining forces
are not enough to hold the pipe and buckling occurs. For buried pipelines the buckling is upwards, thus
the name Up Heaval Buckling (UHB). The mitigation measure for this problem is to add weight in the
form of rock or concrete mattresses at the places where UHB might occur. In Mexico a group of factors
have resulted in very expensive solutions, thus, PEMEXs engineering department is working on finding
the most adequate methods to cope with UHB.
1
INTRODUCTION
When steel pipelines are heated they tend to increase

their dimensions, and particularly their length, due
to thermal expansion. When a pipeline is installed,
either offshore or inland, the contact between the
soil and the pipe restrains the movement to some
extent, due to the friction produced by this contact. When high temperature hydrocarbons start
flowing through the pipe, the temperature of the
pipe starts to increase, but the restraining force
produced by the friction prevents the elongation,
and an axial force starts building-up along the pipe.
As time passes, the pipeline temperature starts
approaching the temperature of the hydrocarbons.
If the temperature of the hydrocarbons is above a
certain limit, the axial force reaches a point where
the restraining forces are not enough to hold the
pipeline in place and elongation occurs.
Normally, the restraining forces that keep the
pipeline in place are not constant along the pipe,
so, the increasing axial force produced by heating
the pipe will be higher than the restraining forces at
certain locations first along the pipeline. These local
elongations between still-fixed sections implicate
that the pipeline will buckle where the restraining
forces are lower, thus exceeded first by the increasing axial force. Having a sideways or upwards
curvature along the axis of the pipeline makes
the location of the curvature prone to buckling.
As the curvature increases in a specific location,
so does the risk of buckling. When the curvature
of the pipelines axis is downwards (concave),
the development of the buckle is prevented by the
contact between the soil and the pipe.
The type of buckling described above is known

as global buckling. Local buckling is when, in a
localized section, the plate that forms the pipeline
buckles. The scope of this work focuses on global
buckling.
Although high temperature is the factor that
affects the most the elongation of the pipeline and
therefore its eventual buckling, high internal pressure has a minor contribution. Generally, the pipelines that are prone to buckling are those known
as high temperature, high pressure or HT/HP
pipelines.
Global buckling is a load response and not a
failure mode as such. Global buckling may, however, imply an ultimate failure mode such as:
local buckling
fracture
fatigue. (DNV, 2007)
Global buckling not being a failure mode, in
some cases it is not just allowed but even needed
and designed to happen at predefined locations to
keep the stresses and response of the pipeline under
the allowable limits. Letting the pipeline buckle at
pre-defined locations can achieve significant
CAPEX reduction over the very few viable alternatives, such as trench and rockdump. (Hooper
et al., 2004).
DNV (2007) groups the possible pipeline buckling scenarios in 3 categories:
Exposed pipelines on even seabed
Exposed pipelines on un-even seabed
Buried/covered pipelines.
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For exposed pipelines, global buckling is

permitted, and the analysis and design philosophy
is based on allowing the pipe to buckle at specified
locations. The design for these scenarios includes
horizontal curvatures meant to induce buckling,
which liberates the expansion forces. This method
is known as Snake-lay Design, and, as Hooper et al.
(2004) explain it, the philosophy involved is to
work with the response rather than against it.
Sometimes, in order to reduce the friction
between the soil and the pipeline in the locations
where buckling has to occur, thus facilitating the
process, the pipeline is laid over steel pipes installed
perpendicular to the axis of the pipeline, in the
locations where the curvature is specified. These
steel pipes over which the pipeline is installed are
known as Sleepers.
For buried or covered pipelines, the analysis
and design philosophy is to prevent buckling completely; this is achieved by maintaining the restraining forces always higher than the driving forces.
When a pipeline is installed inside a trench, the
buckling tends to be upwards, in a vertical plane,
as this direction presents less resistance to the pipe
movement, thus the name Up Heaval Buckling
(UHB).
In Mexico, the code for designing offshore pipelines (PEMEX, 2009) specifies that they have to
always be installed inside trenches, with a minimum
depth of lowering (DOL, vertical distance between
the top of the pipeline and the undisturbed seabed
elevation) of 1 m. This indicates that the HT/HP
pipelines prone to buckle would present UHB,
and they have to be designed as to prevent it from
happening.
Mexico has been producing hydrocarbons in offshore facilities for almost 40 years. PEMEX is the
Mexican National Oil Company, and by law, is the
only entity allowed to produce oil and gas within
the Mexican borders. Despite PEMEXs long
experience in offshore activities, the first HT/HP
pipeline prone to UHB in the Mexican part of the
Gulf of Mexico came around 2005 when some
oilfields from the Southwest Marine Region presented very hot oil.
Being a new problem for PEMEX, technical
support was hired from international engineering firms. A group of factors have resulted in very
expensive solutions, thus, PEMEXs engineering
department is working on finding the most adequate methods for Mexico to cope with UHB.
2
BASIC DEFINITIONS FOR UHB

ANALYSIS
As in most of the structural analysis and design

situations, UHB design is about making sure that
the restraining forces that prevent buckling from

happening are safely above the driving forces that
induce it.
DNV (2007) suggests that the design process
should be performed in two stages:
Pre-installed design phase
Post-installed design phase.
The post-installed design phase, which is the
final design against UHB is performed with Finite
Element Modeling (FEM) and non-linear analyses. Although there are good commercial software packages capable of performing the analysis,
PEMEX is writing and testing its own software
in order to adapt it to its particular needs. A few
years ago, the post-installed design phase against
UHB was done using the theoretical prop shape
configuration, and the expressions derived from
this assumption.
For the pre-installed design phase, the expressions derived from the theoretical prop shape
configuration are still in use. A widely accepted
approach is that of Palmer et al. (1990) which
sets the bases for latter works. Expression 1 below
(DNV, 2007) is one example, and it is going to be
used as a support to what is being discussed and
analyzed in this work:
SF |
eff
f
(Rmax + wp +
wo
EI
4 wo
(1)
where the left-hand side of the inequality is the

driving force in Newtons that induces UHB, and
the right-hand side is the restraining force that prevents it.
SF is the safety factor and has to be greater than
1 in order to prevent UHB; Seff is called effective
axial force and is the driving force that induces
UHB, it is measured in Newtons; Rmax is the additional required downward force to prevent UHB, in
Newtons per metre; wp and wo are the submerged
weights during operation and during installation
respectively, measured in Newtons per metre; E
is the Youngs modulus of the steel in Pa; I is the
moment of inertia of the transverse section of the
steel pipe and is height of the theoretical imperfection (prop).
The effective axial force Seff is obtained with
Equation 2 below (DNV, 2007):
Seff = H pi Ai (1 2 v) As E T
(2)
where H is the residual tension from the installation of the pipe in N, which is normally taken
as null to be conservative; pi is the difference in
internal pressure compared to as laid in Pa; Ai is
the internal transverse area in m2; v is the steels
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poisson ratio, As is the steel transverse area in m2;

is the steels expansion coefficient in K1 and T
is the difference in the steels temperature compared to as laid in K.
2.1
Prop type imperfection
Imagine that while laying a pipeline on a flat seafloor, a segment of it rests on an imperfection on
the trench bottom that is in contact with the pipeline just at one point, as depicted in Figure 1.
As seen in Figure 1, the soil is modelled as
Winckler springs, and the imperfection is modelled
as a simple support at a certain node, that has an
upwards ground displacement of m. Note that
the theoretical configuration is symmetrical with
respect to the simple support. For constructing
the model shown in Figure 1, springs in tension
are taken out, to have a better representation of
the pipe/soil interaction. There is a direct relationship between the magnitude of the curvature and
the propensity to UHB, the higher the curvature,
the lesser is the restraining force preventing UHB.
Besides the height of the theoretical imperfection
, other important parameters affecting the prop
shape and the curvature are the submerged weight
wo, the stiffness E I of the pipeline, and the stiffness of the soil. It should be clear now that in reality, when laying a pipeline inside a trench on the
bottom of the sea, the occurrence of a theoretical
imperfection configuration is very rare.
2.2
Mitigation measures against UHB
Two important definitions are derived from the

flexural moment diagram of the prop imperfection
configuration. The so-called wave-length, which is
two times the horizontal distance between the maximum and the minimum elevations of the pipeline,
which are the points with horizontal tangents; and
the convex zone which can be determined as the
horizontal distance between the inflection points
of the longitudinal axis of the pipeline. At those
inflection points the bending moment is null.
In Figure 2 below, the flexural moment diagram of
the theoretical imperfection configuration is presented with the prop shape. The convex zone and
wave-length are indicated.
Figure 2. Flexural moment diagram and deformed

shape showing the convex zone and wave-length.
Figure 3. Transverse section of a trenched pipeline

mitigated with rock dump.
Manipulating Expression 1 and taking the limit,

Equation 3 below is obtained:
R max
| Sefffff |
4 wo
w p 11 w o
E I
(3)
when Rmax is null or negative means that there is

no requirement for additional weight to prevent
UHB, the own weight and stiffness of the pipe are
enough to keep the pipeline stable. If Rmax is positive, means that in order to prevent UHB, a downward force of Rmax magnitude has to be applied on
top of the pipeline in the convex zone. The most
common way to add weight on top of the pipeline
to prevent UHB is by dumping gravel inside the
trench, on top of the pipeline. Figure 3 depicts a
transverse section of a trenched pipeline mitigated
with rock dump.
When the length of the pipeline to be mitigated
against UHB is relatively short, other solutions
to achieve additional weight are used, as concrete
mattresses or geotextile bags filled with sand or
other material.
Analyzing Equations 2 and 3, it can be seen that
the parameters inducing UHB are:
High internal operating pressure pi

steel transverse area As
high internal operating temperature T
height of the imperfection .
The parameters preventing UHB are:
Figure 1. Theoretical configuration for an imperfection

(prop) of m of height.
Submerged weight of the pipeline wo

submerged weight of the fluids being transported, included in wp
bending stiffness E I.
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Besides just adding extra weight Rmax over the

pipeline to prevent UHB, affecting the parameters
inducing it has been thought of frequently. The
operating conditions pi and T are difficult to
reduce. In some cases, not in Mexico, T has been
manipulated by using cooling spools. The idea
of heating the pipeline while installing it, during
pipe laying thus reducing T has been discussed.
Increasing the Specified Minimum Yield Strength
(SMYS), hence being able to reduce the steel transverse area As is something common. Reducing the
height of the imperfection is directly related to
the methods and quality of the trenching.
3
METHODS TO COPE WITH UHB

IN MEXICO
Mexico has been producing hydrocarbons from

offshore fields for almost 40 years, but the experience with HT/HP pipelines prone to buckling is
limited to some years, and not more than five pipelines. Although the number of pipelines designed
against UHB is very limited, they were long, and
the mitigating measures to prevent UHB proved to
be very expensive. PEMEXs engineering department was assigned to reduce the amount of mitigating measures and to investigate ways to reduce
the cost of implementing them.
3.1
Changing the design code?
The Mexican design code for offshore pipelines

(PEMEX, 2009) stipulates that offshore pipelines
have to be trenched. This responds to the fact that
the code was developed for shallow water pipelines,
where hydrodynamic stability on the sea bottom
of the pipeline is hard to achieve for hurricane
conditions. As explained before, when the pipeline is inside a trench, UHB has to be forcefully
prevented.
PEMEXs engineering department is exploring
the possibility of changing the code to allow for
exposed pipelines, while still maintaining hydrodynamic stability. As mentioned before, exposed
pipelines are allowed to buckle at specified locations, and there is the possibility of not using mitigating measures against buckling at all.
The Mexican code (PEMEX, 2009) specifies
that the pipeline has to be trenched with a DOL of
1 m, following, parallel, the profile of the seabed.
When the seabed is un-even, there might be crests,
and the code is asking the designer to impose the
same crest in the pipeline profile as there is in the
seabed. The possibility and advantages of specifying in the code a more rectilinear pipeline profile,
with a minimum DOL of 1 m is being studied and
its feasibility established.
The Mexican Petroleum Institute (IMP) is

proposing PEMEX to include in the future HT/HP
to insert expansion loops (omegas) each some
km that would be above the seafloor, and would
allow the pipeline to expand, liberating the internal
force created by the increasing temperature.
3.2 Modifying laying and trenching practices
In Mexico, offshore pipelines are first laid on the
seafloor, and then, with water-jetting, trenched
to the specified DOL. This trenching method has
served well its original purpose, which was to protect the pipeline against hydrodynamic instability,
and therefore little has changed in the technology
involved.
However, water-jetting the pipeline to trench it
produces a profile that has a significant amount
of imperfections and in previous paragraphs it has
been discussed the implications and consequences
of the imperfection heights for UHB mitigation.
It has become clear to PEMEX that in order to
reduce as much as possible the amount of imperfections and their height, and hence the amount of
mitigating measures against UHB, the laying and
trenching practices have to be improved, starting
to use the latest technology available. Improving the flatness of the trenching in Mexicos Bay
of Campeche will present challenges, as the soil
is extremely soft in most areas, intermingled with
paleochannels and dead coral zones.
3.3 Improving the smoothing of the raw
survey data
Once the pipeline is trenched in place, and after
the hydro-test has been performed, a survey of
the profile of the pipeline has to be performed.
This information is paramount to perform the
post-installation UHB analysis. No matter how
accurate the survey is, there is always some noise
in the measurements, so, in order to perform the
UHB analysis, the raw data has to be smoothed
by fitting a polynomial to it. Fitting one polynomial to several kilometres of pipeline would not
give a correct answer, so, the polynomial fitting has
to be performed by steps in much shorter lengths
of pipeline. International engineering firms have
the length over which the polynomial fitting is
to be performed predefined, irrespectively of the
exact characteristics of the pipeline and seabed.
PEMEXs engineering department is exploring
the advantages of fitting the polynomials ever the
exact length of the wave-length (see Fig. 2).
The polynomials degree for the fitting is something that is being studied. International engineering firms, and some literature specify a cubic
polynomial for the fitting. The opinion of PEMEXs
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engineering department is that according to beam

theory, the regression polynomials degree has to
be at least 4.
The regression polynomial represents the elevation of the pipeline profile, in other words, the
deformed position of the neutral axis. Assuming
that the un-deformed neutral axis of the pipeline
is collinear with the X axis, and that the Y axis
represents the vertical direction, a general regression polynomial of third degree for smoothing
data for UHB analysis would be as presented in
Equation 4 below:
y(x) = a x3 + b x2 + c x + d
(4)
from beam theory, it is known that the curvature of

the pipeline axis is related to the flexural moment
by Equation 5 below:
M (x) = E I
d 2 y (x)
dx 2
(5)
also from beam theory, it is known that the derivative of the flexural moment along the axis of the
pipeline is the shear force, and that the derivative
of the shear force along the axis is the distributed
load, as presented in Equations 6 and 7 below:
dM ( x )
dx
dV ( x )
q (x) =
dx
V (x) =
(6)
(7)
assuming that the pattern of the distributed load

on the pipeline is constant, the shear force would
be linear, the flexural moment would be quadratic,
as would the curvature of the pipeline, the slope
of the pipe line would be cubic, and the polynomial representing the deformed position of the
pipelines neutral axis would be of fourth degree,
as opposed to the third degree polynomial used by
the international engineering firms that assisted
PEMEX. The load pattern that affects an offshore
trenched pipeline must be at least quadratic, which
leads to believe that the real polynomial representing the pipeline longitudinal axis should be of
sixth degree.
It is important to mention that reducing the
length over which the regression is made, and
increasing the degree of the fitting polynomial,
makes it more compliant with the raw data, which
might introduce risks that are being studied.
3.4
Improving survey quality
In the past, for pipelines that were not prone to

UHB, the post installation survey was the means
to have As-laid information for the Geographic

Information System and for future interventions.
The equipment used for the survey was not part
of state-of-the-art technology, but again, for
the intended purposes it served well. The general position of the pipeline was known, which
was what was being needed. For UHB analysis,
the precision needed for the pipeline profile is
completely different. Lack of precision in a survey for UHB analysis has as a consequence that
continuous rock dump has to be applied along
the axis of the pipeline, which implies massive
amounts of gravel and money. The uncertainties on the exact location of the pipeline profile
impede the designer to know where the profile
is convex, hence eventually needing mitigating
measures. If the designer cannot identify the
locations where mitigating measures would be
needed, he will specify them for the whole susceptible length of pipeline.
For the common operating conditions in
Mexico, if the standard deviation of the differences between the smoothed profile and the raw
data is around 2.5 cm, there would not be the need
for continuous mitigating measures.
3.5
Design of other mitigation measures
It has been mentioned that the mitigation measures

for UHB, once the pipeline is already trenched, are
rock dumping (see Fig. 3) and installing concrete
mattresses or geotextile bags filled with sand or
concrete.
If the total pipeline length to be mitigated is
relatively long, the solution is rock dumping, which
implies mobilization and demobilization of a special vessel, generally from the North Sea. The cost
of these is above five million dollars without taking
into account the cost of the rock, which is bought
in Mexican ports. For a pipeline that presents a
shorter length to be mitigated, the adopted solutions are installing, one by one, either concrete
mattresses or geotextile bags.
The problem with rock dumping, besides the
cost of bringing the equipment from the North
Sea, is that a huge amount of rock is not directly
working on top of the pipeline, it fills the sides of
the trench or simply rests on the sea floor. The poor
accuracy for locating the rock, added to the lack of
cohesion make that the amount of rock wasted is
considerable.
Using concrete mattresses or geotextile bags
present two problems, first, the geometry of both
do not match properly the top half of the pipeline,
and a big portion of them is not resting on top of
the pipe but on the seabed. Second, they have to
be installed one by one, with a diver directing and
participating in the maneuver.
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The idea was to design a solution that could

address and minimize the disadvantages presented
by the existing mitigating solutions. The chosen
name is alforjas which means saddlebags in
Spanish. Figure 4 shows a transverse section of a
pipeline with the saddlebags on top.
A pair of saddlebags is two high density concrete pieces connected to each other by chain or
steel rope. In figure 5 a 3D image of a single saddlebag is presented.
The saddlebags can be mass-produced and stored.
The geometry is designed to take into account:
Different pipeline outside diameters. The articulation on top of the pair of saddlebags allows
them to accommodate a range of outside
diameters.
Sedimentation area. The upper part of the pair
of saddlebags is designed to create a region of
low fluid velocity, hence allowing sedimentation
of suspended particles on the seawater, which
increases the downward force and the stability.
In extreme cases, this region would be used as
a base to other mitigating measures as rock or
concrete mattresses.
Different trench materials. The design allows
changing the outer wall inclination to accommodate trenches in soils with different angle
of rest.
Besides, the geometrical design implies a low
position of the centroid, giving stability to the saddlebags, once installed on top of the pipeline.
The concretes density can be increased, incrementing the weight of each saddlebag, or reducing
their sizes.
Some very interesting advantages of the saddlebags are being found, but the most promising
is the reduction of time of installation. It has been
mentioned that a pair of saddlebags is connected
on top by chain or steel rope. Longitudinally, a
series of pairs of saddlebags are also connected by
chain or steel wire. In previous paragraphs it was
commented that the additional downward force
needed to prevent UHB from happening has to
be applied in the convex zone of the imperfection.
Figure 4. Transverse section showing the mitigation

measure designed in PEMEXs engineering department.
Figure 5.
3D image of a single saddlebag.
Figure 6. Isometric image of an ensemble of saddlebags.
Figure 7.
Top view of an ensemble of saddlebags.
Pairs of saddlebags are connected longitudinally

to obtain a length equal to the convex zone. The
distance between pairs of saddlebags is such as to
have the downward force per unit length needed.
This ensemble of pairs of saddlebags that has the
length of the convex zone can be installed on top
of the pipeline from a vessel, in a very similar way
as the pipeline is laid. In Figures 6 and 7 a group of
saddlebags, connected between them is depicted.
For installation purposes, the first end of the
saddlebags ensemble would have to be connected
to an anchor or dead-weight at the sea bottom.
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The installation vessel would have to start sailing

towards the imperfection, lowering the ensemble.
When the first end, composed by a pair of saddlebags reaches the seabed a diver or ROV would
have to direct it to land directly on top of the pipe,
as the vessel sails and lowers the rest of the saddlebags ensemble, the ROV or diver would have to
direct the vessel in order to place all the saddlebags
pairs on top of the pipeline.
At the current time, PEMEX is evaluating technically and economically the merits of pursuing
the saddlebags idea.
4
Table 2. Rock cover and rock weight to prevent

UHB for different imperfection heights.
RESULTS
For the technical merit of the saddlebags or other

solutions, an analysis has been made of the traditional rock-dumping.
PEMEX designed and installed a 30 pipeline
that is 21 km long, and will be transporting oil
at around 120C. During the design phase of the
project (PEMEX 2010), the downward force Rmax
required to keep the pipeline stable, thus preventing
UHB was determined. In table 1 in the next page,
the values of Rmax for different heights of the theoretical imperfection , and 120C are presented:
The values presented in the second column of
table 1 are then converted to either rock quantities or number of concrete mattresses. Using as
example rock-dump, for each value of downward
force, a rock cover height is determined. From the
rock cover height the amount of rock is computed
(PEMEX 2010). In table 2 below the values of rock
cover height and amount of rock are presented:
Comparing the downward force required to
prevent UHB from happening (second column of
table 1) against the weight of rock needed to provide
such downward force (third column of table 2), it is
found that the amount rock not directly acting on
top of the pipeline, thus not working in the UHB
solution ranges from 60% to 85% of the total.
The saddlebags solution, by design, applies all the
mobilized weight on top of the pipeline, thus making it a more efficient solution in this aspect also.
Table 1. Downward forces
required to prevent UHB for
different imperfection heights
and 120C.
Imperfection
height (M)
Rmax (kN/m)
0.1
0.2
0.3
0.4
0.5
4.17
11.21
15.64
19.07
21.71
Imperfection
height (m)
Rock cover (m)
Rock weight
(kN/m)
0.1
0.2
0.3
0.4
0.5
0.5
0.55
0.75
0.9
1
45
50
66
78
93
CONCLUSIONS
The analysis and design of HT/HP pipelines

prone to buckling is a new challenge for the otherwise offshore experienced PEMEXs engineering
department.
Allowing the design of exposed offshore pipelines could be a means of addressing HT/HP pipelines, but it requires changing the Mexican design
code for offshore pipelines (PEMEX, 2009), and
solving hydrodynamic stability in hurricane conditions in different ways than trenching it.
Laying, trenching, surveying and smoothing
practices have a very high impact on the amount
of mitigating measures needed for a specific pipeline prone to UHB.
Commonly used mitigating measures against
UHB in other parts of the world might not be the
most adequate for Mexicos Bay of Campeche. The
lack of operators, other than PEMEX, in Mexico
makes mobilization and demobilization costs
extremely high. The use of alternative solutions, as
the saddlebags presented here, could be adopted by
countries where the traditional solutions are not as
convenient as they are for the countries that originally developed them.
REFERENCES
DNV 2007. Global buckling of submarine pipelines.
Structural design due to high temperature/high pressure
DNV-RP-F110. Norway: Det Norske Veritas.
Hooper, J., Maschner, E. & Farrant, T. 2004. HT/HP
Pipe-in-Pipe Snaked Lay TechnologyIndustry Challenges. OTC 16379. Houston: OTC.
Palmer, A.C., Ellinas, C.P., Richards, D.M. & Guijt, J.
1990. Design of Submarine Pipelines Against Upheaval
Buckling. OTC 6335. Houston: OTC.
PEMEX 2009. Diseo de lneas submarinas en el Golfo de
Mxico. Mexico: PEMEX.
PEMEX 2010. 30 Pipeline BetweenandPredictive
Upheaval Buckling Report. London: KW LTD.
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Benchmark study on use of ALPS/ULSAP method to determine

plate and stiffened panel ultimate strength
J.K. Paik, S.J. Kim, D.H. Kim & D.C. Kim
The Lloyds Register Educational Trust Research Centre of Excellence, Pusan National University,
Busan, Korea
P.A. Frieze, M. Abbattista & M. Vallascas

PAFA Consulting Engineers, Hampton, UK
O.F. Hughes
Virginia Tech, Blacksburg, USA
ABSTRACT: The objective of this paper is to check the accuracy of the ALPS/ULSAP (Analysis of
Large Plated Structures/Ultimate Limit State Assessment Program) methods use to determine the ultimate strength of plates and stiffened panels. The details of the ALPS/ULSAP method and theory are
presented in both Ultimate Limit State Design of Steel-plated Structures, co-authored by J.K. Paik and
A.K. Thayamballi, and Ship Structural Analysis and Design, co-authored by O.F. Hughes and J.K. Paik.
In this benchmark study, the accuracy of the plate and stiffened panel ultimate strength obtained with
the ALPS/ULSAP method is ascertained through comparison with that obtained using nonlinear finite
element methods and the DNV/PULS method.
1
INTRODUCTION
It is now well recognized that ultimate strength

is a much better basis for the design and strength
assessment of ship structures than allowable working stress (Paik & Thayamballi 2003, 2007; ISO
2007; Hughes & Paik 2010), which also holds true
for the condition assessment of aged structures
(Paik & Melchers 2008).
Plates and stiffened panels are the basic structural components that govern the overall failure of
ships and offshore structures. Their accurate and
efficient calculation is thus a very important task
in the design and safety assessment of ships and
offshore structures.
The ultimate strength algorithms for plates and
stiffened panels developed by Paik and his colleagues (Paik & Thayamballi 2003; Hughes & Paik
2010) have been implemented in ALPS/ULSAP
software (2010). The present paper reports the
results of a benchmark study comparing the
ultimate strength of plates and stiffened panels
obtained using the ALPS/ULSAP method with
that obtained with nonlinear finite element methods and the DNV/PULS method (2009).
THEORY OF THE ALPS/ULSAP

METHOD
The stiffened plate structure shown in Fig. 1 is considered. This structure is subject to the combined
in-plane and lateral pressure load shown in Fig. 2.
2.1 Ultimate strength of plates
The membrane stress-based method (plastic edgeoriented plate hinge approach) is applied (Paik &
Thayamballi 2003, 2007; Hughes & Paik 2010).
The membrane stress inside a deflected or buckled plate is non-uniform. Figure 3 depicts a typical
example of the axial membrane stress distribution
inside a plate that is subject to uniaxial compressive loading before and after buckling occurs. For
simplicity, the case of a single bulge in the middle
of the plate is shown.
The membrane stress distribution in the loading (x) direction becomes non-uniform as the plate
starts to deflect (e.g., due to buckling). That in
the y direction also becomes non-uniform if the
unloaded plate edges remain straight, although no
membrane stresses will develop in this direction
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(a) Before buckling.
Figure 1(a). Stiffened plate structurenomenclature

of the plate panel.
(b) After buckling, the unloaded edges move freely in plane.
b
tp
N.
tp
A.
hw
tw
N.
tp
A.
hw
N.
A.
hw
tw
tw
tf
bf
tf
bf
Figure 1(b). Stiffened plate structurenomenclature

of the stiffeners.
(c) After buckling, the unloaded edges remain straight.
Figure 3. Membrane stress distribution inside a plate

subject to uniaxial compressive loads in the case of one
bulge in the middle of the plate.
Figure 2. Stiffened panel subject to a combined in-plane

and lateral pressure load.
under longitudinal compression only if these edges

move freely in plane. It should be noted that the
unloaded edges of a plate that is part of a stiffened
panel are likely to remain straight.
The maximum compressive membrane stresses
develop around the plate corners, and the minimum (tensile) membrane stresses occur in the
middle of the plate, where a membrane tension

field is formed by the plate deflection because the
plate edges remain straight.
A similar nonlinear membrane stress distribution may appear inside a deflected plate that is
subject to combined axial compression and lateral
pressure loads. Edge shear loading may render the
membrane stress distribution pattern more complex than that under biaxial and lateral pressure
load conditions, but as long as the edge shear is
a secondary load component, the basic membrane
stress distribution pattern inside the plate is likely
to be similar to that in Fig. 4(c).
With an increase in plate deflection, the membrane stress is redistributed as in Fig. 4(c), but,
although the stress in the mid-width of the plate
remains lower, that in the upper and/or lower faces
in the mid-width will initially yield through bending action.
As long as it is possible to redistribute the
stress to the straight plate boundaries through
membrane action, however, the plate will not collapse. Collapse will occur when the most stressed
boundary locations yield because the plate can no
longer keep the boundaries straight, thus resulting in a rapid increase in lateral deflection, which
corresponds to the ultimate limit state or ultimate
strength (Paik & Thayamballi 2003).
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probable yield locations can be found once the

maximum or minimum membrane stresses are
defined, as shown schematically in Fig. 4.
a. Plasticity at plate corners:
eq1
x2 max x max y max + 2y max + 3 2 = Y . (1)
b. Plasticity at longitudinal mid-edges:
(a) Plasticity at the corners.
eq 2
x2 max x max y min + 2y min + 3 2 = Y . (2)
c. Plasticity at transverse edges:
eq3
x2 min x min y max + 2y max + 3 2 = Y . (3)
As the applied loads increase, the plate will collapse if any one of the three foregoing equivalent
stresses, namely, eq1, eq2, or eq3, reaches material
yield stress Y. The minimum value among all of
the applied load components that satisfy the three
equations must then be the real ultimate strength
of the plate.
The maximum and minimum membrane stresses
in equations (1) to (3) can be formulated as functions of the various parameters of influence (Paik &
Thayamballi 2003; Hughes & Paik 2010).
(b) Plasticity at the longitudinal mid-edges.
(c) Plasticity at the transverse mid-edges.

Figure 4. Three possible locations for the initial plastic
yield at plate edges subject to combined loads (: Expected
plasticity location; T: Tension; C: Compression) (Paik &
Thayamballi 2003).
Because of the nature of the combined membrane axial stresses in the x and y directions, there
are three possible locations for the initial yield at
the edges, namely, the plate corners, the longitudinal mid-edges, and the transverse mid-edges, as
shown in Fig. 4. The stress at the two mid-edge
locations, i.e., that at each longitudinal or transverse mid-edge, is expected to be the same as long
as the longitudinal or transverse axial stresses are
uniformly applied, i.e., without in-plane bending.
Depending on the predominant half-wave mode
in the length direction, the location of possible
plasticity may vary at the long edges because the
location of the minimum membrane stresses may
differ, whereas it is always at the mid-edges in
the short direction. In this regard, the membrane
stress-based method can also be called the plate
edge-oriented plastic hinge approach.
The occurrence of plasticity can be assessed
using the von Mises yield criterion. The three
following ultimate strength criteria for the most
2.2 Ultimate strength of stiffened panels

The possible collapse modes for a stiffened panel
subject to a combined in-plane and lateral pressure
load, such as that shown in Figs. 1 and 2, can be
categorized into the following six types (Paik &
Thayamballi 2003, 2007; Hughes & Paik 2010).
Collapse mode I: Overall collapse of the plating
and stiffeners as a unit; see Fig. 5(a).
Collapse mode II: Plate-induced collapse without
distinct failure of the stiffeners; see Fig. 5(b).
Collapse mode III: Stiffener-induced collapse by
beam-column-type collapse; see Fig. 5(c).
Collapse mode IV: Stiffener-induced collapse by
local buckling of the stiffener web; see Fig. 5(d).
Collapse mode V: Stiffener-induced collapse by
flexural-torsional buckling or tripping of the
stiffeners; see Fig. 5(e).
Collapse mode VI: Gross yielding.
This classification of collapse modes is applicable to any load combinations, including uniaxial
compressive loads and combined in-plane loads
with or without lateral pressure loads.
Collapse mode I represents overall collapse after
overall buckling. In this mode, the stiffeners and
the plating buckle as a unit, and overall buckling
often occurs under an elastic regime. This collapse
171
MARSTRUCT.indb 171
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Figure 5(a). Collapse mode I: Overall collapse of the

plating and stiffeners as a unit (shaded areas represent
yielded regions).
Figure 5(b). Collapse mode II: Plate-induced collapse

mode without distinct failure of the stiffeners (shaded
areas represent yielded regions).
Figure 5(c). Collapse mode III: Stiffener-induced collapse mode by beam-column-type failure (shaded areas
represent yielded regions).
Figure 5(d). Collapse mode IV: Stiffener-induced

collapse mode by local buckling of the stiffener web
(after the buckling collapse of the plating between the
stiffeners).
Figure 5(e). Collapse mode V: Stiffener-induced collapse

mode by flexural-torsional buckling of the stiffeners
(after the buckling collapse of the plating between the
stiffeners).
mode typically occurs when the stiffeners are relatively weak relative to the plating.
Collapse mode II occurs when the panel is subjected predominantly to biaxial compressive loads,
thereby causing it to collapse due to yielding along
the plate-stiffener intersection at the panel edges,
with no distinct stiffener failure. In contrast to collapse modes III, IV, and V, this mode assumes that
the stiffeners do not fail first.
When the stiffener dimensions are neither weak
nor strong, the stiffened panel is likely to behave
as a plate-stiffener combination that is representative of the entire panel, thus reaching its ultimate
strength via collapse mode III, beam-column-type
collapse.
When the height to thickness ratio of the stiffener web is large, local buckling is likely to take
place in the web. Collapse mode IV occurs when
the stiffener web buckles in conjunction with the
inception of failure in the plating between the
stiffeners.
When the stiffener flange is of a type that is
unable to remain straight, the stiffeners twist sideways, a phenomenon known as flexural-torsional
buckling or tripping. Collapse mode V constitutes
the pattern of failure in which the panel collapses
due to the lateral-torsional buckling or tripping of
the stiffeners.
The stiffened panel reaches its ultimate strength
in collapse mode VI when the panel is stocky or
subjected predominantly to axial tensile loading,
such that neither local nor overall buckling occurs
until the panel cross-section yields either entirely
or to a large extent.
Although these collapse modes are illustrated
separately here, some of them may interact and
occur simultaneously. For the sake of simplicity,
however, a stiffened panel is considered to reach
its ultimate strength via the first, and predominant, of the six collapse modes to occur. Hence,
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MARSTRUCT.indb 172
2/18/2011 5:44:37 PM
the ultimate strengths of the panel are calculated

separately for each of these collapse patterns, with
the smallest value among those computed taken as
its real ultimate strength.
BENCHMARK STUDY
3.1
b/2
b/2
Long. stiffeners
Trans. frames
b
b/2
b/2
a/2
Study methods
The three following methods were employed for

comparison purposes in this benchmark study.
a/2
a/2
a/2
Figure 6(a). Nonlinear finite element

modellingextent of the analysis for the plate.
method
Figure 6(b). Nonlinear

modellingmesh size.
method
Nonlinear finite element method

ALPS/ULSAP method (2010)
DNV/PULS method (2009)
For the nonlinear finite element method analysis, which was considered to be the most refined
approach, ANSYS (2010), Abaqus (2010), and
MSC/MARC (2010) were employed.
3.2
Ultimate strength of plates
The geometric and material properties of the plates

considered in this study are as follows.
Plate length, a = 2550 mm

Plate breadth, b = 850 mm
Plate thickness, tp = 11, 16, 22, 33 mm
Yield stress, Yp = 313.6 MPa
Elastic modulus, E = 205800 MPa
Poissons ratio, v = 0.3
abb==2550
a
2550 850(mm)
850 (mm)
tp= 11
11mm
mm
0.8
yu/ Y
FEM
ALPS/ULSAP
DNV/PULS
0.4
0.0
Yp E .
where
p
The magnitude of the ANSYS and ALPS/
ULSAP method analyses differs from that of the
DNV/PULS because the latter implicitly considers the initial imperfections, whereas both of the
former deal with them as parameters of influence,
and the present benchmark study considers an
average level of plate initial deflection.
Figure 6 presents the nonlinear finite element
method modeling for the plate in terms of the
analysis extent and mesh size.
Figures 7 to 10 present the ultimate strength
interaction relationships between biaxial compressive loads for plates with tp of 11 mm, 16 mm,
22 mm, and 33 mm, respectively.
The comparisons show that the ALPS/ULSAP
method computations are in very good agreement
0.6
0.2
for ANSYS and ALPS/ULSAP;

for DNV/PULS,
element
1.0
The plates are subject to biaxial compressive

loads, and all edges are assumed to be simply supported. No welding residual stresses are considered, although the plates have initial deflection wopl,
which corresponds to the plate buckling mode, as
follows.
wopl = 0.1 2tp
wopl = b/200
finite
0.2
0.4
0.6
0.8
1.0
xu/ Y
Figure 7. Ultimate strength interaction relationship

between biaxial compressive loads for the plate with
tp = 11 mm.
with the ANSYS analyses, whereas the DNV/PULS

tends to overestimate the plate ultimate strength.
3.3
Ultimate strength of stiffened panels
The geometric and material properties of the stiffened panel (denoted by panel type C) considered in
this study are as follows.
Panel length, a = 4750 mm
Panel breadth, B = 8550 mm
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MARSTRUCT.indb 173
2/18/2011 5:44:39 PM
Number of stiffeners = 8
Plate breadth, b = 950 mm
Plate thickness, tp = 11, 12.5, 15, 18.5, 25
37 mm
Yield stress of plate, Yp = 313.6 MPa
Yield stress of stiffeners, Ys = 313.6 MPa
Elastic modulus, E = 205800 MPa
Poissons ratio, v = 0.3
1.0
a bb==2550
a
2550 850(mm)
850 (mm)
tp= 16
16mm
mm
0.8
yu/ Y
0.6
FEM
ALPS/ULSAP
DNV/PULS
0.4
No welding residual stresses are considered. The

following condition is applied for the plate initial
deflection.
0.2
wopl = 0.1 2tp for FEA and ALPS/ULSAP;

wopl = b/200 for DNV/PULS,
0.0
0
0.2
0.4
0.6
0.8
1.0
xu/ Y

tp = 16 mm.
1.0
a bb==2550
a
2550 850(mm)
850 (mm)
22mm
mm
tp= 22
yu/ Y
0.6
0.4
FEM
ALPS/ULSAP
DNV/PULS
0.0
0
0.2
0.4
0.6
0.8
1.0
xu/ Y

tp = 22 mm.
1.2
a b = 2550 850 (mm)

tp = 33 mm
1.0
0.8
yu/ Y
For the initial distortions of the stiffeners,

the following condition is applied for all of the
methods.
Column-type initial distortion, woc = 0.0015a
Sideways initial distortion, wos = 0.0015a
0.8
0.2
where wopl = the plate initial deflection amplitude corresponding to the buckling mode,
Yp E .
p
Three types of stiffeners, namely, flat-bar, anglebar, and T-bar stiffeners, are considered. The four
stiffener sizes shown in Table 1 are considered for
each of the stiffener types. The size of transverse
frames and longitudinal girders is not addressed
herein, but it is considered to be large enough so that
neither lateral deformation nor failure occurs before
the stiffened panel reaches the ultimate strength.
Figure 11 represents the ANSYS nonlinear finite
element method modeling in terms of the analysis
extent and mesh size. A + 1 + span model in
the longitudinal (x) direction and + 1 + bay
model in the transverse (y) direction are applied.
A finer mesh is applied as the stiffener web height
increases, based on the results of a convergence
study. Table 2 indicates the boundary conditions
applied for the ANSYS nonlinear finite element
method analysis of the stiffened panel.
The present benchmark study was undertaken
in association with the activities of ISSC (International Ship and Offshore Structures Congress)
0.6
Table 1. Dimensions of the stiffeners considered

(panel C).
0.4
FEM
ALPS/ULSAP
DNV/PULS
0.2
0.0
0
0.2
0.4
0.6
xu/ Y
0.8
1.0
Size
Flat-bar Angle-bar
(mm)
(mm)
hw bf tw/tf
hw tw
T-bar (mm)
hw bf tw/tf
Size 1
Size 2
Size 3
Size 4
150 17
250 25
350 35
550 35
138 90 9/12
235 90 10/15
383 100 12/17
580 150 15/20
1.2

tp = 33 mm.
138 90 9/12
235 90 10/15
383 100 12/17
580 150 15/20
174
MARSTRUCT.indb 174
2/18/2011 5:44:42 PM
y
D'
Tran
s. fra
of the analysis. Six elements in the plate breadth

between the stiffeners are assigned, and three elements in the stiffener web height.
One element is used for the angle-type stiffener
flange, and two for the T-type, in all of the nonlinear finite element method analyses. No elements
are assigned for the longitudinal girders or transverse frames, although lateral deflections along
them are not allowed.
mes
D''
D'''
s
er
rd
gi
i.
g
n
Lo
C'
B
z
A
B'
A'
A''
A'''
Size 1
Size 2
Size 3
Size 4
Flat type
(hw tw)
150 17(mm)
13800 elements
250 25(mm)
13800 elements
350 35(mm)
25000 elements
550 35(mm)
41000 elements
Angle type
(hw bf tw /tf)
138 90 9/12(mm)
15400 elements
235 90 10/15(mm) 383 100 12/17(mm)

15400 elements
26600 elements
580 150 15/20(mm)

42600 elements
Tee type
(hw bf tw /tf)
138 90 9/12(mm)
15400 elements
235 90 10/15(mm) 383 100 12/17(mm)

15400 elements
26600 elements
580 150 15/20(mm)

42600 elements
Figure 11. ANSYS nonlinear finite element method

modeling in terms of the analysis extent and mesh size.
Table 2. Boundary conditions applied for the ANSYS
nonlinear finite element method analysis.
Boundary
Description
A-A and D-D
Symmetric condition with

Rx = Rz = 0 and uniform
displacement in the y direction
(Uy = uniform), coupled the
plate part
Symmetric condition with
Ry = Rz = 0 and uniform
displacement in the x direction
(Ux = uniform), coupled with
longitudinal stiffeners
Uz = 0
A-D and A-D
A-D, A-D,
B-B and C-C
3.3.1 Stiffened panels under longitudinal

compression
Figures 12 to 14 show the normalized panel ultimate strength under longitudinal compression as a
function of the slenderness coefficient of the plate
between the longitudinal stiffeners by comparison
with the nonlinear finite element analysis (FEA),
ALPS/ULSAP, and DNV/PULS for the flat-bar,
angle-bar, and T-bar stiffeners, respectively.
The figures show, and in line with expectations,
that the normalized panel ultimate strength characteristics are significantly dependent on the panel
geometry, among other factors. It is interesting to
note that the maximum value of the normalized
panel ultimate strength appears at a certain plate
slenderness coefficient with size 2 stiffeners.
Figure 15 shows the variation in panel ultimate
strength as a function of the column slenderness
ratio for a plate-stiffener combination with flat-,
angle- and T-bar stiffeners. This figure shows that
the panel ultimate strength clearly decreases as the
column slenderness ratio increases in the range of
moderate and small stiffeners representing relatively large column slenderness ratio. For stiffened
panels with small column slenderness ratios, however, no clear relationship between the panel ultimate strength and the column slenderness ratio
does exist.
1.2
Panel C: hw tw = 150 17 (mm) (F)

FEA (ANSYS)
FEA (ABAQUS)
FEA (MSC/MARC)
Design Formula (ALPS/ULSAP)
Design Formula (DNV/PULS)
1.0
0.8
xu/ Yeq
Technical Committee TTT.1 Ultimate strength,

and some different FE codes with different FE
modeling techniques were considered. For the
MSC/MARC nonlinear finite element method
analysis, a + 1 + span model in the longitudinal (x) direction and 1 bay model in the transverse
(y) direction are taken as the extent of the analysis. Ten plate-shell elements in the plate breadth
between the stiffeners are assigned, and six plateshell elements are used in the stiffener web height
direction regardless of the stiffener web height.
For the Abaqus nonlinear finite element
method analysis, a + 1 + 1 + span model in the
longitudinal (x) direction and 1 bay model in the
transverse (y) direction are taken as the extent
0.6
0.4
Mode III
0.2
III
III
III
III
III
0.0
0
(b / t p ) Yp / E
Figure 12(a). Ultimate strength of the panels under
longitudinal compression for flat-bar stiffeners (size 1).
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1.2
1.2

FEA (ANSYS)
FEA (MSC/MARC)
1.0
FEA (ANSYS)
FEA (ABAQUS)
FEA (MSC/MARC)
1.0
0.8
III
IV
xu/ Yeq
0.8
xu/ Yeq
Panel C: hw bf tw/tf = 138 90 9/12 (mm) (A)
IV
III
0.6
III
Mode III
0.6
III
III
Mode III
0.2
0.2
III
III
0.4
0.4
III
0.0
0.0
0
Figure 12(b). Ultimate strength of the panels under

Figure 13(a). Ultimate strength of the panels under longitudinal compression for angle-bar stiffeners (size 1).
1.2
1.2
(b / t p ) Yp / E
(b / t p ) Yp / E
FEA (ANSYS)
FEA (MSC/MARC)
1.0
1.0
xu/ Yeq
III
Mode III
xu/ Yeq
0.8
0.8
IV
IV
II
II
0.6
III
0.6
III
Mode III
0.4
0.4
0.2
FEA (ANSYS)
FEA (MSC/MARC)
0.2
0.0
0.0
0
0
(b / t p ) Yp / E
Figure 12(c). Ultimate strength of the panels under
1.2
Figure 13(b). Ultimate strength of the panels under longitudinal compression for angle-bar stiffeners (size 2).
1.2
1.0
1.0
Mode III
IV
0.8
xu/ Yeq
0.8
xu/ Yeq
(b / t p ) Yp / E
IV
IV
0.6
IV
II
0.4
III
Mode III
V
V
0.6
0.4
FEA (ANSYS)
FEA (ABAQUS)
FEA (MSC/MARC)
0.2
0.0
0
FEA (ANSYS)
FEA (MSC/MARC)
0.2
0.0
(b / t p ) Yp / E
(b / t p ) Yp / E
Figure 12(d). Ultimate strength of the panels under

Figure 13(c). Ultimate strength of the panels under longitudinal compression for angle-bar stiffeners (size 3).
176
MARSTRUCT.indb 176
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1.2
1.2
Panel C: hw bf tw/tf = 580 150 15/20 (mm)(A)
1.0
1.0
Mode III
0.8
0.8
xu/ Yeq
xu/ Yeq
Panel C: hw bf tw/tf = 383 100 12/17 (mm) (T)
II
II
II
0.6
Mode III
V
V
0.6
FEA (ANSYS)
FEA (ABAQUS)
FEA (MSC/MARC)
0.2
0.0
0
FEA (ANSYS)
FEA (MSC/MARC)
0.2
0.0
( b / t p ) Yp / E
FEA (ANSYS)
FEA (ABAQUS)
FEA (MSC/MARC)
1.0
Mode V
0.6
III
0.4
III
Mode III
0.2
III
V
II
II
0.4
FEA (ANSYS)
FEA (ABAQUS)
FEA (MSC/MARC)
0.2
0.0
1

longitudinal compression for T-bar stiffeners (size 1).
1.2
1.0
FEA (ANSYS)
FEA (MSC/MARC)
xu/ Yeq
III
Flat bar under longitudinal compressive loads

FEA (ANSYS)
Design formula (ALPS/ULSAP)
0.8
0.8
0.6

1.0
( b / tp ) Yp / E
(b / t p ) Yp / E
1.2
II
0.6
III
III
0.0
0
0.8
xu/ Yeq
0.8
1.0

1.2
1.2
( b / t p ) Yp / E
Figure 13(d). Ultimate strength of the panels under longitudinal compression for angle-bar stiffeners (size 4).
xu/ Yeq
0.4
0.4
xu/ Yeq
III
0.6
0.4
Mode III
0.4
0.2
0.2
0.0
0.0
0.0
0
0.5
1.0
1.5
2.0
2.5
(a / r ) Yeq / E
( b / t p ) Yp / E
Figure 15(a). Variation in normalized panel ultimate

strength under longitudinal compression as a function of
the column slenderness ratio with flat-bar stiffeners.
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1.2
1.0
1.2
Angle bar under longitudinal compressive loads

FEA (ANSYS)
FEA (ANSYS)
1.0
0.8
0.8
yu/ Yeq
xu/ Yeq
0.6
Mode I
0.6
III
0.4
0.4
0.2
0.2
III
III
0.0
0.0
0.5
1.0
1.5
2.0

transverse compression for flat-bar stiffeners (size 1).
1.2
Tee bar under longitudinal compressive loads

FEA (ANSYS)
Panel C: h w tw = 250 25 (mm) (F)

FEA (ANSYS)
1.0
0.8
yu/ Yeq
0.8
xu/ Yeq
( b / t p ) Yp / E
Figure 15(b). Variation in normalized panel ultimate

the column slenderness ratio with angle-bar stiffeners.
1.0
III
0.0
2.5
(a / r ) Yeq / E
1.2
III
0.6
Mode III
0.6
III
0.4
0.4
III
III
IV
IV
0.2
0.2
0.0
0.0
0.0
0.5
1.0
1.5
2.0
2.5
( b / t p ) Yp / E
(a / r ) Yeq / E
Figure 15(c). Variation in normalized panel ultimate

the column slenderness ratio with T-bar stiffeners.

1.2
Through the wide range of panel dimensions, the

comparisons show that the ALPS/ULSAP method
solutions are in very good agreement with those
of the nonlinear FEA, though slightly on the conservative side, whereas the ALPS/ULSAP method
tends to underestimate the ultimate strength of the
panels with large flat-bar stiffeners, as shown in
Figs. 12(c) and 12(d).
Panel C: h w tw = 350 35 (mm) (F)

FEA (ANSYS)
1.0
yu/ Yeq
0.8
Mode III
0.6
III
0.4
IV
IV
3.3.2
Stiffened panels under transverse

compression
Figures 16 to 18 show the normalized panel ultimate
strength under transverse compression as a function
of the slenderness coefficient of the plate between
the longitudinal stiffeners by comparison with
nonlinear FEA and ALPS/ULSAP for flat-bar,
angle-bar, and T-bar stiffeners, respectively.
IV
IV
0.2
0.0
0
(b / t p ) Yp / E
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1.2
1.2

FEA (ANSYS)
1.0
1.0
0.8
yu/ Yeq
0.8
yu/ Yeq

FEA (ANSYS)
Mode III
0.6
IV
0.4
Mode III
0.6
V
0.4
IV
IV
IV
V
IV
IV


FEA (ANSYS)
1.0

transverse compression for angle-bar stiffeners (size 3).
1.2
1.2
( b / t p ) Yp / E
(b / t p ) Yp / E

FEA (ANSYS)
1.0
0.8
yu/ Yeq
0.8
yu/ Yeq
IV
0.0
0.0
Mode III
0.6
III
Mode V
0.6
IV
0.4
0.4
IV
III
III
IV
III
III
IV
IV
0.2
0.2
0.0
0.0
0

1.2

1.2

FEA (ANSYS)
1.0
( b / t p ) Yp / E
(b / t p ) Yp / E

FEA (ANSYS)
1.0
0.8
yu/ Yeq
0.8
yu/ Yeq
IV
0.2
0.2
Mode III
0.6
III
0.4
Mode III
0.6
III
0.4
III
V
III
III
III
III
0.2
0.2
0.0
0.0
0
( b / t p ) Yp / E
( b / t p ) Yp / E

transverse compression for T-bar stiffeners (size 1).
179
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1.2
Figure 19 shows the variation in normalized

panel ultimate strength under transverse compression as a function of the column slenderness
ratio of the longitudinal stiffeners with attached
plating. The panel ultimate transverse compressive strength tends to remain unchanged for the
column slenderness ratio of the longitudinal stiffeners as long as the plate is identical. It is interesting to note that a clear relationship between the
panel ultimate transverse compressive strength
and the column slenderness ratio of the longitudinal stiffeners exists, representing that the panel
ultimate transverse compressive strength increases
as the column slenderness ratio of the longitudinal
stiffeners with attached plating increases when the

FEA (ANSYS)
1.0
yu/ Yeq
0.8
Mode III
0.6
III
0.4
III
V
0.2
0.0
0
( b / t p ) Yp / E
1.2
1.0
1.2

FEA (ANSYS)
Size 4 Size 3
0.8
yu/ Yeq
Size 2
0.8
xu/ Yeq
1.0
Flat bar under transverse compressive loads

FEA (ANSYS)
Mode III
Size 1
0.6
0.4
0.6
V
0.4
0.2
V
IV
IV
IV
0.0
0.2
0.0
0.5
1.0
1.5
2.0
2.5
( a / r ) Yeq / E
0.0
0
(b / t p ) Yp / E
Figure 19(a). Variation in normalized panel ultimate

strength under transverse compression as a function of
the column slenderness ratio with flat-bar stiffeners.
1.2
1.2

FEA (ANSYS)
1.0
1.0
Angle bar under transverse compressive loads

FEA (ANSYS)
Size 4 Size 3
Size 2
Size 1
xu/ Yeq
0.8
yu/ Yeq
0.8
Mode V
0.6
0.4
IV
0.4
0.6
IV
IV
IV
0.2
IV
0.2
0.0
0.0
0.0
0
0.5
1.0
1.5
2.0
2.5
(a / r ) Yeq / E
( b / t p ) Yp / E
Figure 19(b). Variation in normalized panel ultimate

the column slenderness ratio with angle-bar stiffeners.
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1.2
1.0
1.0
Tee bar under transverse compressive loads

FEA (ANSYS)
Panel C: tp=18.5 mm
hw tw = 150 17 (mm) (F)
FEA (ANSYS)
0.8
Size 4 Size 3
Size 2
Size 1
yu/ Yeq
xu/ Yeq
0.8
0.6
0.6
0.4
0.4
Mode III
0.2
0.2
0.0
0.0
0.5
1.0
1.5
2.0
0.0
2.5
0.0
( a / r ) Yeq / E
Figure 19(c). Variation in normalized panel ultimate

the column slenderness ratio with T-bar stiffeners.
0.2
0.6
0.8
1.0
Figure 20(a). Ultimate strength interaction relationship

between biaxial compressive loads for tp = 18.5 mm and
flat-bar stiffeners (size 1).
1.0
plate thickness is changed but with identical longitudinal stiffeners.

method solutions for the panel ultimate strength
under transverse compression are in very good
agreement with those of the nonlinear FEA except
for the panels with a very thick plate and relatively
weak stiffeners. See Figs. 16(a) and 16(b) in which
the ALPS/ULSAP method overestimates the
panel ultimate strength due to the overestimation
of the load-carrying capacity of the longitudinal
stiffeners.
Panel C: tp= 18.5 mm

hw tw = 250 25 (mm) (F)
FEA (ANSYS)
yu/ Yeq
0.8
0.6
0.4
Mode III
0.2
0.0
0.0
0.2
0.4
0.6
xu/ Yeq
0.8
1.0
Figure 20(b). Ultimate strength interaction relationship between biaxial compressive loads for tp = 18.5 mm
and flat-bar stiffeners (size 2).
1.0

hw tw = 350 35 (mm) (F)
FEA (ANSYS)
0.8
yu/ Yeq
3.3.3 Stiffened panels under biaxial compression

Figures 20 to 22 show the panel ultimate strength
interaction relationships between biaxial compressive loads by comparison with nonlinear FEA and
ALPS/ULSAP for flat-bar, angle-bar, and T-bar
stiffeners, respectively.
Figure 23 shows the panel ultimate strength
interaction relationship between biaxial compressive loads by comparison with nonlinear FEA and
ALPS/ULSAP for size 4 T-bar stiffeners with different plate thicknesses.
method computations are in very good agreement
with those of the nonlinear FEA for the wide
range of plate and stiffener dimensions with different types of stiffeners.
0.4
xu/ Yeq
0.6
0.4
Mode III
Mode II
0.2
Mode IV
3.3.4
Stiffened panels under combined

longitudinal compression and lateral
pressure loads
The panel ultimate strength under combined longitudinal compression and lateral pressure loads
is now analyzed, as shown in Fig. 24. Two kinds
of lateral pressure loading, namely, the plate-sided
0.0
0.0
0.2
0.4
0.6
xu/ Yeq
0.8
1.0
Figure 20(c). Ultimate strength interaction relationship

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1.0
1.0

hw bf tw/tf = 383 100 12/17 (mm) (A)
hw tw = 550 35 (mm) (F)

FEA (ANSYS)
FEA (ANSYS)
0.8
yu/ Yeq
yu/ Yeq
0.8
0.6
0.4
Mode IV
0.6
0.4
Mode III
Mode II
Mode II
Mode III
0.2
0.2
Mode V
Mode IV
0.0
0.0
0.0
0.2
0.4
0.6
xu/ Yeq
0.8
1.0
0.0
Figure 20(d). Ultimate strength interaction relationship

0.8
1.0
hw bf tw/tf = 580 150 15/20 (mm) (A)
hw bf tw/tf = 138 90 9/12 (mm) (A)
FEA (ANSYS)
0.8
FEA (ANSYS)
yu/ Yeq
yu/ Yeq
0.6
0.8
0.4
xu/ Yeq

angle-bar stiffeners (size 3).
1.0
1.0
0.2
0.6
Mode III
0.4
0.2
0.6
Mode III
0.4
Mode IV
Mode II
0.2
Mode IV
Mode V
0.0
0.0
0.0
0.2
0.4
0.6
xu/ Yeq
0.8
1.0
0.0

1.0
0.2
1.0
hw bf tw/tf = 235 90 10/15 (mm) (A)
1.0
hw bf tw/tf = 138 90 9/12 (mm) (T)

FEA (ANSYS)
FEA (MSC/MARC)
0.8
yu/ Yeq
yu/ Yeq
0.8
FEA (ANSYS)
0.6
0.4
0.6

0.8
0.4
xu/ Yeq
Mode III
0.6
0.4
Mode III
0.2
0.2
0.0
0.0
0.0
0.2
0.4
0.6
xu/ Yeq
0.8
1.0
0.0
Figure 21(b). Ultimate strength interaction relationship

0.2
0.4
0.6
xu/ Yeq
0.8
1.0

T-bar stiffeners (size 1).
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1.0
1.0
Panel C: tp = 11mm
hw bf tw/tf = 580 150 15/20 (mm) (T)
hw bf tw/tf = 235 90 10/15 (mm) (T)

FEA (ANSYS)
FEA (MSC/MARC)
0.6
0.4
FEA (ANSYS)
FEA (MSC/MARC)
0.8
yu/ Yeq
yu/ Yeq
0.8
Mode III
0.6
0.4
Mode IV
0.2
0.2
Mode II
0.0
0.0
0.0
0.2
0.4
0.6
0.8
xu/ Yeq
0.0
1.0

1.0
1.0
FEA (ANSYS)
FEA (MSC/MARC)
0.6
0.4
Mode IV
Mode II
0.2
0.2
Mode V
Mode II
0.0
0.0
0.0
0.2
0.4
0.6
0.8
xu/ Yeq
0.0
1.0

1.0
1.0
yu/ Yeq
Mode IV
0.6
0.8
1.0
Panel C: tp= 15 mm
FEA (ANSYS)
FEA (MSC/MARC)
0.8
0.6
0.4
0.4
xu/ Yeq
hw bf tw/tf = 580 150 15/20 (mm) (T)
FEA (ANSYS)
FEA (MSC/MARC)
0.8
0.2

hw bf tw/tf = 580 150 15/20 (mm) (T)
yu/ Yeq
0.8
hw bf tw/tf = 580 150 15/20 (mm) (T)
0.6
Mode III
0.6
0.8
yu/ Yeq
yu/ Yeq
1.0
FEA (ANSYS)
FEA (MSC/MARC)
0.4
0.4
xu/ Yeq

between biaxial compressive loads for tp = 11 mm and
Panel C: tp = 18.5 mm
hw bf tw/tf = 383 100 12/17 (mm) (T)
0.8
0.2
0.6
0.4
Mode IV
Mode II
Mode II
0.2
0.2
Mode V
0.0
0.0
0.0
0.2
0.4
0.6
xu/ Yeq
0.8
0.0
1.0

0.2
0.4
0.6
xu/ Yeq
0.8
1.0

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1.0

hw bf tw/tf = 580 150 15/20 (mm) (T)
FEA (ANSYS)
FEA (MSC/MARC)
yu/ Yeq
0.8
0.6
0.4
Mode IV
Mode II
0.2
Mode V
Figure 24. A stiffened panel under combined longitudinal compression and lateral pressure loads.
0.0
0.0
0.2
0.4
0.6
0.8
xu/ Yeq
1.0
Figure 23(d). Ultimate strength interaction relationship between biaxial compressive loads for tp = 18.5 mm
and T-bar stiffeners (size 4).
1.0
Panel C: tp= 25 mm
hw bf tw/tf = 580 150 15/20 (mm) (T)
FEA (ANSYS)
FEA (MSC/MARC)
yu/ Yeq
0.8
0.6
Mode III
Figure 25(a). Shape of the initial deflection before lateral

pressure loading (with an amplification factor of 20).
0.4
Mode II
0.2
Mode V
0.0
0.0
0.2
0.4
0.6
xu/ Yeq
0.8
1.0
Figure 23(e). Ultimate strength interaction relationship

1.2
Figure 25(b). Shape of the initial deflection after lateral

pressure loading in the plate-sided pressure loading (with
an amplification factor of 20).
Panel C: tp= 37 mm
hw bf tw/tf = 580 150 15/20 (mm) (T)
1.0
FEA (ANSYS)
FEA (MSC/MARC)
yu/ Yeq
0.8
Mode V
0.6
0.4
0.2
0.0
0.0
0.2
0.4
0.6
0.8
1.0
1.2
xu/ Yeq
Figure 23(f). Ultimate strength interaction relationship
Figure 25(c). Shape of the initial deflection after lateral

pressure loading in the stiffener-sided pressure loading
(with an amplification factor of 20).
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pressure and the stiffener-sided pressure, are

considered.
In the FEA employed in this study, the lateral
pressure loads are applied first until the target
magnitude is achieved, and then the longitudinal
compressive loads are increased. This type of loading order changes the shape of the initial deflections before longitudinal compression is applied,
as shown in Fig. 25.
Figure 26 shows the deformed shapes of the
panel with T-bar stiffeners (size 3) and tp = 15 mm
at the ultimate limit state under combined longitudinal compression and lateral pressure loads,
where p = 0.25 MPa.
Figures 27 and 28 show the panel ultimate
strength interaction relationships between lon-
1.0
Panel C: h w bf tw/tf = 383 100 12/17 (mm) (T)

FEA (ANSYS) with Plate-sided Pressure
FEA (ANSYS) with Stiffener-sided Pressure
0.8
xu/ Yeq
Mode V Mode III
0.6
Plate-sided Pressure
0.4
0.2
Stiffener-sided Pressure
tp=18.5 mm
0.0
0
0.1
0.2
0.3
0.4
0.5
p (MPa)
between longitudinal compression and lateral pressure
loads for the panel with T-bar stiffeners (size 3) and
tp = 18.5 mm.
Figure 26. Deformed shape of the panel under combined longitudinal compression and lateral pressure
loads for T-bar stiffeners (size 3) and P = 0.25 MPa at the
ultimate limit states (with an amplification factor of 10).
1.0

FEA (ANSYS) with Plate-sided Pressure
FEA (ANSYS) with Stiffener-sided Pressure
Mode V
Mode II Mode V
xu/ Yeq
0.8
0.6
0.4
Plate-sided Pressure
Mode III
0.2
Stiffener-sided Pressure
tp=15 mm
0.0
0
0.1
0.2
0.3
gitudinal compression and lateral pressure loads

with T-bar stiffeners (size 3), by comparison with
nonlinear FEA and ALPS/ULSAP, for tp = 15 mm
and tp = 18.5 mm, respectively. The nonlinear FEA
results for both the plate- and stiffener-sided pressure loading cases are compared.
It is observed that the panel collapse modes differ depending on both the loading ratio and the
pressure loading direction as well as the panel
dimensions. The comparisons show that the ALPS/
ULSAP method solutions are in very good agreement with the nonlinear finite element method
computations.
0.4
p (MPa)
between longitudinal compression and lateral pressure
loads for the panel with T-bar stiffeners (size 3) and
tp = 15 mm.
CONCLUDING REMARKS
The objective of the benchmark study reported in

this paper was to check the accuracy of the ALPS/
ULSAP methods use to determine plate and stiffened panel ultimate strength, compared with nonlinear FEA and the DNV/PULS method.
The dimensions and material properties of
a real ship panel were selected as the standard
panel for testing purposes, and a wider range of
plating and stiffener dimensions was considered
by varying the panels properties. Three types
of stiffeners, namely, flat-bar, angle-bar, and T-bar
stiffeners, were considered, and different loading
conditions, including longitudinal compression,
transverse compression, biaxial compression, and
combined longitudinal compression and lateral
pressure loads, were applied.
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The ALPS/ULSAP method solutions were

found to be in very good agreement with the
nonlinear finite element method computations
through a wide range of panel dimensions and
different loading conditions. Because the ALPS/
ULSAP method is based on design formulations,
the computational time required is extremely short
compared to the nonlinear finite element method.
This will be of great advantage in the structural
design and safety assessment of ship structures
comprising a large number of plate panels.
ACKNOWLEDGEMENTS
The present study was undertaken at The Lloyds
Register Educational Trust (The LRET) Research
Centre of Excellence at Pusan National University, Korea. This benchmark study was performed
in association with the activities of International
Ship and Offshore Structures Congress (ISSC)
Technical Committee III.1 Ultimate Strength. The
authors are pleased to acknowledge the financial
support of both The LRET and The National
Research Foundation of Korea.
ANSYS. 2010. Version 12.0, ANSYS Inc., Canonsburg,

PA, USA (www.ansys.com).
DNV/PULS. 2009. CSADirect analysis of ship structures. Classification Notes, No. 34.1, Det Norske Veritas, April.
Hughes, O.F. and Paik, J.K. 2010. Ship structural analysis and design, The Society of Naval Architects and
Marine Engineers, New Jersey, USA.
ISO. 2007. International standard ISO 18072-1, Ships and
marine technologyShip structures, Part 1: General
requirements for their limit state assessment, International Organization for Standardization, Geneva.
MSC/MARC. 2010. MSC Software Corporation, Santa
Ana, CA, USA (www.mscsoftware.com).
Paik, J.K. and Melchers, R.E. 2008. Condition assessment
of aged structures, CRC Press, New York, USA.
Paik, J.K. and Thayamballi, A.K. 2003. Ultimate limit
state design of steel-plated structures. John Wiley &
Sons, Chichester, UK.
Paik, J.K. and Thayamballi, A.K. 2007. Ship-shaped offshore installations: Design, building, and operation.
Cambridge University Press, Cambridge, UK.
REFERENCES
Abaqus. 2010. SIMULIA, Providence, RI, USA
(www.simulia.com).
ALPS/ULSAP. 2010. A computer program for ultimate
limit state assessment of plate panels. Advanced Technology Center, DRS C3 Systems, Inc., MD, USA
(www.proteusengineering.com, www.maestromarine.
com).
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Modified Paik-Mansour formula for ultimate strength

calculations of ship hulls
J.K. Paik, D.K. Kim, D.H. Park & H.B. Kim
The Lloyds Register Educational Trust Research Centre of Excellence, Pusan National University,
Busan, Korea
A.E. Mansour
University of California, Berkeley, USA
J.B. Caldwell
Emeritus Professor, Newcastle University, Newcastle upon Tyne, UK
ABSTRACT: The objective of this paper is to develop a modified Paik-Mansour formula for the
ultimate strength calculations of ship hulls subject to vertical bending moments. The method is based on
a credible bending stress distribution over the hull cross-section presumed at the ultimate limit state. The
accuracy of this method is demonstrated through comparison with computations obtained using more
refined methods, such as nonlinear finite element method, intelligent super-size finite element method,
and idealized structural unit method. Statistical analysis of the hull girder ultimate strength based on
comparisons among the various computations is carried out in terms of their mean values and coefficients
of variation. The original Paik-Mansour method is found to be inapplicable to the case of a pure vertical
bending moment depending on the ships hull type and/or vertical bending direction, but the modified
Paik-Mansour method is more general and is able to resolve this issue.
1
INTRODUCTION
It is now well recognized that ultimate strength

is a much better basis for the design and strength
assessment of ship structures than allowable working stress (Paik & Thayamballi 2003, 2007; ISO
2007; Mansour & Liu 2008; Hughes & Paik 2010).
The same is also true for the condition assessment
of aged structures (Paik & Melchers 2008).
As applied hull girder loads increase, the most
highly stressed structural components of the ships
hull buckle in compression or yield in tension.
A ship can withstand further hull girder loading
even after the buckling or yielding of a few structural components. However, local failures result
in a decrease in the structural effectiveness of the
hull, and hence the overall hull structure eventually
reaches the ultimate limit state as the hulls redundancy becomes exhausted due to the progressive
structural failures that occur when hull girder
loads are applied.
The collapse of a ships hull constitutes the most
catastrophic failure event because it almost always
entails the complete loss of the ship. Such collapse
can occur when the hulls maximum load-carrying
capacity (or ultimate hull girder strength) is insufficient to sustain the corresponding hull girder
loads applied. The most typical consequence of

hull girder collapse is the breaking of the hull
into two parts due to the action of extreme vertical bending moments that exceed the ultimate hull
girder strength.
The prevention of hull collapse is thus the most
important task in the design and safety assessment
of ship structures, and an accurate and efficient
method of computing ultimate hull girder strength
is a prerequisite for robust ship structural design.
In this paper, the original Paik-Mansour formula method (Paik & Mansour 1995) is modified
to allow more accurate calculation of ultimate hull
girder strength. The accuracy of the method developed herein is demonstrated through comparison
with more refined method computations.
2
2.1
PRESUMED STRESS DISTRIBUTIONBASED METHOD

Caldwells original formula method
Caldwell (1965) was the pioneer of the presumed

stress distribution-based method of calculating
the ultimate vertical bending moments of a ships
hull. As shown in Figure 1, he presumed a bending
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Figure 1. Caldwells (1965) presumption of the bending

stress distribution at the ultimate limit state under a vertical bending moment for a simplified ship hull cross-section
subject to sagging or hogging (N.A. = neutral axis).
stress distribution over the hull cross-section at

the ultimate limit state under vertical bending
moments, in which all of the materials in compression have reached their ultimate strength with
buckling and all of the materials in tension have
yielded. Caldwell then calculated the ultimate bending moments by integrating the presumed bending
stresses over the hull cross-section.
Such presumed stress distribution does not,
however, accurately represent the ultimate limit
states of modern ship structures, thereby resulting in overestimated calculations of ultimate hull
girder strength.
2.2
Original Paik-Mansour formula method
Experimental studies of large-scale ship hull models (e.g., Dow 1991) and numerical studies of fullscale ships (e.g., Rutherford and Caldwell 1990;
Paik et al., 1996) have demonstrated that the overall collapse of a ships hull under a vertical bending
moment is governed by the collapse of the compressed flange, although some degree of reserve
strength remains after the compressed flange has
collapsed.
This is the case because, after the buckling of
the compressed flange, the neutral axis (N.A.) of
the hull cross-section moves toward the tensioned
flange, and a further increase in the applied bending moment is sustained until this flange yields. At
later stages of this process, the vertical structures
around the compressed and tensioned flanges (e.g.,
the longitudinal bulkheads or side shell structures)
may also fail.
In the vicinity of the final N.A., however, the
vertical structures usually remain in a linear elastic
state until the overall collapse of the hull girder.
Depending on the geometrical and material properties of the hulls cross-section, these parts may
of course fail, which corresponds with Caldwells
(1965) presumption.
Figure 2 shows an example of typical bending stresses across the hull cross-section of a
Figure 2. Example of typical bending stress distribution

across the cross-section of a ships hull at the ultimate limit
state under a hogging bending moment (+: tension: :
compression), obtained through numerical investigations
(Paik et al., 1996).
single-hulled oil tanker at the ultimate limit state

under a vertical hogging bending moment, as
obtained through numerical investigations (Paik
et al., 1996). It is evident from this figure that
the compressed flange (the bottom panel) collapses, and the tensioned flange (the deck panel)
yields, until the ultimate strength has been reached,
whereas the vertical structures in the vicinity of
the N.A. remain intact (linear elastic). Hence, the
approach based on Caldwells presumed bending stress distribution can result in the strength
of a ships hull against collapse being greatly
overestimated.
Paik and Mansour (1995) subsequently suggested
the bending stress distribution over the hull crosssection at the ultimate limit state that is shown in
Figure 3. In the sagging condition, regions 1 and 2
are under tension, and regions 3 and 4 are under
compression. Region 1 represents the outer bottom
Y
panels, which have yielded to reach yield stress x ,
and region 4 the upper deck panels and upper part
of the vertical structures, which have buckled and
collapsed to reach ultimate stress Ux . Regions
2 and 3, however, remain in a linear elastic or
unfailed state, reaching an elastic stress of xE .
In the hogging condition, regions 1 and 2 are
under compression, and regions 3 and 4 are under
tension. Region 1, which represents the outer
bottom panels and the lower part of the vertical
structures, has buckled and collapsed to reach ultimate stress Ux , and region 4, which represents the
upper deck panels, has yielded to reach yield stress
Yx . Regions 2 and 3 remain in the linear elastic
regime, reaching elastic stress Ex .
The height of region 4 (the upper part of the vertical structures) in the sagging condition, or that of
region 1 (the lower part of the vertical structures)
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xY
Ux
Mu
i =1
Tens.
Comp.
D-gus
E
x
xE
gus
xE
Tens.
Comp.
( zi
gu ),
(3)
where n = the total number of structural components, and gu is as defined in Equation (2). Mu is
denoted by Mus (negative value) for the sagging
condition and by Muh (positive value) for the hogging condition.
D-guh
xE
xi ai
guh
2.3 Modified Paik-Mansour formula method

Ux
xY
(a) Sagging
(b) Hogging
Figure 3. Paik and Mansours (1995) original presumption of the bending stress distribution across the
cross-section of a ships hull at the ultimate limit state
under sagging or hogging conditions (+: tension; : compression) (the superscripts U, Y, E denote the ultimate
strength, yielding, and elastic region, respectively).
in the hogging condition, after buckling and

collapse is assigned on the basis of the geometrical
and material properties of the ships hull structure.
Under a vertical bending moment, the summation
of axial forces over the entire cross-section of the
hull becomes zero, as follows.
xdA = 0,
(1)
where dA = integration across the entire crosssection of the hull.

The height of region 4 in the sagging condition
or that of region 1 in the hogging condition can be
defined by solving Equation (1). The distance gu
from the ships baseline (reference position) to the
horizontal N.A. of the cross-section of the ships
hull at the ultimate limit state can then be obtained
as follows.
The original Paik-Mansour formula method does

not allow the expansion of the yielded area to the
vertical members under tensile loads, although it
presumes that the tension flange, i.e., the deck panels in the hogging condition and the outer bottom
panels in the sagging condition, has yielded at the
ultimate limit state of the hull girders subject to
vertical bending moments.
However, depending on the geometric and/or
material properties of the hull cross-sections, the
vertical members close to the tension flange may
also have yielded until the hull girders reach the
ultimate limit state. Therefore, the bending stress
distribution at the ultimate limit state presumed in
the original Paik-Mansour method is now modified to that shown in Figure 4, where hY is the
height of the yielded area under axial tension and
hC is the height of the collapsed area under axial
compression.
In contrast to the original Paik-Mansour formula method, which involves only one unknown,
i.e., hC, in the bending stress distribution over the
hull cross-section, the modified method involves
two unknowns, i.e., hY and hC. Equation (1) is
insufficient to determine two unknowns, and thus
the following iteration process is required to determine hY and hC.
gu =
xxi ai zi
i =1
n
(2)
xxi ai
i =1
where zi = the distance from the ships baseline

(reference position) to the horizontal N.A. of the
ith structural component; xi = the longitudinal
stress of the ith structural component following
the presumed stress distribution; ai = the crosssectional area of the ith structural component; and
n = the total number of structural components. gu
is denoted by gus in the sagging condition and by guh
in the hogging condition.
The ultimate vertical bending moment Mu is
then calculated as the first moment of the bending
stresses around the N.A. position, as follows.
Figure 4. Modification of the Paik-Mansour presumption of the bending stress distribution across the
cross-section of a ships hull at the ultimate limit state
under sagging or hogging conditions (+: tension; : compression) (the superscripts U, Y, E denote the ultimate
strength, yielding, and elastic region, respectively).
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i.
ii.
iii.
iv.
v.
vi.
vii.
3.1
Develop the structural model with nodal

points for the hull cross-section using the
plate-stiffener combination elements and/or
plate elements.
Calculate the ultimate axial compressive
stresses of the individual elements.
Divide the ships depth into a number of segments (parts).
Keeping hY (the height of the yielded hull
part) at a constant value starting from hY = 0,
increase hC (the height of the collapsed hull
part) starting from hC = 0.
Assign the linear elastic stresses of the individual elements in regions 2 and 3 linearly between
the average values of the ultimate stresses in
the collapsed hull part (region 4 under sagging or region 1 under hogging) and the yield
stresses in the yielded hull part (region 1 under
sagging or region 4 under hogging).
Calculate the total axial forces (positive sign)
in tension and the total axial forces (negative
sign) in compression across the entire hull
cross-section.
Repeat steps (iv) to (vi) varying hC together with
hY until the difference between the numerical
values of these axial forces should be acceptably small.
Figure 6 shows the hull cross-section models

developed for various types of ship structures. In
the present study, all types of ship hulls are modeled as an assembly of plate-stiffener combination
models except for tanker hull structures, while
tanker hull structures under a sagging moment are
modeled as an assembly of plate-stiffener separation models, and those under a hogging moment
are modeled as an assembly of plate-stiffener combination models. The details of the ships, including
the geometric and material properties of their hull
cross-sections, are presented in Paik (2011).
3.2
Ultimate strength of structural elements
The ultimate strength of individual structural

elements under axial tension is considered to be
STRUCTURAL MODELING OF HULL

CROSS-SECTIONS AND INDIVIDUAL
ELEMENT ULTIMATE STRENGTH
Structural modeling
The hull cross-sections of a ship may be modeled

as an assembly of plate-stiffener combination models (beam-column elements with attached plating)
and/or plate-stiffener separation models (plate
elements + beam-column elements without attached
plating), as shown in Figure 5.
Figure 6(a). Structural modeling for Dows 1/3-scaled

frigate test hull using plate-stiffener combination
models.
Figure 5(a). Plate-stiffener combination models (beamcolumn elements with attached plating) in a stiffened
plate structure.
Figure 5(b). Plate-stiffener separation models (plate

elements + beam-column elements without attached plating) in a stiffened plate structure.
Figure 6(b). Structural modeling for a container ship

hull using plate-stiffener combination models.
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Figure 6(c). Structural modeling for a bulk carrier hull

using both plate-stiffener combination models and platestiffener separation models.
Figure 6(d). Structural modeling for a Suezmax-class

double-hull tanker ship hull using plate-stiffener combination models.
Figure 6(e). Structural modeling for a Suezmax-class

double-hull tanker ship hull using plate-stiffener separation models.
Figure 6(f). Structural modeling for a single-hull VLCC

hull using plate-stiffener combination models.
Figure 6(g). Structural modeling for a single-hull VLCC

hull using plate-stiffener separation models.
Figure 6(h). Structural modeling for a double-hull

VLCC hull using plate-stiffener combination models.
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I = the moment of inertia with regard to the

corresponding nodal point for the plate-stiffener
combination element; and
t = plate thickness.
The foregoing equation implicitly takes into
account the effect of initial imperfections in terms
of plate initial deflection, column type initial
distortions of the stiffeners, sideways initial distortions of the stiffeners, and welding residual
stresses.
Figure 6(i). Structural modeling for a double-hull

VLCC hull using plate-stiffener separation models.
equivalent to the material yield stress, whereas the

ultimate strength of those under axial compression
is assumed to be as follows.
3.2.1 Plate-stiffener combination elements
The ultimate compressive strength of the platestiffener combination elements shown in Figure 6
are determined by the following Paik-Thayamballi
empirical formula (Paik & Thayamballi 2003).
Yeq
in xu1, 2 ,
xu
3.2.2 Rectangular plate elements

The ultimate compressive strength of plate elements is determined by the following equation
(Paik et al., 2004).
For plate elements with a/b 1, the ultimate axial
compressive strength with an average level of initial
imperfections should be determined as follows.
032 4
2 + 1.00 f
xu 0.03
= 1.274 /
Yp
2
1.248 / 0.283
where,
=
Yeq
=
0.995 + 0.936
a Yeq
;
r E
b Yp
;
t E
r=
2 2
b Yp
;
t E
Yp = yield stress of plating;

b = spacing of the stiffeners or the plate breadth
between the stiffeners;
E = elastic modulus; and
t = plate thickness.
(4)
where
xu1
1.5
3.0 (5)
> 3.0
For plate elements with a/b < 1, the ultimate axial

compressive strength with an average level of initial
imperfections should be determined as follows.
+ 0.188 0.067 4
xu a *xu 0.475 a
=
+
1 ,
Yp b Yp
2 b
(6)
where
4
2
*xu 0.032 + 0.002 + 1.0 f

= 1.
/
f
Yp
2
1
.
2
4
48
/
0
.
283
f
I
;
As
Yeq = the equivalent yield stress of the plate-stiffener

combination element;
Yp = the yield stress of the plating;
a = the length of the plate-stiffener combination
element;
As = the cross-sectional area of the plate-stiffener
combination element;
b = the spacing of the stiffeners or the plate breadth
between the stiffeners;
E = elastic modulus;
1.5
1.5 < 3.0 ;
> 3.0
a Yp
.
t E
APPLIED EXAMPLES
The ultimate hull girder strengths of the six types of

ship indicated in Section 3.1 are now calculated using
the proposed modified Paik-Mansour method, with
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4.1
12
Sagging bending moment (MNm)
the results compared with the strengths obtained with

more refined methods. As previously mentioned,
tanker hull structures under a sagging moment are
modeled as an assembly of plate-stiffener separation models (plate elements + beam-column elements without attached plating, see Figure 5(b)),
while those under a hogging moment and other
types of ship hulls are modeled as an assembly of
plate-stiffener combination models.
The ANSYS (2010) nonlinear finite element
method, ALPS/HULL (2010) intelligent supersize finite element method, and CSR (Common
Structural Rules) (IACS 2006a, 2006b) idealized
structural unit method are employed for this
comparison. The test results for the Dows (1991)
frigate test hull model in the sagging condition are
also compared.
An average level of initial imperfections was
applied for the numerical computations, although
welding residual stresses were not considered.
Details of this ultimate strength comparison are
presented in Paik (2011).
10
8
6
Test result
ANSYS
ALPS/HULL
CSR
Modified Paik-Mansour formula method
2
0
0.0
0.5
1.0
1.5
2.0
2.5
3.0
Curvature (1/km)
Figure 7(b). Ultimate strength behavior of the Dows

frigate test hull under a sagging moment.
Table 1. Heights of the collapsed and yielded
parts of the Dows frigate test hull.
Hogging (mm) Sagging (mm)
Dows frigate test hull
Figure 7 shows the results of the ultimate strength

behavior comparison for the Dows frigate test hull
subject to a vertical bending moment.
Table 1 presents the heights of the collapsed and
yielded parts, as per Figure 4, with hY = 0 indicating that only the tension flange, i.e., the deck panel
in the hogging condition or the outer bottom panel
in the sagging condition, has yielded until the
ultimate strength is reached. It can be seen that the
original and modified Paik-Mansour methods
produce identical results for this case.
Method
hC
hY
hC
hY
Original P-M
Modified P-M
210.0
210.0
0.0
0.0
760.2
760.2
0.0
0.0
Hogging bending moment (GNm)
9
8
7
6
5
4
3
ANSYS
ALPS/HULL
CSR
2
1
0
4.2
Container ship hull
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45 0.50
Curvature (1/km)

behavior comparison for the container ship hull
Figure 8(a). Ultimate strength behavior of the container ship hull under a hogging moment.
10
Sagging bending moment (GNm)
Hogging bending moment (MNm)
12
ANSYS
ALPS/HULL
CSR
8
7
6
5
4
3
2
1
ANSYS
ALPS/HULL
CSR
0.0
0.5
1.0
1.5
2.0
2.5
3.0
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45 0.50
Curvature (1/km)
Curvature (1/km)
Figure 7(a). Ultimate strength behavior of the Dows

frigate test hull under a hogging moment.
Figure 8(b). Ultimate strength behavior of the container ship hull under a sagging moment.
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parts of the container ship hull.
20

Method
hC
hY
Original P-M 698.8 0.0

Modified P-M 698.8 0.0
hC
hY
10330.8 0.0
10330.8 0.0
subject to a vertical bending moment. Table 2

presents the heights of the collapsed and yielded
parts, as determined by the original and modified
Paik-Mansour methods, which produce identical
results for this case.
ANSYS
ALPS/HULL
CSR
0.05
0.10
0.15
0.20
0.25
0.30
0.35
Curvature (1/km)
Figure 9(a). Ultimate strength behavior of the bulk carrier hull under a hogging moment.
16
12
ANSYS
ALPS/HULL
CSR
0
0.00
0.05
0.10
0.15
0.20
0.25
0.30
0.35
Curvature (1/km)
Figure 9(b). Ultimate strength behavior of the bulk

carrier hull under a sagging moment.
parts of the bulk carrier hull.
Suezmax-class double-hull tanker hull
Figure 10 shows the results of the ultimate

strength behavior comparison for the Suezmaxclass double-hull tanker hull subject to a vertical
bending moment.
yielded parts of the Suezmax double-hull tanker
hull. It can be seen that, in the hogging condition,
the height of the yielded part is larger than that of
the collapsed part because the double bottom structures are much heavier than the deck structures
in this type of ship. The modified Paik-Mansour
method is able to handle this aspect, whereas the
original such method is not suitable.
Method
hY
hC
hY
17935.0
17935.0
0.0
0.0
16
Single-hull tanker hull

behavior comparison for the single-hull tanker
hull subject to a vertical bending moment. Table 5
presents the heights of the collapsed and yielded
parts determined by the original and modified
Paik-Mansour methods, which in this case produce identical results.
hC
Original P-M
4.5
0.00
Bulk carrier hull

behavior comparison for the bulk carrier hull subject to a vertical bending moment. Table 3 presents
the heights of the collapsed and yielded parts, as
determined by the original and modified PaikMansour methods.
It can be seen that the pure hogging bending
moment condition cannot be achieved for this case
with the original Paik-Mansour method, as it does
not permit the expansion of the yielded part except
for the tension flange. However, the modified PaikMansour method is able to achieve this condition
because the tension flange is allowed to expand,
with hY = 13.7 mm.
4.4
12
4.3
16
14
12
10
8
6
ANSYS
ALPS/HULL
CSR
4
2
0
0.00
0.05
0.10
0.15
0.20
0.25
0.30
Curvature (1/km)
Figure 10(a). Ultimate strength behavior of the

Suezmax-class double-hull tanker hull under a hogging
moment.
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12

parts of the single-hull tanker hull.
10
14
Method
hC
hY
hC
hY
Original P-M
Modified P-M
7035.2
7035.2
0.0
0.0
15225.5
15225.5
0.0
0.0
6
ANSYS
ALPS/HULL
CSR
4
2
0
0.00
0.05
0.10
0.15
0.20
0.25
0.30
Curvature (1/km)
30
Figure 10(b). Ultimate strength behavior of the

Suezmax-class double-hull tanker hull under a sagging
moment.
parts of the Suezmax-class double-hull tanker
hull.
Method
hC
hY
Original P-M
hC
hY
16078.5
16078.5
0.0
0.0
25
20
15
10
ANSYS
ALPS/HULL
CSR
0
0.00
0.05
0.10
0.15
0.20
0.25
0.30
0.35
0.40
Curvature (1/km)
Figure 12(a). Ultimate strength behavior of the doublehull tanker hull under a hogging moment.
18
30
15
21
12
9
ANSYS
ALPS/HULL
CSR
6
3
0
0.00
0.05
0.10
0.15
0.20
0.25
0.30
Curvature (1/km)
Figure 11(a). Ultimate strength behavior of the singlehull tanker hull under a hogging moment.
25
20
15
10
ANSYS
ALPS/HULL
CSR
0
0.00
20
0.05
0.10
0.15
0.20
0.25
0.30
0.35
0.40
Curvature (1/km)
16
Figure 12(b). Ultimate strength behavior of the doublehull tanker hull under a sagging moment.
12
4.6
ANSYS
ALPS/HULL
CSR
0
0.00
0.05
0.10
0.15
0.20
0.25
0.30
Curvature (1/km)
Figure 11(b). Ultimate strength behavior of the singlehull tanker hull under a sagging moment.
Double-hull tanker hull

behavior comparison for the double-hull tanker
hull subject to a vertical bending moment.
yielded parts of the double-hull tanker hull, which
has similar characteristics to the Suezmax-class
double-hull tanker hull (see Table 4).
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STATISTICAL ANALYSIS
The mean values and coefficients of variation

for the modified Paik-Mansour design formula
and the numerical methods are identified for all
six types of ship hull. In addition, the deviation
between the numerical methods is also provided as
a reference.
5.1
Formula method versus ANSYS nonlinear

finite element method
Table 7 presents the mean values and coefficient

of variations for the formula method versus the
ANSYS nonlinear finite element method for all six
types of ship hull. Figure 13 shows the trend of the
deviation in ultimate hull strength between these
two methods.
HULL intelligent super-size finite element method

for all six types of ship hull. Figure 14 shows the
trend of the deviation in ultimate hull strength
between these two methods.
5.3
Formula method versus CSR idealized

structural unit method
Table 9 presents the mean values and coefficients

of variation for the formula method versus the
CSR idealized structural unit method for all six
types of ship hull. Figure 15 shows the trend of the
deviation in ultimate hull strength between these
two methods.
30
5.2
(Mu)Formula (GNm)
25
Formula method versus ALPS/HULL

intelligent super-size finite element method
Table 8 presents the mean values and coefficients of

variation for the formula method versus the ALPS/
20
15
10

parts of the double-hull tanker hull.
Hog / Sag
:
:
:
:
:
:
0.0125
0
0
hC
Method
hY
Original P-M
Table 7.
hC
hY
20240.7
20240.7
0.0
0.0
0.0125
10
15
20
25
30
(Mu)ANSYS (GNm)
Figure 13. Trend of the deviation in ultimate hull

strength between the formula method and the ANSYS
nonlinear finite element method.
Comparison between developed formula method and ANSYS nonlinear finite element method.
Hogging
Sagging
Formula
Ship
Dows test
hull
Container
ship
Bulk carrier
D/H
Suezmax
S/H VLCC
D/H VLCC
Mean
S-D
COV

Container ship
Bulk carrier
D/H Suezmax
S/H VLCC
D/H VLCC
ANSYS
Formula
ANSYS
Mp
Muh
Muh
Formula/ Mus
Mus
Formula/
(GNm) (GNm) Muh/Mp (GNm) Muh/Mp ANSYS (GNm) Mus/Mp (GNm) Mus/Mp ANSYS
0.013
0.010
0.772
0.011
0.840
0.920
0.009
0.697
0.011
0.793
0.879
9.220
6.400
0.694
6.969
0.756
0.918
7.077
0.768
6.951
0.754
1.018
20.394
17.677
16.576
13.965
0.813
0.790
17.500
14.066
0.858
0.796
0.947
0.993
14.798
12.213
0.726
0.691
15.800
11.151
0.775
0.631
0.937
1.095
22.578
32.667
18.701
25.667
0.828
0.786
17.355
27.335
0.769
0.837
1.078
0.939
17.825
22.390
0.789
0.685
16.179
22.495
0.717
0.689
1.102
0.995
0.966
0.061
0.063
1.004
0.088
0.087
Note: MP = fully plastic bending capacity, Muh = ultimate hogging moment, Mus = ultimate sagging moment,
S-D = standard deviation, COV = coefficient of variation.
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Table 8. Comparison between developed formula method and ALPS/HULL intelligent super-size finite element
method.
Hogging
Sagging
Formula
ALPS
Formula
Muh
Muh
Formula/ Mus
Mp
(GNm) (GNm) Muh/Mp (GNm) Muh/Mp ALPS
(GNm)
Ship
Dows test
hull
Container
ship
Bulk carrier
D/H
Suezmax
S/H VLCC
D/H VLCC
ALPS
Mus
Formula/
Mus/Mp (GNm) Mus/Mp ALPS
0.013
0.010
0.772
0.011
0.799
0.966
0.009
0.697
0.010
0.743
0.939
9.220
6.400
0.694
6.916
0.750
0.925
7.077
0.768
6.635
0.720
1.067
20.394
17.677
16.576
13.965
0.813
0.790
16.602
13.308
0.814
0.753
0.998
1.049
14.798
12.213
0.726
0.691
15.380
11.097
0.754
0.628
0.962
1.101
22.578
32.667
18.701
25.667
0.828
0.786
17.335
25.600
0.768
0.784
1.079
1.003
17.825
22.390
0.789
0.685
17.263
22.000
0.765
0.673
1.033
1.018
Mean
S-D
COV
1.003
0.055
0.055
1.020
0.061
0.060
Note: Mp = fully plastic bending capacity, Muh = ultimate hogging moment, Mus = ultimate sagging moment,
5.5
30
Table 11 presents the mean values and coefficients of variation for the CSR idealized structural
unit method versus the ANSYS nonlinear finite
element method for all six types of ship hull.
Figure 17 shows the trend of the deviation in ultimate
hull strength between these two methods.
(Mu)Formula (GNm)
25
20
15
10
5.6
Hog / Sag
: Dows frigate test hull
: Container ship
: Bulk carrier
: D/H Suezmax
: S/H VLCC
: D/H VLCC
0.0125
0
0
0.0125
10
15
20
25
30
(Mu)ALPS/HULL (GNm)

strength between the formula method and the ALPS/
HULL intelligent super-size finite element method.
ALPS/HULL intelligent super-size finite

element method versus ANSYS nonlinear
finite element method
Table 10 presents the mean values and coefficients

of variation for the ALPS/HULL intelligent supersize finite element method versus the ANSYS
nonlinear finite element method for all six types of
ship hull. Figure 16 shows the trend of the deviation in ultimate hull strength between these two
methods.
CSR idealized structural unit method versus

ALPS/HULL intelligent super-size finite
element method
Table 12 presents the mean values and coefficients of variation for the CSR idealized structural
unit method versus the ALPS/HULL intelligent
super-size finite element method for all six types of
ship hull. Figure 18 shows the trend of the deviation in ultimate hull strength between these two
methods.
5.7
5.4
CSR idealized structural unit method versus

ANSYS nonlinear finite element method
Summary of the comparison
Table 13 summarizes the results of the comparison between the mean values and coefficients of
variation obtained with the various methods. It is
evident that the formula method developed herein
is in very good agreement with more refined methods such as the ANSYS nonlinear finite element
method and ALPS/HULL intelligent super-size
finite element method. It tends that the CSR idealized structural method overestimates the ultimate
hull strength.
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Table 9.
Comparison between developed formula method and CSR idealized structural unit method.
Hogging
Sagging
Formula
CSR
Formula
MP
Mus
Mus
(GNm) (GNm) Muh/Mp (GNm) Muh/Mp
Ship
Dows test
hull
Container
ship
Bulk carrier
D/H
Suezmax
S/H VLCC
D/H VLCC
CSR
Formula/ Mus
Mus
Formula/
CSR
(GNm) Muh/Mp (GNm) Muh/Mp CSR
0.013
0.010
0.772
0.012
0.888
0.870
0.009
0.697
0.010
0.764
0.912
9.220
6.400
0.694
8.040
0.872
0.796
7.077
0.768
7.843
0.851
0.902
20.394
17.677
16.576
13.965
0.813
0.790
17.941
15.714
0.880
0.889
0.924
0.889
14.798
12.213
0.726
0.691
14.475
12.420
0.710
0.703
1.022
0.983
22.578
32.667
18.701
25.667
0.828
0.786
19.889
28.352
0.881
0.868
0.940
0.905
17.825
22.390
0.789
0.685
17.868
24.798
0.791
0.759
0.998
0.903
Mean
S-D
COV
0.887
0.051
0.058
0.953
0.054
0.056
30
(Mu)Formula (GNm)
25
20
15
10
Hog / Sag
: Container ship
: Bulk carrier
: D/H Suezmax
: S/H VLCC
: D/H VLCC
0.0125
0
0
0.0125
10
15
20
25
30
(Mu)CSR (GNm)

strength between the formula method and the CSR idealized structural unit method.
CONCLUDING REMARKS
The objective of this paper has been to develop a

modified Paik-Mansour formula method for the
ultimate strength calculations of ship hulls subject to vertical bending moments. The principles
of both the original and modified Paik-Mansour
formula methods have been presented.
The original Paik-Mansour method does not
allow the expansion of the yielded part in the vertical members, but limits this part to the tension
flange, i.e., the deck panel in the hogging condition and the outer bottom panel in the sagging
condition. Depending on the geometrical properties
of the ships hull cross-section and/or the direction
of the vertical bending moment, the original PaikMansour method is unable to accommodate the
pure vertical bending moment condition in which
the total axial forces over the hull cross-section
must be zero.
The modified Paik-Mansour method, in contrast, does permit the expansion of the yielded
part, thereby allowing the pure vertical bending
moment condition to be achieved regardless of the
geometrical properties of the hull cross-sections or
the vertical bending loading direction.
This benchmark study of the modified PaikMansour method was undertaken with more
refined methods, such as the ANSYS nonlinear
finite element method, ALPS/HULL intelligent
super-size finite element method, and CSR idealized structural unit method, by identifying the
mean values and coefficients of variation for the
modified method.
The comparisons showed that the modified
Paik-Mansour formula method is in very good
agreement with both the ANSYS nonlinear
finite element method and ALPS/HULL intelligent super-size finite element method, and will
prove very useful as a simple formula for ultimate
strength predictions of ship hulls.
The modified Paik-Mansour method presented
in this paper is a logical step in the development of
a formula-based method for predicting the longitudinal bending moment which will break the back
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Table 10. Comparison between ALPS/HULL intelligent super-size finite element method and ANSYS nonlinear
finite element method.
Hogging
Sagging
ANSYS
ALPS
ANSYS
Mp
Muh
Muh
(GNm) (GNm) Muh/Mp (GNm) Muh/Mp
Ship
Dows test
hull
Container
ship
Bulk carrier
D/H
Suezmax
S/H VLCC
D/H VLCC
ALPS
ALPS/ Mus
Mus
ALPS/
ANSYS (GNm) Mus/Mp (GNm) Mus/Mp ANSYS
0.013
0.011
0.840
0.011
0.799
0.952
0.011
0.793
0.010
0.743
0.936
9.220
6.969
0.756
6.916
0.750
0.992
6.951
0.754
6.635
0.720
0.955
20.394
17.677
17.500
14.066
0.858
0.796
16.602
13.308
0.814
0.753
0.949
0.946
15.800
11.151
0.775
0.631
15.380
11.097
0.754
0.628
0.973
0.995
22.578
32.667
17.355
27.335
0.769
0.837
17.335
25.600
0.768
0.784
0.999
0.937
16.179
22.495
0.717
0.689
17.263
22.000
0.765
0.673
1.067
0.978
Mean
S-D
COV
0.962
0.026
0.027
0.984
0.045
0.046
30
(Mu)ALPS/HULL (GNm)
25
20
15
10
Hog / Sag
: Container ship
: Bulk carrier
: D/H Suezmax
: S/H VLCC
: D/H VLCC
0.0125
0
0
0.0125
10
15
20
25
30
(Mu)ANSYS (GNm)

strength between the ALPS/HULL intelligent super-size
finite element method and the ANSYS nonlinear finite
element method.
of a ships hull. Since the 1965 paper introduced

the concept of ultimate longitudinal strength, there
has been a general acceptance that this limit state is
approachedbut not necessarily reachedwhen
the compressed flange of the ships hull (i.e., the
horizontal material in the deck(s) or bottom structure) reaches its ultimate compressive resistance,
and the tension flange reaches the tensile yield
stress of the structural material.
The modelling of the contribution of the web
of the hull girder (i.e., the vertical elements including
side structures and longitudinal bulkheads) to the

ultimate hull bending strength was recognised in
the original paper as being less straightforward;
and the assumption of a modified strength
reduction factor in the compressed elements of
the web, together with the occurrence of yielding
throughout the tension side of the final neutral
axis, received much discussion at the time. It was
accepted that the latter assumption would be likely
to result in an overestimate of the ultimate bending strength of the hullthough probably only a
small one in view of the dominance of the contributions of the two flanges (decks and bottom
structures).
30 years later, these assumptions were challenged in the Paik-Mansour model of the stress
distribution across the hull girder at the ultimate
bending moment, as seen in Figure 3 of this paper.
By postulating a linear elastic stress distribution
over a large part of the web of the hull girder
and thus not calling on the full tensile strength of
the longitudinal material in this part of the structure, it seemed possible that this method would
underestimatebut again only slightlythe ultimate bending strength of the hull. Most importantly, the original Paik-Mansour method is unable
to accommodate a pure bending moment depending on the geometrical properties of ship hulls and/
or bending moment direction.
In the present paper, a scenario lying between
the above two extreme models is proposed, in
which some proportionto be found by an iterative procedureof the web of the hull girder,
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Table 11.
Comparison between CSR idealized structural unit method and ANSYS nonlinear finite element method.
Hogging
Sagging
ANSYS
Muh
Mp
(GNm) (GNm)
Ship
Dows test
hull
Container
ship
Bulk carrier
D/H
Suezmax
S/H VLCC
D/H VLCC
CSR
ANSYS
CSR
Muh
Muh/Mp (GNm) Muh/Mp
CSR/
Mus
Mus
CSR/
ANSYS (GNm) Mus/Mp (GNm) Mus/Mp ANSYS
0.013
0.011
0.840
0.012
0.888
1.058
0.011
0.793
0.010
0.764
0.963
9.220
6.969
0.756
8.040
0.872
1.154
6.951
0.754
7.843
0.851
1.128
20.394
17.677
17.500
14.066
0.858
0.796
17.941
15.714
0.880
0.889
1.025
1.117
15.800
11.151
0.775
0.631
14.475
12.420
0.710
0.703
0.916
1.114
22.578
32.667
17.355
27.335
0.769
0.837
19.889
28.352
0.881
0.868
1.146
1.037
16.179
22.495
0.717
0.689
17.868
24.798
0.791
0.759
1.104
1.102
Mean
S-D
COV
1.090
0.056
0.052
1.055
0.091
0.086
30
30
25
(Mu)CSR (GNm)
(Mu)CSR (GNm)
25
20
15
20
15
10
10
Hog / Sag
: Container ship
: Bulk carrier
: D/H Suezmax
: S/H VLCC
: D/H VLCC
Hog / Sag
:
:
:
:
:
:
0.0125

Container ship
Bulk carrier
D/H Suezmax
S/H VLCC
D/H VLCC
0.0125
0.0125
10
15
20
25
30
0.0125
10
15
20
25
30
(Mu)ALPS/HULL (GNm)
(Mu)ANSYS (GNm)

strength between the CSR idealized structural unit method
and the ANSYS nonlinear finite element method.

strength between the CSR idealized structural unit
method and the ALPS/HULL intelligent super-size finite
element method.
on the tension side of this web, is postulated to

have reached the material yield stress (see Figure 4)
when the ultimate bending strength is reached. It
is noted that the modified Paik-Mansour method
presented in the paper covers both the above two
extreme models. Furthermore, the modified
Paik-Mansour method is more general and is able
to accommodate a pure bending moment regardless of the geometrical properties of ship hulls and/
or bending moment direction.
In the Applied Examples summarised in Section 4, it is evident that in certain cases this yielding
of the material in the webs of ship hull girders
might indeed extend for significant distances vertically from the yielding flange. The amount
of this contribution to the ultimate longitudinal
strength of a ship from the tensioned material in
the cross-section will, of course, depend on the
proportion and disposition of vertical material
in the hull cross-section.
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Table 12. Comparison between CSR idealized structural unit method and ALPS/HULL intelligent super-size finite
element method.
Hogging
Sagging
ALPS
Ship
Dows test
hull
Container
ship
Bulk carrier
D/H
Suezmax
S/H VLCC
D/H VLCC
Mp
(GNm)
Muh
(GNm)
0.013
CSR
ALPS
CSR
Muh/Mp
Muh
(GNm) Muh/Mp
CSR/ Mus
Mus
CSR/
ALPS (GNm) Mus/Mp (GNm) Mus/Mp ALPS
0.011
0.799
0.012
0.888
1.111
0.010
0.743
0.010
0.764
1.029
9.220
6.916
0.750
8.040
0.872
1.163
6.635
0.720
7.843
0.851
1.182
20.394
17.677
16.602
13.308
0.814
0.753
17.941
15.714
0.880
0.889
1.081
1.181
15.380
11.097
0.754
0.628
14.475
12.420
0.710
0.703
0.941
1.119
22.578
32.667
17.335
25.600
0.768
0.784
19.889
28.352
0.881
0.868
1.147
1.108
17.263
22.000
0.765
0.673
17.868
24.798
0.791
0.759
1.035
1.127
Mean
S-D
COV
1.132
0.038
0.034
1.072
0.087
0.081
Note: Mp = fully plastic bending capacity, Muh = ultimate hogging moment, Mus = ultimate sagging moment, S-D = standard deviation, COV = coefficient of variation.
Table 13.
Comparison of all methods considered: A summary.

Formula/ANSYS Formula/ ALPS Formula/ CSR
ALPS/ ANSYS CSR/ ANSYS
CSR/ ALPS
Ship
Hog
Sag
Hog
Sag
Hog
Sag
Hog
Sag
Hog
Sag
Hog
Sag
Dows test
hull
Container
ship
Bulk carrier
D/H
Suezmax
S/H VLCC
D/H VLCC
0.920
0.879
0.966
0.939
0.870
0.912
0.952
0.936
1.058
0.963
1.111
1.029
0.918
1.018
0.925
1.067
0.796
0.902
0.992
0.955
1.154
1.128
1.163
1.182
0.947
0.993
0.937
1.095
0.998
1.049
0.962
1.101
0.924
0.889
1.022
0.983
0.949
0.946
0.973
0.995
1.025
1.117
0.916
1.114
1.081
1.181
0.941
1.119
1.078
0.939
1.102
0.995
1.079
1.003
1.033
1.018
0.940
0.905
0.998
0.903
0.999
0.937
1.067
0.978
1.146
1.037
1.104
1.102
1.147
1.108
1.035
1.127
Mean
S-D
COV
0.966
0.061
0.063
1.004
0.088
0.087
1.003
0.055
0.055
1.020
0.061
0.060
0.887
0.051
0.058
0.953
0.054
0.056
0.962
0.026
0.027
0.984
0.045
0.046
1.090
0.056
0.052
1.055
0.091
0.086
1.132
0.038
0.034
1.072
0.087
0.081
Note: S-D = standard deviation, COV = coefficient of variation.
While useful methods have been developed in

the literature, it is however emphasized that the
scarcity of full-scale data from experiments or ship
failures makes it difficult to judge which method
might provide the best basis for ship design or
approval calculations. Back-breaking hull failure
involves so much buckled and fractured metal, that
it must be doubted whether the reality can ever be
modelled with precision. It might therefore be prudent to take as the design critical limit state the
longitudinal bending moment at which the tension
flange of the hull structure first reaches the yield
stress after the compressed flange has reached its
limiting resistance. Any margin above this critical

bending moment provided by progressive yielding
of the remaining structure is likely to be small, and
can be seen as a small margin of safety reflecting
our uncertain knowledge of the anatomy of final
failure of ships hulls in bending.
ACKNOWLEDGEMENTS
The present study was undertaken at The Lloyds
Register Educational Trust (The LRET) Research
Centre of Excellence at Pusan National University,
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Korea in association with the activities of

International Ship and Offshore Structures
Congress (ISSC) Technical Committee III.1
Ultimate Strength. Thanks are due to Dr. C.H.
Huang, China Corporation Register of Shipping, Taiwan, for his CSR idealized structural unit
method computations. The authors are pleased to
acknowledge the financial support of The LRET
and The National Research Foundation (NRF) of
Korea. This paper is a sequel to Chapter 16: Ultimate Strength of Ship Hulls in Ship Structural
Analysis and Design, co-authored by O.F. Hughes
and J.K. Paik.
REFERENCES
ALPS/HULL. 2010. A computer program for progressive
collapse analysis of ship hulls. Advanced Technology
Center, DRS C3 Systems, Inc., MD, USA (www.proteusengineering.com, www.maestromarine.com).
ANSYS 2010. Version 12.0, ANSYS Inc., Canonsburg,
PA, USA.
Caldwell, J.B. 1965. Ultimate longitudinal strength.
Trans. RINA, Vol. 107, pp. 411430.
Dow, R.S. 1991. Testing and analysis of a 1/3-scale
welded steel frigate model. Proceedings of International Conference on Advances in Marine Structures,
Vol. 2, Scotland, May.
Hughes, O.F. & Paik, J.K. 2010. Ship structural analysis and design, The Society of Naval Architects and
IACS 2008a. Common structural rules for double hull oil
tankers. International Association of Classification
Societies, London, UK, July.
IACS 2008b. Common structural rules for bulk carriers.
International Association of Classification Societies,
London, UK, July.
ISO 2007. International standard ISO 18072-1, Ships and

marine technologyShip structures, Part 1: General
requirements for their limit state assessment, International Organization for Standardization, Geneva.
Mansour, A.E. & Liu, D. 2008. Strength of ships and
ocean structures, The Society of Naval Architects and
Paik, J.K. 2011. A benchmark study on the ultimate
strength of ship hulls. The Lloyds Register Educational Trust Research Centre of Excellence, Pusan
National University, Busan, Korea, January.
Paik, J.K. & Mansour, A.E. 1995. A simple formulation
for predicting the ultimate strength of ships. Journal
of Marine Science and Technology, Vol. 1, Issue 1,
pp. 5262.
Paik, J.K. & Melchers, R.E. 2008. Condition assessment
of aged structures, CRC Press, New York, USA.
Paik, J.K. & Thayamballi, A.K. 2003. Ultimate limit
state design of steel-plated structures. John Wiley &
Sons, Chichester, UK.
Paik, J.K. & Thayamballi, A.K. 2007. Ship-shaped offshore installations: Design, building, and operation.
Cambridge University Press, Cambridge, UK.
Paik, J.K., Thayamballi, A.K. & Che, J.S. 1996. Ultimate
strength of ship hulls under combined vertical bending, horizontal bending and shearing forces. Trans.
SNAME, Vol. 104, pp. 3159.
Paik, J.K., Thayamballi, A.K. & Lee, J.M. 2004. Effect
of initial deflection shape on the ultimate strength
behavior of welded steel plates under biaxial compressive loads. Journal of Ship Research, Vol. 48, No. 1,
pp. 4560.
Rutherford, S.E. & Caldwell, J.B. 1990. Ultimate longitudinal strength of ships: A case study. Trans. SNAME,
Vol. 98, pp. 441471.
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Development of advanced designed formulation to estimate

the buckling/ultimate strength of curved plates
Joo-Shin Park, Min-Sung Chun & Yong-Suk Suh
Department of Structure Research, Marine Research Institutes, Samsung Heavy Industries Co., Ltd, Geoje,
Kyungnam, Korea
ABSTRACT: During the past decades a number of studies have been conducted in terms of evaluation
of the nonlinear buckling characteristics of curved plates. However any explicit expression or formula
for calculating buckling/ultimate strength of curved plates is not available yet. Therefore it is imperative to develop practical formulas for estimating buckling/ultimate strength of curved plates. The aim
of this study is to analyze nonlinear buckling characteristics of curved plates. A series of FEM analyses
are performed on curved plates varying several parameters such as flank angle (curvature), plate thickness, loading conditions, etc. According to the various conditions applied to the curved plates, buckling
strength and ultimate strength are calculated. And also the stress-strain curve is drawn for each set of
applied conditions from the numerical calculations. It is shown that buckling/ultimate strength formula
developed for a curved plate can give a reasonable estimate of strength for curved plate, when the newly
defined curvature correction parameter considering the increase of the buckling strength due to curvature
is applied. It is our hope that the obtained buckling/ultimate strength characteristics would be used as
practical design guide for estimating the nonlinear buckling strength of curved plates in the field of ships
and offshore structures.
1
GENERAL INSTRUCTIONS
Cylindrically curved plates are extensively used in

ship structures. Curved plates such as deck plating with a camber, side shell plating at fore and aft
parts, bilge circle part are normally assembled. It
is believed that such curved plates can be modeled
fundamentally by a part of a cylinder subjected
to axial loading produced by hull girder bending.
From the estimations using cylinder models, it
is known that in general, curvature increases the
buckling strength of a curved plate subjected to
axial compression, and component of curvature
may cause an increase in the ultimate strength as
well as buckling strength [1]. However, in spite of
wide use of these structural members, the practical method for structural assessment on buckling/
ultimate strength of curved plate has not clearly
established yet. Some reference of finite element
analysis and class rules which deals with the buckling strength of curved plate as a part of ship
structures exist, but the result of FEA and related
rules indicate different design values. In addition
to this contradiction, the absence of validation by
relevant experimental investigations invokes the
need for an improved design procedure of curved
plates. Therefore, development of well predictable
and integrated rules for curved plate are required
to guarantee the total safety of any type of ship

structure as an urgent task in the shipbuilding
industries. In the present study, to clarify and
examine the fundamental buckling behaviours of
cylindrically curved plate under axial compression, combined compression with lateral pressure,
a series of elasto-plastic large deflection analyses are performed together with the comparisons
with the collapse behaviours including nonlinear
factors. On the basis of the calculated results, the
effects of curvature (R), initial deflection (w), slenderness ratio () and aspect ratio (a/b) on the characteristics of the buckling and ultimate strength
behavior of cylindrically curved plates subjected
to axial compressive loading and combined axial
compression and lateral pressure are discussed.
Based on the results of a series of the nonlinear
finite element calculations for all edges simply supporting plating, design formulae are derived in
empirical form in order to predict the buckling/
ultimate strength of curved plates. The predicted
results show a good accuracy comparing to the
results of finite element analysis.
1.1 Literature survey
At the beginning, a brief review is made on previous research works related to buckling and
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ultimate strength behaviour of cylindrically curved

plates and stiffened plates.
Maeno et al. (2003, 2004) performed a series of
elasto-plastic large deflection analysis to investigate
the buckling/plastic collapse behaviour of ships
bilge strakes, typical in Tanker and Bulk Carrier,
which are unstiffened curved thick plates subjected to axial compression. Yumura et al. (2005)
investigated buckling/plastic collapse behaviour of
cylindrically curved plates under axial compression. Park, H.-J. et al. (2005) performed nonlinear
FE analyses on actual stiffened curved plates of a
container ship varying the curvature and spacing
of stiffeners. Kwen et al. (2003, 2004) performed
non-linear FE analyses for unstiffened curved
plates varying aspect ratio, slenderness ratio and
curvature under various loading conditions such
as longitudinal thrust, transverse thrust and
shear load.
Cho et al. (2007) performed both ultimate
strength tests on six curved stiffened plates and
nonlinear finite element analyses under axial compression. An analytical approach was proposed by
Levy (1943) by using large deflection theory for
simulating the elastic behaviour of initially curved
sheet. Buermann et al. (2006) presented a fast semianalytical model for the post-buckling analysis of
stiffened cylindrical panels. Kundu et al. (2007)
investigated the geometrically nonlinear postbuckling analysis of laminated composite doubly
curved shells using FEM. Applying the arc length
method, both snap-through and snap-back postbuckling behaviour were well captured. Park, J.-S.
et al. (20052010) performed non-linear FE analyses for unstiffened curved plates varying aspect
ratio, slenderness ratio and curvature under combined loading conditions as well as development
of analytical method. However, further studies are
needed for facilitating more rational guidelines of
buckling/ultimate strength considering engineering concept of curved plates.
2
FE MODLE AND METHOD
The target curved plate structure is shown in Fig. 1.

The cylindrically curved plates have the dimensions of a in length, b in width, t in thickness and
in flank angle, where the length b is kept constant
as 1,000 mm throughout the present study. There
is a relationship between the width b and the flank
angle as b = R, where R is the radius of curvature as shown in the Figure.
2.1
Initial imperfections
In advanced ship structural design, load-carrying

capacity calculations of plating should be considered
0.5a
0.5a
R
b
TRANS.frame
Figure 1.
Cylindrically curved plate.
post-weld initial imperfections as parameters

of influence [4]. The initial buckling mode obtained
by eigen-value analysis by using FEM is used as
initial deflection mode.
2.2 Material properties
The curved plates analyzed using the one bay
model had material properties as shown in Table 1.
The analysis models incorporated an idealized
elastic-perfectly plastic stress and strain curve, and
the strain hardening rate is set as zero. Isotropic
hardening law is assumed employing von Misess
yield condition.
2.3 Calculation method
The conventional Newton-Raphson method fails
because of the singularity of the stiffness matrix
and a diverging solution. In general, the Arc-length
methods avoid this situation and it is suitable for
nonlinear static equilibrium solutions of unstable problems such as snap-through or snap-back
behaviour. In the present study considered material and geometric nonlinear analysis should be
undertaken using commercial FEM code, MSC.
Nastran [5] which is a general purpose finite element method package. The Arc-length method
involves the tracing of a complex path in the
load-displacement response into the buckling/post
buckling regimes. For problems with sharp turns
in the load-displacement curve or path dependent materials, it is necessary to limit the arc-length
radius (arc-length load step size) using the initial arc-length radius. During the solution, the
Arc-length method will vary the arc-length radius
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Table 1.
plate.
Material properties for curved
Material
High tensile steel

(AH32)
Elastic modulus (E)

Poisson ratio (v)
Yield stress (Y)
206 GPa
0.3
315 MPa
at each arc-length sub step according to the degree

of nonlinearities that is involved.
3
3.1
NUMERICAL SIMULATION
AND RESULTS
(a) Longi.compression
Eigen buckling mode
A series of eigen-value buckling analysis is carried

out to evaluate buckling strength and to examine
the significant buckling mode. The latter result is
used to produce initial deflection. Figure 2 shows
typical buckling modes varying flank angle and
slenderness ratio. When a flank angle is zero, that
is in case of a flat thinner plate, the plate buckles
into four half-waves in the longitudinal direction.
However, as the flank angle increases to 5 degrees,
the buckling mode changes so that the deflection
flattened out towards loading direction and deflection locally grow at the loading edges as shown in
Fig. 2(a)-flank angle 5 degrees, 10 mm. When a
flank angle is greater than these values, buckling
takes place in an irregular mode as indicated in
Fig. 2(a). For larger thickness of plate, five or four
half-waves mode appears in the loading direction
as shown in Fig. 2(a). In general, buckling mode of
plate under transverse compressive loading takes
place one half-wave, however, plate with curvature
appears in the circumferential direction at the local
parts as shown in Fig. 2(b)-flank angle 30 degrees,
20 mm. This is considered as a part of shell buckling of a cylinder wall in a so-called diamond buckling mode [2, 3].
3.2
(b) Trans.compression
Figure 2. Typical buckling modes obtained by elastic

eigen-value analysis.
Figure 3.
Elastic buckling mode varying flank angle.
the outward deflection develops from the beginning of compressive loading because of Poissons
effect. It is noticed that the curved plates can have
a primary buckling mode that is different from the
buckling mode of flat plate and that the buckling
strength is generally larger than that of the flat
plate.
Fundamental buckling mechanism
Figure 3 shows the corresponding elastic buckling modes varying flank angles. The solid red line
represents compressive load, and solid blue line is
tension. When the flank angle is less than or equal
to 2 degrees, the buckling takes place with three
longitudinal half-waves as in the case of a rectangular flat plate having the same aspect ratio. With
further increase in the flank angles, the buckling
mode changes in one longitudinal half wave with
additional swelled component of deflection near
the transverse edges. In the case of curved plates,
3.3
Benchmark study
Figure 4 shows the results of critical buckling

strength for curved plate which represent comparison between class rule and finite element analysis using commercial code ABAQUS. As shown
in Fig. 4, a comparison of two results is made in
which the critical buckling strength from both
FEM and class rule calculation is relatively unanimous in case of thicker plate. But in case of thinner
plate, the result of critical buckling strength shows
significant errors because curvature reduction
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1
ABS
BV
DNV
GL
NK
RINA
KR
0.6
0.8
xu/y
RULE (cr /y)
0.8
Flat plate
Curved plate
5 degrees
Curved plate
45 degrees
0.6
0.4
0.4
0.2
0.2
0
0
0.2
0.4
0.6
0.8
A : Secondary Buckling
B : After 2nd Buckling
C : Ultimate Strength
FEA(ABAQUS, cr /y)
Figure 4. Verification results of buckling strength for

curved plate under axial compression.
xu / y
Figure 5. The relationships of between average stress

and average stain of plate with/without curvature under
longi.compression.
factor used in classs equations currently is not in

the reflected buckling phenomenon.
3.4
Progressive collapse behaviour
A series of elasto-plastic large deflection analysis is performed to clarify the fundamentals in

progressive collapse behaviour including occurrence of buckling/yielding of cylindrically curved
plates under axial compression. The thickness of
the plate varies from 7 mm to 35 mm. For each
case, calculated average stress-average strain relationships are summarised in Figure 5 including the
case of a flat plate.
Firstly, progressive collapse behaviour of a thin
plate subjected to compressive load is explained
Fig. 5. When the flank angle is 5 degrees, secondary
buckling takes place at the A point as shown Fig. 5.
Then, load-carrying capacity rapidly decreases due
to the occurrence of secondary buckling accompanied by snap-back unloading phenomenon. At
that time, the buckling mode abruptly changes
from one half wave to three half-waves for loading
direction. The final collapse mode further changes
from three to five half-waves against increase in the
compressive loading as shown in Figure 6.
This is because of the occurrence of the secondary buckling after the primary buckling. It is
known that secondary buckling strength of a simply supported plate is very high, but for the aspect
ratio at which buckling mode terminates; the secondary buckling strength is relatively low. Such
high-order buckling after the primary buckling
takes place because of the change in the in-plane
stress distribution due to large deflection.
This snap-back behaviour can be captured
using arc-length control with incremental force by
Non-symm.onehalf-wave mode
Non-symm.threehalf-waves mode
Non-symm.fivehalf-waves mode
Figure 6. Change of buckling mode of the curved plate
with a flank angle of 5 degrees.
compressive load. Especially, the ultimate strength

of thin plate (t = 10 mm) is estimated lower than
that of flat plate due to the occurrence of secondary buckling [6]. In case of the ultimate strength of
the curved plate with small flank angle secondary
buckling behavior should be carefully considered.
With further increase in the curvature, buckling/
ultimate strength gradually increases and thus
buckling/yielding starts to take place and the ultimate strength is attained. Figure 7 shows average
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1
Flat plate
Curved plate
5 degrees
Curved plate
45degrees
0.8
0.6
0.6
XU/Y
yu/y
0.8
0.4
0.4
Longitudinal
Compression
0.2
5 Deg.
10 Deg.
20 Deg.
30 Deg.
0.2
0
0
yu /y
Plate Slenderness Ratio,

and average stain of plate with/without curvature under
trans.compression.

and slenderness ratio varying curvature under longi.
compression.
1
stress and average strain curve varying curvature

considering same thickness (t = 10 mm). When
transverse compression is applied on the curved
plate, buckling/yielding starts at the short-edges
and the ultimate strength is attained. In the postultimate strength, yielding is restricted only near
the end parts where buckling deflection is produced. This implies that the middle part of the
plate remains in the elastic range. Thus from the
results i.e. Fig. 7 the buckling/ultimate strength is
decreased with the increase in the curvature. However this characteristic is different for the loading
in the longitudinal direction.
A series of FEM analysis are performed by changing the slenderness ratio of the curved plate from
1.18 to 4.14. This slenderness ratio is obtained by
changing the thickness of the plate between 10 mm
and 35 mm whereas keeping the breadth and the
length of the plate as 1,000 mm and 3,700 mm,
respectively. The flank angle is taken as 5, 10, 20 and
30 degrees. The calculated ultimate strength is plotted against slenderness ratio as shown in Figure 8.
It is seen that ultimate strength of curved plate
with flank angle of 5 degrees gives too conservative estimation. This is because of the occurrence
of the secondary buckling. Figure 9 shows relationship between average stress and slenderness
ratio varying curvature under trans.compression.
The differences of ultimate strength according to
change in the thickness is small, over 20 degrees of
flank angle.
Figure 10 shows the Ultimate strength interaction relationship of a curved plate under combined biaxial compressive loads as a function of
5 Deg.
10 Deg.
20 Deg.
30 Deg.
YU/Y
0.6
0.4
0.2
0
0
Plate Slenderness Ratio,

and slenderness ratio varying curvature under trans.
compression.
1
Model1
BC
10t
12t
14t
16t
20t
24t
30t
35t
0.8
b = 1000 mm, a/b = 3.7, 0 = 0.052t
Frank Angle = 10 deg.
YU/Y
3.5 Influence of slenderness ratio
Transverse
Compression
0.8
0.6
0.4
0.2
0
0
0.2
0.4
0.6
0.8
XU/Y
Figure 10. Ultimate strength interaction relationship of
a curved plate under combined biaxial compressive loads
as a function of the plate thickness.
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the plate thickness. The loading ratio (longitudinal

compressive loading by transverse compressive
loading) is composed 9:1, 8:2, 7:3, 5:5 and 3:7.
With the increase in the plate thickness, the loadcarrying capacity also increased for various combination of stress components.
4.1
y
0.8
Empirical Formula (xcr / y )
DEVELOPMENT OF FORMULATION
Buckling strength formulation
Correlation : 0.979
Standard Deviation : 0.05
0.6
0.4
0.2
The buckling strength obtained by FEM analysis

is plotted against the slenderness ratio, and compared with the empirical formula in Fig. 11. The
distribution of buckling strength by varying slenderness ratio almost remains same at the flank
angle over 10 degrees. However, in case of small
flank angle the tendency is different. This is mainly
affected due to the change the curvature. The scatter of the buckling strength between FE-Analysis
and empirical formula is shown in Figures 11
and 12. In the present formulation used classical
Euler buckling format and re-adopted the correction factor as namely, CB, CR and CJ by Eqs. (4.1)
(4.8). The coefficient of buckling strength (CB) is
assumed as function of curvature/slenderness ratio
of the curved plate and coefficient of reduction
(CR). This function of CB represents the effect of
curvature. The final coefficient (CJ) is assumed
as correction factor to represent the buckling
mechanism. This formulation follows calculation
of plasticity correction by Johnson-Ostenfeld. In
general, Euler buckling stress (E) is higher than
half the yield stress (y), the critical buckling stress
is given by J0 = [1(Y / 4E)] Y, assuming that
the proportional limit is 0.5Y. It is generally found
1
x
0.8
Correlation : 0.991
0
0
0.2
0.4
0.6
0.8
FEA (xcr /y)
Figure 12. Correlation of the empirical formula with

buckling strength obtained by FEM of curved plate
under trans. compressive load.
from these results that the developed formula can

predict the buckling strength that is in good agreement with the FEM results.
Buckling strength of curved plate under
longitudinal /transverse compressive loads
2
LC
2E t
CB
12(1 v 2 ) b
1 v2
CR
Y / E
=k
CB
R
CR = 0 0323
t
0
1.0
CJ =
1
.1
1
1.00
CJ =
88
0.88
(1)
(2)
0.751
CJ
(3)
< 2.0
= 10 ~ 30
2.0
(4)
< 2.0
= 0 10
2.0
(5)
Transverse compressive load
0.6
0.4
CB
0.2
0.2
0.4
0.6
0.8
2E t
CB
12(1 v 2 ) b
1 v2
CR
Y / E
=k
R
CR = 0.003
t
0
0
TC
(6)
(7)
1.514
(8)
FEA (xcr /y)

buckling strength obtained by FEM of curved plate
under longi. compressive load.
4.2 Ultimate strength formulation

Based on the insights noted above, the ultimate
strength of the cylindrically curved plate, for axial
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Longitudinal compressive load
U LC
Y
CF =
0.8
compression may be empirically derived by curve

fitting of the finite element results as follows; The
new expression of the Franklands formula [7]
used including new factors. It was also adopted by
the US Navy. This expression has the same general form as the one due to Faulkner to Guedes
Soares but the coefficients are different, leading
to a more conservative prediction. The coefficient
CF assumed as function of double slenderness ratio,
and correction factors (Ca, Cb and Cc) represents
effect of curvature with the change in the thickness
of plate. The accuracy of the present formula plotted against slenderness ratio is checked by a comparison with finite element solutions for a range of
flank angle between 5 and 30 degrees, as shown in
Figures 13 and 14. It is noted that correlation ratio
and standard deviation of the error in the empirical formula against FEA is 0.99 and 0.133, of the
curved plate subjected to longitudinal compression
respectively. Also, the empirical formula correlated
with 0.99 and standard deviation is 0.08 against
the ultimate strength obtained by FEA of curved
plate under transverse compression. The newly
developed ultimate strength formula for curved
plate can give a reasonable estimation comparing
FEM results.
Correlation : 0.999
0.6
0.4
0.2
0
0
0.2
0.4
0.6
0.8
FEA( xcr /y)

ultimate strength obtained by FEM of curved plate
under trans. compressive load.
R
R
Cb = 4.138 + 1.934 1.023
t
t
(12)
R
R
Cc = 1.001 0.181 + 1.382
t
t
(13)
Transverse compressive load
2.25 1.25
=
2 CF

(9)
Ca Cb
+
+ Cc
2
R
R
Ca = 2.596 1.712 + 0.415
t
t
2
(10)
R
R
Cb = 2.095 + 0.929 0.136
t
t
(11)
R
R
Cc = 1.009 0.724 + 0.322
t
t
R
R
Ca = 3.434 1.989 + 0.646
t
t
(14)
(15)
(16)
Ultimate strength of curved plate under combined longitudinal compressive load and lateral
pressure
x
0.8
U LCLP
Correlation : 0.998
0.6
CF =
0.4
0.2
0
0
0.2
0.4
0.6
0.8
FEA( xcr /y)

under longi. compressive load.
2.25 1.25
=
2 CF

CP
Ca Cb
+
+ Cc
2
Range ( ) = 10 ~ 30
2
b
b
Ca = 3.434 1.989 + 0.646
R
R
2
b
b

C = 4.138
1 + 1.934
934 1.023
b
R
R
b
b
001 0.181 + 1.382
Cc = 1.001
R
R
(17)
(18)
(19)
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Range ( ) 10
Ca = 0.068
C = 0.181
b
Cc = 0.883
(20)
CP = 0.210 + 1.263
(21)
Formula (XU/Y)
0.8
Ultimate strength of curved plate under

combined-transverse compressive load and lateral pressure
U TCLP
Y
CF =
2.25 1.25
=
2 CF

CP = 0.196 2 + 0.893 + 0.314
(25)
Formula (XU/Y)
Model1
LC+LP
FEM-Formula
Linear
0.4
0.2
Correlation : 0.995
0
0.8
0.6
0.8
formula plotted against slenderness ratio is checked

by a comparison with finite element solutions as
shown in Figures 15 and 16. It is noted that correlation ratio and standard deviation of the error
in the empirical formula against FEA is 0.99 and
0.27, of the curved plate subjected to combined
longitudinal compression and lateral pressure,
respectively.
The normalized ultimate strength by FEA is
plotted against the normalized ultimate strength
by empirical formula of curved plate under combined transverse compression and lateral pressure
as shown in Figure 16. Good agreements are also
observed in both results.
CONCLUSION
The objective of the present paper is to clarify and

examine the fundamental buckling/plastic collapse
behaviour and ultimate strength of cylindrically
curved plate under a variety of loading conditions
(compression and combined compression and lateral pressure).
On the basis of the calculated results, the effects
of curvature (R), slenderness ratio and loading
effect on the buckling and ultimate strength have
been discussed. A simple formulation is developed
as an efficient method to predict the critical buckling strength and ultimate strength. The following
points can be concluded:
0.6
0.6
0.4
FEA( XU/Y)
b = 1000 mm, a/b = 3.7

0 = 0.052 t, P = 0.2 MPa
0.4
0.2

under transverse compression and lateral pressure.
The coefficient CP assumed as function of slenderness ratio, and the other factors (Ca, Cb and Cc)
represents effect of curvature with the change in
the thickness of plate. The accuracy of the present
0.2
0.4
Correlation : 0.993
(23)
(24)
0.6
0.2
b
b
Ca = 2.596 1.712 + 0.415
R
R
2
b
b
C = 2.096
+ 0.929
9 0.136
b
R
R
b
b
009 0.724 + 0.322
Cc = 1.009
R
R
0.8
b = 1000 mm, a/b = 3.7

0 = 0.052 t, P = 0.2 MPa
(22)
CP
Ca Cb
+
+ Cc
2
Model1
TC+LP
FEM-Formula
Linear
FEA( XU/Y)
under longitudinal compression and lateral pressure.
1. Cylindrically curved plate under longitudinal

compression takes place the buckling mode
with several half waves for loading direction
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2.
3.
4.
5.
6.
when secondary buckling occurs. When free

from secondary buckling, local region near
loading edges only collapses.
The buckling of the curved plate with relatively large flank angle takes place in one-half
wave mode in loading direction with the local
swelled shape near the loading edges. After the
occurrence of primary buckling, the secondary
buckling takes place and deflection change to
the mode with the larger number of half-waves.
Also the in-plane rigidity is decreased.
The ultimate strength of curved plate is significantly reduced when the secondary bucking takes place. At that time, buckling mode
abruptly changed with redistribution of inplane stress.
The curved plate under trasversal compression underestimates the buckling and ultimate
strength with increase in the curvature. This is
mainly induced by collapse pattern.
A simple formula developed for a curved plate
can give a reasonable estimate of buckling/
ultimate strength of curved plate under a variety
of loading conditions (longitudinal/transverse
compressive load, combined biaxial compression and lateral pressure).
Good correlations are observed in the ultimate
strength including buckling strength by applying the proposed empirical formula.
REFERENCES
[1] Joo-Shin, Park., Masahiko, Fujikubo., Iijima,
Kazuhiro & Tetsuya Yao, Prediction of the secondary buckling strength and ultimate strength of cylindrically curved plate under axial compression, The
International Journal Society of Offshore and Polar
Engineers (IJSOPE-ASME), 2009. 07.
[2] Timoshenko, S.P. & Gere, J.M. Theory of elastic stability, McGraw-Hill Book, New York. (1961).
[3] Timoshenko, S.P. & Woinosky-Krieger, S. Theory
of plates and shells McGraw-Hill Book, New York,
1959.
[4] Paik, J.-K. & Thayamballi, A.K. Ultimate limit state
design of steel-plated structures, John Wiley & Sons,
U.K., 2003.
[5] MSC. Nastran implicit nonlinear (SOL 600) Users
Guide, Solution methods and strategies in nonlinear
analysis, (2005).
[6] Joo-Shin, Park., Iijima, Kazuhiro & Tetsuya Yao,
Characteristics of Buckling and Ultimate Strength
and Collapse Behaviour of Cylindrically Curved Plates
subjected to Axial Compression, Journal of Advanced
Material Research, 2008. 01. 30. pp. 11951200.
[7] Frankland, J.M. The strength of ship plating under
edge compression, US EMB Report 469, May, 1940.
ACKNOWLEDGMENTS
The research study reported in this paper was
undertaken with Samsung Heavy Industry and
seven kinds of classification of societies (Lloyds
Register, ABS, Class NK, Korean Register, Bureau
Veritas, Germanischer Lloyds and RINA). The
authors are glad to acknowledge their continuous
technical and other supports.
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Ultimate strength assessment of ageing steel plates subjected

to random non-uniform corrosion wastage
J.E. Silva, Y. Garbatov & C. Guedes Soares
ABSTRACT: The aim of this study is to investigate the effect of non-linear randomly distributed
nonuniform corrosion on the ultimate strength of unstiffened rectangular plate subjected to axial
compressive loading. A series of 570 plate surface geometries are generated by Monte Carlo simulation
for different degree of corrosion, location and ages and nonlinear finite element analyses are carried out,
using a commercial finite element code. Based on a regression analysis, empirical formulae to predict
strength reduction because of corrosion have been derived demonstrating a good accuracy.
1
INTRODUCTION
Corrosion has always been one of the major

problems in marine industry. Many catastrophic
situations have been caused by corrosion damage,
even when all the design requirements are satisfied
(Nakai et al., 2004, 2006).
Some studies from the last decades considered
simplified models of general corrosion wastage,
linearly increasing with time (Hart et al., 1986;
Guedes Soares 1988a and Shi 1993). More recent
studies demonstrated the nonlinear time dependent
corrosion models are more appropriate (Guedes
Soares et al., 2009) and that corroded surfaces
could be modelled by random fields (Teixeira and
Guedes Soares, C. 2008)
Many models and studies have been carried out
to predict the behaviour of structural elements
affected by corrosion degradation in a deterministic way, focusing their attention on pitting corrosion as one of the most hazardous forms.
Paik et al. (2003, 2004) investigated the ultimate
strength of plate elements with pit corrosion
wastage under axial loads and in-plane shear loads.
They derived a closed-form solution to estimate
the ultimate strength of pitted plates by idealizing
corrosion pits as a cylindrical shape and by varying the degree of pits and intensity in a systematic way.
Duo et al. (2007) idealized corrosion pits as cylindrical cones and investigated the influence of localized corrosion on the ultimate strength. Although
over 256 nonlinear finite element analyses were
conducted in a systematic way it was assumed that
corrosion was constrained to a rectangular area on
the plate.
Jiang and Guedes Soares, (2008, 2009, 2010) and

Saad-Eldeen and Guedes Soares, (2009) focused
their attention on the influence of scattered pitted
plates on the collapse strength by using the mathematical model proposed by Daidola et al. (1997),
who developed a method to estimate the residual
thickness of pitted plates.
The study, presented here, instead of using any
idealization of special distribution of pitting corrosion, treats it as a quasi-random distribution of
plate thickness by applying the approach of corrosion wastage developed by Guedes Soares and
Garbatov (2009) and using Monte Carlo simulation. Using non-linear finite element analysis, the
ultimate strength of a steel plate has been evaluated. The scope of this work is to analyse the effect
of non-linear randomly distributed nonuniform
corrosion on the ultimate strength of unstiffened
rectangular plate subjected to axial compressive
loading.
2
CORROSION MODEL
Three fundamental approaches can be applied for

corrosion deterioration modelling. The conventional approach is just to consider that corrosion
grows linearly with time but this is a crude model.
The second can be based on the results of experiments in specific conditions which suggest laws
of growth of corrosion as a function of specific
parameters. The corrosion model can be developed by considering all those laws derived from
experiments in specific conditions. This approach
involves one difficulty in generalizing results from
laboratory tests to full-scale conditions. The other
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t c
t
, t c
t < c
1.8
1.6
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0
0
12
16
20
24
28
32
36
t, years
Figure 1.
tanks.
Corrosion depth of deck plates of ballast
1
0.9
(1)
where d is the long-term corrosion wastage,

d (t) is the corrosion wastage at time t, c is the
time without corrosion which corresponds to the
start of failure of the corrosion protection coating
(when there is one), and t is the transition time
duration.
The long-term wastage d is defined as the
maximum value in the observed time interval
for ballast tanks and cargo tanks respectively.
The period without corrosion, or the time of initiation of corrosion c, and the transition time,
t are defined based on performing a least squares
fit to the data using a quasi-Newton algorithm,
which determines the direction to search used at
each iteration considering the mean value of corrosion depth.
The parameters of the regressed line of corrosion
depth as a function of time were determined under
the assumption that it is approximated by the
exponential function given in Eqn. (1) for ballast
tanks of tanker deck by Garbatov et al. (2007).
The long-term corrosion wastage for deck plates of
ballast tanks has been defined as d,ballast = 1.85 mm.
The time without corrosion is c,ballast = 10.54 years
and the transition period t,ballast = 11.14 years (see
Figure 1).
The standard deviation as a function of time
has been fit to StDev(t) = a Ln(t)b, which is
shown in Figure 2. Based on the analysis performed by Garbatov and Guedes Soares, (2008) the
Standard Deviation, mm

d
d (t ) =

0,
2.0
Corrosion depth, mm
difficulty is related to the general lack of data on

the environmental conditions which affect corrosion in full-scale.
The third approach, which is the one that is
adopted here, is to consider that a model should
provide the trend that is derived from for the dominating mechanism and then it should be fit to the
field data. Guedes Soares and Garbatov, (1999) proposed a model for the non-linear time-dependent
function of general corrosion wastage. This timedependent model separates corrosion degradation into three phases. In the first one there is no
corrosion because the protection of the metal surface works properly. The second phase is initiated
when the corrosion protection is damaged and
corresponds really to the start of corrosion, which
decreases the thickness of the plate. The third
phase corresponds to a stop in the corrosion process and the corrosion rate becomes zero.
The model is based on the solution of a differential equation of the corrosion wastage:
0.8
0.7
a = 0.384
b= 0.710
0.6
0.5
0.4
0.3
0.2
0.1
0
0
12
16 20
24
28 32
36
t, years
Figure 2. Standard deviation of corrosion wastage of
deck plates of ballast tanks.
corrosion wastage depth is fit by the Log-normal

distribution.
The mean value and the variance of the
log-normal distribution for the corrosion wastage
of deck plates of ballast tanks are 0.544 and
0.919. The model just presented is used for deteriorated plate surface modelling.
3
MONTE CARLO SIMULATION

OF THE CORRODED PLATE SURFACE
The corroded plate surface is modelled as random

plate thickness that results in the random vertical
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position of the coordinates of corroded surface for

equally spaced reference points positioned along
the x and y direction of the plate, as shown in
Figures 3 to 7. These reference points are defined
in a Monte Carlo simulation as being the nodes of
the finite element mesh on the p
plate.
The plate thickness, Zijcorroded, at any reference
point with coordinates x, y for the corroded plate
surface, is defined by the random thickness of the
act
intact plate surface, Zijint
affected by the random
j
vertical reduction resulting from the corrosion
depth, Zijcorrosion depth as:
Zcorroded
Zint act Zcorrosion
depth
according to the previous procedure, using the

simulated random thickness at the reference nodes
to adjust the plate thickness at the nodes according
to Eqn. 2, as displayed in Figures 3 to 7. Corrosion
plate reduction is applied symmetrically on both
sides of plate. 570 successful simulations of corroded plate surfaces are performed.
The mean value and the standard deviation of
the corrosion depth are considered as the ones
related to the deck plate of ballast tanks of tanker
ship. The mean value and the standard deviation of
the intact plate thickness are considered as 10 mm
and 1 mm respectively.
(2)
where Z are the matrixes of the corroded and intact

surface and corrosion depth.
This convention is used to derive the formulation
that describes the vertical position of the surface of
the non-linear corroded plate in the Monte Carlo
simulation resulting in randomly distributed
plate thicknesses for randomly defined reference
nodes at a specific year based on Eqn. (2) applying the corrosion degradation levels as defined by
Eqn. (1) and (2).
The vertical random coordinates (corrosion
depth) of the corroded and intact plate surfaces and
corrosion depths are modelled by a log-normal distribution. This probabilistic distribution is widely
known and can be found in the literature about
statistics. The intact plate surface coordinates and
corresponding corrosion depths are considered as
not correlated.
The modelling of the corroded plate surface in the finite element analysis model is made
Figure 4. Modelled plate surface with an average thickness of 9.6 mm at the 20th year.
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Table 1.
Plate BC (CConstrained; F-Free).
y=0
y=L
x=0
x=b
x = b/2 and y = 0
Ux
Uy
Uz
rotx
F
F
F
F
C
C
F
F
F
C
C
C
C
C
C
C
C
F
F
C
L is the plate length in y direction, b is the width

along the x-axis and h0 is the intact thickness.
The plate is supported in such a way that there
is no displacement along z-axis in all the edges,
the rotation along an axis parallel to x-axis in the
edges y = 0 and y = L is constrained, there is no
displacement along y axis in the edge y = 0 and
the point (x = b/2; y = 0) is clamped to ensure the
symmetry. Table 1 summarizes the boundary conditions, where C means constrained and F is
free displacement or rotation respectively.
4.2
The initial imperfections, which simulate the

presence of manufacture and welding defects, are
considered in this study as proposed by Smith
et al. (1987):
z
w0
x y
w0 sin sin
i
b L
h020
b
y
0 =
h E
0
NONLINEAR FINITE ELEMENT

ANALYSIS
To evaluate the ultimate strength of a rectangular

steel plate subjected to compressive load, a nonlinear finite element analysis is performed using
ANSYS, (2009) commercial software. A large
deflection analysis with the arc length method has
been employed.
4.1
Plate geometry
The plate has a rectangular shape and is defined

with z being the perpendicular axis to plates plane.
(3)
(4)
(5)
where, x, z, y are plates coordinates system,

w0 is the maximum amplitude of imperfection,
0 denotes the intact plate slenderness as proposed
by Faulkner (1975) and E and y are Young modulus and yield stress respectively.
It is beyond the scope of this study to evaluate the influence of these parameters on ultimate
strength and the only parameter that is varying
is the plate thickness as a function of corrosion
deterioration.
4.3
Finite element modelling
The finite element geometry is modelled using a

mesh with around 2520 rectangular elements and
2627 nodes accounting for some previously analyses
related to sensitivity analysis on ultimate strength,
as for example by Rigo et al. (2003). The defined
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Figure 9.
Intact plate stress-strain response.
0.7
FEM mesh with initial imperfection.
Average Stress Ratio, ASR
Figure 8.
mesh size proves a good quality of results and it is

not too dense to avoid endless of calculations.
The plate is modelled by nonlinear shell elements
with four nodes, SHELL181. This element permits
to use nodal properties for introducing thickness
on every node. Figure 8 illustrates FEM mesh, initial imperfections and plate coordinates system.
5
ULTIMATE STRENGHT ASSESSMENT
Ry i
i =1
A
0
(6)
yield
l
where ASR is the average stress ratio, Ry,i is the

reaction forces, in y direction, at the ith node, which
has the coordinates: (xi, 0, 0), k is the number of
nodes at y = 0, A0 = h0b is the sectional area of plate
at y = 0 and yield is the yield stress point of the
material.
0.4
0.3
0.2
(7)
Figure 10.
samples.
0.5
1
Strain/ Yield Strain
Deteriorated
plate
1.5
stress-strain
ratio
where is plate strain, y = 0.001714 is the yield strain

of material, Uyp is the displacement in y direction at
point p = (b/2, L, 0) and L is the plate length.
To evaluate the ultimate strength, the maximum
value of the stress strain curve of each plate is analysed. The ultimate strength ratio of intact plate
is defined as u,0/y = 0.6972 as can be seen from
Figure 5. The average stress strain ratio samples
for the deteriorated plate are shown in Figure 6.
6
y p
0.5
0.1
The stress-strain curve for the intact plate used for

FE analysis is shown in Figure 9. The axial load is
applied on the edge y = L and the average stresses
it calculated based on the reaction forces in the
edge y = 0.
ASR =
0.6
RESULTS AND DISCUSSION
The ultimate strength ratio, u/y as a function of

time is shown in Figure 11, where the resulting
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Figure 11. Ultimate strength ratio u/y as a function

of time.
Figure 12. Standard deviation of ultimate strength

ratio, u/y as a function of time.
values of the 570 nonlinear finite element computations are collected. The results clearly reveal
that a nonlinear curve is the best fitted one to the
collected data. Following this tendency an exponential equation is used to define to the ultimate
strength ratio as:
u ,0
, t C
u (t ) y
n
=

t
y
u,0 exp t C ,
y
t ,U
(8)
t C
where t is time in years, C = 10.54 years is the

coating life as discussed in Section 2, u,0 y
is the ultimate strength ratio when t = C, t,U is
the transition time to be adjusted and it has time
unit and n is a non dimensional parameter, which
represent the time decay capacity of the ultimate
strength of the plate.
However, the parameters t,U and nt depend of
plate ultimate strength. For the studied plate, the
parameters that best fit Eqn. (9) are t,U = 49.92
years and n = 1.42.
The R2 value has been evaluated to check the
accuracy of the regression analysis showing a good
agreement between the calculated and predicted
values of ultimate strength ratio, R2 = 0.9769.
The standard deviation as a function of time has
been defined as (see Figure 12):
(t ) 0, t C
StDev u =
y at Ln (t ) + bt ,
t C
(9)
Figure 13. Ultimate strength ratio, u/y as a function

of plate slenderness, .
where at and bt are defined based on regression

analysis resulting in 0.0156 and 0.0411 respectively. The R2 value has been calculated as 0.871.
The ultimate strength ratio has been also analysed as a function of plate slenderness (see Eqn. 5),
where the mean value and standard deviation have
been modelled as:
n
u () u,0
C ,
E
exp
=
, C ,
y
y
,U
(10)
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()
(11)
StDev u
a Ln () b C ,
y
For the studied plate, the parameters that
best fit Eqn. (10) are ,U = 1.11, C, = 2.9 and
n = 1.09 respectively. For the standard deviation,
the parameters a and b are 0.0976 and 0.1030
respectively. The R2 coefficient for the mean value
and standard deviation of ultimate strength ratio
as a function of plate slenderness are 0.9885 and
0.8542 respectively.
It is considered that the ultimate strength ratio
can be described as a log-normal distribution function, truncated at u y , f U y with
TR
a mean value and standard deviation varying as
a function of time or plate slenderness, as:
u ,0
f U 0< U
=
y
y
y
TR
where
U f
g =
y 0
u ,0
,
y
, 0 < U 1
y
y
U
,
>1
y

g U
y

f U d U
y y
(12)
(13)
The time dependent probability density function

of the estimated ultimate strength ratio is given
in Figure 14. The probability density function as
a function of plate slenderness can be also easily

plotted.
CONCLUSIONS
The present study analyzed the effect of non-linear

randomly distributed corrosion on the ultimate
strength of unstiffened rectangular plate subjected
to axial compressive loading. A series of 570 plate
surface geometries where generated by Monte Carlo
simulation for different degree of corrosion,
location and age and nonlinear finite element
analyses were carried out. The random surface
modelling, used in this study, allowed adequate
representation of the real corroded plate surface
accounting for the random origin of the location
and the form of corrosion depths. The plate slenderness varied from 2.9 to 3.45 as a function of
corrosion degradation. For 30 years service life,
without replacement of plate, the ultimate strength
has lost his capacity from 0.69 to 0.44 which results
in 37%. Based on a regression analysis empirical
formulae to predict strength reduction because of
corrosion have been derived demonstrating a good
accuracy.
ACKNOWLEDGEMENTS
This work has been made under the plurianual
funding of the Portuguese Foundation of Science
and Technology (Fundao para Cincia e Tecnologia) to the Centre for Marine Technology and
Engineering (CENTEC).
The work reported here is a contribution to
the activities of the MARSTRUCT VIRTUAL
INSTITUTE, (www.marstruct-vi.com) in particular its Technical Subcommittee 2.3 on Ultimate
Strength.
REFERENCES
Figure 14. Probability density function of ultimate

strength ratio, u/y and a function of time.
ANSYS. 2009, Users manual (version 12.0).

Daidola, J., Parente, J. & Orisamolu, I. 1997. Residual
strength assessment of pitted plate panels. Report
SSC-394, Ship Structure Committee.
Duo, O.K., Yongchang, P.U. & Incecik, A. 2007. Computation of ultimate strength of locally corroded unstiffened plates under compression, Marine Structures,
Vol. 20, pp. 100114.
Faulkner, D. 1975. A review of effective plating for use in
the analysis of stiffened plating in bending and compression, J. Ship Research, Vol. 19, pp. 117.
Garbatov, Y. & Guedes Soares, C. 2008. Corrosion
Wastage Modeling of Deteriorated Ship Structures, International Shipbuilding Progress, Vol. 55,
pp. 109125.
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Garbatov, Y., Guedes Soares, C. & Wang, G. 2007.

Non-linear Time Dependent Corrosion Wastage of
Deck Plates of Ballast and Cargo Tanks of Tankers,
Journal of Offshore Mechanics and Arctic Engineering,
Vol. 129, No. 1, pp. 4855.
Guedes Soares, C. 1988. Uncertainty modelling in plate
buckling, Structural Safety, Vol. 5, pp. 1734.
Guedes Soares, C. & Garbatov, Y. 1999. Reliability of
Maintained Corrosion Protected Plate Subjected
to Non-Linear Corrosion and Compressive Loads,
Marine Structures, Vol. 12, No. 6, 425446.
Guedes Soares, C., Garbatov, Y., Zayed, A. & Wang, G.
2009. Influence of Environmental Factors on Corrosion of Ship Structures in Marine Atmosphere, Corrosion Science, Vol. 51, pp. 20142026.
Hart, D., Rutherford, S. & Wickham, A. 1986. Structural
reliability analysis of stiffened panels, Trans Roy Inst
Nav Architects (RINA), Vol. 128, pp. 293310.
Jiang, X. & Guedes Soares, C. 2009. Nonlinear FEM
analysis of ultimate compressive strength of pitted
mild steel square plate, Journal of Ship Mechanics,
Vol. 13, No. 3, pp. 398405.
Jiang, X. & Guedes Soares, C. 2010. Ultimate Compressive Capacity of Rectangular Plates with Partial Depth
Pits, Proceedings of the OMAE, paper 2010-21050.
Jiang, X. & Guedes Soares, C. 2008. Nonlinear FEM
analysis of pitted mild steel square plates subjected
to in-plane compression, Proceedings IMAM Conference, A Ergin (Ed), Istanbul Technical University,
pp. 123130.
Nakai, T., Matsushita, H. & Yamamoto, N. 2006. Effect
of pitting corrosion on the ultimate strength of steel
plates subjected to in-plane compression and bending,
J Mar Sci Technol, pp. 5264.
Nakai, T., Matsushita, H. & Yamamoto, N. 2007. Visual

assessment of corroded condition of plates with pitting
corrosion taking into account residual strengthin
the case of webs of hold frames of bulk carriers, Proceedings of the OMAE, paper OMAE2007-29159.
Paik, J., Lee, J. & Ko, M. 2004. Ultimate shear strength
of plate elements with pit corrosion wastage, ThinWalled Structures, Vol. 42, pp. 11611176.
Paik, J., Lee, J. & Ko, M. 2003. Ultimate compressive
strength of plate element with pit corrosion wastage,
J. Engineering for the Maritime Environment, Vol. 217,
pp. 185200.
Rigo, R., Sarghiuta, P., Estefen, S., Lehmann, E.,
Otelea, S., Pasqualino, I., Simonsen, Wan, Z. & Yao, T.
2003. Sensitivity analysis on ultimate strength of aluminium stiffened panels, Marine Structures, Vol. 16,
pp. 437468.
Saad-Eldeen, S. & Guedes Soares, C. 2009. Effect of pitting corrosion on the collapse strength of rectangular
plates under axial compression. Analysis and Design
of Marine Structures, C. Guedes Soares and P.K. Das
(Eds), Taylor and Francis, pp. 231236.
Shi, W. 1993. In-service assessment of ship structures:
effects of general corrosion on ultimate strength. Trans
Roy Inst Nav Architects (RINA), Vol. 135, pp. 7791.
Smith, C., Davidson, P., Chapman, J. & Dowling, P.
1988. Strength and stiffness of ships plating under inplane compression and tension, Trans Roy Inst Nav
Architecs (RINA), Vol. 130, pp. 277296.
Teixeira, A.P. & Guedes Soares, C. 2008. Ultimate
Strength of Plates with Random Fields of Corrosion,
Structure and Infrastructure Engineering, Vol. 4, No. 5,
pp. 363370.
220
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Comparison of numerical results with experiments on ultimate

strength of short stiffened panels
Mingcai Xu & C. Guedes Soares
Centre for Marine Technology and Engineering (CENTEC), Instituto Superior Tcnico,
Technical University of Lisbon, Lisbon, Portugal
ABSTRACT: Short stiffened panels are simulated and compared with test results under axial compression
until collapse to investigate the influences of the stiffeners geometry. The stiffened panels with different
combinations of mechanical material properties and geometric configurations are considered. Four type
stiffeners are made of mild or high tensile steel for bar stiffeners and mild steel for L and U stiffeners.
To produce adequate boundary conditions at the loaded edges in the experiments, three bays stiffened
panel are used in the test and in the FEM analysis. The influence of the stiffeners geometry on the ultimate strength of the stiffened panels under compression is analyzed.
1
INTRODUCTION
It is very important to estimate the load carrying

capacity of stiffened panels from the viewpoints
of safety and economy. Non-conventional materials that allow having the same strength of the hull
with a lighter ship structure are used in marine
structures. For example, composites, aluminum
alloys and high strength steel are used in different
ships for that purpose. The strength to weight ratio
is an important index to design economical and
efficient ship. The adoption of very high strength
steels satisfies these requirements allowing the use
of thinner plates, with the corresponding weight
reduction which is very important for high speed
vessels. The application of very high tensile steel
is a good option, but it requires explicit consideration of the failure mechanisms, primarily fatigue
and buckling (Janssen 2000). However, it leads to
the use of thinner plate need to concerns about the
elasto-plastic buckling strength.
In order to reproduce adequate working conditions on a ship structure, the boundary conditions on the loaded top edges and unloaded lateral
edges should be considered carefully. Several ultimate strength tests have been conducted in the
past on simple stiffened panels under compression (Faulkner 1977); (Horne 1976); (Mathewson
and Vinner 1962); (Smith 1979). However, this
approach raises difficulties in reproducing adequate boundary conditions at the loaded edges in
the experiments.
To circumvent this problem, the tests of Gordo
and Guedes Soares (2008) used specimen with
three bays longitudinally. The use of three-bay
panels instead of one single-bay panels allows to

have more realistic results by avoiding boundary
conditions problems for the central plates related
to eccentricity of load and to include the interference between adjacent panels (Lus et al 2008a, b).
To prescribe appropriate boundary conditions
is a main challenge in modeling stiffened panels by experiment and finite elements. Because
the boundary of stiffened panels is supported by
strong members such as longitudinal girders and
transverse frames, the simply supported boundary condition is often adopted. But the degree of
rotational restraints at the panel boundary is not
equivalent to zero. It is important to model the
panel edge condition in a relevant way.
The objective of these FEM simulations is to
compare the different structural solutions for panels under compression adopted in the experimented
programmer. Comparison between the performances of S690, mild steel and hybrid solutions are
made. The base geometry is the one used on the
box girders tests of Gordo and Guedes Soares
(2007). In this regard, the results can be compared
with those of similar stiffened plates belonging to
much larger structures.
2
DESCRIPTION OF THE SPECIMENS
Figure 1 and Table 1 show the geometry of the different panels adopted in the experiment and in the
present study. The AB means different number
stiffener.
Four series of experiments and FEM analysis
were carried out using two different types of steel
as follows:
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Hybrid L structure: S690, on plating and mild

steel on L stiffeners.
Hybrid U structure: S690, on plating and mild
steel on U stiffeners.
The S690 steel was supplied by Dillinger
Hutterwerke in the form of sheet of 4 mm thickness, and the mild steel was supplied by Lisnave
Shipyard. The stiffened plates were manufactured
at Lisnave Shipyard according to the standard
techniques of the shipyard (Gordo and Guedes
Soares 2008).
3
Figure 1.
panels.
Table 1.
Geometry of FS, BS, LS and US for stiffened
Geometry and material of stiffened panels.

Plate
FS3-A3
FS3-B3
BS3-A3
BS3-B3
LS3-A3
LS3-B3
US3-A3
US3-B3
Dim (mm)
300 900 4
600 900 4
300 900 4
600 900 4
300 900 4
600 900 4
300 900 4
600 900 4
690
690
690
690
690
690
690
690
EXPERIMENTAL WORK
The experiment work that is used here as reference

for the numerical calculations have been conducted
by Gordo and Guedes Soares (2008) and a brief
account is given here for completeness.
A 300 ton hydraulic press was used to perform
the tests of the panels under uniaxial compression. Figure 2 shows the general arrangement of
the tests (left) and a detailed view of the support
for the framing systems which intends to reproduce simply supported boundary conditions. The
lateral edges of the panels are totally free to move
out-of-plane and to rotate. This means that large
panels (B series) should be less affected by the lack
of effectiveness at the lateral plating edges during
buckling. In fact, the percentage of the total crosssection area with reduced effectiveness due to
unsupported lateral edges is lower on the wide panels than in the narrow ones and thus, the expected
ultimate load is higher for the wide panels.
The transverse framing system is simply supported in a U bar in each side, allowing longitudinal displacement and rotation but avoiding
out-of-plane displacement from the initial plane
of load. The loaded top edges have full contact with the steel beds corresponding to nearly
clamped conditions, at least until collapse, due to
Stiffener
Dim (mm)
FS3-A3
FS3-B3
BS3-A3
BS3-B3
LS3-A3
LS3-B3
US3-A3
US3-B3
I 20 4
I 20 4
I 30 8
I 30 8
L38 19 4
L38 19 4
U (40 150 40) 2
U (40 150 40) 2
Y
690
690
343
343
296
296
200
200
Fully S690 structure: S690, on plating and bar

stiffeners.
Hybrid bar structure: S690, on plating and mild
steel on bars.
Figure 2. Setup of the test of stiffened plates (left).

Details of the lateral support of the frames in vertical
guides (right).
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the bi-dimensional geometry of the cross section

of the panels. The hydraulic flow was controlled
manually due to limitations of the control device
which means that the shortening rate was not constant during the tests.
There are six stiffened panel in experiment,
including FS3-B3, BS3-A3, BS3-B3, LS3-A3,
LS3-B3 and US3-B3.
4
4.1
element mesh should be fine enough to properly

describe the model shape (also after deformation).
Therefore, a balance between required accuracy
and efforts is needed. It is considered that the
element size to thickness ratio (usually at least 5)
(ISSC 2009). Figure 3 only shows three bays stiffened panels which were used in the experiment.
4.2

ANALYSIS
Finite element model
The geometric and material nonlinearities are

both taken into account, including elastic-plastic
large deflection. The material property assumed
use the characteristic values of yield strength and
Youngs Modulus, where appropriate, a bi-linear
isotropic elastic-plastic material model excluding
strain rate effects is to be used. A plastic tangent
modulus of 1000 MPa is acceptable for normal
and higher strength steel (ABS 2006). The following are the material properties: Youngs modulus,
E = 200 GPa; Tangent modulus, ET = 10 GPa;
Poisons ratio, v = 0.3.
The FE code used for simulation is ANSYS/
Mechanical. This is a widely used finite element
code for nonlinear structural analyses. The shell
The boundary condition and loading
To prescribe appropriate boundary conditions

is a main challenge in modeling stiffened panel
by experiment and finite elements. Because the
boundary of stiffened panels is supported by
strong members such as longitudinal girders and
transverse frames, the simply supported boundary
condition is often adopted. But the degree of rotational restraint at the panel boundary is not equivalent to zero. It is important to model the panel
edge condition in a relevant way. Figure 2 shows
that the loaded top edges have full contact with
the steel beds corresponding to nearly clamped
conditions, at least until collapse, due to the
bi-dimensional geometry of the cross section of
the panels. The coordinate and model is show in
Figure 4. The following are the boundary condition of stiffened panel:
AA1 at the stiffener and plate: UX, UY, UZ, RX,
RY and RZ.
BB1 at the stiffener and plate: UY, UZ, RX, RY,
RZ and equal x-displacement by coupling UX
degree.
CC1 and DD1 at t transverse frame and plate
intersection: UZ.
The pressure in the z direction is applied on the
edge of the plate and stiffener. The pressure value
of the plate is Pp, and then the pressure value on
stiffener is Ps, Ps = Pp tw/tp, where tw is the thickness of web and tp is the thickness of plate.
Figure 3.
The FE model of U Series stiffened panel.
Figure 4.
The coordinate and model of stiffened panel.
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4.3
Geometrical initial imperfections
The imperfections are caused during a complex

fabrication process and are subject to significant
uncertainty related to the magnitude and spatial
variation. These initial imperfections affect significantly the ultimate strength of stiffened panel
and should be accounted for. The buckling model
component of the deflected shape has the most
significant weakening effect (Guedes Soares and
Soreide 1983).
Kmiecik (1971) considered the initial deflection
as the superimposition of the Fourier components
for the first time. The behavior of plates subjected
to buckling loads depends to a considerable degree
on the shape of their initial deflection (Kmiecik
1995). The importance of their research is that
the buckling mode component can be isolated.
Three types of initial out-of-straightness should be
accounted for plate and stiffener imperfections, as
following (Paik 2009):
Hungry horse mode initial deflection of local
plate panels.
The transverse imperfect displacement field of
plates can be normally represented by a double
Fourier series as follows:
wopl =
b
x y
sin siin
200 a b
(1)
Column-type initial deflection of stiffeners

w0c =
a
x
sin
1000 a
(2)
Side-ways initial deflection of stiffeners due to

angular rotation about panel-stiffener intersection line
w0 s =
a
x
sin
1000 a
(3)
where a is the plate length, b is the plate width.

To get the initial imperfection in FEM analysis,
the shapes of initial imperfections are divided into
plate initial deflection, column-type initial distortions of stiffeners and sideways initial distortions
of stiffeners. Firstly, linear buckling analysis is
performed for the target stiffened panel and find
out the related buckling modes of plating and stiffener. Then the geometry properties, for example
the thickness of plates and stiffener, are changed
to decouple those deformations of interest from
lower eigenmodes and get desired shapes for plate

out-of-plane and stiffener out-of-plane deformations. The three types of initial distortions are
superimposed altogether FEM model.
COMPARISION OF RESULTS BETWEEN

EXPERIMENT AND FEM ANALYSIS
The strength of the panel was obtained by summing the reaction force on each node (Ri), on
the opposite boundary were the load is applied
and divided by the sectional area of the stiffened
panel (At):
N
Ri
R i =1
=
At
At
(4)
The following will compare the results of FEM

analysis and the test for three bays model. That
cause the value of dL/L between test and simulation is different. So the initial shortening at low
stresses should be moved in test data.
5.1
FS series results
The very long initial shortening at low stresses

shown in the tests is due to the rearrangement of
the test setup until every part of the panel, support
and hydraulic machine is in full contact and it was
partially removed from the graphics due to lack of
interest.
Figure 5 and Figure 6 show the average stress
and shortening between experiment and FEM
analysis for FS series. Average stress-shortening
curve shows a linear behavior until the ultimate
compressive stress was achieved. The ultimate
strength is similar between test and simulation, but
the stiffness in FEM analysis is bigger than in test.
Furthermore, the average stress-shortening curve
at unload phase are still different between them.
The ultimate strength of F series is the lowest
in the four stiffener series. The stiffeners experience
lateral buckling and then induce panel failure from
Figure 7. It can be seen that the plate and stiffener
as a unit collapses. This phenomenon explains that
the collapse was sudden resulting from the yielding
of the stiffeners. It needs to the stronger stiffeners to avoid the whole collapse when the spacing
of the panel is increased. The value of the 1three
bays model with different boundary condition are
all similar. It means that the support at the frame
z direction and the symmetric boundary condition on the lateral edge effect the ultimate strength
slightly for FS series.
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350
500
TEST
FEM
FS3-B3
BS3-A3
TEST
FEM
300
400
Stress (Mpa)
Stress (Mpa)
250
200
150
100
300
200
100
50
0
0
10
3
dL/L(10 )
dL/L(10 )
Figure 5. Average stress-shortening curve of experiment and FEM for FS3-B3.
Figure 8. Average stress-shortening curve of experiment and FEM for BS3-A3.
350
500
FS3-A3
300
TEST
FEM
400
200
Stress (Mpa)
Stress (Mpa)
250
BS3-B3
150
100
50
300
200
100
0
0
10
12
dL/L(10 )
Figure 6.
FS3-A3.
10
3
Average stress-shortening curve of FEM for
dL/L(10 )
Figure 9. Average stress-shortening curve of experiment and FEM for BS3-B3.
Figure 7. Von Mises stress distributions at the ultimate

limit state for FS.
series specimen. The stiffeners are thick bars made

of steel of 343 MPa yield stress and the associated plate is made of 690 MPa nominal yield stress
steel. There was a very great discharge of load after
the ultimate load was achieved during the development of large out of plane deformations of the
panel between frames. Once the panels collapse,
from Figure 8 and Figure 9, the values of ultimate
strength drop down very quickly in the test and
FEM analysis. The ultimate strength of BS series
specimen is bigger than the FS series. The collapse
of the BS3 panel is due to stiffener induced failure and generates large transverse loads on the
transverse frame supports, shows in Figure 10 and
Figure 11.
5.2
5.3
BS series results
Figure 8 and Figure 9 show the average stress and

shortening of test and FEM analysis for the BS
LS series results
Figure 12 and Figure 13 show the experimental

average stress and shortening curve and the FEM
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LS3-B3
TEST
FEM
500
Stress (Mpa)
400
300
200
100
0
0
10
3
dL/L(10 )

limit state for BS3-A3.
Figure 13. Average stress-shortening curve of experiment and FEM for LS3-B3.

limit state for BS3-B3.
limit state for LS3-A3.
LS3-A3
TEST
FEM
500
Stress (Mpa)
400
test. The main reason may be the residual stresses

in stiffened panel, and this aspect is not considered in FEM analysis. The ultimate strength of LS
series specimen is bigger than the BS series.
The buckling of plate occurs in the middle span
of the panels, and then induces stiffener failure
in the LS series specimen from Figure 14 and
Figure 15. The series of panels reinforced with L
stiffeners allowed obtaining results as expected
that the L series have good capability to avoid
buckling.
300
200
100
0
0
10
3
dL/L(10 )
Figure 12. Average stress-shortening curve of experiment and FEM for LS3-A3.
analysis for LS series specimen. The slope of the

average stress-shortening curve is different between
FEM analysis and the test. The stiffness of the
FEM analysis is bigger than the stiffness of the
5.4
US series results
Figure 16 and Figure 17 show the average stress

and shortening curve of the test and the FEM
analysis for the US series specimen.
The slopes of the average stress-shortening
curve are also different between FEM analysis and
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limit state for LS3-B3.

limit state for US3-B3.
US3-B3
TEST
FEM
Stress (Mpa)
400
in Figure 18, and then the overall collapse is very

sudden in US series specimen.
300
200
100
0
0
dL/L(10 )
Figure 16. Average stress-shortening curve of experiment and FEM for US3-B3.
400
US3-A3
Stress (Mpa)
300
200
100
0
0
10
CONCLUSIONS
The ultimate strength of three bays stiffened panels

are compared with the experimental results. Several
modes of collapse were observed in each panel in
the A and B series numerical results which are the
same as the experiments. Column-induced collapse
modes occur on FS and BS series. In the design,
the stiffener should be stronger to avoid columninduced collapse and the aspect ratio should be
considered. However, stiffener flange plate collapses first on US models. The collapse is related
with not only the aspect ratio but also the type
of stiffener. The best results in terms of ultimate
strength were obtained for LS panels. L series
stiffeners have good capability to avoid buckling
and they are worth of further research.
The ultimate strength of U series stiffeners
drops down very quickly in both test and FEM
analysis. The ultimate strength stress distribution
pictures of the U series show that buckling occur
in the flange occur very early. U series stiffeners
have high ultimate strength value, but its necessary
to further research to determine their suitable
dimension.
dL/L(10 )
Figure 17.
US3-A3.
Average stress-shortening curve of FEM for
the test. The US series has U stiffeners of 2 mm

thickness. Thus, the slenderness of the flange plating is higher than the slenderness of the associated
plating. The flange plate occurs buckling, showed
ACKNOWLEDGEMENTS
This work contributes to the activities of
MARSTRUCT VIRTUAL INSTITUTE, (www.
marstruct-vi.com) in particular its Technical Subcommitteee 2.3 on Ultimate Strength and 3.3
Experiments on Ultimate Strength.
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The first author has been financed by the

Portuguese Foundation for Science and Technology (Fundao para a Cincia e Tecnologia), under
contract SFRH / BD / 65120/ 2009.
REFERENCES
ABS 2006. Rules for building and classing, steel vessels.
Faulkner, D. 1977. Compression tests on welded eccentrically stiffened plate panels. In: Dowling P.J., et al.,
editors. Steel Plated Structures. London: Crosby
Lockwood Staples; pp. 1309.
Gordo, J.M. & Guedes Soares, C. 2007. Experimental
evaluation of the behavior of a mild steel box girder
under bending moment. In: Guedes Soares, C., Das,
P.K., (Eds). Advancements in Marine Structures.
Taylor and Francis; pp. 377383.
Gordo, J.M. & Guedes Soares, C. 2008. Compressive
tests on short continuous panels, Marine Structures,
21, 113137.
Guedes Soares, C. & Soreide, T.H. 1983. Behaviour and
Design of Stiffened Plates under Predominantly Compressive Loads, International Ship building Progress,
Vol. 300-January 1983 No. 341.
Horne, M.R. & Narayanan, R. 1976. Ultimate capacity
of stiffened plates used in girders. Proc Inst Civil Eng
1976; 61:253280.
ISSC 2009, 17th International ship and offshore structures
congress 1621 August 2009, committee III.1 ultimate
strength.
Janssen, G.T.M. 2000. Fatigue based design rules for the

application of high tensile steel in ships. In: Proceedings of the 7th international marine design conference,
Korea, 2000. pp. 317328.
Paik, J.K. 2009. Nonlinear finite element method models
for ultimate strength analysis of steel stiffened-plate
structures under combined biaxial compression and
lateral pressure actionsPart II: Stiffened panels,
Thin-Walled Structures 47, 9981007.
Kmiecik, M. 1971. Behaviour of axially loaded simply
supported long rectangular plates having initial deformations, Report No. R84, Ship Research Institute,
Trondheim.
Kmiecik, M., Jastrzebski, T. & Kuzniar, J. 1995. Statistics of Ship Plating Distortions, Marine Structures 8,
119132.
Lus, R.M., Guedes Soares, C. & Nikolov, P.I. 2008a.
Collapse Strength of Longitudinal Plate Assemblies
with Dimple Imperfections. Ships and Offshore Structures. 3(4):359370.
Lus, R.M., Witkowska, M. & Guedes Soares, C. 2008b.
Ultimate Strength of Transverse Plate Assemblies
Under Uniaxial Loads. Journal of Offshore Mechanics
and Arctic Engineering 130(2):021011-1-021011-7.
Mathewson, J. & Vinner, A. 1962. The strength and stiffener of plating stiffened by flat bars. Part 1: axial compressive loading tests. Report 392. UK: BSRA.
Smith, C. 1979. Compressive strength of welded steel
ship grillages. Trans RINA 117:32559.
228
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Numerical study of the effect of geometry and boundary

conditions on the collapse behaviour of short stiffened panels
Mingcai Xu & C. Guedes Soares
Centre for Marine Technology and Engineering (CENTEC), Instituto Superior Tcnico,
Technical University of Lisbon, Lisbon, Portugal
ABSTRACT: A numerical study is conducted to analyze the influences of the stiffeners geometry and
panel boundary conditions on the ultimate strength of stiffened panels under compression. The four types
of short stiffened panels analyzed are made of mild or high tensile steel and have bar, L and U stiffeners.
To understand the effect of finite element modeling on the ultimate strength of the stiffened panels, four
types of models with different geometry are investigated in the FE analysis. Moreover, different boundary
conditions for the same FE model are also investigated. From the results of the FE analysis, two of the
four models studied can produce adequate boundary conditions at the loaded edges. The stiffened panels
with different combinations of mechanical material properties and geometric configurations are considered. The initial geometric imperfection affects the collapse behaviour of stiffened panel and is analyzed
in FE simulation.
1
INTRODUCTION
Stiffened panels are very popular structures in

marine structures and their load carrying capacity are important from the viewpoint of safety and
economy. The strength to weight ratio is an important index to design economical and efficient ship.
In order to reproduce adequate working conditions on a ship structure, the boundary conditions
on the loaded top edges and unloaded lateral edges
should be considered carefully.
FE codes have been used to analyze the stress
distributions and deformation of very complicated
structures with the accuracy demanded in engineering applications under all kind of loading conditions. They are also a suitable tool for assessing the
ultimate strength of ship structures. The advanced
buckling analysis method is to be based on nonlinear analysis techniques or equivalent, which predict
the complex behaviour of stiffened and unstiffened
panels (IACS_CSR 2006). Namely, the extent of
the model used in the buckling assessment is to be
sufficient to account for the structure that is surrounding the panel of interest, and to reduce the
uncertainties introduced through the boundary
conditions. In general, the model is to include more
than one stiffener span in the stiffener direction and
the portion between two primary support members
in the direction normal to the stiffeners. To prescribe appropriate boundary conditions is a main
challenge in modeling stiffened panels by experiment and finite elements. Because the boundary of
stiffened panels is supported by strong members

such as longitudinal girders and transverse frames,
the simply supported boundary condition is often
adopted. But the degree of rotational restraints at
the panel boundary is not equivalent to zero. It is
important to model the panel edge condition in a
relevant way.
To circumvent this problem, the tests of Gordo
and Guedes Soares (2008) used specimen with
three bays longitudinally. The use of three-bay
panels instead of one single-bay panels allows to
have more realistic results by avoiding boundary
conditions problems for the central plates related
to eccentricity of load and to include the interference between adjacent panels, which was found to
be significant by Lus et al. (2008a, b).
In this study two kinds of models are investigated which are 1 + 1 bays and 1/2 + 1 + 1/2 bays
in the longitudinal direction. The 1 + 1 bays model
consists of two full bays, while the 1/2 + 1 + 1/2
bays model consists of one full bay plus two half
bays.
A series of nonlinear finite element method
computations were carried out in ISSC (2009)
in two full bays (1 + 1 bays) model with various
parameters of influence to investigate the ultimate
strength characteristics of stiffened panels representative of ship hulls.
Zhang & Khan (2009) and Fujikubo (2005) analyzed the ultimate strength of plates using non-linear
FE software by one full bay plus two half bays
(1/2 + 1 + 1/2 bays) model. Tanaka and Endo (1988)
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MARSTRUCT.indb 229
2/18/2011 5:46:45 PM
carried out a series of experimental and numerical

FE investigations on the ultimate compressive
strength characteristics of longitudinally stiffened
panels having three flat bar stiffeners with three
bays, which were intended to fail by local buckling
or tripping of longitudinal stiffeners.
To understand the influence of boundary conditions and model geometry, the ultimate strengths
of stiffened panels under axial compression are calculated for 120 specimens with different boundary
conditions and model geometry. These stiffened
panel models include 3 bays, 1/2 + 1 + 1/2 bays,
1 + 1 bays and 1 bay. The plate is always very high
strength steel (S690) but the stiffeners are made of
mild or high tensile steel for bar stiffeners and mild
steel for L and U stiffeners. The base geometry
is the one used on the box girders tests Gordo and
Guedes Soares (2007) (2008).
2
DESCRIPTION OF THE MODELS

FOR THE ANALYSIS
Figures 1, 2 and 3 show the geometry of the different panels.

Table 1 shows the geometry and material of
stiffened panels. The A-E means different number
of stiffener.
Figure 3.
Table 1.
Geometry of 1 bay.
Geometry and material of stiffened panels.
Plate
Sample
Dim (mm)
FS3-I3
FS3-I21
FS3-I22
FS3-I1
BS3-I3
BS3-I21
BS3-I22
BS3-I1
LS3-I3
LS3-I21
LS3-I22
LS3-I1
US3-I3
US3-I21
US3-I22
US3-I1
(300 i) (400 3) 4
(300 i) (200 + 400 + 200) 4
(300 i) (400 + 400) 4
(300 i) 400 4
(300 i) (400 3) 4
(300 i) (200 + 400 + 200) 4
(300 i) (400 + 400) 4
(300 i) 400 4
(300 i) (400 3) 4
(300 i) (200 + 400 + 200) 4
(300 i) (400 + 400) 4
(300 i) 400 4
(300 i) (400 3) 4
(300 i) (200 + 400 + 200) 4
(300 i) (400 + 400) 4
(300 i) 400 4
690
690
690
690
690
690
690
690
690
690
690
690
690
690
690
690
Stiffener
Figure 1.
Figure 2.
Geometry of 1/2 + 1 + 1/2 and 3 bays.
Geometry of 1 + 1 bays.
Dim (mm)
FS3-I3
FS3-I21
FS3-I22
FS3-I1
BS3-I3
BS3-I21
BS3-I22
BS3-I1
LS3-I3
LS3-I21
LS3-I22
LS3-I1
US3-I3
US3-I21
US3-I22
US3-I1
I 20 4
I 20 4
I 20 4
I 20 4
I 30 8
I 30 8
I 30 8
I 30 8
L38 19 4
L38 19 4
L38 19 4
L38 19 4
U (40 150 40) 2
U (40 150 40) 2
U (40 150 40) 2
U (40 150 40) 2
690
690
690
690
343
343
343
343
296
296
296
296
200
200
200
200
Note: The value of I and i: i = 1 when I = A, i = 2 when

I = B, i = 3 when I = C, i = 4 when I = D, i = 5 when I = E;
Frame dimensionL50 20 6 (mm).
230
MARSTRUCT.indb 230
2/18/2011 5:46:45 PM
Four series of FEM analysis were carried out

using two different types of steel as follows:
Fully S690 structure: S690, on plating and bar
stiffeners.
Hybrid bar structure: S690, on plating and mild
steel on bars.
Hybrid L structure: S690, on plating and mild
steel on L stiffeners.
Hybrid U structure: S690, on plating and mild
steel on U stiffeners.
3
to thickness ratio (usually at least 5) (ISSC 2009).

Figure 4 only shows three bays stiffened panels.
3.2
The boundary conditions and loading
The stiffened panel models including 3 bays,

1/2 + 1 + 1/2 bays, 1 + 1 bays and 1 bay, are simulated with different boundary conditions, as shown
in Table 2. To investigate the effect of model
geometry and boundary condition on the collapse behavior of stiffened panel, nine cases are
calculated in ANSYS.

ANALYSIS
1
ELEMENTS
To investigate the influence of different models and

boundary conditions, 3 bays, 1/2 + 1 + 1/2 bays,
1 + 1 bays and 1 bay stiffened panel are simulated
in FEM analysis.
The geometric and material nonlinearities are
both taken into account, including elastic-plastic
large deflection. The material properties assumed
use the characteristic values of yield strength and
Youngs Modulus. Where appropriate, a bi-linear
isotropic elastic-plastic material model excluding
strain rate effects is to be used. A plastic tangent
modulus of 1000 MPa is acceptable for normal
and higher strength steel (ABS 2006).
The following are the material properties:
Youngs modulus, E = 200 GPa; Tangent modulus, ET = 10 GPa; Poisons ratio, v = 0.3. The FE
code used for simulation is ANSYS/Mechanical.
This is a widely used finite element code for nonlinear structural analyses. The shell element mesh
should be fine enough to properly describe the
model shape (also after deformation). Therefore,
a balance between required accuracy and efforts
is needed. It is considered that the element size
Table 2.
ELEMENTS
FEB 4 2010
21:39:54
3.1
Y
Z
BS2-A
FEB 4 2010
21:41:12
BS2-B
(a) The FE model of F and BSeries

1
ELEMENTS
ELEMENTS
FEB 4 2010
21:42:56
FEB 4 2010
21:44:18
Y
Z
LS2-B
LS2-A
(b) The FE model of L Series

1
ELEMENTS
FEB 4 2010
21:44:40
Y
Z
ELEMENTS
US2-A
FEB 4 2010
21:45:06
US2-A
(c) The FE model of U Series
Figure 4.
The FE model of continuous stiffened panel.
The boundary condition of FE model.
3 bays
2 bays
2 bays
(1 + 1)
1bay
Boundary condition
C1
C2
C3
C4
C5
C6
C7
C8
C9
A-A1: UX,UY,UZ,RX, RY and RZ

A-A1: UX, UY, UZ,
B-B1: UY, UZ, RX, RY, RZ and equal Ux
B-B1: UY, UZ, equal Ux
C, C1, D, and D1 on frame: UZ
C, C1 on frame: UZ
The intersection between frame and plate: UZ
AB, A1B1 edge: UY, RZ and RX
Note: Different model and boundary condition correspond to different location of stiffener.
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The pressure in the z direction is applied on the

edge of the plate and stiffener. The pressure value
of the plate is Pp, and then the pressure value on
stiffener is Ps, Ps = Pp tw/tp, where tw is the thickness of web and tp is the thickness of plate. Table 2
shows all kinds of boundary conditions with
different models. The coordinate and model is
show in Figure 5.
shapes of initial distortions with one half wave

in the longitudinal and transverse direction. The
transverse imperfect displacement field of plates
can be normally represented by a double Fourier
series as following:
3.3
Column-type initial deflection of stiffeners
Geometrical initial imperfections
It has generally been found that initial imperfections tend to decrease the rigidity and ultimate
strength of plates. These initial imperfections affect
significantly the ultimate strength of stiffened
panel and should be accounted for. The imperfections are caused during a complex fabrication
process and are subject to significant uncertainty
related to the magnitude and spatial variation. The
most accurate method is to use real measured data.
But its not always available.
Kmiecik (1971) considered the initial deflection
as the superimposition of the Fourier components
for the first time. The behavior of plates subjected
to buckling loads depends to a considerable degree
on the shape of their initial deflection (Kmiecik
1995). So the equivalent initial imperfection is
used. In most of the initial theoretical studies initial deflection assumed to have the same shape as
the buckling mode.
The following three types of initial deflection
are accounted for (Paik 2009):
Hungry horse mode initial deflection of local
plate panels
The adopted range of values for the plate outof-plane and stiffener lateral/flexural imperfection
magnitudes correspond to recommended values.
A statistical analysis of the initial distortions of the
ship plates shows that the majority of the plates,
(around 90%), particularity square plates, have
wopl =
w0c =
b
x y
sin siin
200 a b
a
x
sin
1000 a
(1)
(2)
Side-ways initial deflection of stiffeners due to

angular rotation about panel-stiffener intersection line
w0 s =
a
x
sin
1000 a
(3)
where a is the plate length, b is the plate width.

To get the initial imperfection in FEM analysis,
the shapes of initial imperfections are divided into
plate initial deflection, column-type initial distortions of stiffeners and sideways initial distortions
of stiffeners. Firstly, linear buckling analysis is
performed for the target stiffened panel and find
out the related buckling modes of plating and stiffener. Then the geometry properties, for example
the thickness of plates and stiffener, are changed
to decouple those deformations of interest from
lower eigenmodes and get desired shapes for plate
out-of-plane and stiffener out-of-plane deformations. The three types of initial distortions are
superimposed altogether FE model.
4
THE RESULTS OF THE FEM ANALYSIS
The total force at the boundary/compressed edge is

determined by the following:
N
Ri
(4)
i =1
where N is the number of node at boundary; Ri is

the reaction force on each node.
The stress at the boundary is that total reaction force (R) is divided by the sectional area of
the stiffened panel (At), Eq. (6). These calculations
must be performed for each step of the non-linear
analysis.
=
Figure 5.
The FE model.
R
At
(5)
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MARSTRUCT.indb 232
2/18/2011 5:46:47 PM
Figure 6 shows the ultimate strength of the three

bays models with C1 boundary condition. From
the result of 3bay-C1 shown, increasing the width
of panel, namely number of stiffeners and length
of the frame, decreases the ultimate strength of the
stiffened panel. The displacements in the z direction of the frame are not equal to zero, which is a
result of the stiffness of the frame. The displacement in the z direction of frame increases with the
length of frame increasing, as shown in Figures 7
and 8. So when designing the panel specimen, the
dimension of the frame should be considered carefully to make sure that the stiffness of the frame can
support the stiffener of panel. In other words, the
frame should be included in the ultimate strength
simulation of panel instead of boundary condition
when the width of panel is very large.
The 3bay-C2 model is designed to understand
the effect of panel width on the ultimate strength
of the stiffened panel. To ignore the influence of
frame stiffness and to focus on the effectiveness at
the lateral plating edges, the z degree is constrained
FS3
BS3
LS3
US3
500
450
Stress (MPa)
400
350
300
250
200
150
100
200
300
400
500
600
700
800
Width (mm)
Figure 6.
Ultimate strength of three bays with C1.
Figure 7. Displacement at the ultimate limit state for C1.
Figure 8.
for C1.
Von mises stress at the ultimate limit state
at the intersection nodes of the plate and frame for

3bay-C2 model. The ultimate strength increases
slowly with increasing width of the panel in the
3bay-C2, shown in Figure 9, because the lateral
edges of the panels are totally free to move out-ofplane and to rotate. This means that larger panels
should be less affected by the lack of effectiveness
at the lateral plating edges during buckling. In fact,
the percentage of the total cross-section area with
reduced effectiveness due to unsupported lateral
edges is lower on the wide panels than in the narrow ones and thus, the expected ultimate load is
higher for the wider panels. The ultimate strength
of 3bay-C2 is commonly bigger than the result of
3bay-C1. So it would be too optimistic if the intersection nodes between frame and plate is support
z direction displacement.
Figure 10 shows the ratio of ultimate strength
between C2 and C1. It is observed that the mean
value is 1.14 and standard deviation is 0.2. The
more the width of the panel increases, the bigger the ratio become between C2 and C1. When
the width of panel is 600 mm, the biggest ratio
is 1.42. When the width of the panel is increased
to 750 mm, the biggest ratio is 2.08. This means
that the frame is also important in simulation and
should be included in FEM analysis when the
width of panel or frame is not strong enough.
The symmetric boundary condition is applied
on the lateral edges of the panels in C3 and C4 with
fixed and simply supported boundary condition at
the end edge of panel. This can avoid the lateral
edges to move out-of-plane and to rotate. The
mean value of the ratio between 3bays C4 and C3
is 0.97. This shows that the boundary condition at
the end of panel is affecting slightly the ultimate
strength.
The magnitude of the ultimate strength is almost
the same with increasing width of the panel with
233
MARSTRUCT.indb 233
2/18/2011 5:46:49 PM
FS3
BS3
LS3
US3
500
500
Stress (MPa)
Stress (MPa)
450
400
350
450
400
350
300
250
100
FS3
BS3
LS3
US3
550
200
300
400
500
600
700
300
100
800
200
300
Width (mm)
Figure 9.
Ultimate strength of three bays with C2.
Figure 11.
2.5
500
600
700
800
Ultimate strength for three bays with C3.

FS3
BS3
LS3
US3
500
FS3
BS3
LS3
US3
450
Stress (MPa)
C2/C1
2.0
400
Width (mm)
1.5
400
350
1.0
0.5
100
300
100
200
300
400
500
600
700
300
400
500
600
700
800
Width (mm)
Width (mm)
Figure 10.
200
800
Figure 12.
Ultimate strength for three bays with C4.
C2 divided by C1 for three bays.
either C3 or C4, as shown in Figure 11, Figure 12

and Table 3. That illustrates that the width wouldnt
affect the ultimate strength of the stiffened panel in
this circumstance. So the A series stiffened panel
with C3 and C4 for three bays can get reasonable
result.
The following calculations will focus on the
geometry of the model and the A and B series is
further studied. Table 3 shows the ultimate strength
of the stiffened panel for A and B series. The
results are almost the same between the A and B
series. Due to symmetry the boundary condition
is applied on the AB and A1B1 edges shown in
Table 3. The mean value of ratio between three
and two bays with C5 /C3 and C6 /C4 is 1.13 and
1.16, namely the result of 1/2 + 1 + 1/2 bays bigger than three bays with same boundary condition.
The biggest ratio is 1.43 and 1.46 for clamp and
simply supported boundary condition. Figure 13
presents a comparison of the ultimate strength
for one/two bays panel with clamped and simply supported boundary conditions at the end
edges of the panel. The ultimate strength of the
Table 3. The ultimate strength of FEM analysis

for three bays (MPa).
Case
C1
C2
C3
C4
FS3-A
FS3-B
FS3-C
FS3-D
FS3-E
BS3-A
BS3-B
BS3-C
BS3-D
BS3-E
LS3-A
LS3-B
LS3-C
LS3-D
LS3-E
US3-A
US3-B
US3-C
US3-D
US3-E
308
303
277
264
220
399
391
348
366
358
460
486
479
439
422
356
366
325
303
197
302
322
319
334
340
404
414
412
413
447
441
481
486
487
489
364
415
412
412
410
326
355
356
356
356
450
448
448
448
451
495
492
492
492
486
416
415
414
416
411
325
327
332
332
332
441
443
442
442
442
487
488
490
490
490
415
414
416
414
413
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MARSTRUCT.indb 234
2/18/2011 5:46:50 PM
1bay-C9 is the biggest and the 3bay-BC1 is the

smallest in all models. The mean value of the ratio
of C4/C3, C6/C5 and C8/C7 is 0.97, 0.99 and 0.98
respectively. This indicates that the clamped or
simply supported boundary conditions on longitudinal edges have only a minor influence on panel
strength, but when the edges are clamped the panel
strength increases slightly. The ultimate strength of
the LS series is the biggest in all the panels. From
Figure 13, the results of ultimate strength are very
different with different geometric model. It is very
important to investigate what kind of model is
reasonable.
The collapse modes of these stiffened panels
are also different between the different models
and boundary conditions as shown in Figure 14
to Figure 22. The collapse is similar independently of whether or not the intersection nodes
between plate and frame are supported for UZ,
shown in Figure 14 and Figure 15. It shows that
the symmetry boundary condition at the lateral
edges of the panels affects not only the ultimate
1
NODAL SOLUTION
Y
APR 8 2010
23:59:36
MX
STEP=1
SUB =11
TIME=.411938
SEQV
(AVG)
DMX =.005734
SMN =.290E+07
SMX =.690E+09
MN
.290E+07
.156E+09
.792E+08
.308E+09
.232E+09
.461E+09
.385E+09
.614E+09
.537E+09
.690E+09
BS3-C3
Figure 15. Von Mises stress distributions of the stiffened panel at the ultimate limit state for 3bay-C2.
1
NODAL SOLUTION
STEP=1
SUB =10
TIME=.447899
SEQV
(AVG)
DMX =.005094
SMN =.652E+07
SMX =.690E+09
APR 23 2010
22:04:13
Y
MX
MN
3Bay-C1
3Bay-C2
3Bay-C3
3Bay-C4
2Bay1-C5
2Bay1-C6
2Bay2-C7
2Bay2-C8
1Bay-C9
600
550
Stress (MPa)
500
450
.652E+07
.158E+09
.825E+08
.310E+09
.234E+09
.462E+09
.386E+09
.614E+09
.538E+09
.690E+09
BS3-B3
400
Figure 16. Von Mises stress distributions of the stiffened panel at the ultimate limit state for 3bay-C3.
350
300
FS3-A
BS3-A
LS3-A
US3-A
1
NODAL SOLUTION
Stiffener type
STEP=1
SUB =10
TIME=.442745
SEQV
(AVG)
DMX =.004615
SMN =.566E+07
SMX =.690E+09
Figure 13. The ultimate strength of FEM analysis with

different case.
APR 30 2010
18:18:23
Y
Z
1
NODAL SOLUTION
STEP=1
SUB =8
TIME=.390886
SEQV
(AVG)
DMX =.008786
SMN =.943E+07
SMX =.690E+09
APR
MX
5 2010
17:43:55
MN
MX
.566E+07
MN
.158E+09
.817E+08
.310E+09
.234E+09
.462E+09
.386E+09
.614E+09
.538E+09
.690E+09
BS3-B3
Figure 17. Von Mises stress distributions of the stiffened

panel at the ultimate limit state for 3bay-C4.
.943E+07
.161E+09
.851E+08
.312E+09
.236E+09
.463E+09
.388E+09
.614E+09
.539E+09
.690E+09
BS3-B3

strengths but also the collapse mode indicated in

Figure 15 and Figure 16. The collapse modes of
three and 1/2 + 1 + 1/2 bays are similar, but they are
both different from the 1 + 1 bays.
235
MARSTRUCT.indb 235
2/18/2011 5:46:52 PM
NODAL SOLUTION
NODAL SOLUTION
STEP=1
SUB =11
TIME=.512624
SEQV
(AVG)
DMX =.004137
SMN =.285E+07
SMX =.690E+09
APR 28 2010
16:57:16
APR 29 2010
16:41:52
STEP=1
SUB =9
TIME=.46757
SEQV
(AVG)
DMX =.003913
SMN =.150E+07
SMX =.690E+09
Y
X
MX
Y
Z
MN
MN
MX
.285E+07
.156E+09
.792E+08
.308E+09
.232E+09
.461E+09
.385E+09
.614E+09
.537E+09
.690E+09
BS3-B2
.150E+07
.154E+09
.780E+08
.307E+09
.231E+09
.460E+09
.384E+09
.613E+09
.537E+09
.690E+09
BS3-B2

panel at the ultimate limit state for 2bay1-C5.

1
NODAL SOLUTION
STEP=1
SUB =10
TIME=.510623
SEQV
(AVG)
DMX =.004217
SMN =675114
SMX =.690E+09
APR 27 2010
22:02:45
1
Z
NODAL SOLUTION
MX
STEP=1
SUB =10
TIME=.519808
SEQV
(AVG)
DMX =.004657
SMN =.107E+09
SMX =.690E+09
APR 30 2010
22:15:25
Y
Z
MN
MN
MX
675114
.154E+09
.773E+08
.307E+09
.230E+09
.460E+09
.384E+09
.613E+09
.537E+09
.690E+09
BS3-B2

.107E+09
.237E+09
.172E+09
.366E+09
.302E+09
.496E+09
.431E+09
.625E+09
.560E+09
.690E+09
BS3-B1

1
NODAL SOLUTION
STEP=1
SUB =11
TIME=.469795
SEQV
(AVG)
DMX =.004732
SMN =.601E+07
SMX =.690E+09
APR 29 2010
00:55:34
Y
Z
The collapse mode of 1 bay is different from the

other models. The 1 bay cannot consider the interference between adjacent panels and is not recommended in ultimate strength analysis of stiffened
panels.
MN
MX
5
.601E+07
.158E+09
.820E+08
.310E+09
.234E+09
.462E+09
.386E+09
CONCLUSIONS
.614E+09
.538E+09
.690E+09
BS3-B2

The unsymmetrical collapse modes occur for

1 + 1 bays in Figures 20 and 21. This phenomenon
will increase the uncertainty of the result. So 3 and
1/2 + 1 + 1/2 bays stiffened panels are more robust
than 1 + 1 bays in this circumstance.
Nine geometric configurations of stiffened panels

are investigated, including 3 bays, two (1/2 + 1 + 1/2)
bays, 1 + 1 bays and 3 bay with different boundary
conditions. From the results of the 120 calculations,
some conclusions can be obtained. The frame on
the boundaries of the plate is also important in
the simulation and should be included in the FEM
analysis when the width of panel or frame is not
strong enough, as resulted from the comparisons
between C1 and C2.
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MARSTRUCT.indb 236
2/18/2011 5:46:54 PM
The mean value of the ratio of C4/C3, C6/C5

and C8/C7 is 0.97, 0.99 and 0.98 respectively. This
indicates that the clamped or simply supported
boundary conditions on the longitudinal edges
have only a minor influence on panel strength,
but when the edges are clamped the panel strength
increases slightly. The loading rate of average
stress-shortening for 1bay-C9 is the biggest in
all cases and very different from the experiment.
The one bay can not account for the interference
between adjacent panels and is not recommended
in ultimate strength analysis of stiffened panel. The
unsymmetrical collapse modes occur in 1 + 1 bays.
This phenomenon will increase the uncertainty of
the result.
So, 3 and 1/2 + 1 + 1/2 bays stiffened panels are
more robust than 1 + 1 bays for this circumstance.
The result of 1/2 + 1 + 1/2 bays are higher than
3 bays with same boundary condition. Three-bay
panels allows to have more realistic results by
avoiding boundary conditions problems for the
central plates related to eccentricity of load and to
include the interference between adjacent panels.
ACKNOWLEDGEMENTS
marstruct-vi.com) in particular its Technical Subcommittee 2.3 on Ultimate Strength.
Portuguese Foundation for Science and Technology (Fundao para a Cincia e Tecnologia), under
contract SFRH / BD / 65120/ 2009.
Gordo, J.M. & Guedes Soares, C. 2008. Compressive tests

on short continuous panels, Marine Structures 21,
113137.
IACS CSR 2006. Common structural rules for oil
tankers.
ISSC 2009. 17th International ship and offshore structures
congress 1621 August 2009, committee III.1 ultimate
strength.
Kmiecik, M. 1971. Behaviour of axially loaded simply
supported long rectangular plates having initial deformations, Report No. R84, Ship Research Institute,
Trondheim, 1971.
Kmiecik, M., Jastrzebski, T. & Kuzniar, J. 1995. Statistics of Ship Plating Distortions, Marine Structures 8,
119132.
Lus, R.M., Guedes Soares, C. & Nikolov, P.I. 2008a.
Collapse Strength of Longitudinal Plate Assemblies
with Dimple Imperfections. Ships and Offshore Structures. 3(4): 359370.
Lus, R.M., Witkowska, M. & Guedes Soares, C. 2008b.
Ultimate Strength of Transverse Plate Assemblies
Under Uniaxial Loads. Journal of Offshore Mechanics
and Arctic Engineering 130(2): 021011-1-021011-7.
Paik, J.K. 2009. Nonlinear finite element method models
for ultimate strength analysis of steel stiffened-plate
structures under combined biaxial compression and
lateral pressure actionsPart II: Stiffened panels,
Thin-Walled Structures 47, 9981007.
Smith, C. 1979. Compressive strength of welded steel
ship grillages. Trans RINA 117: 32559.
Tanaka, Y. & Endo, H. 1988. Ultimate strength of stiffened plates with their stiffeners locally buckled in
compression. J Soc Naval Archit Jpn 164: 45667.
Zhang, K.I. 2009. Buckling and ultimate capability
of plates and stiffened panels in axial compression,
Marine Structures 22, 791808.
REFERENCES
ABS, 2006. Rules for building and classing, steel vessels.
Fujikubo, M. 2005. Estimation of ultimate strength of
continuous stiffened panel under combined transverse
thrust and lateral pressure Part 2: Continuous stiffened panel, Marine Structures 18, 411427.
evaluation of the behavior of a mild steel box girder
under bending moment. In: Guedes Soares, C. &
Das, P.K. (Eds). Advancements in Marine Structures.
Taylor and Francis; pp. 37783.
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Hydro-elastoplasticity approach to ships hull girder collapse

behavior in waves
Weijun Xu, Kazuhiro Iijima & Masahiko Fujikubo
Department of Naval Architecture and Ocean Engineering, Graduate School of Engineering,
Osaka University, Japan
ABSTRACT: A new approach to predicting the dynamic collapse behavior of a ships hull girder in
waves is proposed. The work is to evaluate the consequence of the collapse, which is important in evaluating the associated risk of the hull girder collapse. The progressive collapse analysis of the ships hull could
be followed by a hydro-elastoplastic response analysis. In this research, the whole ship hull is modeled as a
two-rigid-bodies system connected by a rotational spring, which represents the nonlinear relation between
the displacement and the moment. Nonlinear strip theory is used to solve the force equilibrium of the two
bodies. The approach is validated against tank tests, which show that the collapse increases rapidly after
the ultimate strength is reached, and the plastic deformation grows until unloading starts and the bending
rigidity recovers. It is concluded that the fundamental dynamic collapse behavior can be followed by the
numerical method.
1
INTRODUCTION
Hull girder strength is the most fundamental to

secure the safety of ships. International Association of Classification Societies (IACS) has
strengthened the rules for hull girder safety these
years. Unified Requirement (UR) on hull girder
strength was firstly introduced in 1989. Very
recently, Common Structural Rules for new ship
construction standards (CSR) was developed and
taken into effect. In CSR, ultimate strength check
has been introduced as a new criteria based on ultimate limit state design.
Many researchers have devoted themselves to the
study of the hull girder capacity. The first attempt
to evaluate the ultimate strength of ship structure
was made by Caldwell (1965). He applied Rigid
Plastic Mechanism Analysis to evaluate the ultimate strength of a ships hull girder, and accounted
for the effect of buckling by reducing the yielding
stress of the material at the buckled part. However,
Caldwells method does not account for the postcollapse strength of the structural members which
significantly influence the collapse strength. This
problem was further addressed by Smith (1977).
Smith proposed another simple but efficient
method to analyze progressive collapse behavior
of box girder structures under longitudinal bending. The progressive loss in stiffness of a cross
section due to buckling and yielding of structural
components was taken into account. Yao (1991 &

1992) proposed a simple and practical analytical
method to simulate progressive collapse behavior
of a ship hull subjected to longitudinal bending
based on Smiths method, so as to estimate the load
carrying capacity of a ship hull as a whole including post-ultimate strength behavior. In the method,
progressive loss in rigidity due to the occurrence of
local buckling and yielding were taken into account,
and the deflection mode for a stiffener was not only
considered as an Euler buckling, but also flexuraltorsional buckling of a stiffener. Recent developments may be found in Yao (2006).
In order to assess the safety of ship structure,
evaluation of extreme loads is another important
aspect. As far back as Smith (1966) has measured
the wave induced loads on destroyers, the nonlinear result has clearly shown that the vertical
bending moments in sagging are larger than that
in hogging. Yamamoto (1978) regarded the ship
hull as a rigid body, and calculated the motion and
longitudinal strength of a tanker in head sea taking account of the nonlinearities. Then, the author
regarded the ship hull as an elastic beam theoretically taking account of nonlinear hydrodynamic
pressure. Jensen & Pedersen (1978) proposed a
nonlinear strip theory formulated in frequency
domain based on a perturbation procedure. Later,
this approach was extended to account for the
hydro-elasticity by Jensen & Pedersen (1981).
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When it is assumed that the severity of a hull

girder collapse is directly related to the consequence
of the collapse, clarifying how the hull girder collapses in waves, i.e., to what extent it collapses in
waves is important in evaluating the associated
risk of the hull girder collapse. Thus, focus should
be put more on the extent of the failure with the
increase of interests in risk-based design.
Progressive collapse behavior of a ships hull
girder is usually analyzed in a quasi-static manner over the cross section by either load control
or displacement control. However, as Lehman
(2006) pointed out, the input of a curvature does
not adequately represent the failure process. That
indicates the actual path of the progressive collapse behavior is not followed by imposing forced
displacement/rotation, neither by imposing force.
Instead, it can be followed only when the interaction between the collapsing structure and loads is
considered (Yao 2009).
A research field in which the interaction
between the fluid and structure in an elastic range
is considered is called as hydro-elasticity. In the
same manner, the present problem may be called
as hydro-elastoplasticity. In order to predict the
collapse behavior including the path after the
ultimate strength more accurately, it is necessary
to solve both simultaneously taking account of
the interaction between fluid and structure. The
structural deformation including plastic deformation may have a significant influence on the
equilibrium between the ship and the hydrostatic/
dynamic forces. The external loads which exceed
the ultimate strength need to be compensated by
the inertia forces of the ship body. Such a method
can be called a hydro-elastoplastic response
analysis.
Masaoka (2003) developed such an analysis
system for elastic and plastic dynamic behavior
of hull girders, and compared the dynamic collapse behavior of a damaged ship in large regular
waves with that of an intact ship. It is also shown
that the post-ultimate bending strength is important in predicting the structural stability of the
collapsing hull girder. However, the results were
not validated against experiments. In addition,
the analysis was performed only under regular
sea conditions.
In this paper, the dynamic collapse behavior in a
large single wave is pursued numerically and experimentally as the first step since the irregular extreme
seas can be regarded as a collection of large single
waves. For numerical simulation, nonlinear strip
theory is used to solve the force equilibrium. For
experimental validation, an experimental scaled
model is designed and fabricated. The scaled model
consists of two rigid bodies connected by a device
which represents a nonlinear relation between the

rotational displacement and the moment. Then,
a series of tank tests are conducted by using the
scaled model.
2
HYDRO-ELASTOPLASTICITY THEORY
2.1
Theoretical model
The whole ship hull is modeled as a two-rigid-bodies

system connected each other by a nonlinear
rotational spring between them. The rotational
spring represents the nonlinear relation between
the displacement and the moment including
reduction of load carrying capacity due to buckling and yielding, increase of the capacity due to
material strain-hardening, and recovery of the
bending rigidity when unloaded. Such a nonlinear
relation is exemplified in Fig. 1.
The theoretical model of ships hull is illustrated
as in Fig. 2. F1w and F2w represent the external loads
on the respective parts, M1w and M2w represent the
external moments measured around the connecting
points on the respective parts. f and M represent
the reaction force and moment due to the spring,
respectively. u1 and u2 are the vertical displacements
of two parts measured at the connection, 1 and 2
show the rotational displacement of the respective
parts.
M
Mu
Unloading path
Figure 1. Theoretical relation between bending moment

and rotational angle.
Aft part
M 2w
Fore part
2
L/2
Figure 2.
F2w
M 1w
F1w
L/2
Free body diagram.
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The relation between the bending moment and

the rotational angle can be expressed in Eq. (1).
kR
1
2
1
2
m11
+ m11
m12
m12
u
2
1
1
m22
0 1
m21

2
2
0 m22
m21
2
1
2
1
2
C11
+ C111
C12
C112
u
2
1
1
+ C21
C222
0 1
2
2
0 C222
C21
2
1
2
1
2
K11 + K11
u
K12
K12
2
1
1
+ K 21
K 22 + kR
kR 1
2
kR
K 2 kR 2
K 21
(1)
where = 12; kR is taken as a function of .

The above expression is valid as long as it is singlevalued with respect to .
The equilibrium equations of motion can
be obtained by reference to their centers of
gravity as,
1 ]{ 1} + [C1 ]{ 1} + [
{ 2} + [
2 ]{ 2 } + [C2 ]{
u1
1 ]{ 1} = { 1}
2 ]{ 2 } = { 2 }
(2)
(3)
1
2
1
2
F1w + F2w m11 + m11 m12 m12 u2

1
1
= M1w m21
m22
0 1

M

2
0 m222 2
2w
m21
1
2
1
2
C11
+ C111
C12
C112
u
2
1
1
C221
C222 0 1
2
2
0 C222
C21
2
1
2
1
2
K11 K111 K12
K112 u2
1

1
1
K 21
K 222
0 1
2
2
0 K 222
K 21
2
(5)
(4)
u2
where,
{U1}
{}
u1
m1
[M1 ] = 111
m21
C111
[C1 ] = 1
C21
K1
[K1 ] = 111
K 21
F
{F1 } = 1w
M1w
{U 2 } =
{}
u2
m12
1
m22
1
C12
1
C 22
1
K112
1
K 22
f
1
m2 m2
[M 2 ] = 112 122
m21 m22
C112 C122
[C2 ] = 2 2
C21 C22
K112 K1122
[K 2 ] = 2
2
K 21 K 22
f
F
{F2 } = 2 w
M 2 w M
Newmark method is applied to perform the

time-domain analysis in Eq. (5). The analysis
results will be given later.
{U} = displacement vector for the respective

bodies; [M] = Mass matrixes, which consist of
hull mass and added mass for the respective
bodies; [C] = damping matrixes, which including structural damping and wave induced damping; [K] = restoring force matrixes; {F} = external
forces and moments. Subscript 1, 2 in equations
(2) and (3) correspond to fore part and aft part,
respectively. In the mass matrixes, damping
matrix and restoring force matrix, the former
1, 2 of the subscript corresponding to force and
moment, respectively. The later 1, 2 corresponding to vertical displacement and rotational angle,
respectively.
For the evaluation of the external forces and
moments, a nonlinear strip theory proposed by
Fujino (1984) is employed.
From equations (1)(4), a system of equations of motion may be written in incremental
form as,
EXPERIMENT
3.1 Model requirements and design idea

A box type ship is selected as a generic ship for
simplicity and clarity, and also for validation by the
experiments. The box-type ship are length 300 m,
breadth 40 m, depth 30 m and draft 10 m. Tank
tests using a scaled model need to be performed for
validation of the numerical method addressed in
the previous section.
The scaled model should follow the law of similitude in terms of strength as well as geometry and
stiffness. Its scale ratio is assumed to be 1/100 as
conventional scaled models for tank tests. The main
particulars of model are length 3 m, breadth 0.4 m,
depth 0.3 m and draught 0.1 m. It is completely a
box-ship consisting of two rigid box bodies.
The requirements for the scaled model are, a) to
realize the strength model of the hull girder collapse behavior in loading and unloading as shown
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Figure 3.
been investigated. The final scaled model design

to meet the above requirements is shown in Fig. 4.
The two bodies are hinged together and a bottomfixed beam specimen is attached to the bottom of
the ship. The specimen bends and bears shear force
when hull girder deforms at the hinge to the bending moment loaded over the structure. The nonlinear relation between the moments and rotational
angle may be represented by the collapse mechanism of the specimen. The point where the yielding occurs is at the upper end of the specimen, as
the bending moment is the largest there. A circular pillar specimen with diameter 10 mm cut out
from a block of steel is used. The material is SS400.
The collapse tests are conducted several times by
changing the sacrificial specimens.
Strength model.
3.2
Figure 4.
Final design of the scaled model.
in Fig. 3. b) to collapse in waves which can be

generated in the tank. c) to be free from severe
wave-induced vibrations and d) to be available for
repeated collapse tests. Concerning a), the reduction of strength in post-ultimate strength range,
shown as Fig. 3, is typical in the hull girder collapse accompanied by buckling of stiffened panels,
and thus to be considered.
The requirement b) is interpreted as keeping
the law of similitude in strength itself. The scaled
model must collapse under wave loads which are
scaled according to the Froudes law. The model
strength must be low enough in this regard. The
design value of the wave bending moment Mw may
be roughly given for the design work in terms of
non-dimensional value as follows:
Mw
= 0.02
gL
L2 B
(6)
where = density of water; g = gravity acceleration;

and = wave amplitude. In the tank tests, the
maximum wave amplitude may be taken as
= 100 mm.
The requirement c) necessitates keeping the law
of similitude in stiffness as well. The model must be
also rigid enough so that the natural frequency is
out of the wave frequency range which is normally
from 0.5 to 2 Hz in model scale. The two requirements (b) and (c) may contradict each other.
The design methodology is detailed in Wada
(2010). Various types of design alternatives have
Tank test
Dynamic collapse tests were conducted by using

a focused wave technique to realize large single
wave in the towing tank, Osaka University. This
towing tank has the plunger wave generator. The
tank is 100 m in length, 7.8 m in breadth and
4.30 m in depth. First, the calibrations of regular
and irregular waves were conducted to generate
the target focused wave. Then, the collapse test was
conducted in the focused waves.
The focused wave can be modeled by a sum of
regular elementary wave components taken from
wave energy spectrum for the prescribed probability
level (Jensen 2006). This technique starts from the
expression of irregular waves as in Eq. (7).
n
( , t )
i =1
*
i
i ccos(
os(
i )
+ ui* Si i i (k
(k
it )
= Si i U i
( kxi
it
i )
i =1
(7)
where
U i 2 ui*2 + ui*2 ; i arctan((ui* ui* ); S() = wave
spectrum; ui and are ui* uncorrelated, standard
normal distributed variables. Following Der
Kiureghian (2000), when we define a limit state
function g as,
g (u1 u1,uu2 u2 ,, un , un )
0 x0 ,tt0 u1, u1 u2 ,uu2 ,, un , un
(8)
A problem to seek for the probability of the

irregular wave exceeding the threshold 0 at t = t0
and x = x0 is formulated as limit state problem.
An approximate solution can be obtained by
First Order Reliability Theory (FORM). A set
*
of {u i ui *} can be given as the design point on
g = 0 minimizing the distance to the origin.
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The wave spectrum employed in the experiment

and numerical calculation is indicated in Table 1.
ISSC wave spectrum is employed. A sample wave
train employed in this analysis is shown as Fig. 5.
At t = 80 s, the wave reaches its negative peak.
Large bending moment is expected to work on the
hull girder, then. The wave shape at this instance is
supposed that the midship locates at trough of the
single large wave and aft and fore of ship locate at
the crests.
To measure the rotational angle between the
two bodies, a potentiometer is equipped at the
hinge part at midship (Fig. 6). Three load cells
are equipped within a cross section (section 1) to
Table 1.
Irregular sea condition for the focused wave.
Properties
Symbol
Values
Signification wave height

Mean wave period
Wave direction
Hs
Ts
12 m
13.9 s
180
(0.12 m)
(1.39 s)
180
measure the hull girder bending moments working

on the cross section of the model excluding the
contribution from the axial loads. Moreover, four
acceleration transducers are mounted along the
model to measure the vertical and rotational accelerations of the respective bodies. Two wave probes
are also installed in the tank, one in front of the
wave maker and the other center of the tank.
As a preliminary check, the natural frequency
of the model was measured. When the ballasts
were loaded, the natural frequency was found to
be 6.88 Hz, or 43.2 rad/s. The natural frequency is
confirmed to be out of the wave frequency range
from 2 rad/s to 15 rad/s in model scale. Then, the
still-water bending moment was 14.2 109 Nm
in real scale. The value of the still-water bending
moment is subtracted from the results afterwards.
A time history of the wave elevation measured
during the tank tests is shown in Fig. 7. Even
though the wave time history is not perfectly
symmetric with respect to the target time, the
negative peak appears as intended.
*Wave direction 180 indicates head sea. The value in

parenthesis represents the value in scaled model.
Figure 7.
Figure 5.
A sample time history of focused wave.
Figure 6.
Measurement system.
Time history of wave elevation measured.
Figure 8. Supposed relationship between bending

moment and rotational angle.
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COMPARISON
C
D
4.1
Numerical calculation condition
In the numerical calculation, the relationship

between the bending moment and rotational angle
is supposed as in Fig. 8.
The rigidity of ships hull girder is kR = K for
elastic range. When rotational angle increases,
yielding occurs in the specimen. The values of
the moment MU and the slope are 9.2 109 Nm
and 5.4 1012 Nm in real scale, respectively. As
the material of the specimen does not have clear
yielding point, the strength increases slightly even
more with the reduced slope S. When unloading
starts, the bending rigidity recovers to kR = K,
again. These characteristics are measured from a
static four-point-bending test conducted prior to
the tank test.
Figure 10. Comparison between numerical and tank

test for time histories of rotational angle.
4.2
Comparison with experiment
Numerical and experimental results are presented

in this section. All results are given in the real ship
scale here considering the scale ratio is 1/100.
The time histories of the bending moment at the
midship obtained by the numerical analysis and the
tank test are shown in Fig. 9. The time histories of
the rotational angle are compared in Fig. 10. We
can obtain the relationship between the moment
and the rotational angle shown as in Fig. 11.
From Fig. 9, we can observe that the bending
moment reaches a flexion point slightly before
t = 80 s. Then, it continues to rise slightly with the
advancement of the time, following the path BC
with slight positive rigidity in Fig. 11. It is considered that the wave-induced moment increase
is borne more by the moments induced by the
rotational accelerations of the bodies and less by
the bending capacity because the bending capacity can increase only slightly and the rest must be
compensated by the rotational moment. At around
Figure 9. Comparison between numerical and tank test

for time histories of bending moment at the midship.
Figure 11. Comparison between numerical and tank

test for moment-rotational angle relation.
t = 82 s, the structure starts to be unloaded. Then,

at around t = 87 s the bending moment reaches
maximum negative value. According to Fig. 10, the
rotational angle changes within a short duration at
around t = 80 s in the order 0.012 rad. This indicates
that the hull girder collapse rapidly after reaching
ultimate strength. This can also be illustrated in
Fig. 11, which is showing the relationship between
the bending moment and rotational angle at the
midship section. After unloading starts at point C,
the rotational deformation does not change largely
due to the recovery of the rigidity, following the
path CD. The large oscillation after point C in
Fig. 10 maybe due to existence of external force
after the focused wave passed along the ship. In the
oscillation, the high frequency components can be
regarded due to whipping, because in the numerical calculation, the damping effect of spring was
neglected, which caused the hull appear whipping
phenomena in the single large wave.
In general, the numerical predictions compare
very well with the experimental results. However, it
needs to be noted that the wave amplitude in the calculation is adjusted so that the maximum bending
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moments agrees with that of the measurement in

the tank test. This is rationalized by the fact that
the present nonlinear strip theory code tends to
overestimate the bending moment and the difference may also lead to overestimating the collapse
extent.
5
DISCUSSIONS
The extent of the collapse of the ship, or to what

extent the ship deforms in waves, is discussed based
on a series of calculations as parametric study.
5.1
The effect of the stability of the path

after ultimate strength
The stability of the path after the ultimate strength

may largely affect the extent of collapse. Three
cases with different rigidities after the ultimate
strength are investigated. First, in case (a), the
Figure 12. Relationships between bending moment and

rotational angle for the three cases.
Figure 13. Time histories of rotational angle for the

three cases.
rigidity after ultimate strength decreases but the

value is still positive. This path should be stable.
In the second case (b), the rigidity is equal to zero
after the ultimate strength. This path is neutral. In
the third case (c), the rigidity takes negative value
and the load carrying capacity decreases. This path
is unstable. The moment-rotational angle relationships for these cases are shown in Fig. 12.
In Fig. 12, the collapse deformation is around
0.012 rad in case (a), 0.023 rad in case (b) and
0.063 rad in case (c). The time histories of rotational angle are compared in Fig. 13, we can observe
that the deformations after the focused wave passes
along the ship correspond to cases (a), (b) and (c)
in Fig. 12. The extent of collapse becomes the largest in case (c), which indicates an unstable path
with negative rigidity after the ultimate strength
leads to the larger collapse extent of the structure.
The structure is in a dynamical equilibrium state
with the contribution of hydrostatic restoring force
and inertia effects. This phenomenon indicates
Figure 14. Time histories of wave amplitude with

different amplitude.
Figure 15. Time histories of rotational angle with

different amplitude.
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that the extent of collapse is largely affected by the

stability of the path after the ultimate strength, in
particular, the rigidity after the ultimate strength.
Further research into parametric dependencies on
the severity of the collapse will be performed in
future.
5.2
The effect of the amplitude to the bending

moment
The amplitude of the bending moment may affect

the extent of collapse, too. The wave amplitude
of the focused wave is changed as shown in
Fig. 14. A curve for case (a) shown in Fig. 12 is
employed as the relationship between the bending
moment and the rotational angle. The corresponding calculation results are compared and shown in
Fig. 15.
From Fig. 15, it is observed that the rotational
angle grows up more when the wave amplitude
becomes larger, because the increase of wave
amplitude will produce larger bending moment
acting on the hull girder, which thus induces larger
plastic deformation. Another point we need to pay
attention to is that although the wave amplitude
increases is small, the difference in the plastic
deformation is quite distinct. In Fig. 14, the wave
amplitude changes from 6.5 m to 8 m, then, the
plastic rotational angle changes by about 0.012 rad.
When we further increase the wave amplitude to
9 m, the plastic deformation becomes even the
double. This phenomenon indicates that the extent
of collapse is also largely affected by the wave
amplitude and the resulting bending moment.
6
CONCLUSIONS
In this study, a hydro-elastoplasticity approach

to predicting the dynamic collapse behavior of a
ships hull girder in waves is proposed. The focus
is especially placed on the post-ultimate strength
behavior, or to what extent the ship collapses in a
large wave. The approach is validated against the
tank test results. After the validation, it is concluded that the fundamental dynamic collapse
behavior can be followed by the numerical method.
This approach can effectively predict the collapse
behavior of a ships hull girder in waves.
It is clarified that the hull girder collapses rapidly after the ultimate strength is reached. The
ship collapse is terminated when unloading starts
at the collapsed section and the bending rigidity
recovers. The extent of the collapse of a ships hull
girder depends both on its strength model and
load model. In particular, the reduction of the
load carrying capacity after the ultimate strength

largely affects the collapse behavior.
In the future work, the parametric dependencies
on the severity of the collapse must be clarified in
a more rational manner. The severity of the collapse in irregular seas, in which successive collapse
may occur, must be clarified from the viewpoint
of deterministic and probabilistic aspects, too.
As regards to the tank tests, a specimen to reproduce the reduction of the load carrying capacity
after the ultimate strength must be developed and
implemented in the tank tests.
ACKNOWLEDGEMENTS
This research was partially supported by the
Ministry of Education, Science, Sports and Culture,
Grant-in-Aid for Young Scientist (B), (19760578),
2009.
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Yamamoto, Y. Fujino, M. & Fukasawa, T. 1978. Motion
and longitudinal strength of a ship in head sea and
the effect of non-linearities. J. Soc. Nav. Arch. Japan
Vol. 143:179187.
Yao, T. et al. 2006. Report of Committee III.1: Ultimate
Strength. Proc. 16th ISSC, Vol. 1, Southampton, UK,
2006:356437.
Yao, T. Fujikubo, M. Iijima, K. & Pei, Z. 2009. Total
system including capacity calculation applying ISUM/
FEM and loads calculation for progressive collapse
analysis of ships hull girder in longitudinal bending.
Proceedings of the 19th International Offshore and

Polar Engineering Conference, ISOPE2009, Osaka,
Japan. 2009:706713.
Yao, T. & Nikolov, P.I. 1991. Progressive collapse analysis
of a ships hull under longitudinal bending. J. Soc.
Nav. Arch. Japan Vol. 170:449461.
Yao, T. & Nikolov, P.I. 1992. Progressive collapse analysis
of a ships hull under longitudinal bending (2nd
Report). J. Soc. Nav. Arch. Japan Vol. 172:437446.
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A study on the dynamic buckling strength of containerships bow

structures subjected to bow flare impact force
S.H. Yang, H.L. Chien, C.M. Chou & K.C. Tseng
Department of Design, CSBC Corporation, Taiwan, Kaohsiung, Taiwan, R.O.C.
Y.J. Lee
Department of Engineering Science and Ocean Engineering, National Taiwan University,
Taipei, Taiwan, R.O.C.
ABSTRACT: The objective of this paper is to analyze the structural dynamic buckling strength of
containership bow structures subjected to impact force using finite element method. In this study, a containership bow structure designed and constructed by CSBC Corporation, Taiwan is modeled and solved
by geometric nonlinear and transient dynamic programs; and the wave impact pressures are obtained
through applying the semi-empirical formula established by Lloyds Register. Furthermore, one-time
thickness deformation method and buckling failure method are employed here to determine the initial
buckling load of bow structure. The results show that the impact force integration is the dominant factor
for structure buckling strength assessment. This conclusion offers the designer an effective and efficient
way to predict the structure dynamic buckling strength; moreover, it is can help the designer realize the
moment when the structure happens buckling under any different impact force case.
1
INTRODUCTION
In recently decades of years, container carriers

have larger bow flares than before to stack more
containers on the deck of the bow. Because the
flare angle is so large, it is expected that the wave
impact loads acting on bow flares become very
large. According to the reviewing of ISSC 2009,
the slamming impact load is still an important reason that causes the bow structure damage. Therefore, the investigation of bow structures response
due to impact load is becoming much more important and the knowledge for improving bow structure design is widely needed. It is attributed to the
benefits of the recent developments in numerical
analysis techniques and greatly advanced performance of computers; a bow flare wave impact
phenomenon can be calculated more directly by
using numerical simulation method, consequently.
Based on the finite element theory, the commercial
software MSC Marc was used in this study to propose dynamic transient and geometric nonlinear
analysis. Additionally, a 1,700 TEU containership
designed and constructed by CSBC Corporation,
Taiwan, was taken as the reference ship in this
paper. Because it is so time-consuming to compute
time-domain problems, only bow structure of the
reference ship was modeled using MSC Patran,
which is a pre- and postprocessor of MSC Marc.
The prediction of wave impact loads for a running ship is also an important topic in this study.
Since it is too complex to predict wave impact force
directly, this kind of problem is usually simplified as
a two-dimensional solid dropped vertically onto a
free and initially calm water surface. Notwithstanding these simplifications, the solution to this type of
problem remains complex, especially with regard to
transient fluid-structure interactions. Von Krmn
(1929) introduced significant work on this subject
as a pioneering study. He developed an analytical formula, which allowed the estimation of the
maximum pressure on seaplane floats during water
landing. Wagner (1932) modified the von Krmn
solution by taking into account the effect of water
splash on the body. Ochi and Motter (1969 & 1973)
used K-factor method, which is based on the use
of slamming coefficients. These coefficients related
the slamming pressure to the square of the impact
velocity, and they could be calculated, or obtained
experimentally prior to the analysis of ship motion.
More recently, Zhao and Faltinsen (1993) introduced a complement to Wagners study. They used
linear approximation of the free-surface boundary
condition for the two-dimensional impact problem. The numerical method suggested in this paper
was valid for general section shapes. Mei et al.
(1999) proposed a purely analytical method of
resolution for the global two-dimensional impact
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problem of arbitrary bodies. They adopted the

same assumptions and the same linear formulation of the problem as which were used by Zhao
and Faltinsen. In this paper, water impact pressure
was estimated in accordance with Lloyds Register
(LR) semi-empirical formula, which is also on the
basis of K-factor method.
The structural buckling strength has been investigated by several researchers for hundreds of
years. Levy (1942) gave the exact solution of von
Krmn equations to steel plates with built-in
edges under edge compression. In 1959, Yamaki
(1959) described the post-local buckling behavior
of clamped elastic steel plates with initial deflections. Furthermore, the ultimate strength of simply supported plates with geometric and material
nonlinearities was reported by Little (1981). Not
only static but also dynamic buckling behavior has
been discussed by many researchers. Bisplinghoff
(1957) used only three terms to represent the transverse displacement of a buckled simply supported
plate. Yang and Han (1983) analyzed the same
question as Bisplinghoff, but using higher order
and more complicated triangular finite elements
to obtain more precise solutions. Extensive results
on the dynamic behavior of clamped plates under
in-plane compression were presented by White and
Teh (1980). In this study, the suggested methods,
including one-time thickness deformation method
and buckling failure method, were employed to
determine dynamic buckling load of bow structures under triangular impact forces; and the
impact force integration under impact force-time
curve was taken as a criterion of structure buckling
strength.
2
THEORY
Dynamic finite element analysis in time domain

and fully geometric nonlinear computation were
used to investigate the response of a containership structure subjected to bow flare impact forces.
A brief description of the theory will be given in
this section.
2.1
Transient dynamic analysis
Dynamic analysis differs from static analysis in

two major aspects. First, loads applied are varying
with time. Second, structural responses, including
displacements, velocities, stresses and so on, also
react as a function of time. To solve a dynamic
time-domain problem by finite element method,
the governing equation should be written in discrete form as follows:
Ma + Cv + Ku = F
(1)
where M, C, and K are mass, damping and stiffness

matrices respectively; a, v, u and F are time varying
acceleration, velocity, displacement and force vectors respectively.
2.2
Geometric nonlinearity
Structural nonlinearity can be considered as two

categories: material nonlinearity, which means the
materials stress-strain relationships are nonlinear;
geometric nonlinearity, which is usually characterized by large displacements and/or rotations.
The buckling behavior investigated here is a type
of large-displacement problem; for this reason, a
geometric nonlinear analysis is required. Geometric nonlinearity leads to two types of phenomena
including change in structural behavior and loss of
structural stability. The Lagrangian formulation
was chosen here to simulate buckling behavior.
The Lagrangian formulation is on the basis of
the virtual work equation for a continuum which
can be written as follows: (MSC. Software Corporation, 2008)
V d
dv = duT qdv
d + duT pda
d
V
(2)
where V is undeformed volume; is Piola-Kirchhoff

stress vector; d is vertical Greens strain vector due
to the virtual displacement du; is mass density;
q is body force per unit mass; and p is surface traction acting on undeformed area a.
NUMERICAL STUDY
Finite Element (FE) method has become a standard tool of contemporary naval architects structural analysis. The commercial FE software MSC
Patran and MSC Marc were adopted here to carry
out the FE analysis.
3.1
Reference ship
The ship used in this study is a 1,700 TEU container carrier. The principal particulars and the
general arrangement of this ship are displayed
in Table 1 and Figure 1. According to the survey
offered by CSBC Corporation, Taiwan, this ship
experienced extreme impacts on bow flare. Several
brackets happened external buckling and distortion as shown in Figure 2. Figure 3 provides details
on failure area of brackets.
3.2
3D FE model was developed in MSC Patran. Only

bow structure was modeled as shown in Figure 4.
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Table 1.
carrier.
Main particular of 1,700 TEU container
Particular
Value
Length (L.O.A.)
Length (Design Draft L.B.P.)
Length (Scant. Draft L.B.P.)
Length (Scant.)
Breadth (Mould)
Depth (Mould)
Draft (Design mould)
Draft (Scant. Mould)
CB (Scant. length & Draft mould)
VS (Scant. draft, MCR)
175.100 m
164.900 m
164.900 m
163.057 m
27.9 m
13.8 m
8.5 m
9.5 m
0.68
abt. 20.5 kts
Figure 4.
Bow structure model.
Figure 5.
Finer mesh on 6 brackets.
Table 2.
model.
Figure 1.
General arrangement of reference ship.
Material constants of the FE
Material constant
Value
Density ()
Elastic modulus (E)
Poissons ratio ()
Yield stress
7850 kg/m3
206 GPa
0.3
290 MPa
This model is about 33 m and consists of 2-D plate

and 1-D beam elements. To simulate local buckling
behavior more accurate, six brackets (Frame No.
95, 96, 98, 99, 100, 102) and surrounding structures
use finer mesh (about 20 20 mm2) with respect to
others with coarse mesh (about 700 700 mm2).
Figure 5 reveals information about the finer mesh
area. In this paper, material property is assumed as
perfectly plastic; besides, other primary constants
are listed in Table 2.
Figure 2.
Buckling and distortion of brackets.
3.3 Loads and boundary conditions

As shown in Figure 6, only aft-side of the model
was fixed in 6 degree of freedom to ensure that
all forces can be balanced but with least boundary effect on 6 brackets. Besides, a variety of loads
were taken into account in FE model, including
weight of hull, containers and deck machinery, still
water pressures, and wave impact loads. All forces
considered in the model are presented in Figure 7.
Figure 3.
Brackets location under the upper deck.
3.3.1 Bow flare wave impact pressure

To provide wave impact load information for the
FE model, an effective and correct way for estimating bow flare impact forces was needed. The bow
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where Kbf is hull form shape coefficient for wave

impact; Vbf is wave impact velocity; Krv is hull form
shape coefficient for impact due to forward speed;
Hrv is relative wave heading coefficient; and Vrv is
relative forward speed.
In general, the slamming force should distribute over the whole side shell. However, only partial slamming forces are applied to highlight and
clarify the local buckling phenomenon. Figure 8
demonstrates the value and region of the slamming force considered in this paper.
Figure 6.
Figure 7.
model.
3.4
Fixed boundary condition of the FE model.
Distribution of forces acting on the FE
Formulation of the analysis case
Since the whole wave impact track is complex, the

wave impact forces was simplified and idealized to
a triangular dynamic impulse in this paper. A series
of cases were analyzed to compare the effects of
different dynamic parameters, including the peak
value of load, impact time, and impact load rate.
Figure 9 shows the relationships between these
parameters for a triangular impulse.
To carry out the dynamic buckling assessment
properly, geometric nonlinear and implicit dynamic
computation codes are selected in this study.
4
4.1
SUMMARY
Buckling load criterion
Figure 10 shows the load-transverse deflection

curve of a buckling plate. It can be observed that
an apparent bifurcation point cannot be found easily to evaluate initial buckling load; consequently,
two novel and practical methods were suggested in
this study and are illustrated below.
Figure 8.
The slamming force region and value.
4.1.1 One-time thickness deformation method

As shown in Figure 11, the initial buckling load
is defined as the load that causes the value of
structural lateral deflection to equal the value of
plate thickness. The main idea underlying the proposed method is that one time thickness deflection
Figure 9.
Triangular dynamic impulse.
flare wave impact pressure Pbf is defined in equation

(3): (Lloyds Register, 2007)
Pbf
0.5( K bfVbf2
K rv H rvVrv2 ) kN / m 2
(3)
Figure 10.
Load-transverse deflection curve.
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Figure 11. Description of one-time thickness deformation method (Plate thickness = 2 mm).
Figure 12. Description of buckling failure method

(Material yield stress = 290 MPa).
Figure 13. Bracket deformation distribution in

x-direction (wave impact time = 1 sec, wave impact
pressures = 1 time of LR forces).
can usually be seen as large deformation. This

mechanism response can therefore be regarded as
geometric nonlinear behavior.
4.1.2 Buckling failure method
As shown in Figure 12, the von Misses stress
instead of the structural lateral deflection was
used to determine initial buckling load. For many
structures, it is important that the material remains
within the linear elastic range to avoid permanent
deformations when the loads are removed. Accordingly, the buckling allowable stress may not exceed
material yield stress anywhere in the structure. The
corresponding load to this stress is defined as initial buckling load.
4.2
Figure 14. Von Misses stress distribution on bow (wave

impact time = 1 sec, wave impact pressures = 1 time of
LR forces).
Results and discussion
An example of the output from the FE analysis is shown in Figure 13. It can be seen from the
figure that six brackets are not buckled at the same
time but one by one. Moreover, Figure 14 plots
Von Misses distribution on the bow structure;
and Figure 15 gives the information about lateral
deflection distribution on six brackets. It is worth
to state outcomes observed from Figures 1315 as
follows:
Figure 15. Lateral deflection distribution on six brackets (wave impact time = 1 sec, wave impact pressures = 1
time of LR forces).
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Six brackets are buckled under different impact

forces and impact times. It can be found that
three brackets in the middle buckled later than
other brackets. It may refer to different locations of these six brackets. Three brackets in the
middle can share the slamming force together
whereas others have to undertake loads alone,
therefore, it is reasonable to anticipate that the
middle three brackets have larger margin to
bear the slamming force.
Citing bracket frame No. 102 as an example,
it is clear that the structure at upper deck side
appears to deform much more severely than
anywhere in the same bracket. Considering that
buckling phenomenon is a geometric behavior
and there is no any possible variable involved,
a reason about this result would probably be
attributed to the geometry of the bracket.
In addition to six brackets, upper deck and side
shell that are close to bow flare impact area have
critical deformations due to bow flare impact
pressure. Although this paper concentrates on
the buckling of brackets, on the designers point
of view, the structure strength in these two areas
should be increased to prevent brackets from
buckling as well.
One of important objectives in this study is to
find the dominant criteria of structural dynamic
buckling strength. Four principal dynamic parameters were taken into account to evaluate structural
buckling strength, including load rate, impact time,
initial buckling load and impact force integration
under load-time curve. Table 3 and Table 4 show the
breakdown on buckling strength of frame No. 96
bracket by using one-time thickness deformation
method and buckling failure method, respectively.
According to these two tables, some discussion can
be stated as follows.
Compare with Table 3 and Table 4, we can see
immediately that critical buckling point decided
by displacement always happened later than by
stress. As mentioned in Section 3.2, material
property is assumed as perfectly plastic in this
study. Therefore, if the critical buckling stress
decided is higher than the yield stress, realistic material plastic property should be taken
into account to get much more accurate critical buckling point. Notwithstanding, one-time
thickness deformation method also provide an
effective and efficient way to assess dynamic
buckling strength of any complicated structure.
Although two buckling criteria are both novel
to use, buckling failure method may be the more
reasonable one. For different structures, structural responses with one-time thickness deformation can be critical or be nothing, since the
deformation of structure is not the normalized
Table 3. Impact force integration analysis on no. 96

bracket by one-time thickness deflection method.
Load rate
Impact
time
Initial
buckling load
Impact
force integration
(LR force/
sec)
(Sec)
(LR force)
(LR force-sec)
1.00
1.11
1.25
1.67
2.00
2.50
3.33
4.00
0.322
0.308
0.296
0.273
0.264
0.260
0.259
0.247
0.6440
0.6846
0.7392
0.9114
0.9454
0.6976
0.2734
0.0214
0.1037
0.1055
0.1093
0.1246
0.1383
0.1513
0.1444
0.1250
Table 4. Impact force integration analysis on no. 96

bracket by buckling failure method.
Load rate
Impact
time
Initial
buckling
load
Impact force
integration
(LR force/
sec)
(Sec)
(LR force)
(LR force-sec)
1.00
1.11
1.25
1.67
2.00
2.50
3.33
4.00
0.150
0.142
0.134
0.116
0.106
0.097
0.086
0.079
0.3000
0.3150
0.3360
0.3864
0.4242
0.4830
0.5712
0.6342
0.0225
0.0223
0.0226
0.0224
0.0225
0.0233
0.0245
0.0251
measurement. However, when structure stress is

over yield stress, it can be directly known that
some permanent strain is occurred. For this reason, buckling failure method can be considered
as a better way to decide initial dynamic buckling load.
Before this study, we have known that the impact
loads value and impact loads time can both
affect structure buckling. However, it is hard for
the designer to predict the specific time when
the structure buckling. According to Table 4, the
impact force integration causing the structure
buckling remains nearly stable under each different impact condition. On that account,
we may reach the conclusion that the impact
force integration under load-time curve is the
dominant factor of dynamic buckling strength.
In general, the force integration is also a kind of
idea similar to energy. In other words, the results
showed in Table 4 reveal that a structure occurs
buckling within the same energy. Therefore, the
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calculation of impact force integration can be

seen as a practical and effective way for structure designers to decide structure strength.
Designers can consequently predict structure
dynamic buckling strength under any impact
force without the use of FE analysis.
5
CONCLUDING REMARKS
In this paper, dynamic transient and geometric

nonlinear FE methods were used to investigate the
response of bow structures to bow flare impact
forces. The wave impact pressures were estimated
through applying Lloyds Register half-empirical
formula. Two initial buckling load criteria, onetime thickness deformation method and buckling
failure method, were established to determine initial buckling load. The primary objective from this
study is to realize whether the structure meets ultimate buckling strength. According to the results,
we can conclude that impact force integration
under load-time curve is the dominant parameter
to decide dynamic buckling strength. The conclusion offers structural designer an effective and efficient way to predict structural buckling strength.
Although the designer still have to do FE analysis
to know the structure critical buckling strength for
the first time, this study conclusion can help the
designer predict the structure strength without the
use of FE analysis in any other different impact
load case. Therefore, the analysis time for dynamic
buckling problems can be greatly reduced but still
with reasonable strength prediction.
With regard to the future jobs, the following
related aspects are considered to be important for
this study.
Finite element model: Only bow structure was
modeled on account of computation time;
therefore, the boundary condition effects of
the model could not be neglected. In addition,
selections of mesh and element types also had
great influence on simulation results. It is suggested that the whole ship structure should be
modeled if any researcher wants to realize the
overall structure response due to wave impact
forces.
Wave impact load: The magnitude of wave
impact pressures in this study were obtained in
accordance with half-empirical formula established by Lloyds Register. However, it is also
important to know the information of impact
time since dynamic simulations were discussed
in this study. If a sea keeping experiment or a
CFD simulation is available, it is convinced
that a more accurate buckling behavior can be
predicted because of a more precise impact load

phenomenon.
Buckling load criterion: Two initial buckling
load criteria were developed in this report,
including one-time thickness deformation
method and buckling failure method. By these
two methods, impact force integration could
therefore be regarded as the dominant factor for
determining structural buckling strength. However, since there is no effective way to validate
these two methods, more effort is needed to verify them or select a more reasonable criterion,
which would be used with more confidence in
buckling analysis.
REFERENCES
Bisplinghoff, R.L. & Pian, T.H.H. 1957. On the vibration
of thermally buckled bars and plates. In 9th International Congress for Applied Mechanics: 307318.
July 2009. Rules and Regulations for the Classification of
Ships. Lloyds Register.
Levy, S. 1942. Buckling of rectangular plates with built-in
edges. Journal of Appplied Mechanics 9: 171174.
Little, G.H. 1981. Collapse analysis of plates with strain
hardening. International Journal of Mechanical Sciences 23: 561576.
Mei, X., et al., 1999. On the water impact of general
two-dimensional sections. Applied Ocean Research
21: 115.
MSC. Software Corporation. 2008. Theory and User
Information.
Ochi, M.K. & Motter, L. 1969. Prediction of extreme
value of impact pressure associated with ship slamming. Journal of Ship Research 13(2).
Ochi, M.K. & Motter, L. 1973. Prediction of slamming
characteristics and hull response for ship design.
Society Naval Architects and Marine Engineers 81:
144176.
Von Krmn, T. 1929. The impact on seaplane floats
during landing. National Advisory Committee for Aeronautics. Washington, DC: USA.
Wagner, H. 1932. Ueber Stoss- und Gleitvorgaenge an
der Oberflaeche von Fluessigkeiten. Zeitschrift fuer
Angewandte Mathematik und Mechanik 12: 193215.
White, R.G. & Teh, C.E. 1980. Dynamic response of isotropic and anisotropic panels under simulated flight
load conditions. In First International Conference on
Recent Advances in Structural Dynamics.
Yamaki, N. 1959. Postbuckling behavior of rectangular
plates with small initial curvature loaded in edge
compression2. In ASME Meeting: 8. 911 September
1959. New York: USA.
Yang, T.Y. & Han, A.D. 1983. Buckled plate vibrations
and large amplitude vibrations using high-order triangular elements. AIAA journal 21: 758766.
Zhao, R. & Faltinsen, O. 1993. Water entry of
2-dimensional bodies. Journal of Fluid Mechanics
246: 593612.
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Ultimate strength of aluminum Y-stiffened panels

M.R. Zareei
Chabahar Maritime University (CMU), Chabahar, Iran
ABSTRACT: In this paper, the results of an investigation into the post-buckling behavior of
high-strength aluminum alloy stiffened plates with Y-stiffener subjected to axial compression load using
non-linear finite element approach is presented. Both material and geometric non-linearities have been
taken into account. The principal variables studied are the geometries of stiffened plates. The influence
of Dimensions on the post-buckling behavior and ultimate strength of such stiffened plates has been
investigated in details.
1
INTRODUCTION
Stiffened plates are used as main supporting members in many civil as well as marine structural
applications. They typically consist of a plate with
equally spaced stiffeners welded on one side, often
with intermediate transverse stiffeners or bulkheads. The most common stiffener cross-sections
are bulb, flat bar or T- and L-sections. Such structural arrangements are common for both steel and
aluminium structures. Aluminium panels have been
used in a variety of marine structures, with applications such as hull and decks in high-speed boats
and catamarans and superstructures for ships.
Recently, some new steel double hull structures
were invented to achieve better energy absorption
capacity. Y-, rectangular box section, trapezoidal
box section, X- and corrugated frames are some of
new innovation stiffened structures. The intention
of these new designs was to prevent early crack
occurrence during a collision or grounding. Some
examples of this type illustrates in Figure 1.
The ultimate strength of stiffened steel plate
panels has been the subject of many investigations,
both experimentally and numerically, with the
most significant contributions in the field of ship
structures and bridges. The literature on stiffened
aluminium panels is more limited. The ultimate
strength of stiffened aluminium AA6082-T6 plates
under the axial compression was investigated using
numerical and experimental methods (Aalber et al.
1999, 2001). Kristensen & Moan (1999) demonstrated numerically the effect of HAZ and residual
stresses on the ultimate strength of rectangular aluminium plates (AA5083 and AA6082) under the
bi-axial loading of plates. Most recently, Paik et al.
(2009) studied buckling collapse testing of friction
stir welded aluminium-stiffened plate structures.

Khedmati et al. (2009) studied the post-buckling
behavior of high-strength aluminium alloy stiffened plates subjected to combined axial compression load and different magnitudes of lateral
pressure using non-linear finite element approach.
Y-stiffener is discussed by Ludolphy (2001).
Badran et al. (2007) studied the stability of Y-stiffener
by calculating the elastic buckling coefficient of the
weakest part of Y-stiffener and calculated the critical buckling stress and buckling load of Y-stiffener
and using curve fitting of the analytically obtained
results, approximate expressions for calculation of
the elastic buckling coefficients of the T-part of
the Y-stiffener are obtained. Badran et al. (2008)
studied the stability of Y-stiffener and equivalent
T-stiffener under suitable two groups of boundary
conditions, and the obtained results showed that
the critical buckling loads for Y-stiffener is larger
than that for equivalent T-stiffener. A qualitative
assessment of 10 different steel sandwich alternatives to identify potential novel crashworthy side
shell structures has been made by Klanac et al.
(2005) and the results are compared with the
Figure 1. Non-conventional rectangular box, hat, n,

and M stiffeners and its attached effective plating (Badran
et al. 2007).
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performance of a conventional double side. One

variant of a novel structure offered 40% higher
capacity to absorb collision energy. Badran et al.
(2009) use the multi-objective optimization with
real-coded genetic algorithm to design an optimum
Y-stiffener plate combination with consideration
of ultimate strength.
In most of aforementioned studies, only the
case of conventional stiffeners under in-plane
compression has been considered. In this paper,
the post-buckling behavior and ultimate strength
characteristics of stiffened aluminium plates under
axial compressive are investigated using non-linear
finite element method. Y-stiffener type is selected.
Stiffened panel dimensions are varied in a systematic manner in the analyses. In addition, average
initial weld-induced deflection and also softening
in heat-affected zone are considered throughout
the investigation.
2
FINITE ELEMENT ANALYSIS
Geometrically non-linear elastoplastic finite element analysis is the only method capable of simulating the succession of all buckling phenomena
that occur during the quasi-static compression of
a stiffened panel. To predict the ultimate strength
of thin-walled structures, plate-shell elements that
account for both membrane and bending stiffness
are employed. The mesh size must be fine enough
to capture long-wave-length buckling modes, such
as torsional buckling, also accounting for continuity through the transverse frames. Furthermore,
the mesh needs to be seeded with initial imperfections to make sure that buckling occurs and to
avoid unduly stiff behavior. Many methods exist to
enhance the stability of non-linear buckling simulations. Details need not be discussed in detail here,
since FEA methods are extensively covered in existing literature. The buckling/plastic collapse behavior and ultimate strength of aluminium-stiffened
panels are hereby assessed using ANSYS, in which
the material and geometry nonlinearities are taken
into account.
2.1
Stiffened plates for analysis
The geometrical characteristics of the analyzed

aluminium stiffened panels are given in Table 1.
Ten groups of models have been considered. In all
models Y-stiffener has been attached to the plating, Figure 2.
2.2
Figure 2. Cross-sectional geometry of aluminium stiffened plates.
Extent of the models
A double span-double bay (DS-DB) model (abde

in Figure 3) is applied for the analysis of buckling/
Figure 3. Extent of the continuous stiffened plate models for analysis.
plastic collapse behavior of aluminium-stiffened

plate with symmetrical stiffeners. Also for the
analysis on the stiffened plates with non-symmetrical
stiffeners, a double span-triple bay (DS-TB) model
(abgh in Figure 3) is applied.
The boundary conditions are given as follows:
Periodically continuous conditions are imposed
at the same x-coordinate along the longitudinal
edges in triple bay model (i.e. along ab and gh).
Symmetry conditions are imposed at the same
x-coordinate along the longitudinal edges in
double bay model (i.e. along ab and de).
Symmetry conditions are imposed at the same
y-coordinate along the transverse edges in double span model (i.e. along adg and beh).
Although transverse frames are not modeled; the
out-of-plane deformations of plate and stiffener
are restrained along the junction lines of them
and the transverse frame.
To consider the plate continuity, in-plane movement of the plate edges in their perpendicular
directions is assumed to be uniform.
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Table 1.
in [mm].
Geometrical and ultimate strength of the aluminum stiffened plates with Y-stiffener all dimensions
Y-stiffener
Plate
Hat section
Model ID
BT
t1
B1
1
2
1500
500
110
125
4
5
5
6
6
150
175
200
6
7
8
9
10
2400
7
8
6
7
8
225
250
200
225
250
150
170
135
150
170
2.3
Material properties
800
B2
70
Tee section
H1
t2
80
80
90
100
115
135
100
110
120
135
150
120
135
150
H2
B3
t3
Ult Y
80
70
10.123 0.505
0.523
90
70
7.592 0.467
0.552
4
5
5
100
110
120
80
90
110
4
5
5
6.074 0.411
5.062 0.369
5.062 0.332
0.608
0.671
0.694
6
7
5
6
7
135
150
120
135
150
120
130
110
120
130
6
7
5
6
7
4.339
3.796
5.062
4.339
3.796
0.741
0.858
0.581
0.633
0.674
0.294
0.265
0.558
0.488
0.435
The Young modulus of material is 70475 MPa and

its Poisson ratio is 0.3. The stress-strain relationship
of the original aluminium alloy (AA6082-T6) and
welded aluminium alloy (in HAZ region) is shown
in Figure 4-a. The breadth of HAZ is assumed to
be 50 mm in the plate and 25 mm in the stiffener
web, at the plate-stiffener junction, Figure 4-b.
2.4
In order to simulate the complex pattern of initial deflection stated in Khedmati et al. (2009), a
special procedure was employed. Simply speaking,
lateral pressure was applied first on the stiffened
plate model and a linear elastic finite element analysis was made. Such an analysis was repeated in
a trial and error sequence of calculations so that
maximum deflection of plate reaches to the value
given by Equation 1. After satisfying this condition, the information about the coordinates of
nodal points, element coordinates and boundary
conditions were exported in another finite element
mesh. The new model was used for the nonlinear
response analysis under the action of longitudinal
in plane compression. The procedure is shown in
Figure 5.
W0 max = 0.05 2t
b Yp
t E
(1)
(2)
Figure 4. (a) Stress-strain behavior of the material.

(b) extent of the HAZ.
where b = BT; t = t1; sy = Yield stress and E = young

modulus.
2.5 Types of elements
Among rich library of ANSYS elements, a fournoded SHELL43 element is used in discretisation
of the stiffened plate models. In each case, about
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2500 to 3000 elements are used to model each local

plate panel (the panel surrounded by successive
longitudinal or transverse stiffeners). 15 to 18 and
5 to 6 and 5 to 6 elements are considered respectively along Hat section, T-section stiffener web and
stiffener flange. Figure 6 shows typical examples
of the meshed models of stiffeners. In this figure,

dark elements are elements in HAZ.
2.6
Aalberg tests
A total of 21 stiffened aluminium panels were

tested by Alberg et al. (2001). Two sets of test
specimens were made by them; one with L shaped
stiffeners and the other with hat stiffeners, both
made by AA6082-T6 aluminum alloy. Stiffened
panels dimensions and boundary condition were
varied in each set. End plates of each specimen
were machined parallel to achieve uniform application of load. A test rig was designed as shown
in Figure 7. The test specimen was mounted in
a vertical position. The axial compressive loading was applied at the upper end of the specimen
through a rigid loading set, while the reaction force
was carried by the lower end support set. Before
testing, initial imperfections of the stiffened panels
were measured. During the tests, the axial compressive load was applied by slowly imposing a
displacement subsequently the deformation of the
stiffened plate was measured. In addition of performing tests, Aalberg also performed numerical
comparison by EURO code 9. More de tails are
given in the paper of Aalberg et al. (2001).
Among the test specimens of Aalberg et al.
(2001), two models P and O (closed section) were
chosen for validation purposes. For comparison
between numerical analysis with experimental
tests, above models simulate using ANSYS FEM
software by the author.
Stiffened panels dimensions, boundary condition along long side and initial imperfection are
Figure 5.
Procedure to generate initial deflection.
Figure 6.
Typical examples of the meshed models.
Figure 7.
Test set-up, schematic view of simply supported panel in test rig.
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Figure 8.
Cross-sectional geometry of extruded profiles.
Table 2. Test panels, specimen details and initial

imperfections (all dimensions in [mm]).
(a)
f02(MPa)
Panel
a (mm)
b (mm)
plate
stiffener
No support along longitudinal edge

O
P
2000
998
840
1400
265
261
275
275
(b)
Figure 10.
materials.
Cross section (mm)

t1
t2
t3
s2
3.04
3.10
3.02
3.06
3.06
3.04
42
42
40.8
41.1
Engineering stress-strain curves for panel
(c)
Imperfection (mm)
w0,1
w0,2
w0,3
w0,4
w0,5
0.1
1.2
0.2
1.8
0.1
1.8
0.2
0.1
Figure 9.
Definition of imperfections.
shown in Figure 8 and Table 2. Meaning of initial

imperfection in Table 2 is shown in Figure 9.
Also material properties of these models were
shown in Figure 10. Figures 11(a) and 11(b) represent, respectively, the collapse modes of the O and
P models as obtained from numerical simulations.
Also, load-end shortening curves for these two
models are shown in Figures 12 and 13.
Figure 11. Collapse modes of Aalberg tests that tested

with ANSYS(a) specimen O (b) specimen P.
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As can be seen, the corresponding load-end

shortening curves show that in both models
ANSYS simulation results have a lower ultimate
strength than that obtained by tests.
The ultimate strength predicted by ANSYS differs, respectively, about 5.23% and 9.34% from that
obtained experimentally for the P and O models.
Based on numerical analysis and Aalberg et al.
(2001), the collapse modes with similar features
are obtained experimentally or numerically for
both models.
Based on numerical analysis models P and O
buckled in FB/LB and FB collapse modes respectively (FB: flexural buckling; LB: local buckling).
Similar collapse modes reported in Aalber et al.
article. In panel O according to overall buckling sudden decrease in axial force is happened.
In panel P, outset panel buckled in local zone
and then axial force of panel after ultimate load

decrease gradually.
3
3.1
Load shortening curve for O model.
Figure 13.
Load shortening curve for P model.
Results
The results of average stress-average strain relationships for some models of stiffened plates
with Y-stiffeners are shown in Figure 14. Also the
numerical values are summarized in last column of
Table 1. In Figure 15 the plots of collapse modes
and deflection modes at the final stage of calculations, for models 2, 4 and 6 respectively, are shown.
Only some of results are shown in this paper.
In what follows, the results are discussed.
3.2
Figure 12.
FINITE ELEMENT RESULTS

AND DISCUSSION
Discussion
From results of stiffened plates with Y-stiffener,

ultimate strength of panels increases with increasing of bending rigidity. Also, we can see that, panels with lower bending rigidity have the collapse
mode in a buckling mode. In these models with
increase in bending rigidity, the collapse mode
changes from buckling mode to quasi-clamped
mode. In these models, Stiffened plates with high
rigidity result in increasing post-ultimate strength.
The creations of the plastic hinges at the ends of
the stiffened plate are a common feature of the collapse mode. Also the strength reserve after collapse
is significant. At the final stage of calculations, it
is observed that unloading (stress removal) takes
place in some part of the stiffened plate while in the
remaining parts localized plastic deformations are
accumulated. We can see this phenomenon at middle of model 4 or quarter of model 6 in Figure 15.
Figure 14.
Average stress-average strain relationships.
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Figure 15. Plots of collapse modes at ultimate strength level (left column) and at the final stage of calculations (right
column) for models 2, 4 and 6.
CONCLUSIONS
Post-buckling behavior of high-strength aluminium

alloy stiffened plates subjected to axial compression load using ANSYS non-linear finite element
approach was investigated. Both material and

geometric non-linearity were taken into account.
It was found that with increase bending rigidity of stiffened aluminum panels with Y-stiffener,
ultimate strength of panel will increase. Also in
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different bending rigidity, different collapse modes

were seen. Usually after ultimate strength of stiffened panel unloading is occurs in some part of
stiffened panels.
REFERENCES
Aalberg, A., Langseth, M. & Larsen, P.K. 2001. Stiffened
aluminium panels subjected to axial compression.
Thin Walled Structure 39(10):861885.
Aalberg, A., Langseth, M. & Malo, K.A. 1998. Ultimate
strength of stiffened aluminium plates. Department
of Structural Engineering, Norwegian University of
Science and Technology.
ANSYS users manual (Version7.1). Houston, Swanson
Analysis Systems Inc., 2003.
Badran, S.F., Nassef, A.O. & Metwalli, S. 2007. Stability
of Y-stiffeners in ship plating under uniaxial compressive loads. Ships and Offshore Structures 2(1):8794.
Badran, S.F., Nassef, A.O. & Metwalli, S. 2008. A comparison of buckling strength of Y-and T-stiffeners in
ship plating. Marine technology. 45(3):125131.
Badran, S.F., Nassef, A.O. & Metwalli, S. 2009. Y-stiffened
panel multi-objective optimization using genetic
algorithm. Thin-Walled Structures. 47(11):13311342.
Khedmati, M.R., Zareei, M.R. & Rigo, P. 2009. Sensitivity

analysis on the elastic buckling and ultimate strength
of continuous stiffened aluminium plates under combined in-plane compression and lateral pressure.
Thin-Walled Structures 47(11):12321245.
Klanac, A., Ehlers, S., Tabri, K., Rudan, S. &
Boekhuijsen, J. 2005. Qualitative design assessment of
crashworthy structures. Maritime transportation and
exploitation of ocean and coastal resources. London:
Taylor and Francis Group.
Kristensen, Q.H.H. & Moan, T. 1999. Ultimate strength
of aluminium plates under biaxial loading. In: Proceedings of the fifth international conference on fast sea
transportation, New York.
Ludolphy, Hans. 2001. The unsinkable ship-development
of the Y-shape support web. Royal Schelde Shipyard.
Netherlands Proceedings of the Second International
Conference on Collision and Grounding of Ships.
Copenhagen, Denmark.
Paik, J.K. et al. 2009. Mechanical collapse testing on
aluminum stiffened panels for marine applications.
Ship Structure Committee Report, SSC-4512008,
Washington D.C. (http://www.shipstructure.org).
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Fatigue strength
MARSTRUCT.indb 265
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Fatigue of high-speed aluminium ships: A master curve

formulation
J.H. den Besten & R.H.M. Huijsmans
Delft University of Technology (Ship Hydromechanics and Structures Department), Delft, The Netherlands
ABSTRACT: Aim is to develop a design method concerning high-cycle fatigue of arc-welded joints
in high-speed aluminium ships. Accordingly, a Linear Elastic Fracture Mechanics (LEFM) based
non-similitude two-stage (micro- and macro) crack propagation model is proposed and elaborated into
a fatigue master curve formulation. First, an analytical, parametric expression of the micro-crack propagation dominating Stress Concentration Factor (SCF) related weld notch stress distribution along the
(virtual) crack has been developed for welded basic joints. This expression is used to correct the macro-crack
propagation governing LEFM parameter, the Stress Intensity Factor (SIF). Subsequently, a crack propagation model is developed and successfully verified using aluminium Centre Cracked Tension (CCT)
specimen experimental data. Finally, a fatigue master curve formulation is obtained and satisfactorily
validated using fatigue test data of aluminium welded basic joints.
1
INTRODUCTION
moving
dislocations
Fatigue is a governing damage mechanism in aluminium high-speed ship structures. In this respect,
welded joints are often the most critical parts.
The maritime innovation project VOMAS
has been initiated to develop a (high cycle) fatigue
design method for these type of structures. Part of
the scope is to develop a fatigue master curve for arcwelded aluminium joints, inspired by the impressive
work of (Atzori et al. 1997, 2005), (Lazzarin et al.
1996) and (Dong et al. 2001, 2003a, 2003b). A substantial part of the work presented here is already
published in (den Besten & Huijsmans 2010). However, this part is considered to be essential for a
thorough understanding and hence included here
as well. The illustrative examples are different.
Fatigue, cyclic loading induced progressive
structural damage, is concerned with crack initiation and propagation, as shown in (Figure 1).
Governing parameter in the crack initiation
period, a surface phenomenon, is the Stress Concentration Factor (SCF). Micro-crack propagation
is included in this period because of the low crack
propagation rate. When the crack penetrates into
the material, the material bulk property induced
macro-crack propagation resistance is taking
over control. Governing parameter in this crack
propagation period is the Stress Intensity Factor
(SIF) K. Both parameters, the SCF and SIF, are
geometry and loading determined.
For high-speed ship structures operating in the
high-cycle fatigue region, it is assumed that crack
Figure 1.
crack
nucleation
micro-crack
propagation
macro-crack
propagation
crack initiation
crack propagation
SCF
SIF
final
fracture
Fatigue fracture scheme (Schijve 2001).
propagation dominates, since it is inevitable that

flaws already exist because of arc-welding as joining method. Consequently, the Linear Elastic Fracture Mechanics (LEFM) principles are adopted.
Crack propagation consists of a micro-crack
and macro-crack part and both are considered to
be important. The micro-crack part in particular
because it may constitute a large part of the fatigue
life as a result of the low crack propagation rate.
However, the crack propagation rate, basis of
the fatigue life calculation equation, shows in a
number of cases non-similitude behaviour in the
micro-crack propagation region and even in the
lower part of the macro-crack propagation region
for base material as well as weld and Heat Affected
Zone (HAZ) material. It means that the crack
propagation rate is not fully determined by K. This
non-similitude behaviour has been modelled by
correcting the macro-crack propagation governing LEFM parameter, the SIF K, for micro-crack
propagation using the SCF related weld notch
stress distribution.
In this paper, weld notch stress formulations
are determined and used to define the weld
SIFs for weld toe failure cases and to develop a
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non-similitude two-stage crack propagation model.

This model is verified using aluminium CCT specimen experimental data and elaborated to a fatigue
master curve formulation, which is validated using
some fatigue test data of aluminium standard
specimens.
2
WELD NOTCH STRESS DISTRIBUTIONS
Analytical, parametric weld notch stress formulations

with its characteristic singularityare developed
for basic welded joints, which take the involved
geometry parameters into account, e.g. the base
plate thickness tb, the cross plate thickness tc, the
weld length and height lw and hw and the notch
radius .
A weld notch stress distribution w (r/tb) is
assumed to be a linear superposition of an equilibrium equivalent stress part (the linear far field
stress) and a self-equilibrating stress part (consisting of a non-linear notch stress: Williams asymptotic solution and a linear weld geometry induced
bending contribution), as shown in (Figure 2) for
a Full Penetration (FP), Double Sided (DS) cruciform joint.
The far field stress distribution f (Equation 1) is
the linear stress distribution in the cross-section at
the weld toe. It is consistent with the far field stress
definition in the fracture mechanics context and
characterised by the structural stress amplitude
s as already introduced by (Niemi et al., 2004) and
the bending stress ratio R.
r
f = s 1 + 2 R
tb
(1)
For shell plated (ship) structures, the loading is predominantly membrane and bending
induced. Hence, in a Finite Element (FE) environment, s is determined using the shell element
tb
Fm =
Mb
nodal force related membrane stress and bending

stress amplitudes m and b and signs sgn(Fm)
and sgn(Mb), as shown in (Equation 2). Note that
monotonic as well as non-monotonic weld notch
stress distributions are considered.
s = sgn(Fm) m sgn(Mb) b
The minus sign in (Equation 2) is the result of

the coordinate system used: counter-clockwise
positive.
The bending stress ratio R (Equation 3) describes
the amount of bending relative to s. A positive R
indicates that the notch stress distribution will be
non-monotonic; a monotonic weld notch stress
distribution appears in case of a negative R.
R
Weld notch stress distribution.
sg (M b )
b
s
(3)
For Williams asymptotic solution (Equation 4),

the normal stress component with particular
stress angle has been used (Williams 1952) which
denotes for arc-welded geometries:
s 1
r
s s ( + )
tb
cos {(
) } s cos {( ) }
a 1
r
+ )
tb
+ ) a sin ( a )
+ a a (
si
{(
(4)
The symmetric and anti-symmetric parameters

s and a are the eigenvalues; s and a the corresponding eigenvalue coefficients. The parameters
s and a can be solved for using force and moment
equilibrium. For joints like the FP DS cruciform
joint, symmetric with respect to (tb/2), these conditions are not sufficient and an additional symmetry condition is required: dw{(r/tb) = }/dr = 0.
Finally, a least squares solution is obtained.
As already shown in (Figure 2) for the FP DS
cruciform joint, the weld geometry introduces a
change of stiffness, a counter clockwise bending
moment; a weld geometry induced bending stress
gb, (Equation 5) for this type of joint. A superposition of its membrane force and bending moment
contribution is obtained using a basic weld geometry beam FE model. The weld geometry induced
bending factor Cgb relates gb to s.
gb
Figure 2.
(2)
r
t
s C ggb 4 1 for 0 < r b
t
2
(5)
Note that this stress component is not part of

the equilibrating far field stress.
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tc/t b = 1.0; hw/lw = 1.0; lw/t b = 1.0; /t b = 0.0

0.0
0.1
0.2
0.3
r/t b [ - ]
0.4
0.5
weld notch stress w / s
0.6
far field stress f / s

FE result
0.7
0.8
0.9
1.0
-1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
w /s, f /s [ - ]
Figure 3. Notch stress distribution FP DS cruciform

joint (monotonic).
stress part related handbook solutions for

standard fracture mechanics specimen (remember
its consistency with the far field stress definition in
fracture mechanics context) and a self-equilibrating
unit stress part induced correction to cover the
weld geometry induced (singularity) effects, i.e. to
cover the micro-crack effects.
The crack opening mode, mode I, is considered to be dominant for shell plated (ship) structures, since the base plate thickness tb is the critical
parameter and the loading is predominantly membrane and bending induced. The tearing mode,
mode III, which can be important at locations of
high in-plane shear stresses, is ignored for now.
Using LEFM, according to (Albrecht et al.,
1977) the weld SIF has been written as a product
of crack size dependent correction factors Ym and
Yg and the SIF for the basic case: K = (a).
K
tc/t b = 1.0; hw/lw = 1.0; lw/t b = 1.0; /t b = 0.0

0.0
s
a Ym
sgn ( Fm ) Ygm
+R
0.1
{ (Fm ) YYggm
0.2
0.3
r/t b [ - ]
0.4
weld notch stress w / s
0.5
far field stress f / s
0.6
FE result
0.7
0.8
0.9
1.0
-1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
w /s, f /s [ - ]
Figure 4. Notch stress distribution FP DS cruciform

joint (non-monotonic).
Two example weld notch stress distributions for

a FP DS cruciform joint are shown in (Figures 34)
and present a monotonic and a non-monotonic
case, a pure bending and combined membrane
and bending case respectively. Note that the notch
effect in the symmetric part is ignored since it is
assumed only to be important for a micro-crack
and its propagation. The analytical notch stress
formulations and FE results match quite well and
seem to be a sound basis to define the weld toe failure related SIFs.
3
WELD STRESS INTENSITY FACTORS
Generalised K solutions for welded joints are not

available and therefore determined for weld toe
induced failure cases using equilibrium equivalent
(Mb ) Ygb }
(6)
The geometry factor Yg includes a linear superposition of the membrane and bending contribution, Ygm and Ygb, obtained from (Tada et al.,
2000), Murakami 1987) or (Newman et al., 1981)
for edge crack or semi-elliptical crack configurations and accounts for the finite thickness as well
as free surface effects. The latter only in case of
weld toe failure. It covers the macro-crack part.
The magnification factor Ym takes the microcrack part into account. The self-equilibrating
unit stress (r), an uncracked geometry parameter
along the (virtual) crack path, is applied as crack
face pressure:
a
(r )
2
Ym =
dr
2

r2
0 a
(7)
Weld SIFs for a FP DS cruciform joint are

determined and compared to FE solutions, presented in (Figures 56) using the correction factors
Ym, Yg and YmYg for two examples in edge crack
configuration; cases with a monotonic and nonmonotonic stress distribution. The equilibrium
equivalent stress amplitudes are the same; the bending stress amplitude b is half the membrane stress
amplitude m and sgn(Mb) is1 for the monotonic
case and +1 for the non-monotonic one.
For both cases, it turns out that Ym dominates
for {(a/tb) 0.2}, with the notch effect, Williams
asymptotic solution, governing {(a/tb) 0.1} and
the weld geometry induced bending dominant at
{0.1 < (a/tb) 0.2}; Yg dominates {0.2 < (a/tb) 1.0}.
Knowing that the area below the curves YmYg
influences the fatigue life, the difference between
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10-4
tc/t b = 1.0; hw/lw = 1.0; lw/t b = 1.0; /t b = 0.0

5.0
III
4.5
Yg
4.0
Ym
YmYg
10-5
FEM
da/dn
Yg, Ym, YmYg [ - ]
3.5
3.0
2.5
II
10-6
2.0
1.5
1.0
10-7
0.5
0.0
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
a/tb [ - ]
-8
10
Figure 5.
100
SIF correction factors, monotonic case.
K th
101
102
K c 10
K
tc/t b = 1.0; hw/lw = 1.0; lw/t b = 1.0; /t b = 0.0
Figure 7.
5.0
Characteristic crack propagation rate curve.
4.5
macro crack propagation region) and region III

(unstable crack propagation, up to final fracture).
Because of the high crack propagation rate in
region III, the number of cycles consumed in this
region is quite small and it is considered to be not
that important from fatigue (design) point of view.
Hence, a well-known Paris based two-stage, region
I and II, crack propagation model is introduced:
4.0
Yg, Ym, YmYg [ - ]
3.5
3.0
Yg
2.5
Ym
YmYg
2.0
FEM
1.5
1.0
Kth
da
m
= C 1
( K)
dn
K
0.5
0.0
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
a/tb [ - ]
Figure 6.
SIF correction factors, non-monotonic case.
the monotonic and non-monotonic case is quite

clear and its shows the importance of including
the signs sgn(Fm) and sgn(Mb). Please note that the
monotonic case is still the worst case scenario since
calculation of K requires s as well, which is three
times as high for the monotonic case compared to
the non-monotonic one.
4
NON-SIMILITUDE CRACK
PROPAGATION
A cyclic loading introduces a cyclic stress intensity K and may initiate crack propagation. The
well-known characteristic crack propagation rate
curve, (da/dn K) with n the number of cycles,
shown in (Figure 7), is divided into 3 regions: region
I (near-threshold, slow micro crack propagation
region; below the threshold value Kth crack propagation does not occur), region II (linear, steady state
(8)
In (Equation 8), the constants C, and m have

to be determined by experiment. The crack propagation rate (da/dn) is fully determined by (Kth,
K), based on the hypothesis of similitude: similar
conditions applied to the system will have similar
consequences. In other words: two cracks with different crack length but the same SIF range K,
propagate at the same rate.
However, it has been shown by (Jones et al.,
2007) and (Molent et al., 2008) that similitude in
region I, even in the lower part of region II, cannot generally be assumed to be true: it brakes
down for micro-cracks. The crack growth model
of (Frost & Dugdale, 1958), assuming that the
crack propagation rate is proportional to the crack
length: da/dn = C a (verified by experiment), is
generalised by (Jones et al., 2008) to:
1
da
=C a
dn
m
2
( K)
(9)
In (Equation 9), am/2, a modification of K

for the lower part of region II, neutralizes the
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a dependency in the macro-crack propagation

region to keep (da/dn) proportional to a.
In (den Besten & Huijsmans 2010), the region
I factor {1(Kth/K)} in (Equation 8) was proposed to be replaced by Ym: both factors show
similar behaviour and dominate the micro-crack
(propagation) region, region I. Application to Single Edge Notch Tension (SENT) aluminium specimen experimental (da/dn)K data demonstrated
that = 1.
Comparing (Equations 89), a modification
for the lower part of region II is proposed to be
included in (Equation 8): replace {1(Kth/K)}
by Ym12 m/3:
1
da
= C Ym
dn
2m
3
Kg
propagation effects. The linear stress components

sc, mc and bc are obtained using a coarse (8 node
Lagrange element) meshed plain strain FE model.
Solving the eigenvalue problem that corresponds
to Williams asymptotic solution for 2 = 2, the
crack configuration, it turns out that s = a =
and multiple feasible solutions has been found.
1 3 5 7 9
i = , , , , , ...
2 2 2 2 2
Note that only the first eigenvalue introduces
singular behaviour (Equati`on 4). Because of the
multiplicity of solutions, only 5 terms are included.
The notch stress distribution c (r/tb) becomes
for = 0:
(10)
In (Equation 10), Ym with = 1 as mentioned

before is naturally included and a modification for
the lower part of region II is added. Note that Kg
only includes Yg as correction factor.
The proposed model has been verified using
experimental data of aluminium Centre Cracked
Tension (CCT) specimens, shown in (Figure 8).
1
5
r i
c
= i i ( i + ) ( i )
s i =1
tb
4.1
CCT specimenanalysis
A solution for Kg of this specimen is available from

handbook solutions. However, to achieve a consistent approach between the uncracked geometries of
arc-welded joints which are assumed to fail at the
weld toe and geometries with initial gap (crack)
2 ag, like CCT specimen and arc-welded joints
which are assumed to fail at the weld root, the coordinate system has been shifted for a to consider the
remaining uncracked geometry, as already shown
in (Figure 8).
The far field stress denotes: s = m. In analogy
to the procedure previously described, the notch
stress distribution at the cross-section of the
gap (crack) is required to cover the micro-crack
(11)
A weld geometry induced bending term is not

required, just like a far field bending stress projection f (Equation 1); bending is incorporated using
the non-singular terms provided by Williams
asymptotic solution. The coefficients i have been
solved for using equilibrium conditions and 3
additional relations: 3 stress points c(i) at {r(i)/tb},
obtained using the FE model mentioned before.
An example is shown in (Figure 9).
The magnification factor Ym requires particular
attention. For geometries with an initial gap, Ym is
defined as:
Ym =
Yn
Yl
(12)
The correction factor Yn is obtained using the

non-linear self-equilibrating unit stress and (Equation 7) taking the shift in coordinate system into
ag / b = 0.500
0.0
0.1
0.2
0.3
ag
ag
r/t b' [ - ]
sc,
mc , bc
0.5
0.6
crack notch stress c / sc
0.7
a
b
0.4
far field stress f / sc
0.8
t b'
FE result
0.9
1.0
-1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
c /sc, f /sc [ - ]
Figure 8.
Centre Cracked Tension (CCT) specimen.
Figure 9. CCT specimen crack notch stress distribution.
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been conducted in air. The original data contains

some non-similitude behaviour, as shown in
(Figure 11 & 13). The (Figures 12 & 14) show the
corresponding results using (Equation 10). The
factor (Yn/Yl) has been moved to the left-hand side
of this equation to achieve single-slope, region II
behaviour.
ag / b = 0.500
Yg, Yn / Yl , ( Yn/Yl ) -2/3 [ - ]
5.0
4.5
Yg
4.0
Yn/Yl
( Yn/Yl )
3.5
-2/3
FEM
3.0
2.5
2.0
Al 5083, T-L config.

10-2
1.5
10-3
1.0
40
-5-
10
rolling direction
0.5
0.1
0.2
0.3
0.4
0.5
0.6
0.7
a/t b' [ - ]
Figure 10.
10
(da/dn) [mm/cycle]
0.0
0.0
CCT specimen correction factors.
-4
10-5
10-6
base material; Rs = -1.0
10-7
account. Note that with respect to (Equation 11)

the linear bending stress component has to be
subtracted. The linear unit stress correction factor
Yl denotes:
ag
(ag + a)
dr
2
103
104
Figure 11. (da/dn)K data, CCT specimen, base

material, (Sonsino et al., 2003).
(13)
10
-2
2
10
ag
2
Yl = 1 arcsin

ag + a
10
10
10
-3
-4
-5
-6
base material; Rs = -1.0
-7
base material; Rs = 0.0

-8
10
10
10
10
K . (Yl / Yn) 2/3 [MPa mm]
Figure 12. (da/dn)K data, CCT specimen, base

material, two-stage non-similitude model.
10
10
-2
-3
40
10
10
CCT specimenexperimental data
10
Crack propagation data for aluminium 5083 CCT

specimens in T-L configuration, published by
(Sonsino et al., 1999), has been used to validate
the two-stage non-similitude crack propagation
model. Two data sets were provided, including
data in base material and in weld material. The
constant amplitude tests are applied at 2 different
stress ratios Rs = 0.0 [] and Rs = 1.0 [] and have
10
10
(da/dn) [mm/cycle]
In agreement with the uncracked geometry formulation for arc-welded joints, assumed to fail at
the weld toe, Yl = 1.0 for ag = 0 and consequently
Ym = Yn. An example for the correction factors is
shown in (Figure 10).
Note that in comparison with (Figures 56),
the SIF is fully determined by the geometry factor Yg, since the gap (crack) effect is incorporated
in the SIF by definition. The magnification factor
Ym is only used to describe non-similitude crack
propagation behaviour. For increasing crack size
(a/tb), the factors (Yn/Yl) and (Yn/Yl) equilibrate
around 1.0 as a result of using the self-equilibrating
unit stress part.
4.2
102
K [MPa mm]
(da/dn) . (Yl / Yn) [mm/cycle]
2
Yl =

base material; Rs = 0.0
10-8
101
10
10
10
-5rolling
direction
-4
-5
-6
weld material; Rs = -1.0
-7
weld material; Rs = 0.0

-8
10
10
10
10
K [MPa mm]
Figure 13. (da/dn)K data, CCT specimen, weld

material, (Sonsino et al. 2003).
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(da/dn).. (Yl / Yn) [mm/cycle]
10
10
10
10
-2
10
-3
-4
10
10
-5
-6
10
10
nominal stress formulation; T = 1 : 2.41
nom
10
T-joint
Butt joint
Cruciform joint
Longitudinal stiffener joint
weld material; Rs = -1.0
-7
weld material; Rs = 0.0

-8
10
10
10
10
10
K . (Yl / Yn) 2/3 [MPa mm]
10
10
10
10
10
10
Figure 14. (da/dn)K data, CCT specimen, weld

material, two-stage non-similitude model.
Figure 15.
lation.
T (Sonsino 2007) has been adopted to quantify

the scatter:
MASTER CURVE FORMULATION
Using (Equation 10), separating variables and integration of both sides yields an explicit formulation
for the number of cycles to failure N:
1-
N=
tb
m
2
C ( s )
I (R )
m
(14)
The crack propagation integral I(R) is a function

of the bending stress ratio R considering the
membrane and bending contribution in Yg.
af
I (R) =
tb
ai
tb
1
Ym
m
2
m
2
m a
Yg
t
b
a
d
tb
Fatigue test data: nominal stress formu-
(15)
To validate (Equation 14), some fatigue test data

series for basic welded geometries: T-joints, butt
joints, cruciform joints and longitudinal stiffener
jointsmaterial: aluminium 5000 and 6000 series
have been used. For now, only weld toe failure cases
are considered. The data is kindly provided by (van
Straalen et al., 1994a, 1994b, 1994c), (Maddox
1995), (Meneghetti 1997) and (Morgenstern 2006).
The stress ratio Rs for all specimens is in the range
0.0 0.1 [], comparable to an important type of
loading for high-speed ship structures: hydrodynamic impact. The base plate thickness tb is in the
range 5.0 25.0 [mm]. The nominal stress data
nomN is shown in (Figure 15).
Using a linear regression analysis, the mean
line and some survivability lines: 2.5 [%], 10.0 [%],
90.0 [%] and 97.5 [%] are determined. The parameter
T = 1:
a ( Ps =
a ( Ps =
)
)
(16)
It turns out that for the nominal stress related

T, the development of a fatigue master curve formulation seems to be quite a heavy task.
One of the major causes in scatter is the welding induced second order bending stress, which is
not the same for the different series. For almost all
series some information is available and the next
step is to replace the nominal stress by the far field
stress. Results are shown in (Figure 16) and the
reduction for T is already considerable.
Application of the master curve approach
requires information about initial crack size, which
is not available. From design point of view, it is not
that important which value will be used for fatigue
life calculation, provided that it is same as used
for the master curve parameter calculation and
the joint quality under design will be comparable
to the fatigue test data. Its uncertainty is included
in the master curve. The chosen initial crack size:
(ai/tb) = 0.02 []. For the 5 [mm] joints, the smallest
tb value, ai = 0.1 [mm] and considered to be at the
lower boundary for application of LEFM.
Another point of interest is that the specimens
are tested until complete fracture. However, the
specimen width differs from one series to another,
a 3D effect. This is included for the T-joints, butt
joints and cruciform joints using the semi-elliptical
crack Yg formulations; the base plate thickness to
base plate width ratio is considered to define the
semi-elliptical crack aspect ratio (a/c). For the longitudinal stiffener joints, the edge crack Yg formulations are suitable.
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The non-similitude generalised Frost & Dugdale

crack propagation model has been modified, correcting the macro-crack propagation governing LEFM
parameter, the SIF, using the micro-crack propagation dominating SCF related self-equilibrating unit
stress part along the virtual crack. Promising results
are obtained in comparison with experimental crack
propagation data of aluminium CCT specimens for
base and weld material.
A master curve formulation to cover different type of welded joints has been developed.
Validation using fatigue test data show satisfying
results.
structural stress formulation; T = 1 : 1.78
10
10
10
10
T-joint
Butt joint
Cruciform joint
0
10
10
10
10
10
10
Figure 16. Fatigue

formulation.
data:
structural
stress
master curve formulation; T = 1 : 1.50
.
2-m
tb 2m I(R)
1
m
10
test
REFERENCES
10
10
10
T-joint
Butt joint
Cruciform joint
0
10
10
10
10
10
10
Figure 17.
Fatigue test data: master curve formulation.
Applying a non-linear regression analysis for

the master curve formulation using s as predictor and N as response, its parameters are determined. Results are shown in (Figure 17); the slope
m = 3.46.
A scatter parameter T not exceeding 1:1.50 is
a value which can be found for good workmanship welds. In this case, it might be a result of an
improved fatigue model.
6.
CONCLUSIONS
Analytical, parametric weld notch stress and

SIF formulations have been developed for
basic welded joints. Geometry parameters are
(implicitly) included as variables in order to allow
to study the influence of joint modifications on
the fatigue life.
Albrecht, P. & Yamada, K. 1977. Rapid Calculation

of Stress Intensity Factors. Journal of the Structural
Division 103, American Society of Civil Engineers
(ASCE): 377389.
Atzori, B., Lazzarin, P. & Tovo, R. 1997. Stress Distributions for V-shaped Notches Under Tensile and Bending Loads. Fatigue & Fracture of Eng. Materials 20 (8):
10831092.
Atzori, B., Filippi, S., Lazzarin, P. & Berto, F. 2005.
Stress Distributions in Notched Structural Components under Pure Bending and Combined Traction
and Bending. Fatigue & Fracture of Engineering Materials 28: 1323.
Besten, J.H. den & Huijsmans, R.H.M. 2010. Fatigue in
High-Speed Ships: Crack Propagation in Aluminum.
Proc. 11th Int. Symp. on Practical Design of Ships
and Other Floating Structures, PRADS 2010, Rio de
Janeiro, RJ, Brazil.
Dong, P. 2001. A Structural Stress Definition and Numerical Implementation for Fatigue Analysis of Welded
Joints. International Journal of Fatigue 23: 865876.
Dong, P. 2003a. A Robust Structural Stress Method for
Fatigue Analysis of Ship Structures. Proc. 22nd Int.
Conf. on Offshore Mechanics and Arctic Engineering,
OMAE 2003.
Dong, P., Hong, J.K. & Cao, Z. 2003b. Stresses and
Stress Intensities at Notches: Anomalous Crack
Growth Revisited. International Journal of Fatigue
25: 811825.
Frost, N.E. & Dugdale, D.S. 1958. The propagation
of fatigue cracks in sheet specimens. Journal of the
Mechanics and Physics of Solids 6: 92110.
Jones, R., Chen, B. & Pitt, S. 2007. Similitude: Fatigue
cracking in steels. Theor. & Appl. Fract. Mech. 48:
161168.
Jones, R., Pitt, S. & Peng, D. 2008. The generalized FrostDugdale approach to modelling fatigue crack growth.
Engineering Failure Analysis 15: 11301149.
Lazzarin, P. & Tovo, R. 1996. A Unified Approach to
the Evaluation of Linear Elastic Stress Fields in the
Neighborhood of Cracks and Notches. Int. J. of
Fracture 78: 319.
Maddox, S.J. 1995. Scale Effect in Fatigue of Filled
Welded Aluminium Alloys. Proc. 6th Int. Conf. on
Aluminium Weldments. Miami, FL, USA.
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Meneghetti, G., Tovo, R., Patricolo, M. & Volpone, M.

1997. Experimental analysis of the fatigue strength of
welded structural details in aluminium alloy. Proc. of
the 26th AIAS Nat. Conf., Catania, Italy.
Molent, L., Jones, R. & Pitt, S. 2008. Similitude and the
Paris crack growth law. Int. Journal of Fatigue 30:
18731880.
Morgenstern, C. 2006. Kerbgrundkonzepte fr die
schwingfeste Auslegung von Aluminium schweiverbindungen am Beispiel der naturhrteten Legierung
AlMg4,5Mn (AW-5083) und der warmausgehrteten
Legierung AlMgSi1 T6 (AW-6082 T6). FraunhoferInstitut fr Betriebsfestigkeit (LBF), Darmstadt.
LBF-report No. FB-231.
Murakami, Y. 1987. Stress Intensity Factors Handbook
Vol. 1. 1st ed., Pergamon Press.
Newman, J.C. & Raju, I.S. 1981. An Emperical Stress
Intensity Factor Equation for the Surface Crack.
Engineering Fracture. Mechanics 15: 185192.
Niemi, E., Fricke, W. & Maddox, S. 2004. Structural
Stress Approach to Fatigue Analysis of Welded
ComponentsDesigners Guide, Final Draft. IIW
Doc. XIII-1819-00. The Int. Institute of Welding.
Schijve, J. 2001. Fatigue of Structures and Materials, 1st
ed., Kluwer Academic Publishers.
Sonsino, C.M. 2007. Course of SN-curves especially
in the high-cycle fatigue region with regard to component design and safety. International Journal of
Fatigue 29: 22462258.
Sonsino, C.M., Brandt, U., Lehrke, H.P. & Radaj, D. 1999.

Fatigue Assessment of Welded Joints in AlMg 4.5Mn
Aluminium Alloy (AA 5083) by Local Approaches.
International Journal of Fatigue 21: 985999.
Straalen, IJ.J. van, Soetens, F. & Dijkstra, O.D. 1994a.
EUREKA 269Fatigue Tests on Transverse Butt
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and Construction Research.
Straalen, IJ.J. van, Soetens, F. & Dijkstra, O.D. 1994b.
EUREKA 269Fatigue Tests on Transverse Non-Load
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TNO Building and Construction Research.
Straalen, IJ.J. van, Soetens, F. & Dijkstra, O.D. 1994c.
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275
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Stress and strain-based approaches for fatigue life evaluation

of complex structural details
M. Biot & L. Moro
Division of Naval Architecture and Marine Technology, Department of Mechanical Engineering
and Naval Architecture, University of Trieste, Trieste, Italy
ABSTRACT: The present work starts from the idea to improve fatigue strength of an actual structural detail where welded joints are subject to proportional biaxial variable-amplitude loadings leading
to elastic-plastic strains. After a brief discussion on how to manage low-cycle fatigue in ship structural
design, the case study is presented. Basing on outcomes drawn from the analyses performed on the considered structural detail, a critical examination is carried out on the procedures applied to check fatigue
strength. A comparison of fatigue damages obtained from application of linear elastic approach and
elastic-plastic approach is outlined in order to analyze advantages and drawbacks of the two approaches
and their potential to be implemented in a design-oriented practical assessment procedure. Investigations
point out that nonlinear approach may be a valid alternative to linear one only if designer can control
safety factors relating to fatigue capability and has available deeper information on material behaviour
and load history experienced by the structure.
1
INTRODUCTION
In the pragmatic approach to fatigue design of ship

structural details, fully linear methods based on the
additive process of partial damage contributions
due to given cyclic load blocks, are today widely
implemented. The essential ingredients of such
methods are provided by the Palmgren-Miners
rule to summing up the partial damages and by the
conventional S-N curves to completely describe the
fatigue capability in terms of endurable stresses
at given load cycles (Radaj et al., 2006). Fatigue
assessments performed according to that principles
should guarantee from incipient technical cracks
and are the premises for the most up-to-date classification societies rules and guidelines for fatigue
strength checking (DNV 2005, LR 2001).
A lot of works gives emphasis on different ways
to apply the cumulative fatigue damage approach
based on S-N curves. The core of each proposed
method is the distinctive technique set up to identify a fatigue effective stress by a proper FE analysis and to define a peculiar stress manipulation
(ISSC 2009) to consider ancillary effects. Among
the familiar techniques, those based on the structural stress concept are the powerful ones for mapping hot spot areas and checking performance of
a variety of differently complex structural details
(Hobbacher 2007).
In very complex structural details where stress
concentrations are emphasized by a tortuous
stress-flow along a structural discontinuity, multiaxiality fatigue concepts need to be put to use,
along with a proper scheme to handle the large
elastic-plastic strain field which may arise around
the crack tip. Adjustments have been made to adapt
standard linear methods to cases where very-high
stress concentrations exist and the material local
response is a repeated plastic deformation. Nevertheless, to deal with that kind of fatigue critical
sites in ship structures, conventional methods are
hardly valid unless high safety factors have been
applied. Therefore, the strain-based approach,
which considers the elastic-plastic strain range as
the governing load parameter, becomes the reference design method when fatigue failure is expected
to occur after relative low number of load cycles
(Wang et al., 2006).
Even if a well sound methodology is available
to perform nonlinear fatigue analyses, the guideline framework in which designers are moving is
actually very poor. In effect, standards and rules
appear not so structured to effectively support
fatigue design process in the cases when a nonlinear approach needs to be implemented, such as in
complex structural details. In general, the lack of
both a standard procedure and common fatigue
endurance limits is being decisive to lead designer
to pass over and use traditional linear methods.
In the work here presented, an attempt for
application of a practical method to a case study is
outlined, with reference to a structural detail subject
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to a low cycle fatigue regime. Comparison between

outcomes of standard linear elastic approach and
elastic-plastic approach is performed in order to
highlight potential of the two methods in fatigue
design of ship structural detail.
2
THE ELASTIC-PLASTIC APPROACH
In the standard cumulative damage procedure, the

fatigue design of any structural detail is performed
by making use of a reference parameter s derived
by the stress-strain field measured or calculated in
close vicinity of the crack site.
The fatigue check is performed by comparing
s with the strength value S, which is endurable at
the same number of cycles N. Fatigue capability
is given in form of S-N curve. Depending on the
chosen reference parameter, fatigue assessment is
carried out by different methods.
In the basic nominal stress approach, the
far-field stress due to the forces and moments at the
potential site of cracking is regarded as the governing parameter (s = n being n the nominal stress).
By such an approach only classified structural details
may be investigated. The nominal stress approach is
replaced by a local approach when a high demand
of accuracy is needed, and, first of all, when complex and non conventional structural details have to
be fatigue checked. In effect, in such case the concept of nominal stress could lose meaning or to be
difficult to be unambiguously identified.
In the local approaches, the fatigue strength of
any structural detail is assessed by making reference
to the intensity of the stress or strain field measured or calculated just in the area at risk of crack
initiationsuch a critical location is usually called
hot spot.
As analyses of structural discontinuities are
in general not affordable by analytical methods,
numerical analyses come out to be mandatory, in
routine verifications too. FE inherent uncertainties
reflect on the computed stresses and strains.
So, different methods have been conceived for
getting the more appropriate FE-calculated
fatigue-effective parameters.
In the structural stress approach only that
part of the local stress concentration is taken
into account which is related to the structural
geometry, excluding the local nonlinear stress peak
at the notch (s = s being s the structural stress).
The decisive issue in any structural-stress based
approach is how to obtain a significant structural
stress value, that is a stress neglecting the notch
effect but, at same time, effective in describing
the macrostructural behaviour of the structural
component, and so, reactive to very slight changes
in the local configuration.
The most common method to process FE outputs

in order to obtain a sound structural stress is to
resort to the concept of hot spot stress (s = hs),
conventionally determined by performing a surface
stress extrapolation. The ratio between the hot spot
stress and the nominal stress is called Khs.
A more comprehensive and general method is
the one based on the concept of the notch stress
(s = k), which is the total local stress at the root of
a notch, taking into account the stress concentration caused by both the component geometry and
the local notch. In the notch-stress approach, the
elastic microstructural notch support hypothesis
is accounted by proper manipulation of the FE
calculated elastic stresses.
Fatigue-effective (elastic-plastic) notch stress is
calculated by averaging the elastic stresses obtained
on a small area in front of the notch site. Methods
for lowering the theoretical FE-calculated elastic
stress at the notch are of major concern in the more
recent investigations. The result of the application
of the different procedures is generally expressed
in term of fatigue notch factor Kf, which may
be defined as the ratio between the fatigue-effective
notch stress and the nominal stress.
A more straightforward (and more conservative)
approach proceeding from the effective notch
approach is also used. In this method the fatigue
notch factor is replaced by the elastic notch
stress concentration factor Kt, defined referring
the theoretical elastic notch stress to the nominal
stress. According to this simplification, the notch
stress based method becomes a purely geometric stress approach, where all geometric effects
are considered simultaneously.
In the notch strain approach the controlling
parameter is the strain (s = ). Like the notch stress
approach, the notch strain approach puts the fatigue
life in explicit relation to structural geometry, weld
shape and material parameters. However, unlike
the former, it is able to take into account also the
macrostructural support effect which arises when
an appreciable local plastic deformation occurs at
the notch. Basically, strain based procedures have a
better formal consistency and very clearly explain
the elastic-plastic mechanism which takes place
around the notch root, i.e., the interaction between
the notch plastic zone and the elastic surrounding
material which constraints the deformations inside
the plastic zone.
To carry out a notch-strain based fatigue
assessment, the elastic-plastic strain S-N curve is
necessary, along with the cyclic stress-strain curve.
The cyclic stress-strain behaviour at the notch of a
structural component is obtained by cyclic straincontrolled tests performed on a small unnotched
comparison specimen. Fatigue life of the structural
component is therefore closely connected with that
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of the specimen (they should be as soon as possible

consistent with each other, in terms of material
properties, surface condition, and size of the highly
stressed material volume at the notch root).
It is widely accepted to express the cyclic stressstrain curve according to the Ramberg and Osgood
formulation:
a ael + apl =
a a
+
E K
1/ n
(1)
where a is the total local strain amplitude at the

notch in a cycle (i.e., the sum of the elastic and
plastic components), a the local stress amplitude
at the notch, E is the elastic modulus and K and n
are material parameters.
The strain S-N curve (also know as -N curve)
is a four parameter relationship which may be written according to Manson and Coffin as:
a = ael + apl =
f
E
)b + f (
)c
(2)
where f is the fatigue ductility coefficient, f the

fatigue strength coefficient, N is the number of
cycles to crack initiation and the two parameters b
and c are called fatigue strength and fatigue ductility exponents, respectively.
The first part of Equation 2 is the so called
Basquins equation and refers to the elastic strain
related fatigue. The second part stands for the
dependency of fatigue endurance from the plastic
strains. The four parameters are specific for the
different materials. As for steel, exponent c ranges
from about 0.5 to 0.7 and exponent b ranges
from about 0.06 to 0.14. The terms f and f
are somewhat related to the true fracture strain
and stress (f and f respectively) in a monotonic
tensile stress (Fuchs & Stephens 1980).
The strain S-N curve inclusive of the mean stress
effect according to Morrow is given by:
a = ael + apl =
m
E
)b + f (
)c
(3)
where m is the mean stress. Both formulations

describe crack initiation and are referred to a
technical crack ai of about 1 millimetre.
As elastic-plastic stress-strain field is complex to
be mapped by numerical FE procedures too, proper
methods to derive that by linear elastic FE analyses
have been set. In plate-type structures, Neubers
rule may be appropriate to convert an elastically
computed stress-strain pair into the corresponding
actual stress-strain pair.
Unlike in the case of thick plates (plane strain
condition), where local plastic deformation may
be considered as fully governed by the external
strain field, in thin plates in tension (plane stress

condition) the strain field which takes place through
most of the crack tip region is not considered to be
able to effectively restrain the deformation inside
the local plastic zone. Accordingly to that, in the
latter case, relationship between true strain a and
linearly computed strain is derived by imposing
equal deformation energy. This is the base of the
Neubers rule, by which the conversion from the
elastically computed to the actual elastic-plastic
stress-strain field is given by the simultaneous solution of Equation 1 and the following equation:
a a =
2
a,k
= K t2
2
a,n
2
K t2 a,hs
2
E
K hhs
(4)
True strain a may be calculated in thick plates

complying with the hypothesis of an effective constraint due to the external linear-elastic field. In
such case, elastically computed and actual stressstrain field at the notch tip may be assumed exactly
alike:
a
a,kk = K t a,n
Kt
a,hs
K hhs
(5)
Elastically computed nominal pair to actual

notch pair conversion based on Equation 4 agrees
with measurements in plane stress cases (aS, aS),
while Equation 5 is properly applied in plane strain
cases (aN, aN). It is worth pointing out that Equation 4 has a general application, provided that a
proper effective stress hs has been derived.
Fatigue checking based on the elastic-plastic
stress-strain field computed at the potential site
of cracking is usually performed according to
the Palmgren-Miners rule, which turns out to be
expressed as follows:
DNL (
a)
a,max p( a )NL
da
N( a )
(6)
where load history is expressed by the long term

distribution of the cyclic loads (wave loads), given
by product between the probability density function p() of the independent statistical variable
and the total number of load cycles NL acting on
the structure during the entire lifetime of the ship.
Above outlined formulation to assess cumulative damage is generally valid as far as cyclic loads
act at zero mean stress (R-value equal to 1), even
though mean stress effect may be embedded in the
-N capacity curve (Equation 3). The most suitable
procedure to be applied in case of different R-values
is based on the damage parameter concept.
The damage parameter P is a stress-strain field
identifier capable to define cycles of equal damage
regardless of the mean stress at which they are
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taking place. The basic expression for the damage

parameter P has been given by Smith, Watson and
Topper (Smith et al., 1970, as cited in Radaj et al.,
2006):
P
m ) a E
(7)
Among the various damage parameters

defined by different authors, that proposed in
Equation 7 implies the inconvenience of not capturing the crack closure effect but, on the other
hand, is based on very simple concept and is of
straightforward use.
According to the damage parameter P definition, the cumulated damage is given by:
DNL ( P ) =
Pmax
p( P ) N L
dP
N ( P ) m = 0
(8)
In fatigue design of ship structures, load history

is first calculated in terms of stress ranges under
the hypothesis of linear elastic behaviour of material and structure.
The Weibull probability density function pW()
is referred to as a sound model for describing
the load history experienced by the structure in
the hot spot, which is expressed by the product
pW() NL.
This approach is enforceable on condition that
the Weibull shape parameter kW could be deduced
by proper considerations on type and location of
the structural detail. On the other hand, the Weibull
scale parameter W may be derived as function of
a known (0, Q(0)) pair, where Q() is the probability of exceedance associated to a significant
value of . In general, reference load cycle used
as input in FE calculation of 0 has a probability
of exceedance equal to 104.
After applying linear to nonlinear conversion
on each stress-strain pair, a proper procedure to
reduce stress range load history to strain amplitude load history has to be implemented. That
is made by resorting to the standard method for
variable changing in probability density functions.
In the present case, being relationship a = g(a,k),
where a,k = /2, the monotonic function derived
by the simultaneous application of Equation 1 and
4 (or 5), the density function of the statistical variable a comes out to be:
p( ) =
1
pW ( g 1( ))
g ( g 1( ))
(9)
The same applies to calculation of the p(P) density function, where the g() relationship is now
the expression of the damage parameter P = g(a,
a,k(a)) for any given m:
p( P ) =
1
pW ( g 1( P ))
g ( g 1( P ))
(10)
Which m mean stress level has to be considered

as a typical value for the entire load history, is left
to designer. In case of load histories which may
be directly related to the global deformation of
the ship, m may be derived on the basis of the
0,max and 0,min stresses obtained at the structural
hot spot by applying to hull girder the reference
load cycle complying with rules specifications.
Accordingly to that, if F is the generalized hull
girder section force supposed to govern the stress
level on the structural detail under consideration,
the m mean stress may be roughly defined as the
local structural stress due to the sectional force
Fm = (F0,max + F0,min), where F0,min and F0,max are
the sectional forces given by application to the
hull girder of the reference load cycle. In detail,
values for 0,max and 0,min may be derived in terms
of hot spot stresses by applying a linear extrapolation procedure on the FE calculated stresses
read out close to the hot spot. Then, a conversion
need to be performed from structural to notch
stresses, by resorting to a proper weld shape factor
Kw = Kt / Khs, usually defined in the classification
societies guidelines.
Under assumption of a linear response of hull
girder to the design wave loads, any FE calculated
stress may be regarded as linearly dependent from
primary loads. Therefore, a global FE analysis carried out on the ships hull under a given primary
load, leads to a FFEA value and, in turn, to relevant
FEA,hs values which all may be used for a direct
evaluation of 0:
0 = K w ( 00,max
max 0,min )hs = K w FEA,hs
F0
(10)
FFFEA
where F0 = (F0,maxF0,min), that is the double

amplitude of sectional force F due to application
of the reference primary cyclic load.
By summing up, according to prescription of
classification societies rules, both 0 at a given
probability of exceedance and m should be derived
together with a proper kW value for the Weibull
load history model. Those parameters are the very
basis to define the load history.
3
THE CASE STUDY
Case study concerns fatigue analysis of the

structural details at the openings which, vertically lined up on a longitudinal bulkhead, lead
from each deck to a lift and stairs trunk (Biot
et al., 2009). At the corners of the openings high
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stress concentrations arise due to the high shear

deformation of the bulkhead caused by the bending
of the ship hull in waves (Figure 1).
A first analysis carried out on the whole ship
structure shows large critical stress fields at the
vertically aligned door openings. At the opening
corners a biaxial plane stress state takes place,
associated to a proportional variable-amplitude
loading.
In a first phase, a new configuration for the
main supporting structures has been looked for.
Alternative structural solutions have been conceived for reducing the loading on the details,
where dynamic structural stresses localized at the
opening edge approach the yield stress of the material, an AH 36 steel. Analysis has been carried out
on the FE model of the entire ship.
In order to increase the shear stiffness of the
hull girder in way of the openings, two directions
have been followed: on one hand, a local reinforcement of longitudinal bulkheads and deck girders;
on the other hand, an alternate aft-forward longitudinal shifting of the openings at the level of the
lower decks or at the level of each accommodation
deck. Good results have been obtained with the
latter approach, which guarantees the presence of
a double access from each deck to the stairs trunk,
in accordance to the SOLAS safety rules.
In a second phase, in consideration of the heavy
modification of the general arrangement that the
optimized configuration implies, solutions aimed
to the reduction of the stress level just in way of
the openings hot spots have been also studied.
The study has been developed by focussing on
a new design of the opening corners. FE Analyses
have been carried out by making use of models having a mesh refinement at the opening edges. Two
series of studies have been performed. Results have
been compared on the basis of the stress field arising
Figure 1. Stress distribution on the longitudinal bulkhead in way of the openings (from an elastic-plastic FE
analysis).
in the detail as consequence of the hull girder shear

force due to the vertical bending of the ship.
In the first study, the relationship has been
analysed between the corner radius r of the opening and the level of the local stresses which arise
along the weld line between the bulkhead plate and
the door frame. Analyses show that the maximum
stress parallel to the weld line , calculated in
accordance with LR guidelines (LR 2001), is lowered to an acceptable level if the corner radius is
very large: /per = 1.10 for r = 250 mm, where per
is the LR permissible stress level. Unfortunately,
such a solution is incompatible with the standard
casing configuration, which requires a corner radius
on the door frame of no more than 100 mm.
Therefore, a further study has been performed
in order to propose an enhanced solution. While in
the basic solution, the edge of the plate cut-out in
view of the opening corner is reinforced by a ring
to which the door frame is welded, in the enhanced
solution a larger cut-out having a radius of 200 mm
is created at the opening corner and the bulkhead
plate edge is reinforced by a ring (outer ring). The
gap between the door frame and the bulkhead plating edge is sealed with a small thickness plate just
to restore the A-class fire barrier.
Such a possible alternative solution for the structural detail has been studied in two configurations:
door frame with beam and stanchion joined with
an outer rounded edge (A-type) and door frame
with right-angle corners (B-type). The first one is
shown in Figure 2 and Figure 3, the latter giving
a partial view of the door frame and sealing plate
(Von Mises stress mapping is shown too).
Maximum stresses calculated on both A- and
B-type configuration are much below the highest
stress measured on the base configuration with
r = 100 mm, in the ratio of about 1:2. Since in
the A- and B-type structural details peak stresses
are very similar (i.e., in the ratio of 1:1.2), a complete fatigue analysis on all the hot spots of the two
configurations has been carried out. Each structural configuration has been analysed by using
a shell-element FE model with fine mesh in the
hot-spot area (8-node elements, side length equals
to the plate thickness t) and coarse mesh outside. Elements have both membrane and bending
capability. Welds are not modelled. Structural
members are idealised, i.e., welded joints are perfectly aligned. No submodels have been created
and all the FE analyses have been performed on
the entire hull with a local mesh refinement.
The most critical hot spots have been located
by means of the von Mises stresses. Four different
hot-spot types have been defined into the enhanced
alternative solution.
Figure 2 shows the location of the fatigue crack
critical sites: HS1 identifies the hot spot at the weld
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HS1
HS2
outer ring
inner ring
sealing plate
Figure 2. Enhanced structural detail and hot-spot locations HS1 (outer ring weld line) and HS2 (inner ring weld
line).
Figure 3. A partial view of the FE model of the

enhanced structural detail.
line between ring reinforcement and bulkhead plate;

HS2 localises the hot spot at the weld line between
door frame and sealing plate in the A-type detail
configuration. In the B-type detail configuration a
further hot spot is the weld line between the stanchion and the beam of the door frame (HS3).
The single components of the stress tensor have
been linearly extrapolated to the hot spot according to standard procedure, by which the hot-spot
stress is obtained with a linear extrapolation based
on the FE stresses read out at 0.5 t and 1.5 t from
the weld toe.
Then, the principal stresses have been calculated by the matrix diagonalization of the local
stress tensor. The so obtained structural stress pair
(1, 2) has been transformed in the (, ) pair
according to the DNV procedure (DNV 2005) and
it has been found that in most hot spots, parallel

stress is greater than normal stress. DNV stress
concentration factors have been applied for evaluating the notch stresses to be used in accordance
to the DNV I-b S-N curve. NL has been derived
by an empirical formula on the basis of a 20 year
expected life. Finally, the fatigue damage D has
been evaluated by summing up D() and D( )
to obtain the total damage, and all hot spots have
been confirmed to be very critical.
Alternative procedures (Bckstrm 2003) for
biaxial fatigue have been implemented for evaluating the fatigue damage at the whole set of hot
spots. The maximum principal stress approach, the
criterion of the distortion strain energy, the criterion of maximum shear stress and the approach
based on the linear superposition of D() and
D( ) have been also applied (Biot et al., 2009).
All applied criteria confirm critical state in respect
to fatigue strength.
So, a further fatigue check has been developed
on the basis of the notch-strain approach in order
to evaluate the role played by the high-stress cycles
measured on most of the hot spots. The nonlinear
fatigue analysis has been carried out on the HS1 hot
spot, as it is considered the most important part of
the structural detail. Elastic-plastic analyses carried out to get the fatigue damage have been based
on cyclic stress-strain curves and elastic-plastic -N
curves as defined by different authors.
To apply nonlinear approach, some notes are
necessary to completely define the load history
scenery.
The two extreme hull girder load conditions for
determining the maximum stress range on the considered hot spot are the maximum and minimum
hogging of the ships hull. Considering the type of
ship, a large cruise vessel, expected average value
for m ranges from 0 to 0/2. Preliminary analyses
pointed out that the mean stress m may be assumed
of about 0/6, that is equal to m /0 = 16.7% or
a 0,min to 0,max ratio equal to 0.5.
Outputs of the elastic-plastic approach give evidence one more time of the lack in fatigue capability of analysed structural detail, which experiences
a cumulated damage much higher than unity. Practical usage of elastic-plastic approach is anyway
not so straightforward and a deeper discussion is
necessary on how to apply and interpret elasticplastic concepts in fatigue design. That is made in
the following.
4
THE ELASTIC-PLASTIC APPROACH

AND THE FATIGUE DESIGN
Implementation of elastic-plastic methods in

fatigue design requires to have available a wider
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K ( apl )n
(12)
the exponent is found to be between 0.1 and 0.2

for most metals, including steel. The K parameter
is usually given as function of the ultimate tensile
strength of the material u. The basic parameters
used in the present study are those given by Bumel
and Seeger, which are summed up in Table 1 for
AH 36 steel together with parameters proposed by
same authors for the capability curve (Bumel &
Seeger 1990, as cited in Radaj et al., 2006).
As stated above, fatigue capability of a given
material is fully described by the four parameters
of the -N curve (see Equation 2 and 3), which
describes crack initiation, that is crack growth up
to a technical crack length. While -N curves are
generally given for an R-value of 1 and refers to
m equal to zero, S-N curves implemented in ship
structure fatigue design, and particularly those
applied by classification societies, are set for the
specific purpose to consider randomness and
uncertainty in typical load histories.
Being different the principles governing the setting of the two types of capability curves, a systematic comparison between the fully elastic and the
elastic-plastic methodology cannot be performed
unless proper considerations have been made.
Fatigue damage calculations performed by
taking into consideration the original set of values
proposed for the different -N curves are shown
in Figure 4. Calculations have been performed in
Table 1. Material parameters for the elastic plastic
analysis: basic reference values from Bumel and
Seeger (B&S).
Author*
B&S 0.087
0.58
735
0.59
0.15
808
*Values are given with reference to the SI system of units.
terms of damage parameter P so obtaining the

DNL(P) damages. Comparison of that whole set
of results with the fatigue damage DL() based
on the DNV rules S-N curve, gives a clear indication of the very different target of the two types
of capability curves. Relevant material dependent
parameters are given in Table 2, where data given
by Bohlmann (Bohlmann 1995, as cited in Radaj
et al., 2006) are relevant to Parent Material (PM)
and Heat-Affected Zone (HAZ) at the weld line.
Values are properly modified according to present
material ultimate tensile strength (AH 36 steel).
In order to solve the outlined inconsistency
on the capability data, in what follows the basic
hypothesis has been conceived, to make equal to
the DNVs S-N curve the fatigue capability relevant
to the linear elastic component of each considered -N curve. That is supported by interpretation of the elastic-plastic approach as an intrinsic
enhancement of the basic linear elastic approach.
In other words, slope and axis intercept of the oneslope S-N curve used in practical fatigue design has
been transferred to the linear elastic component of
the -N curve by simple formulae.
10
Fatigue damage D
series of data than in the traditional linear

approach. First of all, material parameters drawn
from comparison specimen cyclic stress-strain tests
are at the basis of nonlinear formulation. On the
other hand, load history in any case proceeds
from a linear analysis carried out on the studied
structure by FEA and a successive stress manipulation in order to obtain a significant structural
stress at the hot spot.
The conversion of linear elastic calculated
stresses to elastic plastic notch stresses is obtained
in a first approximation by using parameters given
in technical literature for structural metals. In the
relationship between the true plastic strain amplitude and the true stress given by the plastic component of Equation 1
DL()
DNL(P)B&S
DNL(P)B(PM)
DNL(P)B(HAZ)
DNL(P)M&L
0.1
200
300
400
500
700
900
0, MPa
Figure 4. Fatigue damage DL() and DNL(P) (original
-N curves) as function of the reference load (i.e., stress
range 0).
Table 2. Material parameters for the elastic plastic analysis: values from Bohlmann (B) and Mattos & Laurence
(M&L) (Mattos & Lawrence 1977, as cited in Radaj
et al., 2006).
c
Author*
B(PM)
B(HAZ)
M&L
891 1.926 0.144

0.095 0.66
0.098 0.781 1167 1.224 0.126
0.132 0.45 1200 0.27 0.249
K
776
1089
1097
*Values are given with reference to the SI system of

units.
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Assuming that m and C are the two material

dependent parameters of the S-N curve written
in short as NSm = C, and according to S-N curve
given by DNV rules (m = 3 and log10 C = 12.76),
transformation formulae are:
pdf( )
20
1
f = (2 )1 / m
2
(13)
12
The linear elastic DNV rule S-N curve is shown

in Figure 5 together with the original form of the
basic fatigue capability -N curve whose parameters are given in Table 1.
Fatigue load history considered in calculation has
been derived by applying the Weibull model. Then,
a set of differently severe load histories has been
obtained by varying the 0 value. Different values
of the mean stress have been considered too. So,
a trend for the fatigue damage has been determined
as function of the reference stress range 0.
The whole single procedure for fatigue damage
calculation for any given (0, m) pair is hereunder explained in its main steps. As for the load history, distributions of the and variables used in
the linear elastic and in the elastic-plastic analysis
are shown in Figure 6, where pdf() means probability density function and cdf() means distribution function. There it is clear the shifting of the
strain based curves due to the nonlinear conversion to the elastic plastic stress-strain field worked
out according to the Neubers rule. This fact leads,
within the nonlinear approach, to a damage distribution which gives a greater weight to the lower
values of the variables range.
Density function dD of damage D and its
cumulating curve DD both calculated according
to the different applied methodologies are given
in Figure 7. Final cumulated values apart, damage evaluated as function of the elastic-plastic
0.4
0.2
and b =
1
m
a %
cdf( )
1.0
16
0.8
(/max) functions
(a /a,max) functions
0.6
0.0
0
0.05 0.1 0.15 0.2 0.25

a /a,max and /max
0.95
Figure 6. Statistical functions of the same load history expressed in terms of linear elastic stresses and
elastic-plastic strains (0 = 627 MPa; DNV and B&S
capability curves; max refers to extreme values).
dD ( )
16
DD ( )
5
12
3
8
2
DL()
DNL(a)
DNL(P)
0
0
0.2
0.4
0.6
0.8
/max , a /a,max and P/Pmax
Figure 7. Density function and cumulative function of

damage calculated as function of different stress-strain
field identifiers (0 = 627 MPa, m = 0).
0.1
linear approach, DNV

nonlinear approach, B&S
0.01
103
104
105
N(a)
106
107
Figure 5. Basic capability curves used in the linear elastic approach and in the elastic-plastic approach.
strain confirms the major role played by lower

stress-strain values of the load history. In the
figure, the case is shown of nonlinear calculation
carried out by setting m equal to zero, so DNL(P)
and DNL() come out to have the same value.
As above mentioned, fatigue damage checking
has been carried out according to the modified capability curves. Results obtained equalizing the linear
components of the -N curves are discussed in the
following, where reference is made to load histories expressed in terms of elastic stress range (linear
approach) and in terms of elastic-plastic strains or
P-parameter (nonlinear approach). Figure 8 shows
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the modification imposed on the linear part of

any -N curve to match the S-N curve determined
in compliance with the DNV rules (the dashed
straight curve in the graph). Structural demand
n(a) is also shown, represented in two equivalent
forms for linear and nonlinear calculations.
Damages resulting from the elastic plastic analyses based on the P-parameter concept and carried out for different mean values come out to
be very different. The role of the mean stress is
prominent especially at lower m to which DNL(P)
is very sensitive. The comparative results shown in
Figure 9 give evidence of that fact. The relationship between the DNL(P) trend and that of DL()
is illustrated too. Curves show that fatigue checking performed according to the linear approach is
in the middle between the damage values achieved
1
a %
linear approach, DNV

nonlinear approach, B&S
Capability
0.1
Load history
0.01
103
104
105
106
107
N(a) and n(a)

Figure 8. Capability curves used in the analysis for the
linear elastic and the elastic-plastic calculation; the structural demand referred to 0 = 627 MPa.
for m /0 value varying from 0% to 16.7%, that is

a 0,min to 0,max ratio ranging from 1 to 0.5.
According to DNL(P) values, and considering the
most probable case of m /0 = 16.7%, the linear
elastic approach appears to be very unsatisfactory, while referring to the generic case of alternate
cyclic loading (m /0 = 0), the linear approach is
slightly conservative in the whole range of possible
0 values. That establishes, at least in the considered case study, a rather relevant result as elastic
plastic approach appears to be able to give deeper
information when data on expected mean stresses
are available. The more sophisticated analysis is
indeed able to properly take into account all the
main parameters of the cyclic load history.
Reliability level of nonlinear methodology is far
from to be fully ascertained, being final outcome
in term of P-based fatigue damage very dependent
on a lot of variables. On the other hand, a sensitivity analysis on all those parameters is very complex
and the few data available do not allow carrying
out extensive analyses. What appears practicable
is a systematic investigation on the effects due to
change in the value of the most significant parameters. Similarly, hypotheses on which procedure is
based should be examined too. In the following,
sensitivity of the nonlinear procedure to material parameters and to some basic assumptions is
checked, with the aim to rank uncertainties.
The first study has been carried out on the
material parameters effect on cumulated fatigue
damage. Two alternatives have been selected. Comparison has been made with data published by
Bohlmann, that appears to be both suitable for the
present case study and very interesting for giving
information on both parent material and material
within the heat-affected zone.
Figure 10 illustrates such a comparative study,
taking the linear damage trend as common
2.5
DL()
DNL(P)B&S
50 % 0
30 %
25
16, %
7%
Nonlinear damage DNL
2.5
m /
Fatigue damage D
2
1.5
1
0%
0.5
DNL(P)B&S
DNL(P)B(PM)
DNL(P)B(HAZ)
e
nc
ere
f
e
r
DL
1.5
m/0 % = 16.7
m/0 % = 0
1
0.5
0
0
100
200
300
400
500
0
0
0, MPa
Figure 9. Comparison between fatigue damage DNL(P)
calculated for given values of the mean stress, and linear
elastic based fatigue damage DL().
0.5
1.5
2.5
Linear damage DL
Figure 10. Damage comparison based on different data
for the material parameters.
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400
a, MPa
a,k
10
Fatigue damage D
reference. P-based damage has been evaluated for

m /0 values of 0% and 16.7%, being those the
main significant for the present case study. For
both m /0 values changes in the material data
are not very tangible, as far as the parent material
is considered. On the other hand, changes appear
more evident if data are referred to the material
heat-affected by welding procedure. Moreover,
the general trend of damage parameter P is confirmed to have a greater sensitivity when calculations are carried out at lower values of m /0,
as could also be deduced by the rate by which
DNL(P) damage changes as function of m /0 in
Figure 9.
A further analysis has been performed about the
validity of the basic hypotheses made in defining
the methodology. First of all, the conversion from
the elastically computed to the actual elastic-plastic
stress-strain field has been carried out under both
the hypothesis of plane stress (Equation 4) and
plane strain (Equation 5). Figure 11 shows the conversion from the calculated linear stress-strain field
pair (point K) to the elastic plastic pair according
to Neubers rule (point S) or according to the plane
strain hypothesis (point N).
Comparative results are shown in Figure 12
with reference to the same mean stress levels above
referred to explaining Figure 10. As the graph
clearly illustrates, damage is almost independent
from the rule by which conversion is made. So,
conversion method appears to be ineffective as far
as Equation 4 and 5 are considered.
The second basic hypothesis analysed is that
referring to possibility to adopt a mean stress correction embedded in the fatigue capability -N
curve, as stated in Equation 3. Analyses have been
accomplished on the whole range of considered
DL()
DNL(P)B&S
plane strain rule (Eq. 5)
m effect (Eq. 3)
m/0 % = 16.7
m/0 % = 0
0.1
100
200
300
0, MPa
400 500 600
Figure 12. Fatigue damage DNL(P) calculated under different hypotheses within the elastic-plastic procedure.
m to 0 ratios. They all agree in confirm that

formulation of Equation 3 appears ineffective to
treat mean stress effect, being DNL() almost the
same for the different m values. Figure 12 shows
the results of the investigation: values calculated
with m /0 ranging from 0 to 50% are all aligned
with the curve of DNL(P) calculated for zero mean
stress.
By summing up, systematic investigations point
out that the most important factor influencing outcomes in elastic-plastic approach is the mean stress
value. Secondly, set of material data to be used for
specifying stress-strain curve (two parameters) and
capability curve (four parameters) has an important role just if distinction is made in welded joints
between parent material and material lying in the
heat altered zone along the weld line. Finally, alternative hypotheses about mean stress correction on
-N curve end about conversion from elastic to
elastic-plastic stress-strain field have no effect to all
practical purposes.
K
S
a S
a N
CONCLUSIONS
cyclic aa curve
a S a S = (Kta,hs/Khs)2 /E
a /a= E
0
0
a N a S
0.3
a %
Figure 11. Methods to convert FE calculated stressstrain field to elastic-plastic stress-strain field (E = 206.85
GPa and 0 = 627 MPa).
This work deals with the improvement of the

method for fatigue checking ship structural details
during design stage. First, theory and practice
related to a basic nonlinear procedure has been
outlined, within the cumulative damage approach.
Then, a case study has been discussed in order to
analyse advantages and drawbacks of the method
proposed to account for large plastic zone at crack
tip, like in case of a low cycle fatigue scenario.
Finally a comparison has been made between linear elastic and elastic-plastic approach, that shows
a general agreement between the two methods, on
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condition that elastic component of elastic-plastic

capability has been properly modified to account
for safety factors applied by classification
societies.
Role of different parameters necessary to set
material strength has been examined too, together
with influence of alternative methods for considering plasticity in basic nonlinear fatigue analysis.
It has been shown that notch stress factor Kt
based on hot spot stress calculations is not fit for
use in strain-based approach if weld shape factor
Kw given by rules has not been suitably modified.
To do this, rules safety factors should be known.
Otherwise notch strain approach may not be
considered to support decisions during an actual
design stage.
In conclusion, nonlinear approach may be a
valid alternative to the linear one only if a strict
control on the safety factors relating to fatigue
capability is practicable. Moreover, in order to
properly apply the non linear procedure, the mean
stress value of the load history together with the
mean stress effect due to residual stresses should be
known, otherwise no further valuable information
may be drawn in respect to the application of the
linear approach.
REFERENCES
Bckstrm M., 2003. Multiaxial Fatigue Life Assessment
of Welds Based on Nominal and Hot-spot Stresses.
VTT Publications 502, ISBN 951 38 6234 8.
Bumel A. & Seeger T. 1990. Materials Data for Cyclic
Loading. Suppl. 1, Amsterdam, Elsevier Science,
1990.
Biot M., Calcinotto P. & DEste F. 2009. Strain-based

Approach for Fatigue Life Evaluation: Analysis of
Complex Structural Details on Cruise Ships. 16th International Conference of Ship and Shipping Research,
Messina, Italy.
Bohlmann B., 1995. Applications of local approaches to
the fatigue assessment of welded tubular joints (actually a welded pipe branching). Materials. International
Institute of Welding IIW, Doc. XIII-159195.
Det Norske Veritas, 2005. Fatigue Assessment of Ship
Structures. DNV Classification Notes, N.307, July
2005.
Fuchs H.O. & Stephens R.I. 1980. Metal Fatigue in Engineering. John Wiley & Sons, New York NY, ISBN
0-471-05264-7.
Hobbacher A. 2007. Recommendations for Fatigue Design
of Welded Joints and Components. International Institute of Welding IIW, Doc. XIII-2151-07/XV-1254-07.
ISSC, 2009. Report of Technical Committee III.2: Fatigue
and Fracture. 17th International Ship and Offshore
Structures Congress, Seoul, Korea.
Lloyds Register, 2001. ShipRight Structural Design
Assessment Procedure, Primary Structure of Passenger
Ships, Direct calculations. November 2001.
Mattos R.J. & Lawrence F.V. 1977. Estimation of the
fatigue crack initiation life in welds using low cycle
fatigue concepts. SAE SP-424,Warrendale PA, SAE.
Radaj D., Sonsino C.M. & Fricke W. 2006. Fatigue
Assessment of Welded Joints by Local Approaches. 2nd
Edition, Woodhead Publishing, Abington, England,
ISBN 1 85573 948 8.
Smith K.N., Watson R. & Topper T.H. 1970. A stressstrain function for the fatigue of metals. J Mater,
JMLSA, 5(4), 767778.
Wang X., Kang J.K., Kim Y. & Wirsching P.H. 2006.
Low Cycle Fatigue Analysis of Marine Structures.
25th International Conference on Offshore Mechanics and Arctic Engineering OMAE2006, Hamburg,
Germany.
287
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Different finite element refinement strategies for the computation

of the strain energy density in a welded joint
C. Fischer, A. Dster & W. Fricke
Hamburg University of Technology (TUHH), Hamburg, Germany
ABSTRACT: Structural failure due to a lack of fatigue strength and crack initiation is often caused
by local stress concentrations at welded joints. By decreasing the weld notch radius to small values, the
magnitude of stress concentration no longer affects the fatigue strength but a mean value of stress determined around the notch tip. Moreover, in linear elasticity the local stress distribution becomes singular
with vanishing radius. Besides the common methods for fatigue assessment, the utilisation of an averaged
value of strain energy, computed for a small volume of material, is an alternative approach. The method
shows promise with respect to finite element analysis of complex problems. In most of the previous work
the quality of the numerical approximation was controlled by mesh refinement. In this paper, alternative
refinement techniques are investigated, accounting for the singular behaviour of the exact solution in the
vicinity of the re-entrant corner. After the introduction of the concept based on the averaged strain energy
density, different refinement strategies improving the quality of the finite element approximation are
described and applied to a selected example. The results of the different approaches related to both h and
p-refinement are presented and discussed also in view of application to more complex three-dimensional
problems.
1
INTRODUCTION
In the theory of linear elasticity, a vanishing notch

radius results in a singular stress distribution.
However, the fatigue strength is controlled by a
mean stress value averaged in a small volume of
material. The different common fatigue approaches,
which have been summarised by Radaj et al. (2006),
estimate the fatigue strength in various ways.
For instance, the effective notch stress approach
applies a fictitious notch radius of ref = 1 mm to
account for the effect of microstructural support at
the notch root (Hobbacher, 2009).
Alternatively, the stress intensity factors describe
the local asymptotic stress distribution at the weld
toe in a similar way as for crack tips (Lazzarin &
Tovo, 1996), with an opening angle 2 differing
from zero, Figure 1. The stress intensity factors
have been proven to be suitable parameters concerning fatigue assessment of welds (Lazzarin &
Tovo, 1998). However, the demand for very fine
finite element meshes in highly stressed regions is
one of the main disadvantages of the approach.
Besides evaluation of stresses, the strain energy
is utilized by different failure assessment methods.
For the prediction of fatigue life under multiaxial
loading conditions Glinka et al. (1995) defined
a parameter, which is based on the strain energy
occuring inside the critical plane. Alternatively, in
Figure 1.
Control sector surrounding the weld toe.
a small defined region close to the singular notch

root the so-called Strain Energy Density (SED) is
computed. The SED indicates fracture of brittle
materials weakened by a sharp V-notch under
static loads (e.g. Yosibash et al., 2004) and of
cracked components under mixed mode loading
by estimating the product of the SED and a critical distance from the crack tip (Sih, 1974).
For high-cycle fatigue of welded joints assuming a V-notch with = 0, Lazzarin & Zambardi
(2001) used a geometrically based SED parameter,
which is averaged over a small cylindrical volume.
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Based on the relationship between the SED and

the notch stress intensity factors, a unified S-N
curve independent of the welded detail has been
developed. The approach shows promise because a
relative coarse finite element mesh yields satisfactory results.
When discretizing problems of linear elasticity
with singular behaviour, the refinement strategy
has a very important influence on the quality and
efficiency of the computation. In this paper the
influence of different refinement techniques computing the averaged SED has been investigated for
a doubler plate with fillet-welded joints. After a
brief introduction of the SED approach the different refinement strategies will be described and the
numerical results will be presented.
2
STRAIN ENERGY DENSITY APPROACH
The application of the SED approach for fatigue

assessment of welded joints with a sharp V-shaped
notch including an opening angle of 2, has been
recommended by Livieri & Lazzarin (2005) and
Lazzarin et al. (2008).
The local region, where the total strain energy
is averaged, is defined as a cylindrical volume surrounding the notch root. The weld toe considered
as re-entrant corner typically exhibits an opening
angle of 2 = 135 and the weld root at slit ends
2 = 0. In case of two-dimensional problems the
volume degenerates to a sector with a characteristic radius R0, Figure 1.
The size of the radius R0 over which the SED
needs to be computed depends on the material and
has been derived from Beltramis failure criterion
by Lazzarin & Zambardi (2001) considering stress
intensity factors for welded joints under mode
I loading and high cycle fatigue data (N = 5 106).
Choosing R0 = 0.28 mm results in a conservative
approach for welds made of steel and arc welding
technology with failure from weld toe and root
(Livieri & Lazzarin, 2005). For aluminium alloys
a value of 0.12 mm has been suggested. It should
be noted that these considerations are solely based
on continuum mechanics. The material effects
are taken into account by the high cycle fatigue
failure data.
Based on an evaluation of about 650 fatigue
tests, which cover both non-load carrying and
load-carrying fillet cruciform welded joints with
various plate thicknesses, a uniform S-N curve
with reference to the range of the averaged SED
W has been obtained by Lazzarin et al. (2008).
Considering probabilities of survival Ps = 2.3% and
97.7%, Figure 2 shows the corresponding scatter
band involving fractures initiated from weld toe as
well as weld root.
Figure 2. Fatigue strength depending on range of the

averaged SED W (Lazzarin et al., 2008).
Furthermore, a relationship between the range

of the averaged SED W and the equivalent local
stress range eq is given under plane strain conditions by:
eq =
2 E W
1 v2
(1)
where E is Youngs modulus and is Poissons

ratio.
3
EXAMPLE
Within various types of welded joints, Fricke &

Feltz (2009) investigated a partial-load carrying
doubler plate on both sides of a continuous main
plate. Here two different weld throat thicknesses a
were considered resulting in two types of specimen,
which are denoted as D.3 and D.7. Figure 3 shows
the geometry of the specimens.
Besides statistical evaluation of the fatigue tests,
the specimens were numerically investigated by different approaches of fatigue assessment (Fricke &
Feltz, 2009). The computations were conservative,
but some restrictions and shortcomings concerning the estimation of the critical notch were
discovered.
Furthermore, the notch stress intensity factor approach was applied by Fischer et al. (2010)
analysing the averaged SED in the control sector
at both the weld toe and the weld root. In addition to the mesh layouts suggested by Lazzarin
et al. (2008) two different uniform meshes, which
use both elements with a quadratic shape function,
were applied: a rather coarse mesh with triangular elements having a size of 0.28 mm and a finer
mesh, see Figure 4.
The computed values of the averaged SED
W for the two specimen types are conservative
and are located within the proposed scatter band.
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Figure 3.
2009).
Geometry of the specimens (Fricke & Feltz,
Figure 5. Convergence rates of different refinement

strategies applied to a 2D problem of linear elasticity
with singularities.
Figure 4. Meshes used for the computation of the

mean SED.
Moreover, the predicted crack locations, which are

identified by means of a higher SED-value, agree
with the tests.
4
CONTROL OF THE DISCRETIZATION

ERROR
The quality of a finite element approximation

can be controlled either by reducing the size of
the elements (h-refinement) or by increasing the
polynomial degree p of the shape functions of
elements (p-refinement), see Szabo & Babuska
(1991). A combination of both approaches yields
the hp-version of the finite element method. A uniform h or p-refinement corresponds to a global
reduction of the element size or an increase of the
polynomial degree of all elements, respectively.
The convergence rate of the refinement process depends on the strength of the singularity
controlled by the angle of the V-notch and the
chosen refinement strategy. In Figure 5 the error
in energy norm is plotted in a double logarithmic
style against the number of degrees of freedom

N for different refinement strategies applied to a
two-dimensional linear elastic problem.
In absence of singularities a uniform p-extension
yields an exponential rate of convergence, which is
characterized in Figure 5 by a curve with increasing (negative) slope resulting in a highly efficient
discretization. Unfortunately, in almost all problems of linear elasticity, singularities are present
and a p-extension on a uniform mesh will result in
an algebraic rate of convergence, being still twice
as high as the one of an h-extension based on uniform meshes.
More efficient finite element refinements can
be obtained when combining the increase of the
polynomial degree with a local mesh refinement.
In the hp-extension the mesh is refined in a geometric progression with a grading factor q = 0.15
towards the point of singularity and the polynomial degree is increased simultaneously. Small
elements close to the corner are assigned to a low
polynomial degree and with increasing distance
from the singularity the polynomial degree is elevated linearly. The layout of these so-called geometric meshes is depicted in Figure 6 using R0 as
reference parameter.
In practice it is sufficient to carry out a uniform
p-extension on a strongly graded geometric mesh.
This extension process yields an exponential rate
of convergence in the pre-asymptotic range, which
asymptotically slows down to an algebraic rate still
twice as high as the one of a uniform h-refinement,
see Figure 5.
When computations need to be performed with
finite elements fixed in polynomial degree of low
order (e.g. p = 2), an optimal convergence rate can
be obtained applying radical meshes, see Figure 7,
which are strongly refined towards the singularity
(Szabo & Babuska, 2011). For the radical mesh the
distance of the nodes with respect to the singular
point are set to
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toe as well as the weld root are performed under

plane strain conditions with Youngs modulus
E = 2.06 105 MPa and Poissons ratio = 0.3.
While considering frictionless contact conditions
between doubler and main plate with zero gap,
both p-version and h-version refinements were
analysed.
In the following, results are only described
for the weld toe notch. Thereby, the convergence
behaviour of the SED is studied based on the relative error e, which is defined similar to the error in
energy norm by
Figure 6. Geometric mesh with three layers at weld toe
(not to scale).
e=
| Wex W |
Wex
(3)
where Wex is obtained by the most accurate numerical approximation using finite elements with a polynomial degree of p = 8. It was decided to estimate
the relative error on the basis of the averaged SED
instead of the equivalent stress eq mentioned in
equation (1).
5.2
Figure 7. Nodal distances for radical mesh three layers

applied (not to scale).
dk
p + 1

k
R0
M
,k
, ,
,M
(2)
where M is the number of layers of elements, k is

the number of the current layer and R0 represents
the reference length.
For further details on h, p and hp-refinement we
refer to Szabo & Bakuska (1991) and Szabo et al.
(2004). A detailed description of radical meshes
can be found in Szabo & Babuska (2011).
5
5.1
p-version refinement
Computations increasing the polynomial degree

of the finite elements from five up to eight on a
fixed mesh were carried out by Actis applying the
finite element software StressCheck (2010). A relatively coarse geometric mesh with 121 elements
graded towards the notch root has been utilized,
see Figure 8.
Table 1 lists the number of degrees of freedom
(DOF) for the global model and elements inside
the sector as well as the computed mean SED W
and the error e according to equation (3).
5.3
h-version refinement
In this section the results obtained by an

h-refinement will be considered. The corresponding computations were performed under plane
strain conditions with ANSYS 11.0 using element
NUMERICAL ANALYSIS
OF THE DOUBLER PLATE
Problem description
In order to study the influence of the different

refinement strategies the example of the doubler
plate with a small weld throat thickness a = 3 mm
(D.3) is considered. Due to symmetry only a quarter of the doubler plate has to be discretized.
The structure is subjected to a nominal axial stress
range n = 150 MPa. The computations of the
SED within a sector of R0 = 0.28 mm at the weld
Figure 8. Finite element model used for p-version

refinement computed with StressCheck.
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Table 1. Computed W and relative error e for

R0 = 0.28 mm and n = 150 MPa at weld toe using
p-refinement.

R0 = 0.28 mm and n = 150 MPa at weld toe for a geometric mesh.
Polynomial DOF
DOF
W [Nmm/mm3]
degree p
(model) (sector) at weld toe
e [%]
DOF
(model)
5
6
7
8
3,163
4,441
5,961
7,723
670
880
1,120
1,390
3.52732 10
3.52667 101
3.52656 101
3.52654 101
1
28,629
28,749
28,985
29,229
1.5
0.6
0.2
0.0

R0 = 0.28 mm and n = 150 MPa at weld toe for a uniform mesh.
DOF
(sector)
W [Nmm/mm3]
at weld toe
e [%]
36
70
138
206
3.50250 10
3.51275 101
3.51424 101
3.51424 101
8.3
6.3
5.9
5.9

R0 = 0.28 mm and n = 150 MPa at weld toe for a radical mesh.
DOF
(model)
DOF
(sector)
W [Nmm/mm3]
at weld toe
e [%]
DOF
(model)
DOF
(sector)
W [Nmm/mm3]
at weld toe
e [%]
28,629
32,619
122,451
477,611
36
120
418
1554
3.50250 101
3.50920 101
3.51468 101
3.51738 101
8.3
7.0
5.8
5.1
28,629
28,749
28,985
29,221
36
70
138
172
3.50250 101
3.51473 101
3.51460 101
3.51463 101
8.3
5.8
5.8
5.8
Figure 9. Coarsest and finest mesh utilised by uniform

h-refinement at weld toe.
type PLANE82, which is an eight-node element

utilizing quadratic shape functions.
Applying a uniform mesh refinement within the
sector results in a noticeable growth of the global number of degrees of freedom and therefore
computational time, since the refinement spreads
globally. The computed values of the SED W for
the four different levels of mesh refinement and
the corresponding error e based on the most accurate approximation obtained by the p-version are
shown in Table 2.
Furthermore, the geometric and the radical
meshes, which are geometrically graded towards
the singular point, are considered. An example of
each mesh with three layers of elements is shown
in Figures 6 and 7, taking the size of parameter
R0 as basis. Both refinement strategies increase the
number of finite elements in the vicinity of the singular point, so that the surrounding mesh does not
change. The corresponding results are shown in
Tables 3 and 4, respectively.
Figure 10.
model.
5.4
Error curves plotted against DOF of whole
Comparison of results
In order to compare the results of the different

refinement strategies and to assess the convergence rate, the relative error e is plotted against
the global degrees of freedom in a double logarithmic style, Figure 10. From this, it is evident that
the p-extension on the geometric mesh yields the
most efficient approach, which is due to its high
convergence rate. Furthermore it can be observed
that when being restricted to finite elements of low
order, mesh refinement in a radical or geometric
fashion improves the efficiency.
In order to illustrate the effect of the geometric and radical mesh refinement more clearly, in
Figure 11 the relative error e is plotted against the
degrees of freedom related to the sector only. From
this it can be seen that the application of geometric and radical meshes yields an improvement as
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out the p-version finite element analysis of the

example presented in this paper applying the
software StressCheck. We would also like to thank
both of them for fruitful discussions and access to
their unpublished data and literature.
REFERENCES
Figure 11. Error curves plotted against DOF inside

sector.
compared to a uniform h-refinement, modifying

the mesh only very locally.
When comparing Figures 10 and 11 with respect
to the efficiency of the computations, it should be
kept in mind that the total number of degrees of
freedom is relevant for the computational time.
Hence, the p-refinement on a geometric mesh
yields the best performance.
6
SUMMARY AND CONCLUSIONS
In estimating the fatigue strength of welded joints,

the computation of the averaged strain energy
in a cylindrical volume represents a promising
approach. In order to compute the SED efficiently
different finite element refinement strategies have
been applied and compared to each other. To this
end, a doubler plate has been chosen as a benchmark problem. The most efficient approach to
compute the SED is to perform a p-extension on
a geometric mesh. If finite element computations
are limited to low-order elements, geometric or
radical mesh increase the efficiency significantly.
Although in two dimensions the SED can be also
computed with h-refinement strategies, the efficiency of high-order finite elements is very important since the numerical effort in three dimensions
increases dramatically, calling for efficient strategies such as the p-version of the finite element
method. Further research will focus on the SED
approach in three dimensions applied to welded
joints which will be discretized with the efficient
discretisation strategies studied in this paper for
two-dimensional problems.
ACKNOWLEDGEMENTS
The authors would like to thank Prof. Szabo and
Dr. Actis from Engineering Software Research and
Development, Inc., St. Louis, U.S.A., who carried
Fischer, C., Feltz, O., Fricke, W. & Lazzarin, P. 2010.

Application of the notch stress intensity and crack
propagation approaches to weld toe and root fatigue.
IIW-Doc. XIII-2337-10/XV-1354-10, Int. Inst. of
Welding.
Fricke, W. & Feltz, O. 2009. Fatigue tests and numerical analyses of partial-load and full-load carrying fillet welds at cover plates and lap joints. Welding in the
World 54, No. 7/8, R225233.
Glinka, G., Shen, G. & Plumtree, A. 1995. A multiaxial
fatigue strain energy parameter related to the critical
fracture plane. Fatigue Fract. Eng. Mater. Struct. 18,
3746.
Hobbacher, A. 2009. Recommendations for Fatigue
Design of Welded Joints and Components. IIW-Doc.
1823-07, New York: Welding Research Council Bulletin 520.
Lazzarin, P., Berto, F., Gomez, F.J. & Zappalorto, M.
2008. Some advantages derived from the use of
the strain energy density over a control volume in
fatigue strength assessments of welded joints. Int. J.
Fatigue 30, 134557.
Lazzarin, P. & Tovo, R. 1996. A unified approach to the
evaluation of linear elastic stress fields in the neighbourhood of cracks and notches. Int. J. Fract. 78, 319.
Lazzarin, P. & Tovo, R. 1998. A notch intensity factor
approach to the stress analysis of welds. Fatigue Fract.
Eng. Mater. Struct. 21, 1089103.
Lazzarin, P. & Zambardi, R. 2001. A finite-volume-energybased approach to predict the static and fatigue behaviour of components with sharp V-shaped notches. Int.
J. Fract. 112, 275298.
Livieri, P. & Lazzarin, P. 2005. Fatigue strength of steel
and aluminium welded joints based on generalised
stress intensity factors and local strain energy values.
Int. J. Fract. 133, 247276.
Radaj, D., Sonsino, C.M. & Fricke, W. 2006. Fatigue
Assessment of Welded Joints by Local Approaches.
Cambridge: Woodhead Publishing (2nd Edition).
Sih, G.C. 1974. Strain-energy-density factor applied to
mixed mode crack problems. Int. J. Fract. 10, 305321.
StressCheck 2010. http://www.esrd.com.
Szabo, B. & Babuska, I. 1991. Finite Element Analysis.
New York: John Wiley & Sons.
Szabo, B. & Babuska, I. 2011. Introduction to Finite Element Analysis: Formulation, Verification and Validation, to be published by John Wiley & Sons.
Szabo, B., Dster, A. & Rank, E. 2004. The p-version of
the finite element method. In E. Stein, R. de Borst,
T.J.R. Hughes (ed.), Encyclopedia of Computational
Mechanics, Volume 1: Fundamentals, Chapter 5,
pp. 119139, New York: John Wiley & Sons.
Yosibash, Z., Bussiba, A.R. & Gilad, I. 2004. Failure criteria for brittle materials. Int. J. Fract. 125, 307333.
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Round-robin on local stress determination and fatigue assessment

of load-carrying fillet-welded joints
Wolfgang Fricke
Matteo Codda
CETENACentro Tecnico Navale, Genova, Italy
Olav Feltz
Yordan Garbatov
Instituto Superior Tcnico (IST), Lisbon, Portugal
Heikki Remes
Aalto University, Helsinki, Finland
Giovanni Risso
CETENACentro Tecnico Navale, Genova, Italy
Cesare Rizzo
Universit di Genova (DINAEL), Genova, Italy
Jani Romanoff
Aalto University, Helsinki, Finland
ABSTRACT: The fatigue assessment of welded ship structures includes high uncertainties. One major
source of uncertainty is the determination of relevant local stresses based on the structural hot-spot
or notch stress approach. To quantify the uncertainties and to improve the analysis guidelines, roundrobin studies were performed within the MARSTRUCT project. One recent study concerned loadcarrying fillet welds which are treated in different ways in structural stress approaches. In total, five
partners participated in the work. Two structural configurations at 12 mm thick plates were analysed,
i.e., double-sided lap-joints and doubler plates, each with two different weld throat thicknesses (2.5 mm
and 7 mm). After shortly describing the fatigue assessment approaches, the models of the partners and
their results are described in more detail. Differences in the results are identified and conclusions drawn
with respect to modelling guidelines and typical scatter of computed fatigue lives.
1
INTRODUCTION
Fatigue strength is still an important design criterion during ship structural design. Although
corresponding rules have been introduced and harmonised in the common rules for tanker and bulker
structures (IACS, 2010), there are still many uncertainties about the quality of predicting the fatigue
life of ship structural details. Round robin studies
performed by the Committee Fatigue and Fracture of the International Ship Structures Congress
(ISSC) have quantified the uncertainties. These are
partly related to the stress analysis of the structural

details (Fricke et al., 2002). In several cases, the nominal stress approach is no more applicable due to
their geometrical complexity, and local approaches
based on the structural hot-spot stress or the effective notch stress need to be applied (Radaj et al.,
2006). These approaches are able to consider the
local geometry more rationally, however, different
guidelines for modelling structural details and for
stress evaluation exist. In addition to the usage of
different finite element types and software, this is
one of the major causes for the uncertainties.
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In order to further quantify the modelling

uncertainties and to identify the sources of scatter of stress results, partners of the Network of
Excellence on Marine Structures (MARSTRUCT)
decided to perform round-robin studies on some
typical ship structural details. The first round-robin
on three different details was performed between
2004 and 2006 and published by Fricke et al.
(2007), showing interesting results regarding the
structural hot-spot stress and the effective notch
stress approach. The results were partly taken into
consideration in IIW guidelines on the notch stress
approach (Fricke, 2008).
It was decided in MARSTRUCT to continue the
round-robin with another structural detail which
was experimentally investigated, i.e., a plate with
additional doubler plates and a lap joint where the
fillet welds show different grades of load carriage
(Feltz and Fricke, 2009). In a fatigue assessment,
this is taken into account by the S-N approaches
available in different ways:
In the following, the round-robin is described,

showing the welded joint chosen together with typical finite element models, results and conclusions
drawn from the results. In total, three to five member institutions of MARSTRUCT participated
in the round-robin. It has to be emphasized that
the focus is on the stress analysis. A more detailed
description can be found in the internal deliverable
report (Fricke et al., 2010).
As the traditional structural hot-spot stress

approach (Niemi et al., 2006) cannot consider
this in the structural stress, a decreased FAT
class is assumed (FAT 90 instead of 100),
The 1 mm stress approach by Xiao and Yamada
(2004) accounts for the increased stress at load
carrying fillet welds because the relevant stress is
located close to the weld toe,
The structural stress approach by Dong (2001)
claims to consider the effect by assuming a bilinear stress distribution at double-sided fillet
welds,
The more recently developed structural stress
approach by Poutiainen (2006) assumes a bi- or
multi-linear stress distribution in plate thickness
direction; the stress increase towards the weld
toe is governed by the stress in the weld.
The effective notch stress approach assumes a
fictitious radius of 1 mm (Hobbacher, 2009) and
thus considers the increased local stress at loadcarrying fillet welds.
The loading is uni-axial at the end of the parent plate (actually, the test specimens are longer
to allow space for the grips). The welds carry the
full load in specimen L and part of the load in
specimen D.
All plate thicknesses are 12 mm. The nominal
throat thicknesses are a = 2.5 and 7 mm. The corresponding leg lengths are 3.5 and 9.9 mm.
A 2D model using plane strain conditions was
considered to be sufficient. Symmetry conditions
could have been used in two planes so that the
model is relatively simple. One general question
concerned the problem of contact between the
doubler and parent plates. It was decided to consider both alternatives: without and with contact,
neglecting any friction effect, although contact
was regarded as the more probable alternative.
Poutiainen (2006) applied four of the five

approaches to a doubler plate on an I-beam and
found large differences between them when considering different weld throat thicknesses. However,
no fatigue test results are available indicating which
result is superior. Therefore, also fatigue tests have
been performed in MARSTRUCT, showing however no significant differences in fatigue behaviour
in those cases where the crack initiation occurred
at the weld toe (Feltz and Fricke, 2009). It should
be mentioned that cracks may initiate also from the
weld root. From the approaches mentioned, only
the effective notch stress approach is able to analyse weld root failure, however, with some restrictions (Feltz and Fricke, 2009).
SPECIFICATION OF THE
ROUND-ROBIN
Two types of test specimens were investigated, each

with two different throat thicknesses a, see Figure 1:
L Test specimen with non-continuous parent plate
and two-sided doubler pates, i.e., a lap joint
D Test specimen with continuous parent plate and
two-sided doubler plates
Figure 1.
tests.
Geometry of the specimens for the fatigue
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Guidelines given for the different approaches

should have to be observed. It is worth mentioning
that none of the guidelines account for potential
contact between surfaces of plates.
For the notch stress approach, also root failure
should have been considered, either with a U- or
a keyhole shape. The tests have shown whether
the weld toe or the weld root is more critical.
From a total of 80 specimens, 57 showed failures
from the weld toe, with a characteristic fatigue
strength of FAT 73 if evaluated altogether (Feltz
et al., 2010). The FAT class corresponds to the
fatigue strength in [MPa] at 2 106 cycles for a
probability of survival Ps = 97.7%. The remaining 23 specimens showed root failure, including
all 20 specimens with lap joints and small weld
throat thickness of 2.5 mm, yielding characteristic fatigue strength of FAT 47 based on the nominal stress in the parent plate.
The models were designated L-2.5, L-7, D-2.5
and D-7 according to the type of specimen and
weld throat thickness.
3
Participant 1 did not perform a finite element

analysis, but concluded that from equilibrium
conditions the structural hot-spot stress is per
definition equal to the nominal stressas can
directly be seen from the through-thickness linearization (Fig. 3a). The numerical result from a
very coarse mesh (one element over the thickness)
would also yield this.
The other three participants applied the surface
stress extrapolation over reference points at 0.4 t
and 1.0 t in front of the weld toe.
Participant 2 used a fairly fine mesh and
achieved results close to unity (5%). Participant
3 created a coarser mesh with four elements in
thickness direction, showing results below unity
particularly for the lap joints. Participant 4 established a 3D model with elements having a depth
of t/2 in thickness direction. The results obtained
for the small throat thickness are significantly
above unity.
The scatter of results seems to be quite large
for this simple example and deserves further
APPLICATION OF THE STRUCTURAL

HOT-SPOT STRESS APPROACH
The structural hot-spot stress approach, which is

applicable only to weld toe failures, is based on
the stress component at the weld toe which disregards the local stress increase due to the local
weld toe notch. The structural hot-spot stress can
be computed by surface stress extrapolation using
reference points at locations depending of plate
thickness or by linearization of the stress through
the plate thickness (Niemi et al., 2006).
The results in terms of structural stress concentration factors, i.e., structural hot-spot stress divided
by nominal stress, are summarized in Table 1.
Figure 2. FE model for the structural hot-spot stress

analysis (1/8 model; participant 4).
Table 1. Computed structural stress concentration

factors acc. to the structural hot-spot stress approach.
Participant
FE mesh
No contact:
1
None (theory)
2
Very fine
(t/10xt/10)
3
Fine (0.4txt/4)
4
Fine (0.4txt/2)
Contact:
1
None (theory)
2
Very fine
(t/10xt/10)
3
Fine (0.4txt/4)
4
Fine (0.4txt/2)
L-2.5 D-2.5 L-7
D-7
1.00
1.04
1.00
1.03
1.00 1.00
0.95 0.98
0.87
1.20
0.95
1.12
0.81 0.90
1.00
0.98
1.00
1.00
1.00 1.00
0.95 0.98
0.99
1.18
1.02
1.12
0.99 1.02
Figure 3. Nominal and structural hot-spot stress in

the lap joint (a) and meshing effects on the extrapolated
structural stress (b, c).
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discussion. Three factors are considered to be

responsible for this:
The 3D model used by participant 4 shows a
slightly uneven stress distribution over the specimen width (60 mm) resulting in a small stress
increase if the max. stress is evaluated.
A further stress increase in the 3D model is
caused by the fact that the element depth is t/2,
whereas no further subdivision is performed
in loading direction. The result is a bi-linear
stress distribution 0.4 t away from the hot spot
(Fig. 3b) yielding a higher extrapolated stress.
This effect, which has been briefly discussed by
Niemi et al. (2006), can be avoided by using only
one element in thickness direction or refining
the mesh in both directions.
The small stresses found by participant 3 in
meshes having an element depth of t/4, seem to
be created by the effect illustrated in Figure 3c.
Particularly at full-load carrying fillet welds, the
force flow creates a zone with reduced stresses in
front of the weld toe which seems to affect the
stress at a distance of 0.4 t particularly in this
type of model. Again, a very coarse or a refined
model seems to be less affected by this. The better alternative would be the through-thickness
linearization in such cases although Table 1 of
the IIW guideline (Niemi et al., 2006) allows
different mesh refinements and extrapolation
strategies.
Finally it should be remarked that the characteristic fatigue strength FAT 90 for partialand full-load carrying fillet welds is slightly
non-conservative with respect to the test results
achieved. One reason is the neglect of angular
misalignment effects on the structural stress which
were found to increase the structural stresses on
average by 16%. This might also affect the other
results described below.
APPLICATION OF THE 1 MM
APPROACH BY XIAO/YAMADA
The structural stress approach of Xiao and

Yamada (2004) applies the stress at a location
1 mm below the weld toe on the anticipated crack
path as the relevant stress parameter for the
fatigue assessment using an S-N curve according
to FAT 100. A finite element analysis is necessary with a mesh having element sizes of 1 mm
or less.
The participants of the round-robin chose
partly 1 mm and partly 0.5 mm for the element size
(Fig. 4). The latter had been found to be advantageous to avoid stress underestimation which was
Figure 4. Finite element model (1/4 model) for the

1 mm stress approach of Xiao/Yamada (participant 1).
factors for x acc. to the 1 mm stress approach by Xiao
and Yamada (2004).
Participant
No contact:
1
2
3
4
Contact:
1
2
3
4
Element size
L-2.5
D-2.5
L-7
D-7
0.5 mm
1.0 mm
1.0 mm
1.0 mm
1.43
1.25
1.19
1.21
1.12
1.08
1.03
1.06
1.30
1.13
1.18
1.17
1.07
1.09
0.5 mm
1.0 mm
1.0 mm
1.0 mm
1.43
1.29
1.41
1.19
1.20
1.04
1.20
1.05
1.20
1.10
1.12
1.13
1.06
1.11
observed in previous analyses with 1 mm element

size (Fricke and Kahl, 2005).
The results are summarized in Table 2, showing a quite large scatter which is due to the different element sizes as well as finite element codes
and element formulations. It can be seen that the
finer mesh with 0.5 mm long elements yields the
highest SCFs which are considered to be more
reliable.
Table 2 gives the directional stress x in longitudinal direction. The max. principal stress 1
might be a more relevant parameter, matching
better the fatigue test results (Feltz and Fricke,
2009). The principal stress is generally larger
than the directional stress particularly in the case
of full-load carrying fillet welds with inclined
force flow.
5
APPLICATION OF THE STRUCTURAL

STRESS APPROACH BY DONG
Dong (2001) proposed a modified structural stress

approach which explicitly takes into account the
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effects of the plate thickness and stress gradient at

the hot spot. For two-sided fillet welds subjected to
symmetrical loading, a bi-linear stress distribution
is assumed, see Figure 5. This considers the local
force flow into load carrying fillet welds by linearizing the stress distribution over half thickness.
Dong proposed also a procedure to derive the
stress distribution at the hot spot from the stresses
acting in a section at a distance apart from the
hot spot, using equilibrium conditions between
the two sections. As the stresses in the distance
are less affected by the stress singularity, the procedure is claimed to be mesh-insensitive.
Two participants applied the approach using
relatively fine meshes. The results are summarized in Table 3. Same results were found by participant 2 setting a distance = 2.4 mm and using
a 1.2 1.2 mm mesh size. It can be seen that the
assumption of a bi-linear stress distribution results
in rather large structural stresses. Some differences
between the results are observed particularly for the
lap joints, the reason of which remains unclear.
It should be noted that the fatigue assessment
is performed with a special stress parameter which
takes into account the stress gradient as well as

the plate thickness. Insofar, the structural stresses
obtained from the analysis cannot directly be compared with the other results.
APPLICATION OF THE MODIFIED

STRUCTURAL STRESS APPROACH
BY POUTIAINEN
The modified through-thickness structural stress

proposed by Poutiainen (2006) takes into account
the local stress increase due to the force transferred
by the weld. Figure 6 shows the tri-linear stress
distribution for a plate with two-side fillet welds.
The weld stress w, which can be calculated from
the forces F1 in the attached plates, determines the
stress increase at the weld toe.
Table 4 summarizes the analysis results of three
participants. The differences are very small. It can
be seen that the small throat thickness increases
considerably the structural stress at the weld toe,
particularly if it is full-load carrying (lap joint). On
the other hand it should be noted that the characteristic fatigue strength is decreased in Poutiainens
approach.
Figure 5. Assumptions in the structural stress approach

after Dong (2001) for the stress analysis at two-sided fillet welds.
Figure 6. Modified through-thickness structural stress

for axial loading according to Poutiainen (2006).

factors acc. to the approach after Dong (2001).

factors acc. to the approach after Poutiainen (2006).
Participant
No contact:
2
3
Contact:
2
3
Element
size
Participant
L-2.5 D-2.5 L-7
Element size
L-2.5
D-2.5
L-7
D-7
1.0 mm
1.0 mm
2.21
2.21
1.64
1.58
1.18
1.18
1.11
1.09
0.5 mm
1.0 mm
1.0 mm
2.20
2.21
2.21
1.62
1.68
1.65
1.18
1.18
1.18
1.11
1.12
1.11
D-7
1.0 mm
1.0 mm
2 mm 2.09
1 mm 2.40
1.56
1.55
1.59 1.43
1.80 1.53
1.0 mm
1.0 mm
2 mm 2.06
1 mm 2.05
1.59
1.59
1.42 1.40
1.44 1.41
No contact:
2
3
Contact:
1
2
3
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APPLICATION OF THE EFFECTIVE

NOTCH STRESS APPROACH
Table 5. Computed notch stress concentration factors

for the weld toe.
The effective notch stress approach, using the elastic stress in the notches rounded by a reference
radius rref = 1 mm, is able to assess both, weld toes
and weld roots (Radaj et al., 2006; Hobbacher,
2009). Weld roots at the end of non-fused plate
surfaces as occurring in the test specimens are usually rounded with a so-called keyhole shape.
Relatively fine-meshed finite element models
have been created for the numerical analyses (Fig. 7)
considering the recommendations by Fricke (2008).
Participant 4 used again a 3D model.
As the throat thicknesses is partly only 2.5 mm
and the rounded keyhole notch reduces the throat
thickness by approx. 0.3 mm when placed at the
end of the slit, two participants (1 and 5) modified the model by shifting the circle in horizontal
and/or vertical direction so that the nominal throat
thickness is maintained. Figure 8 illustrates the
modification made by the participants.
Tables 5 and 6 summarize the results at the weld
toe and weld root, respectively. The SCFs were
computed using the max. principal stress at the
rounded surface, according to Fricke (2008).
Some scatter in the results is observed. For
instance, the models without shifted keyhole notch
Figure 7. Typical mesh (1/4 model) with keyhole notch

and equivalent stresses for the effective notch stress analysis (model D-2.5, n = 200 MPa, participant 3).
Figure 8. Horizontal shift (a, participant 1) and diagonal shift (b, participant 5) of the keyhole notch to maintain the weld throat thickness a.
Participant
No contact:
1
2
3
4
Contact:
1
2
3
5
Element size
L-2.5
D-2.5
L-7
D-7
0.2 mm
0.2 mm
0.05 mm
0.2 mm
8.38
8.23
9.32
6.62
3.54
4.01
3.71
3.69
3.97
3.66
4.17
3.03
2.93
3.09
0.2 mm
0.2 mm
0.05 mm
0.2 mm
6.62
7.42
6.89
7.14
3.77
4.01
3.86
3.97
3.35
3.41
3.24
3.42
2.82
2.84
2.73
2.84

for the weld root.
Participant
No contact:
1
2
3
4
Contact:
1
2
3
5
Element size
L-2.5
D-2.5
L-7
D-7
0.2 mm
0.2 mm
0.05 mm
0.2 mm
7.61
10.38
9.01
10.37
2.59
4.43
2.94
4.55
2.73
4.17
2.87
1.38
2.23
1.40
0.2 mm
0.2 mm
0.05 mm
0.2 mm
8.38
9.28
8.66
7.89
4.04
4.38
4.20
3.90
4.12
4.30
4.05
3.89
2.24
2.36
2.24
2.13
yield larger SCFs at the weld root than those with

shifted circles, see e.g., the results for L-2.5 in Table 6
(contact: participants 2/3 vs. 1/5). Participant 5
found the difference between the non-shifted and
shifted keyhole (Fig. 8b) to be 1218% depending
on the throat thickness and grade of load-carriage.
This explains part of the differences in the tables,
but not all.
According to the results, most specimens should
have failed from the weld root showing the larger
SCF (except for D-7). The reason is the overestimation of notch stresses by the keyhole notch at
the weld root.
Therefore, an additional analysis assuming a
U-notch was performed by participant 3. As the
U-notch creates a wide gap, no contact was assumed.
Figure 8 gives an impression of the mesh.
Table 7 summarizes the results. The U-notch
slightly increases the SCF at the weld toe and considerably decreases it at the weld root. The weld toe
is critical in all cases which might to be expected
also if contact had been assumed. Therefore it can
be concluded that the assumption of the U-notch
is non-conservative as already shown in previous
analyses (Fricke et al. 2009).
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with weld root modeled with keyhole and U-notch (participant 3, no contact).
Stress location Root notch L-2.5 D-2.5 L-7
D-7
Weld toe
Weld toe
Weld root
Weld root
3.09
3.20
1.40
0.71
Keyhole
U-notch
Keyhole
U-notch
9.32
10.07
9.01
6.62
3.71
3.79
2.94
2.07
4.17
4.39
2.87
1.39
Figure 9. Typical mesh (1/4 model) with U-notch

and equivalent stresses (model L-7, n = 200 MPa,
participant 3).
Finite element calculations were performed in a

round-robin within the MARSTRUCT project
aiming at the determination of relevant structural
and notch stresses in load-carrying fillet welds at
lap joints and doubler plates with 12 mm thickness. Both weld toe and weld root cracks are probable, the latter particularly in welds with small weld
throat.
The results obtained by up to five participants
showed some unexpected scatter when applying
the different fatigue approaches. The following
causes were identified and conclusions drawn:
In the structural hot-spot approach, the mesh
refinement solely in thickness direction affects
the structural stress in a distance 0.4 t from the
hot spot and, hence, the extrapolated stress. Two
elements result in increased stresses and four elements in decreased stresses, both particularly
at load-carrying welds. The mesh refinement
should be performed in both directions. Alternatively the through-thickness linearization is
recommended. The fatigue assessment is slightly
non-conservative when FAT 90 is applied, if
misalignments are not taken in due account.
In the 1 mm stress approach by Xiao/Yamada,
the local stress varies if elements with 1 mm
length are chosen. A refined mesh (0.5 mm)
and the evaluation of the principal stress are
recommended to achieve conservative results.

However, this is not clearly specified in Xiao and
Yamada (2004).
The structural stress approaches by Dong and
Poutiainen consider the stress increase due to
load-carrying welds in a simplified way, which
could not be validated by the tests. However, the
results are more on the conservative side.
The effective notch stress approach, which is
able to assess both weld toe and weld root failure, overestimates the local stress at the weld
root when the notch is rounded with a keyhole shape. In addition to the increased stress
concentration factor by the keyhole notch, the
weld throat thickness is slightly reduced which
increases the local stress by 1218% compared
to a shifted notch maintaining the throat thickness. A U-notch is obviously non-conservative
as the weld root stress is smaller than the weld
toe stress even in case of root failure.
In summary, the investigation confirms the
statement of a preceding paper (Feltz and Fricke,
2009) that the fatigue assessment with current
approaches is not satisfactory in joints with nonwelded root faces oriented parallel to the load
direction. Here, the crack propagation approach as
well as the notch stress intensity factor approach
could be more advantageous (Feltz et al., 2010).
ACKNOWLEDGEMENTS
The investigations were performed within the Network of Excellence on Marine Structures MARSTRUCT (http://www.mar.ist.utl.pt/marstruct/),
funded by the European Union through the
Growth programme under contract TNE3-CT2003-506141.
REFERENCES
Dong, P. 2001. A structural stress definition and numerical implementation for fatigue analyses. Int. J. Fatigue,
23:10, 865876.
Feltz, O. & Fricke, W. 2009. Experimental and numerical
fatigue analysis of partial-load and full-load carrying
fillet welds at doubler plates and lap joints. In: Analysis and Design of Marine Structures (Ed. Guedes
Soares & Das), Taylor & Francis, London.
Feltz, O., Fischer, C. & Fricke, W. 2010. Fatigue Assessment of Weld Toe and Root Cracks with the Notch
Stress Intensity Factor and Crack Propagation
Approach. Proc. of 11th Int. Symp. on Practical
Design of Ships & Other Floating Struct., COPPE,
Rio de Janeiro.
Fricke, W. 2008. Guideline for the Fatigue Assessment by
Notch Stress Analysis for Welded Structures. IIW-Doc.
XIII-2240r1-08/XV-1289r1-08, Int. Inst. of Welding.
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Fricke, W., Cui, W., Kierkegaard, H., Kihl, D., Koval, M.,
Mikkola, T., Parmentier, G., Toyosada, M. & Yoon, J.-H.
2002. Comparative Fatigue Strength Assessment of
a Structural Detail in a Containership using Various
Approaches of Classification Societies. Marine Structures 15:113.
Fricke, W. & Kahl, A. 2005. Comparison of different structural stress approaches for fatigue assessment of welded
ship structures. Marine Structures 18:473488.
Fricke, W., Bollero, A., Chirica, I., Garbatov, Y.,
Jancart, F., Kahl, A., Remes, H., Rizzo, C.M., von
Selle, H., Urban, A. & Wei, L. 2007. Round Robin
study on structural hot-spot and effective notch stress
analysis. In: Advancements in Marine Structures
(Ed. C. Guedes Soares & P.K. Das), 169176, Taylor &
Francis, London.
Fricke, W., Paetzold, H. & Zipfel, B. 2009. Fatigue tests
and numerical analyses of a connection of steel sandwich plates. Welding in the World 53, No. 7/8, S.
R151R157.
Fricke, W., Feltz, O., Gritl, D., Romanoff, J., Remes, H.,
Rizzo, C., Risso, G., Codda, M., Casuscelli, F., Garbatov,
Y., Bckstrm, M. & Kukkanen, T. 2010. Round Robin
of Fatigue Analyses (Deliverable D2.4). Report MARD2-4-TUHH-08(1), Network of Excellence on Marine
Structures (MARSTRUCT).
Hobbacher, A. 2007. Recommendations for Fatigue

Design of Welded Joints and Components, Final Draft,
IIW-Doc. XIII-2151r1-07/XV-1254r1-07, Int. Inst. of
Welding.
IACS (2010): Common Structural Rules, http://www.iacs.
org.uk/publications/default.aspx
Niemi, E., Fricke, W. & Maddox, S.J. 2006. Fatigue
Analysis of Welded ComponentsDesigners Guide
to Structural Hot-Spot Approach, Cambridge: Woodhead Publ.
Poutiainen, I. 2006. A modified structural stress method
for fatigue assessment of welded structures. Doctoral
Thesis 251, Lappeenranta University of Technology.
Poutiainen, I. & Marquis, G. 2006. Comparison of local
approaches in fatigue analysis of welded structures.
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Cambridge: Woodhead Publishing (2nd Edition).
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Fatigue estimation of a ship structural detail

S. Giuglea & A. Chirica
Ship Design Group Galati, Romania
I. Chirica & E.F. Beznea

ABSTRACT: A FEM analysis used for fatigue assessment, based on the rules, was done in the paper.
The approach for fatigue assessment in the early design stage has been developed. To overcome the
challenges due to limited information in the early design stage, generic structural elements and predefined
fatigue-critical details were chosen. This allows the development of a common approach for different ship
types, which is also applicable for optimization purpose. The aim of the sensitivity analysis is to study the
effect of the structural scantlings on the structural hotspot stress factor. The analysis is focused on a pillar
and girder connection of the ship hull structure of a Ropax vessel.
1
INTRODUCTION
The fatigue life of a structure under repeated

loading can be divided into the crack initiation life
and the crack propagation life where the initiated
crack grows to a certain point where it affects the
safety of structure.
The surface cracks that initiate and propagate
at the toe of the welding area are affected by the
residual stresses that are created during the welding
process. In this experiment, an effect of these
residual stresses was reflected on the analysis of
the crack propagation, and it was compared with
the actual raw data.
Fatigue is responsible for a large proportion of
cracks occurring in welded ship structural details.
For many years fatigue related failure has become
a major concern in the maintenance of existing
vessels and the design of new vessels.
Ships are usually built to a defined set of
details which are documented by classification
societies, owners (such as navies), or the builders.
Details include stringer and frame intersections,
bulkhead and stiffener connections (watertight
and non-watertight), penetrations, cutouts, etc.
The increasing importance of fatigue strength
for maritime structures has resulted corresponding
research activities and recommendations for design,
fabrication and operation of maritime structures
to counter the increased risks described above.
These worldwide research efforts have produced an
amount of publications that it is impossible to give
a comprehensive overview. The best starting point
for at least extensive literature surveys remains
the proceedings of the ISSC (International Ship
Structure Conference). In reality, fatigue problems

appear after a certain number of load cycles, often
only after months or even years of operation. The
feedback for design is then often slow. Experiments
allow to accelerating the time scale in applying
realistic loads at a much higher frequency and
observing then fatigue problems (after the same
number of load cycles) in much shorter time,
namely hours or days.
Over several decades, test data were accumulated
for many typical ship structures and these data
have been used by classification societies (along
with feedback from fatigue damages on actual
ships) to compile catalogues of stress increasing
factors. These catalogues allow a simple, pragmatic
approach to structural design. The structural
designer can compute nominal stress using long
established and widely available standard tools
for structural analysis. The catalogues then give
a correction for the influence of a discontinuity
(like a weld or a corner) allowing to transform
fatigue strength into a changed upper limit for the
static stresses. The approach is pragmatic, but not
applicable to structures which are not (yet) found
in the catalogues. This poses problems each time
new structural details or new materials are used.
Design of ships is an interactive process, where
major decisions are made in an early design stage
covering for instance main dimensions and general
arrangements. Information of structural details,
which are basic requirements for reliable fatigue
assessment, is available in the following design
stages. This is a significant obstacle for the early
design stage, because the decisions done in this
stage have a strong influence on the fatigue life
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of the hull girder. Structural modifications done

after the early design stage are usually limited
and expensive for production. At present, there
is no common approach for fatigue assessment
which can fulfill requirements of the early fatigue
design.
Traditional dimensioning of ship structures
followed simple semi-empirical formulae giving
directly the thickness of plates of stiffeners or
a required section modulus. Fatigue strength,
however, requires a more detailed stress analysis.
Complex ship structures are increasingly analyzed
using 3D finite elements models. These models
allow a realistic distribution of loads and capture
the interaction between the main structures.
Usually the whole ship hull with its main structures
is modeled using plate elements. Secondary
structures like stiffeners are modeled simplified
using truss elements. The analysis gives global
nominal stress distributions for coarse grids. For
fine grids, effects of effective width and geometry
of the structure are also captured.
Local finite-element models serve to determine
the stress increase due to geometry of the
structure.
Usually plane-strain plate elements suffice to
determine the notch stress at plate edges of holes.
For hot-spot stress at weld toes and plate structures,
either plate elements of volume elements are
employed.
Volume elements require more effort, but consider
the stiffness and load distributing effect of the weld
better. The definition of the hot-spot stress requires
the evaluation of the linear stress component
over the plate thickness. This is automatically
given for plate elements. For volume elements,
an elegant solution is arranging only one element
over the plate thickness. Then intermediate nodes
are necessary at the element edges to capture the
bending properly. Using only 2 integration points
over the thickness yields directly the linear stress
component. This can then be extrapolated to the
plate edge to give the hot-spot stress. The loads for
the local finite-element models come either from
prescribed external stresses or deformations. These
are taken either from a defined initial state or from
a global analysis.
In the paper, an approach for fatigue assessment
in the early design stage has been developed. To
overcome the challenges due to limited information
in the early design stage, generic structural
elements and predefined fatigue-critical details
are applied. This allows the development of a common approach for different ship types, which is
also applicable for optimization purposes.
Based on a scientific and engineering approach
fatigue-critical structural details and important characteristics of the ships are assessed. The scientific
approach is based on damage statistics of fatigue

failures in ship structures, and aims to identify
critical structural details and corresponding loading modes. In the European Project IMPROVE the
review is concentrated especially on tankers, and is
extended to cover Ropax and LNG ships based on
an engineering approach. The engineering approach
is based on pre-existing know-how and knowledge.
The study is focused on special features of different ship types which are further developed in the
Improve project. The main results of this study are
the identification of generic and ship-type-dependent
features in fatigue assessment. This is the basis for
the development of the fatigue approach for early
design stage.
The important calculus is focused on the hotspot and notch stress level, and it is based on the
results of extensive FE-analysis of typical structural
detail, performed as sensitivity analysis.
In general, there are several approaches for
fatigue assessment. The commonly used methods
can be divided into different groups according to
the applied strength parameters and corresponding
response analysis, (DNV 2005). The global
approaches, such as nominal stress approach, are
based on main dimension of the structure. These
approaches are easy to apply, but their practical
applications for complex ship structures are limited.
Therefore, the use of more advance approaches
taking into account local parameters are preferred
and applied (ISSC 2003, IACS 2008a, IACS 2008b).
These methods in ship design are structural hot-spot
stress and notch stress approaches. The fracture
mechanics approaches with J-integral or stress
intensity factors are not commonly used in the
design stage due to the extremely time-consuming
structural analysis.
Weakness of the structural hot-spot stress
and notch stress approaches is that they require
structural analysis in a detailed level. This can be
obtained by applying the finite element method,
which is however time consuming and, thus, not
suitable for the early design stage. At present there
is no common and simplified approach for fatigue
assessment which can fulfill the requirements of
early fatigue design.
Estimating the production cost is a fundamental
part of ship design. Traditionally, shipyards employ
empirical methods to estimate the cost of a new
ship, as ships typically are one-of-a-kind products
and orders are won based on early bids, i.e. naval
architects must estimate costs a priori and within
relatively short time (order of several days). Most
of these traditional cost estimate approaches
are related to the ship weight, which in turn is
estimated based on ship type and main dimensions as well as installed power and equipment
and outfit.
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Design for fatigue leads to much more elaborate

structural design and assembly procedures, requiring grinding welds to reduce notch stresses. The
structural weight is virtually unaffected, but the
construction costs are naturally significantly higher.
Thus a cost estimate following the traditional
approach with traditional empirical coefficients
based on yesterdays practice underestimates costs.
New approaches to cost estimates need to be
developed to reflect modern designfor fatigue,
designforproduction approaches in ship
building. Such approaches are pursued worldwide
at a few places and also subject to a research and
development in the Project FP6 IMPROVE.
The development of the approach for fatigue
assessment requires a balanced approach for load,
response and strength with sufficient accuracy.
However, the approach should overcome the
challenge of limited information of structural
details in the early design stage. Simplification is
also needed to obtain a generic approach, which
is applicable for optimization purposes and can
be linked to the existing design tools. The existing
design tools have suitable databases of general
geometry of structure and load specifications. These
design tools can be also applied to analyze primary
and secondary stresses of hull girder, and they
should be exploited to fatigue analysis. Therefore,
this study is focused especially on the analysis of
local stresses. The main challenges are the transformation of the response from existing design tools
and the calculation of fatigue effective stresses
in critical structural details with sophisticated
assumptions. This requires pre-defined structural
details, which are generic, but however define the
fatigue strength of the hull girder.
Fatigue failures are usually detected in inspections of classification societies. While fatigue
problems are frequent, catastrophes due to fatigue
are quite rare, because micro-cracks take usually
a long time (sometimes months to years) before
progressing to structure failure. They are then
typically detected and rectified at an early stage.
The inspection requires surveyors (representatives
of the classification society inspecting on-board)
to look at the structures up close. This poses
problems in narrow spaces.
Some characteristics affecting the fatigue
strength of the hull girder are strongly depended
on the ship type. The use of the ship is defining
the main dimensions of the ship, shape of the hull
girder, geometry of the main frame and the steel
arrangement. Sailing routes i.e. weather condition
and service speed can be different between different
ships. These differences affect mainly wave and
cargo induced fatigue loading and response of hull
girder in nominal stress level. Structural details
and connections are quite similar between different
Figure 1. Structural model of the pillar and web

connection.
ship types. However, to obtain optimum space for

cargo transporting, special structural elements such
as pillars have been applied in some ship types.
A Ropax transports cars and passengers requiring large open spaces. Large open spaces are
obtained by pillars and large frame structures.
Thus, the general arrangement and geometry of the
main frame results in hull girder deformations. Due
to large openings Ropax ships have a relative low
stiffness and strength against transverse loading,
so called racking. Therefore, the fatigue assessment
of the connections of stiffened plates and longitudinals are not sufficient, and the analysis has to
cover connections of pillars and web frames under
racking (see Fig. 1).
2
STRUCTURAL MODEL
The aim of the sensitivity analysis is to study the

effect of the structural scantlings on the structural
hotspot stress factor. The analysis is focused on the
pillar and girder connections marked by the red
circles in Figure 1. The modeled structure is part
of deck structure of ROPAX ship including pillars,
transverse web frame and longitudinal girder. The
model includes, in the longitudinal direction, the
web frame spacing, and in the transverse direction,
some part of the deck. In the analysis the scantlings
such as thickness of deck plate, pillar, web frame
and girder are varied. However, the topology of
the structure is fixed to simplify the analysis.
Calculus was done with COSMOS/M package
soft. The FEM model has almost 1 million degrees
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of freedom. The mesh was done according to

Bertram & Moctar (2002). The 8 nodes quadrilateral
elements were used. In the interested area, the length
of the elements is 0.5 of the thickness.
The structure is modeled using shell elements.
The element type is parabolic quadrilateral shell
elements. The example of finite mesh at the hotspot area is shown in Figure 3. The deck stiffeners,
i.e. HP profiles, were modeled with L-profiles. The
L-profiles have same cross-sectional area, moment
of inertia and neutral axis position as the HP
profiles.
The displacement restraints are applied to the
selected boundaries of the model (see Fig. 1).
The plane A is clamped and the symmetry
boundary condition is applied to the planes
B and C (Table 1).
To cover different loading cases, which can exist
for this kind of ship structures under racking, FE
analysis is done to the group of load cases instead
of one specified load case. The analyses of all FE
models should include totally nine load cases. Nine
different loading cases are applied for each of the
free boundary of the model, see Figure 2. The load
was modeled so that the loaded boundary remains
Figure 3.
the plane. The forces and moments that are applied

in Figure 2 are unitary.
3
Table 1.
Boundary condition of FE model.

Displacement
Plane
Condition
ux
uy
uz
A
B
C
Clamped
Symmetry
Symmetry
0
0
0
0
0
0
0
0
0
Figure 2.
Load cases for FE models.
FEM model.
NUMERICAL RESULTS
Stress distributions at hotspot areas are determined

according to the paths presented in Figures 4
and 5.
The naval rules give a general background for the
rule requirements for fatigue control of ship structures, and to provide detailed recommendations for
such a control. The aim of the fatigue control is to
ensure that all parts of the hull structure subjected
to fatigue (dynamic) loading have an adequate
fatigue life.
Calculated fatigue lives, calibrated with the
relevant fatigue damage data, may give the basis
for the structural design (steel selection, scantlings
and local details).
Furthermore, they can form the basis for efficient inspection programs during fabrication and
throughout the life of the structure.
To ensure that the structure will fulfil its intended
function, fatigue assessment, supported where
appropriate by a detailed fatigue analysis, should
be carried out for each individual type of structural detail which is subjected to extensive dynamic
loading. It should be noted that every welded joint
and attachment or other form of stress concentration is potentially a source of fatigue cracking and
should be individually considered.
Stress distributions at hotspot areas are determined according to the paths presented in Figure 4.
The naval rules give a general background for the
rule requirements for fatigue control of ship structures, and to provide detailed recommendations for
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Figure 4. Directions for hot spot stress calculus in the

upper part of the connection.
Figure 6.
Figure 5. Directions for hot spot stress calculus in the

lower part of the connection.
FEM model detail of hot spot area.
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Adjoint design sensitivity analysis of crack propagation

using molecular-continuum multiscale approach
Hong-Lae Jang, Min-Geun Kim & Seonho Cho
National Creative Research Initiatives Center for Isogeometric Optimal Design and Department of Naval
Architecture and Ocean Engineering, Seoul National University, Seoul, Korea
ABSTRACT: We have developed a multi-scale design sensitivity analysis method for transient dynamics
using a bridging scale method by a projection operator for scale decomposition. Employing a mass-weighted
projection operator, we can fully decouple the equations of motion into fine and coarse scales using the
orthogonal property of complimentary projector to the mass matrix. Therefore, independent solvers in
response analysis can be utilized for the fine scale analysis of molecular dynamics and the coarse scale
analysis of finite element analysis. To reduce the size of problems and to improve the computational
efficiency, a Generalized Langevin Equation (GLE) is used for a localized Molecular Dynamics (MD)
analysis. Through demonstrative numerical examples, it turns out that the derived sensitivity analysis
method is accurate and efficient compared with finite difference sensitivity.
1
INTRODUCTION
Due to the rapid development of nano-technologies,

the necessity of nano-scale analysis is continuously
increasing. We present a Design Sensitivity
Analysis (DSA) method for multi-scale problems,
combining molecule and continuum scales, based
on bridging scale approach (Wagner, G.J. and
Liu, W.K., 2003) which is a concurrent coupling
method through the GLE at the confined region
of interest. By the decomposition of total solution
into fine and coarse scales using a mass-weighted
projection operator, each scale can be considered independently; fine scale solution can be
obtained by MD simulation and coarse scale
solution by Finite Element Analysis (FEA). To
reduce the computation cost, the fine scale MD
region is confined in a local domain while the
coarse scale FEA in the whole. For a localized
MD simulation, a generalized Langevin equation
is introduced for the reduced MD system and the
GLE force using a time-history kernel is applied at
the boundary atoms in the MD system.
Transient dynamic sensitivity analysis is
carried out for the macro scale performance of
system considering micro scale effects using the
adjoint variable method (Choi, K.K. and Kim,
N.H., 2004). The sensitivity decomposition is also
performed by the same projection operator used
in the response analysis, which gives the sensitivity
equation for fine and coarse scales independently
without any coupling. Since we can use the time
history kernel function that is already computed
in the response analysis, the computation cost of

sensitivity is much less than that of the response
analysis. In this paper, we first decompose the
sensitivity into fine and coarse scales and derive
the design sensitivity expressions for the transient
dynamic problems using the Adjoint Variable
Method (AVM). The accuracy of the derived
analytical shape sensitivity is compared with that
from Finite Difference Method (FDM) and Direct
Differentiation Method (DDM).
2
2.1
BRIDGING SCALE METHOD

Scale decomposition
In the bridging scale method, the total solution z

is decomposed into the fine scale solution w and
coarse scale solution v.
z(X, t) = v(X, t) + w(X, t),
(1)
where X is the undeformed coordinate; and t is time

variable. By the decomposition of total solution
into fine and coarse scale using a mass-weighted
projection operator that possesses the orthogonal property of complimentary projector to mass
matrix, each scale can be written as Eq.(2).
z = Nd + Qq,
(2)
where N is the coarse scale finite element shape

function matrix; d is the coarse scale nodal solution;
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q is the fine scale solution; and Q is complimentary

projection matrix which is expressed as Eq.(3).
Q = I NM1NT MA,
a ( ) = fa ( q a ,v b )
M Aaq
{qa (
(3)
(t )
v a ( )} d
(9)
ext
a (t ),
where MA is mass matrix of atoms; and M is the

coarse scale matrix which is expressed as Eq.(4).
= NT f MD ( Nd + Q q ) + NT f CB (d ),
Md
a a
M = NT MAN.
where the time history kernel function (t) is

obtained by Eq.(11).
(4)
The Lagrangian of multi-scale system is assumed

to be given as Eq.(5).
1
2
L( , )
U (z)
T ext
(5)
where U(z) is interatomic potential and f ext is external

forces. We obtain the decomposed multi-scale
equations of motion by substituting Eqs.(2) into (5).
(6)
},
(7)
where the internal force f(q) can be obtained as

Eq.(8).
f (q) =
2.2
U ( q )
q
(8)
Most of the multi-scale problems are interested in the fine scale effects only on locally confined regions, not the whole domain so that we
introduce the bridging scale approach by reducing
the MD domain to analyze a locally confined fine
scale region in which we are interested as described
in Figure 1.
To prevent fine scale wave reflection on the
MD/FE boundary, a GLE force f imp is introduced.
The multi-scale equations of motion is written as,
{s
bb
M Ab1 Kba .
(11)
DESIGN SENSITIVITY ANALYSIS (DSA)
The first order variation the total solution z can be

expressed as,
z
Qq .
Nd
(12)
We decomposed the total adjoint variable into

fine scale and coarse scale like the total solution
decomposition in the response analysis.
(13)
Aa
Ta (t )
tT
t )d
f MD (
+
+ (t )T NT
(
+ a
G d G
+
,
q a dt q a
b
Fine scale (GLE)
fa ( q a , v b , b )
q a
+ Ta ( )(
Figure 1.
Ab
In this paper, we integrate Eqs.(9) and (10)

concurrently using the velocity Verlet method for
MD and explicit central difference for FE. The
MD simulation is advanced by m steps of size
tm = t/m while the FE simulation is advanced
through a single time step of size t. The more
detailed process can be referred in the reference
(Wagner, G.J. and Liu, W.K., 2003).

Ta
Full Domanin (MD)
We can obtain the multiscale adjoint equations

using the decomposed adjoint variables.
fimp (GLE Force)
Eliminated atoms b
ab
The second term of Eq.(9) which includes the

time history kernel function (t) is called GLE force
and means the impedance force which is equivalent
with the influence of eliminated atom.
Generalized Langevin equation
Interested atoms a
1
L1
2.3 Time integration
M A
q = f(
f ( q ) + f ext ,
= NT f z
Md
( )
(10)
Coarse scale (FE)
Bridging scale method.
a a)
a)
Qa
(14)
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( )T
fa (
+ a a , b)
N
(
+ a a)
C
NT f CB
(d,, )
mA
( )T NT
( )
+ ( )T
+ Ta (
d
a f ( q a ,v
, vb , )
)
N((
v b
tT
Ta ( )(
t
, b))
b)
(Xa )
G d G
+
.
d ddt d
(15)
The adjoint system is a terminal value problem

in transient dynamics. The corresponding terminal
conditions are derived as
Ta (t )MAa
=
t tT
Ta
Aa
t tT
( )T M
t tT
g
q a
g
G
=
+
q a q a t
g
=
d t
(16)
t tT
b1mA0 ,
(20)
In the Figure 2, the red line denotes the initial

crack line. In this model, uniaxial tensions are
imposed on both the top and bottom of the structure with the velocity profile given in the right side
of Figure 2. The analysis results at each time step
are shown in Figure 3 and Figure 4. The contours
in Figure 3 are L-J potential values and the ones in
Figure 4 are y-directional displacement.
Performance measure is the total displacement
on the point XP at each time step. Table 1 shows the
design sensitivity obtained by FDM, DDM AVM,
respectively. Compared with the results of FDM
and DDM, that of AVM is very accurate.
Figure 5 shows the comparison of computational
costs of the FDM, DDM, and AVM. The computation cost for the FDM and DDM linearly increases
as the number of design variables increases.
However, since the AVM needs only one more time
integration for the adjoint equations regardless of
(17)
tT
b2 0 , = b3 0
(18)
FE region
tT
b/2
XP
h/7
Initial crack
h/2
4 / 7b
(19)
h/4
Vmax
MD+FE region
FE region
We can use the same solver as used in the

response analysis since the derived adjoint system
written as Eqs.(14) and (15) has the similar form
as the multiscale equations of motion, Eqs.(9)
and (10). By using the adjoint variables obtained
by the adjoint system and derived terminal conditions, we can calculate the design sensitivity of
multiscale system easily.
4
Figure 2.
t1
tT
Model and prescribed velocity profile.
NUMERICAL EXAMPLES
4.1 Crack propagation problem (1)

A flat plate with initial crack is subjected to the
tensile force shown in Figure 2. We performed
the bridging scale analysis and multiscale design
sensitivity analysis to the model problem. The
MD simulation is performed using in-house code.
To describe the atomic breaking on the crack
tip, we use L-J potential for interatomic force
(Park, H.S., Karpov, E.G., and Liu, W.K. 2005).
To verify the accuracy of design sensitivities,
we take the design parameterization for mass of
atoms mA, energy depth and collision diameter
in L-J potential as
Figure 3.
6500t).
L-J potential value (0t, 2000t, 4000t,
Figure 4.
6500t).
Total y-displacement (0t, 2000t, 4000t,
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Table 1.
Comparison of design sensitivity results.
Time step (t)
4,000
6,500
Table 2.
DV
(a)
DDM(b)
AVM (c)
(c)/(a) * 100
b1
b2
b3
b1
b2
b3
1.676E-06
1.677E-06
7.711E-05
3.978E-06
3.978E-06
4.756E-04
1.676E-06
1.676E-06
7.705E-05
3.978E-06
3.978E-06
4.757E-04
1.698E-06
1.699E-06
7.967E-05
4.102E-06
4.102E-06
5.257E-04
101.32
101.33
103.32
103.13
103.13
110.53
Comparison of design sensitivity results.
Time step (t)
1,200
DV
(a)
AVM
coarse
( b)
(b)/(a) * 100
t2
t3
t4
t5
t6
t7
t8
2.000E-10
2.011E-10
5.769E-10
1.345E-08
2.089E-08
2.086E-08
2.069E-08
2.009E-10
2.011E-10
5.769E-10
1.345E-08
2.089E-08
2.086E-08
2.076E-08
100.43
99.98
100.00
100.00
100.00
100.00
100.35
V
Non-designable
thickness
9
h
20
t8
FE
1
b
2
t7
t6
t5
Xd
t4
t3
Initial crack
t2
Xq
MD+FE
b/8
FE
t1
b/8
Non-designable
thickness
V
Figure 5.
Comparison of computational costs.
the number of design variables, it turns out to be

the most efficient method as the design variables
increase.
4.2
Figure 6. Model and design variables for crack

propagation.
Crack propagation problem (2)
Next we consider the crack propagation problem

with different type of initial crack. The initial
crack lines are at the end of the flat plate shown in
the Figure 6. The same velocity profile and interatomic potential of the previous example is used.
The design variables are the thickness at each
section of the plate and the performance measure
is the y-directional displacement at the point Xd.
Figure 7. Analysis results at terminal time step 2000t;

L-J potential values and y-directional displacement
contour.
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ACKNOWLEDGEMENTS
CONCLUSIONS
A multi-scale DSA method in a bridging scale

approach is developed using the AVM. To avoid any
iterative computations between the scales, we use a
fully decoupled equation for each scale in original
response as well as sensitivity analyses. Through
a GLE, a locally confined MD region instead of
whole MD system is considered for the fine scale
solution whereas a FE analysis for the coarse scale
solution is performed on the whole region. The
efficiency of the developed method is achieved
due to the fully decoupled multi-scale equations
in these scales, which are derived by the use of
identical mass-weighted projection in the response
as well as adjoint analyses. Numerical implementations demonstrate the accuracy of the developed
DSA method for various design variables. The
developed method turns out to work very well
for any design variable in both scales. The developed bridging scale DSA method can be utilized
in industrial problems if it is extended to parallel
computation and additional considerations. Also
realistic simulation of crack propagation problems
should include thermal effects due to the breaking
of an atomic bond. That is a future work for our
research group.
This research was supported by Basic Science

Research Program through the National Research
Foundation of Korea (NRF) funded by the
Ministry of Education, Science and Technology
(Grant Number 2010-18282). The support is gratefully acknowledged.
REFERENCES
Choi, K.K. & Kim, N.H. 2004. Structural Sensitivity
Analysis and Optimization 1: Linear Systems. New York:
Splinger.
Kadowaki, H. & Liu, W.K. 2004. Bridging multi-scale
method for localization problems. Computer Methods in
Applied Mechanics and Engineering. 193: 17331772.
Liu, W.K., Karpov, E.G. & Park, H.S. 2004. An introduction to computational nanomechanics and
materials. Computer Methods in Applied Mechanics
and Engineering. 193: 15291578.
Park, H.S., Karpov, E.G. & Liu, W.K. 2005. The bridging scale for two-dimensional atomistic/continuum
coupling. Philosophical Magazine. 85(1): 79113.
Wagner, G.J. & Liu, W.K. 2003. Coupling of atomistic
and continuum simulations using a bridging scale
decomposition. Journal of Computational Physics.
190: 249274.
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A study of design loads for fatigue strength utilizing direct

calculation under real operational conditions
Masayoshi Oka, Tomoki Takami & Yoshitaka Ogawa
National Maritime Research Institute, Japan
Ken Takagi
The University of Tokyo, Japan
ABSTRACT: In this paper, in order to examine the wave loads for fatigue design, a tank test using
newly designed elastic model was performed, and a further detailed analysis of full scale measurement
on Post-panamax container ship was carried out. It was verified that the actual stress by the full scale
measurement is quite smaller than that by the direct computation, and the difference is mainly caused
by of environmental condition applied to the computation. Moreover, the probability of occurrence of
whipping during long term was estimated. It was found that whipping induced stress cumulates a mount
of fatigue damage, but the probability of occurrence of whipping is small in terms of the subjected ship.
Finally, the further advanced view for the fatigue design is proposed.
INTRODUCTION
In terms of the increasing global demand for

transportation and transport efficiency from the
view point of reduction of GHG in recent years,
a demand for the scaling up of ships have been
growing. Moreover, the adoption of IMO/GBS was
promoted to clarify that the safety level of the hull
structure rules. For further ensuring the structural
safety, total hull steel weight maybe increase, while
in terms of transport efficiency, the steel weight is
demanded to be minimized. Therefore it is expected
a reasonable design to meet these needs.
Due to scaling up of a ship, a risk in relation to
loads, which have not been considered in the conventional design, may arise. It is considered that
investigation of the characteristic of loads for the
large container ships is one of significant subject. In
particular, in terms of container ships, about 350 m
in length have been constructed and delivered, but
technical subjects regarding the characteristic of
loads act on such larger ships are remained.
With regard to large container ships, as a main
characteristic, the hull girder vibration is mentioned. To ensure the structural safety, the effects
of cyclic stress caused by hull girder vibration on
fatigue strength needs to be clarified. The effects
have been studied (Wang, 2009; Drummen, 2006;
Gu, 2002). However, they have not corresponded
with the actual damage on real ships.
In this study, a series of tank test utilizing the
backbone type elastic model was carried out,
in order to realize the phenomena of real ship in

rough seas, and to recognize the characteristic of
wave loads in various operational parameters such
as ship speeds and wave directions.
Further, in order to evaluate the long term
wave loads, the data of the full scale measurement (Okada, 2006) were analyzed and actual
fatigue damage was estimated. In addition, the
direct load and strength calculation using full ship
finite element model was performed for verifying
the fatigue strength. Moreover, the probability
of occurrence of whipping in long term was estimated. As a result, the effect of hull girder vibration and environmental/operational conditions on
long-term fatigue damage was examined.
2
2.1
TANK TEST
Summery of the tank test
Tank test was carried out by means of 12,000TEU

container ship (Oka, 2009). The model is 3 m in
length, 1/117 scaled version of the real ship.
The test was conducted at the Ocean Engineering
tank (40 m 27 m 2 m) of the National Maritime
Research Institute of Japan, which has X-Y carriage
and wave generator. The towing device, which had
been developed with ability for 6 degrees of freedom
of motion, was mounted on X-Y carriage and was
connected at the gravity centre of the model ship.
The course of the model was controlled by PD
control of yaw motion using a torque motor.
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2.2
Similarity law of hull rigidity
VBM on hammerring (Component of 2-node vibration)

Fn = 0.0
2.5
Em
ES I S
Vertical bending moment [kgf-m]
The main purpose of the tank test is an evaluation

of the wave-induced dynamic response. In order to
evaluate the dynamic response adequately, rigidity
of elastic model was determined to be equivalent to
the real ship in accordance with a following equation, which is a function of Froude number.
(1)
: Scale ratio
Em: Young's modulus of elastic model
IBB: Momentum of inertia of elastic model
ES: Young's modulus of hull girder of real ship
IS: Momentum of inertia of real ship
=0.067
Response
a0* exp(- t/ T)
2
1.5
1
0.5
0
-0.5
-1
-1.5
-2
-2.5
t (s)
Figure 2. Example of time history and logarithmic

damping ratio ( = tan) by the hammering test in still
water (Oka, et al., 2009).
2.3 Backbone type elastic model

VBM at SS5.5
Outline of the backbone model.
10
kgf-m
Figure 3. Example of time history of VBM in irregular

wave by the tank test (Fn = 0.219, = 135 deg., Tz/Hs in
real scale = 11.0 s/5.7 m).
Hs=5.7m, T=11.0s
5.0E-05
4.5E-05
4.0E-05
3.5E-05
3.0E-05
2.5E-05
2.0E-05
1.5E-05
1.0E-05
5.0E-06
0.0E+00
RAW
LPF
HPF
Fn=
0.164
Fn=
0.164
Fn=
0.164
Fn=
0.164
Fn=
0.219
Fn=
0.219
Fn=
0.219
=
=
=
=
=
=
=
180deg 150deg 135deg 45deg 180deg 150deg 135deg
Figure 4. Short term damage based on the tank test in

irregular wave.
2.5
Figure 1.
sec
2.4 Elastic vibration in irregular wave

Figure 3 shows an example of time history of Vertical Bending Moment (VBM) measured by the
tank test in irregular wave. The backbone model
has good ability to realize the whipping induced
elastic vibration in rough seas.
4
2
0
-2
-4
-6
Fatigue damage (in 20min.)
In this study, a backbone type elastic model (Oka,

2009) was applied. Backbone model is easy to
adjust their rigidity by choosing the appropriate
shape, size and materials. More notable merits
are that no stress concentration and less creep.
Figure 1 shows the outline of the present backbone model. The model is composed of segmented
ship hulls, which are connected to be continuous
by means of uniform beam backbone.
The hull girder loads at each segmented section
can be obtained by converting measured stress on
backbone. Figure 2 shows an example of the result
of hammering test in still water. It is clarified that
this model is consistent with the real ship in terms
of the natural frequency and structural damping
of 2-node vibration.
Fatigue analysis based on the tank test
Cumulative fatigue damages in short sea state

(short term damage) were estimated based on the
tank test. Figure 4 shows the short term damage in
terms of operational parameters.
Fatigue damage was estimated by using the
vertical bending stress on upper deck at S.S.5.5 in
real ship converted from Vertical Bending Moment
(VBM). In order to evaluate the different components superposed on the response, the stresses with
three different frequencies have been prepared.
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Normalized long-term fatigue damage
The wave height and vertical bending stress

were measured on a post-panamax container-ship
during from 1999 to 2002 (approximately 2 and
half years). The ship navigated between Japan and
Europe through the Suez Canal. The stress was
measured on upper deck at midship. Data were
recorded for 20 minuts in every 2 hours, and 10 Hz
sampling rate. Figure 6 shows an example of time
history including the typical whipping response.
1.2
1.0
LPF(without vibration)
RAW(with vibration)
0.8
0.6
0.4
0.2
0.0
Fn=0.164
Fn=0.219
3.2 Environmental condition
100
vertical bending stress

wave height
80
10
8
60
40
20
0
-20 280
290
300
310
320
0
330-2
-40
-4
-60
-6
-80
-8
-100
Wave height (m)
LPF means the wave component. HPF means

the component of elastic vibrations. Fatigue damages based on each component were evaluated separately. Rain flow method was applied for counting
of stress range. For the S-N curve, the D curve
(IACS Recommendation No. 56) of UK-HSE for
the butt weld joint was applied. The ratio of the
damage estimated by RAW component to that by
LPF component was calculated to check the effect
of hull girder vibration on fatigue damage.
It is found that the short term damage including the effect of hull girder vibration is sensitive to
the ship speed and wave direction (). The speed
reduction and/or course change generate lower
damage. For the rational evaluation of the fatigue
strength, it is necessary to evaluate wave laods taking the real operation in rough seas, speed change
and course change, into account.
Figure 5 shows the long-term fatigue damages
based on the tank test. The IACS Recommendation No.34 was used for the wave scatter diagram.
Short term sea state excluded in the tank test, was
complemented by means of the response amplitude operator measured in the regular wave test.
Under the assumption that the subjected ship is
operated at its service speed during 25 years, which
corresponds to a whole life, long-term fatigue
damage including the hull girder vibration (RAW)
is double of that excluding the vibration (LPF). In
addition, consideration of the speed reduction set
to 3/4 of service speed, that rate reduces to 1.5.
Stress (N/mm2)
RAW: 0.2 40.0 Hz;

LPF (Low Pass Filtered): 0.2 5.0 Hz;
HPF (High Pass Filtered): 5.0 40.0 Hz
In order to verify the effect of the environmental condition on the fatigue strength, the measured wave height was analyzed and compared
with that of ordinary scatter diagrams (Global
wave statistics; Hogben, 1986). Figure 7 shows
the probability of exceedance of encountered
wave height. These distributions are quite different between measured wave and scatter diagrams.
Especially, a significant difference is confirmed
in the low probability of exceedance nearby 102,
and the stress occurring in such frequency level is
-10
Time (sec.}
Figure 6. Example of time history on full scale

measurement.
Long term distribution of wave height

30
Full scale measurement

JPN-EU (GWS)
North Atrantic (GWS)
25
20
Hw (m)
Figure 5. Long-term (= 25 years) fatigue damages based

on the tank test (Oka, 2009).
15
10
5
FULL SCALE MEASUREMENT

0
3.1
Subjected ship and measured data
In order to evaluate the characteristic of the longterm fatigue damage, the data of full scale measurement (Okada, 2006) were analyzed.
-LOG(Q)
Figure 7. Probability of exceedance of encountered

wave height.
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Table 1.
Parameter of distribution and probability of exceedances of encountered wave height.
Meas.**
JPN-EU***
N.A.***
Weibull parameter
Wave height (m)
Shape
Scale
Q* = 102
Q = 104
Q = 108
0.64
0.93
1.14
0.47
1.52
2.51
4.0
7.4
9.4
10.9
13.7
16.4
30.9
26.0
29.2
*Probability of exceedance.
**Full scale measurement.
***Global wave statistics (Hogben, 1986).
Table 2. Long-term fatigue damage based on encountered wave height.
Cumulative fatigue damage
7.00E-04
Normalized long-term
fatigue damage
Full scale measurement
Japan-Europe (GWS)
North Atlantic (GWS)
1
4.6
17.9
6.00E-04
5.00E-04
RAW
LPF
4.00E-04
HPF
3.00E-04
2.00E-04
1.00E-04
dominant to long-term fatigue damage. The differences can be quantitatively confirmed from the
Weibull shape parameter shown in Table 1. Assuming that vertical bending stress and wave height
have linear correlation, the long-term fatigue damage was able to be simply estimated. Table 2 shows
the normalized long-term fatigue damages calculated based on the each wave distributions. It is
found that the long-term fatigue damage based on
the actual wave is much lower than that based on
the scatter diagram, and the effect of the long term
distribution of encountered wave height on fatigue
strength is significant.
3.3
Fatigue analysis based on the full scale

measurement
Cumulative long-term fatigue damage of deck

structure was estimated based on the full scale
measurement. As with the tank test, three kind
of frequency component of stress response have
been prepared taking the natural frequency of the
2-node hull girder vibration of vertical bending
into account.
RAW: 0.01 1.0 Hz;
LPF: 0.01 0.5 Hz;
HPF: 0.5 1.0 Hz
0.00E+00
0
4000
6000
8000
Figure 8. Transition of the cumulative damages based

on the actual stress by the full scale measurement.
Table 3. Fatigue damage extrapolated to 25 years based
on the actual stress by the full scale measurement.
Long-term fatigue damage
DRAW
DLPF
DHPF
0.065
0.030
0.005
damages. Rain flow method and D curve of UK-HSE

are applied. The long-term fatigue damages based
on the actual stress is quite low, even taking the hull
girder vibration into account (DRAW).
4
4.1
Figure 8 shows the cumulative trend of fatigue

damages. Extrapolation to 25 years is necessary
in order to estimate the long-term fatigue damage
because the stress had been recorded in 20 minuts
in every 2 hours and the period two and half years.
Table 3 shows the predicted long-term fatigue
2000
Number of short term measurement
FATIGUE DESIGN ASSESSMENT

Direct calculation
A direct calculation of spectral-based fatigue

analysis (ABS, 2007; DNV, 2008; LRS, 2004) was
performed in order to verify the actual stress and
fatigue strength. As should be noted, the direct calculation which is based on liner theory does not
take the effect of hull girder vibration into account.
The summery of the direct calculation in this study
is shown in following.
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1. External water pressure computed by strip

method. And the pressure acts on the shell plating
of full ship FE model, taking non-liner pressure
on side hull nearby free surface into account.
2. Inertia force induced by the acceleration of the
containers and heavy equipments e.g. engine
acts on inner hull, utilizing a function of MSC/
NASTRAN, Inertia relief, by means of modeling the containers as solid element.
3. Static FE analysis are executed on 12 phases per
one period of encountered regular wave.
4. The Response Amplitude Operators (RAO) of
local stresses are obtained by series calculation
through FEA. Stress amplitudes are obtained
by half of the difference between maximum and
minimum value during one period consisting of
12 phases.
5. Standard deviations (R) of local stresses in
short states are obtained by the wave spectra
and stress RAOs based on liner theory.
6. Long term distribution of local stresses is
obtained by R (Fn, , T) and wave scatter
diagram.
7. Long-term fatigue damage is calculated in
accordance with the Palmgren-Miner cumulative damage rule.
In this study, the operational condition was set
Fn = 0.179, which is 3/4 of service speed, and all
headings on probability of wave directions. Two
parameters Pierson Moskowiz spectrum (IACS
Recommendation No. 34), wave scatter diagram
(Hogben, 1986) and D curve of UK-HSE were
applied.
Figure 9 shows the computed stress comparing
with the actual stress excluding the effect of hull
girder vibration. The actual stress was analyzed
based on the two kinds of peak counting methods;
Zero-cross and Rain-flow. There is not remarkable
difference between these analysis methods.
Deck stress , Single Amp.
Stress (MPa)
180
Measured (LPF ; ZeroCross)
160
Measured (LPF ; Rain Flow)
140
Calc.(GWS/JPN-EU)
Table 4. Long-term fatigue damage by means of direct

calculation and full scale measurement.
Long-term fatigue
damage (25 years)
DSIM (Scatter diagram
JPN-EU route)
DSIM* (considering the
actual wave)
DLPF (full scale measurement)
0.36
0.072
0.030
The actual stress is lower than the simulated stress.

The computation gives much safer estimation.
Figure 9 also shows a result of simulation
applying the actual encountered wave instead of
scatter diagram with dotted line. This enables more
accurate prediction.
4.2 Verification by the actual fatigue damage
The simulated fatigue damage based on the direct
calculation (DSIM) was compared with the actual
fatigue damage. Table 4 shows the result. DSIM were
corrected by the rate of service time (= 0.85 ). DSIM
should compare with DLPF because spectral fatigue
analysis can not be considered the hull girder
vibrations. The large difference between DLPF and
DSIM are confirmed.
Table 4 also shows the long-term fatigue damage
considering the actual wave. The simulated fatigue
damage (DSIM*) is closer to the actual damage (DLPF)
owing to applying the actual wave to the direct calculation. However, substantial amount of alienation between the direct calculation and full scale
measurement remains. It is considered there are
variety of causes, operation in rough seas, property
of wave sensor including the conversion system of
from relative wave height to global wave height,
and tolerance of spectral analysis including loads
and strength computation. In future, in order
to achieve more accurate evaluation of fatigue
strength, it is necessary to solve the level of such
effect more quantitatively.
Calc.(Actual encountered wave)
120
100
80
60
40
5.1
EFFECT OF THE VIBRATION STRESS

ON HULL GIRDER FATIGUE DESIGN
ASSESSMENT
Long-term fatigue damage
20
The effect of hull girder vibration on long-term

fatigue damage (CEL) is simply defined in following equation.
0
0
-logQ
Figure 9. Long-term distribution of computed stress

(without considering hull girder vibration) and actual
stress by the full scale measurement.
CE
EL =
DRAW
DLPF
(2)
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Threshold of peak stress
0
-10
-20
-30
-40
-50
Threshold of peak stress
1.E+00
Probability of exceedance
200
400
600
sec.
800
1000
1200
Sea states
Frequency of whipping in each sea state
1.E-01
LPF
HPF
1.E-03
1.E-04
1.E-05
Frequency
4000 3659
When the peak HPF stress during the encounter

wave period exceeds the threshold value of stress,
1.E-02
HPF
Figure 11. Methodology to distinguish whether or not

each incident wave induce whipping (The threshold of
peak stress is set to 20 N/mm2 of single amplitude).
Probability of occurrence
of whipping during ships life
3000
2000
1000
1253
770
465
267 125
57 51 41 19 20 10 3
10.5
11
8.5
9
9.5
10
7
7.5
8
5
5.5
6
6.5
3
3.5
4
4.5
0.5
1
1.5
2
2.5
0
Hs(m)
Whipping occurance
40
30
Stress_trh=20MPa
20
Stress_trh=30MPa
10
10
10.5
11
7.5
8
8.5
9
9.5
4.5
5
5.5
6
6.5
7
2
2.5
3
3.5
4
0
0.5
1
1.5
In order to evaluate the effect of elastic vibration

on fatigue strength, the probability of occurrence
of whipping during long term is estimated by the
full scale measurement. In this study, in order to
determine whether or not the whipping occurs, the
peak value of high pass filtered stress was utilized.
Maximum or minimum HPF stress during zerocross period of LPF stress is cyclically counted, and
the long term distribution of the slamming induced
and higher component stress is obtained. Here
the zero-cross period of LPF stress are regarded
as encounter wave period. Figure 10 shows the
probability of exceedance of LPF stress and
HPF stress. The HPF stress become larger under
Q = 103. However, for example assuming whipping
over 20 N/mm2 of deck stress single amplitude,
the probability exceedance is about 5 * 105 which
equal about 2,000 times during life (N = 108). It
is assumed that the probability of occurrence of
whipping during a whole life is small.
5.3
Whipping
50
40
30
20
10
Frequency
5.2
Whipping
Vertical bending stress [N/mm2]
The difference between DLPF and DRAW is caused

by the synergistic effect between peak stresses (S)
and number of cyclic stress (N). The peak stress
and cyclic stress are amplified due to hull girder
vibration, whipping and springing. CEL, which
is evaluated based on the full scale measurement,
is approximately two. This is clearly derived by
figure 8 and Table 3. In addition, CEL based on the
tank test using the elastic model is approximately
two. This is also derived by figure 5. From these
result, CEL in terms of the longitudinal strength
member is supposed to be same level.
Hs(m)
Figure 12. Frequency distribution of the sea states

during period of the full scale measurement (upper) and
number of whipping occurrence per sea state (lower).
the incident wave is judged as induced whipping.

Figure 11 shows a case of the threshold is set to
20 N/mm2 in single amplitude. The histogram of
whipping occurrence per sea states is obtained.
Figure 12 shows an example in case of threshold
setting to 20 N/mm2 and 30 N/mm2 in single
amplitude. Any whipping was not occurred in
less than of equal to in 2 m significant wave
height. Moreover, the sea state lower than 2 m
in significant wave height accounts for 95% of
the total number of sea states, as known in upper
graph of figure 12. The sea state whipping occurs
is regarded to be limited.
For the rational assessment of structural reliability, it is important to predict accurately the level
of the vibration stress in such sea state (Ogawa,
2009).
1.E-06
1.E-07
0
10
20
30
40
Stress Amplitude (MPa)
50
60
Figure 10. Probability of exceedance of deck stress

amplitude induced by the wave loads (LPF) and by the
hull girder vibration (HPF).
CONCLUSIONS
The analysis of fatigue strength based on tank test

and full scale measurement were performed. The
conclusions are as follows.
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1. Ships response including hull girder vibration

in rough seas was realized by tank test utilizing
the newly designed backbone typed elastic
model.
2. As a result of the tank test, the effect of
operational parameter such as ship speeds and
wave directions on fatigue strength was indicated
quantitatively. It was confirmed that the
speed reduction and/or course change from head
sea contribute to a decrease in fatigue damage.
3. Long-term fatigue damage based on the analysis
of the full scale measurement is quite small comparing with the direct calculation. That is mainly
caused by the difference of wave condition thanks
to the adequate operation to avoid severe sea.
4. It was indicated that the probability of exceedance
of the slamming induced whipping vibration is
statistically small. For the rational assessment of
structural reliability, it is important to estimate
accurately not only the level of higher component stress but also the probability of occurrence
of the vibration during a whole life.
ACKNOWLEDGEMENTS
The data of full scale measurement were provided
from IHI Marine United Inc. The authors wish to
gratefully acknowledge their confidence.
A part of the present study was supported by a
Grant-in Aid for Scientific Research of the Japan
Society for Promotion of Science (No. 20360400).
Drummen, I., et al 2006. Experimental and full scale

investigation of the importance of fatigue damage due
to wave-induced vibration stress in a container vessel.
Design & Operation of container ships, London, UK.
Gu, X. & Moan, T. 2002. Long-Term Fatigue Damage of
Ship Structure Under Nonlinear Wave Loads. Marine
Technology, Vol. 39, No. 2 April pp. 95104.
Hogben, N., et al 1986. British Maritime Technology
Grobal Wave Statistics, Unwin Brothers Limited,
London.
IACS Recommendation No. 34 Standard wave data.
IACS Recommendation No. 56 Fatigue assessment of
ship structures.
Lloyds Register 2004. Ship Right, Fatigue design assessment, Guidance on direct calculations.
Ogawa, Y., Oka, M. & Takagi, K. 2009. A prediction
method of wave loads in rough seas taking hydroelastic vibration into account. Proc. 4th Int. Conf. Hydroelasticity in Maritime Technology: 373382.
Oka, M., et al 2009. An experimental study on wave loads
of a large container ship and its hydroelastic vibration. Proc. 4th Int. Conf. Hydroelasticity in Maritime
Technology: 183192.
Oka, M., et al 2009. Hull Fatigue Evaluation utilizing
the elastic model test. Conference Proceedings of The
Japan Society of Naval Architects and Ocean Engineers, vol.9E: 1922 in Japanese.
Okada, T., et al 2006. On board measurement of stresses
and deflections of a Post-Panamax containership and
its feedback to rational design. Marine Structures, No.
19 Elsevier Ltd: 141172.
Wang, S., et al 2009. Springing induced fatigue load on
container carriers. Proc. 4th Int. Conf. Hydroelasticity
in Maritime Technology: 111120.
REFERENCES
American Bureau Shipping 2007. Guidance notes on
spectral-based fatigue analysis for vessels.
Det Norske Veritas 2008. Classification notes No. 30.7
Fatigue Assessment of ship structures.
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The estimation of stress range distribution due to wide banded

random loading obtained by rain-flow counting method
J.B. Park, K.S. Kim & J. Choung
Inha University, Incheon, South Korea
ABSTRACT: Structures installed on offshore field continuously experience wide-banded random

loadings such as the combination of long and short period wave loadings, and the interaction between
mooring line/riser tensioning and hull structure motion. Those kinds of loadings usually cause multi-peak
response spectrum which consequently influence the accumulation of fatigue damage. Most combination models to estimate the fatigue damage on the complex loadings have been proposed in the form of
a correction factor that correlates the fatigue damage from narrow-band assumption with the reference
fatigue damage from rain-flow counting method. It is well-known that excellent prediction of the stress
range distribution can lead precise fatigue damage estimation. Therefore, this study will suggest a model
for new stress range distribution based on the rain-flow counting method and fatigue damage calculated
from the new model will be compared with ones from different existing models.
1
INTRODUCTION
The characteristics of loading pattern for offshore

structures, that are to be encountered various
dynamic loadings from swell, wind-driven sea wave
and the interaction between mooring line/riser tensioning and hull structure motion, and high-speed
sea-going vessels, that experience hydro-elastic
behavior by whipping/springing, have a tendency
of two- or multi-peak spectrum and wide band
random loading. These kinds of dynamic random loading can be occurred fatigue damage and
a model to estimate exact fatigue damage for the
wide-banded random loading is necessary. These
kinds of model to predict fatigue damage for
wide-banded loading have been proposed by several researchers and can be classified as two types.
The first is to approximate the rain-flow range
distribution directly such as Zhao-Baker model
and Dirlik (1985) model and the second is to
evaluate a correction factor that correlates the
fatigue damage from narrow-band assumption
with the reference fatigue damage from rain-flow
counting method. There are Wirsching and Light
(1980) model, Tove-Benasciutti (2005) method,
Jiao-Moan (1990) method, Sakai-Okamura (1995)
method and Fu-Cebon method that proposed
a typical model using damage correction factor.
However the latter has less flexibility of the spectrum combination because each spectrum peak is
assumed as a narrow-banded in some cases and it
adopted only one-slope S-N curve. This study aims
an introduction of a new model for approximating

rain-flow range distribution and an associated
fatigue damage equation. Figure 1 shows typical examples of narrow banded and wide banded
process.
Figure 1.
Examples of time series processes.
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TIME DOMAIN EXTRACTION

PROCEDURE OF AN ARBITRARY
SPECTRUM
The criteria were up to 98% for the following

equations:
In order to get rain-flow range distribution reliable time-domain stress data extracted from an
arbi-trary spectrum are needed. Those data can
be obtained by using inverse discrete Fourier
transformation:
N
x(t ) = 2S (
k =1
kt
),
0 = 0 < 1 < < N =
2
2 t
k k k 1
k =
(2)
(3)
k + k +1
2
(4)
Zero Crossing Rate(Time domain)

Zero Crossing Rate(Spectru
tr m)
Pr =
Peak Rate(Time domain)

Peak Rate(Spectrum)
IFr
F =
(1)
where, S(w ) is a spectral density function, N is the

number of frequency division and Wk is random
frequency defined as below.
Zr =
Irregular Factor(Time domain)

Irregular Factor(Spectrum
u )
(9)
(10)
(11)
Based on the criteria, it was decided that the

number of frequency division was 20,000 for model
development.
As seen Figure 2, peak values are more important than response frequency in the fatigue point
of view. Therefore smaller time step should be
required.
From many parametric study of time step, it
was decided that 0.1 second for a spectrum with
maximum 5 rad/sec frequency was sufficient to get
the peak values and Dirlik (1985) mentioned about
this matter that there would be roughly 5 points
k is a random phase angle.

A procedure to be used to get suitable timedomain stress data is similar to one proposed by
Dirlik, that is,
1. Generate time-domain stress data x(t) from
S(w) using equation (1).
2. Repeat step (1) 20 times with new random frequency and phase angle in order to obtain a
sufficient long random data, and call this data
one block.
3. Step (2) is repeated 10 times for a spectrum.
The averaged values of 10 blocks for the number
of zero up-crossings, the number of peaks and
the irregularity factor are compared with ones
obtained from spectral moment equations.
+ =
1
2
4
2
(5)
0 =
1
2
2
0
(6)
IF =
0
2
,
=
+
0 4
(7)
where, + is peak period, 0 is zero up-crossing

period, IF is irregularity factor and m is spectral
moment defined by:
S ( )d
m = 1, 2,...
(8)
Figure 2. Random responses of time domain corresponding with sampling time step.
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Figure 3. Rain-flow counting and stress-strain hysteresis loops in the case when the load represents a repeating
time history.
between successive peaks and troughs yielding a

smooth stress-time history. Regarding the extraction time, 3 hours were taken because the shortterm investigation time of ocean field is 3 hours.
RAIN-FLOW COUNTING METHOD
In order to obtain stress range distribution from

time-domain data, reasonable range counting
method should be required. The most preferred
method is the rain-flow counting method that
has initially been pro-posed by M. Matsuiski and
T. Endo (1968) to count the cycles or the half
cycles of strain-time signals. Counting is carried
out on the basis of the stress-strain behavior of the
material.
Practical definition of the rain-flow cycle counting can be explained according to the ASTM
E1049 Standard Practices for Cycle Counting in
Fatigue Analysis.
In this study rain-flow counting was carried
on the 10 blocks defined in the (2) step of the
procedure.
4
Figure 4. Spectral densities used for simulating

Gaussian random processes.
Spectral densities S(w) having constant, linear,

double symmetric or anti-symmetric parabolic
shape were performed and named from type 1
to type 5 per each spectrum. All spectra have the
same variance, i.e. 0 and the range of 1 and 2
of numerical simulations were from 0.1 to 0.8 and
from 0.2 to 0.9 respectively.
The m is a bandwidth parameter and defined
as below:
m =
NUMERICAL SIMULATIONS
Spectrum examples performed in this study were

used from Tove-Benasciutti (2005) like Figure 4.
m
0 2 m
(12)
Resultant time history and rain-flow range

distribution are shown in Figure 5.
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Figure 6. Half Gaussian and Rayleigh probability

density functions.
THE MOMENTS OF RAIN-FLOW

RANGES (MRR)
The moments of rain-flow range densities are

calculated with standardized variable z = x/2x,
where x is standard deviation and 0 x2 , and
are normalized with the moments of the Rayleigh
PDF as below equation.
M RR ( m ) =
pRR ( z )ddz
ze
z2
2
(13)
( z )dz
Figure 5. Spectral densities used for simulating

Gaussian random processes.
PROBABILITY DENSITY FUNCTIONS
As seen Figure 5, there is a peak in way of zerostress range. In order to approximate this peak distribution a probability density functions having a
finite value at zero-stress range is required. In this
study three probability density functions were
adopted, that is, two Rayleigh PDF (Probability
Density Function) and half Gaussian PDF which
has zero mean and doubled area in the positive
to get unit area like Figure 6, so that it can give
non-zero probability density function around
zero-stress range.
As the exact value of MRR(m) can be taken from

a rain-flow range probability distribution, this can
be approximated with a combination of spectral
moments calculated from the applied spectrum
and utilized to obtain coefficients of rain-flow
range distribution model to be developed.
From parametric study over 260 spectra with
same variance, approximated MRR(m) per each
negative S-N curve slope parameter was obtained.
M RR ( ) 2
(14)
M RR ( ) 0.95
951.95
(15)
M RR ( ) 0.5 0.951.95
(16)
M RR ( ) 0.26
26 0.58 0.89
891.96
(17)
As shown in Figure 7, scatter was increased for

large m and lower values of MRR mean that the
associated spectra are wide-banded and on the
other hand higher MRR values are almost same as
narrow banded spectra.
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JB
M RR ( m ) =
m +1
C1
m + 1
2
2 ( x1 ) 2
x1
m
+ C2 ( x 2 ) 2 1 + 2 + C3 (
( )
C1
m
2
m + 1
2
m
( x1 )
m
1+
2
1 +
m
2
1 +
m
2
m
2
+ C2 (
x2
)m + C 3
(19)
4 equations to be used were made as below.

C1 C2 + C3 = 1
V1C1 x1 + C
(20)
C3 = 2 for m = 1
x2
V2C1 x12 + C
x2
V3C1 x13 + C
x2
(21)
C3 = A fo m = 2
(22)
C3 = B fo m = 3 ,
(23)
where,
Figure 7. Relationship between MRR(m) and multiplication of spectral moments.
DEVELOPMENT OF RAIN-FLOW
RANGE DISTRIBUTION MODEL
The model is composed of one half-Gaussian probability distribution with x1 variance, two Rayleigh
probability distributions with x2 variance and unit
variance as below equation.
JB
pRFC
C1
z2
2
2 2
e x1
2 x1
+ C2
x 22
z2
2
2
C3 ze
z2

2
V1 =
1
(1)
(1.5)
V2 =
1 (1.5)
(2)
V3 =
1
(2)
(2.5)
A = 0.95
951.97
B = 0.54
54 0.931.95
It was assumed V2C1 x12 0 and V3C1 x13 0
because half-Gaussian distribution is dominant in
way of small stress range region, which means it
has a little fatigue damage for higher negative S-N
curve slope.
From parametric study among several spectra it
was founded that x1 can be assumed as 2 to gain
the most reasonable rain-flow range distribution
and also means that second Rayleigh distribution
is determined by the irregularity factor.
Therefore all unknown variable can be calculate. In case that A > B, 2 < B/A and 2 > A +
A2
(18)
where C1,C2,C3 are weighting factors for each

probability distribution.
As there are 5 unknown variables to be
obtained, i.e., C1,C2,C3,x1,x2, 5 relevant equations
are required to make complete rain-flow range
distribution model. To do this, 3 equations were
made from MRR(m), m = 1,2,3 and analytical equation of MRR(m) for pJB
RFC can be calculated as below.
4(A B ) /22 to avoid negative C2,C3, and x1,
C1 1 C2 C3
(24)
C2 =
A B
2 (1 2 )
(25)
C3 =
A
A 2 B
(1 2 )
(26)
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x1
1
( 2 C2 2 C3 )
V1C1
(27)
Otherwise,
C1 1 C3
(28)
C2 = 0
(29)
C3
(30)
x1
1
( 2 B )
V1C1
(31)
This case is occurred when a spectrum have

extremely wide banded.
The damage equation of the developed model
for one-slope S-N curve is
JB
DRFC ( m ) =
Td p
c
C1
m + 1
m
x1 2
m
m
+C2 x 2 m 1 +
2
m
+C3 1 +
THE FITTING RESULTS OF RAIN-FLOW

RANGE DISTRIBUTION
In this chapter the rain-flow range distribution for

the developed model is shown in some cases and
compared with ones from Dirlik model.
From the Figures 8 and 9, it was be verified
that the accumulated distance for each simulated
spectrum between Rain-flow range distribution
and the developed model has around 64% closer
than one between rain-flow range distribution
and Dirlik model and it means that the developed
model has reasonable probability distribution for
the rain-flow range distribution.
(32)
9
In case of two-slope S-N curve, the associated

damage equation is as follows:
where, c, c , m, m is fatigue strength and negative

slope for first and second slope of S-N curve
respectively, Vp is associated peak period and Td
is design life. (;) is complementary Incomplete
Gamma function using the first slope of S-N
curve and (;) is incomplete Gamma function
using the second slope of S-N curve.
THE COMPARISON OF FATIGUE

DAMAGE RESULTS
The damage ratio between the spectra in Figure 4

using the developed model and damage from
2 2 m

0
S0
m m +1
x1
c
2
2
0 x1
C1

m

2
S0
m + 1
+ 2 2 0
x1m
;
c
2
2 2 0 1
2
2 2 m

0
S
m
m
0
x 2 1 + ;

c
2 2 2 0 x 2
JB
DRFC ( m ) = Td p + C2
2
(
2
2
)
S
m
0
0
+
x 2 m 1 + ;

c
2 2 2 0 2
2 2 m
0
m S0
1
+
;
2 2 2 0
+
C
3
m
m S0
+ 2 2 0
1 + ;
c
2 2 2 0
(33)
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Figure 8. Rain-flow range distribution of type 1,

1 = 0.4 and 2 = 0.3 spectrum for Dirlik and JB model
respectively.
Figure 10. Fatigue damage ratio for JB model and

Dirlik model according to Vanmarke parameter.
Figure 9. Rain-flow range distribution of type 5,

1 = 0.9 and 2 = 0.8 spectrum for Dirlik and JB model
respectively.
rain-flow distribution were compared with ones

with Dirlik model as seen Figure 10.
Fatigue damage comparison was carried out
with other existing models using ideal bi-modal
spectrum that was taken from Tove-Benasciutti like
Figure 11 and results are shown in Figures 1216.
Figure 11.
analyses.
Ideal bi-modal spectrum used for fatigue
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Figure 12. Fatigue damage ratio for Wirshing model

according to Vanmarcke parameter.
Figure 14. Fatigue damage ratio for Tovo-Benasciutti

model according to Vanmarcke parameter.
Figure 13. Fatigue damage ratio for Dirlik model

Figure 15. Fatigue damage ratio for Jiao-Moan model

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It is necessary to study that this model can

also give reasonable results for multi-modal spectrum cases.
REFERENCES
Figure 16. Fatigue damage ratio for JB model according to Vanmarcke parameter.
10
CONCLUSIONS
Fatigue damage estimation of offshore structure

and sea-going vessel experiencing wide-banded
random loading is very important.
The purpose of study is to propose new model
predicting rain-flow range distribution and relevant
fatigue damage equation applicable to two-slop
S-N curve as well as one-slope one for the practical
application.
This model was compared with other existing
models in terms of fatigue damage and rain-flow
range distribution and it can be easily verified that
the model gives more reasonable results than other
models.
Benasciutti D & Tovo R, 2005, Spectral methods for

life times prediction under wide band stationary
random processes, Int J of Fatigue, Vol. 27, No. 8,
pp. 867877.
Denis Benasciutti, 2004, Fatigue Analysis of Random
Loadings, PhD Thesis, University of Ferrara.
Dirlik T, 1985, Application of computers in fatigue,
PhD Thesis, University of Warwick.
Jiao G & Moan T, 1990, Probabilistic analysis of fatigue
due to Gaussian load processes, Probabilistic analysis of fatigue due to Gaussian load processes, Vol. 5,
No. 2, pp. 7683.
Matsuishi M & Endo T, 1968, Fatigue of metals subjected to varying stress, Japan Society of Mechanical
Engineers, Fukuoka, Japan.
Miner MA, 1945, Cumulative damage in fatigue,
Journal of Applied Mechanics, Vol. 12, pp. 15964.
Rychlik I, 1987, A new definition of the rainflow cycle
counting method, Int J of Fatigue, Vol. 9, No. 2,
pp. 119121.
Rychlik I, 1993, On the narrow-band approximation
for expected fatigue damage, Prob Eng Mech, Vol. 8,
pp. 14.
Sakai S & Okamura H, 1995, On the distribution of
rainflow range for Gaussian random processes with
bimodal PSD, JSME Int J Ser A, Vol. 38, No. 4,
pp. 440445.
Samuel D Stearns & Ruth A David, Signal Processing Algorithms using Fortran and C, Prentice-Hall
International, Inc.
SECIL ARIDURU, 2004, Fatigue Life Calculation by
Rainflow Cycle Counting Method, Master Degree
Thesis, Middle East Technical University.
Wirsching PH & Light MC, 1980, Fatigue under wide
band random stresses, Proceeding of the ASCE,
Journal of the Structural Division, Vol. 106, No. ST7,
pp. 15931607.
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Three-dimensional fracture mechanics analyses of surface cracks

at welded joints in ship structure
S. Tanaka
Graduate School of Engineering, Hiroshima University, Japan
H. Okada
Faculty of Science and Technology, Tokyo University of Science, Japan
S. Okazawa
Graduate School of Engineering, Hiroshima University, Japan
ABSTRACT: The purpose of the present study is to solve surface crack in welded joint of ship structure.
To know the mechanical properties and the crack growth predictions of the surface crack are very
important from the point of view of fatigue strength evaluation. In this study, shell-solid mixed analysis
using Rigid Body Element 3 (RBE3) in MSC.Nastran and Virtual Crack Closure Method (VCCM) for
quadratic tetrahedral finite elements adopted to evaluate Stress Intensity Factors (SIFs) in the welded
joint of a ship. As a numerical example, the calculation of SIFs to the surface crack in welded joint of
three cargo hold carrier are demonstrated. The accuracy and effectiveness of the proposed method are
discussed.
1
INTRODUCTION
In this study, an effective and accurate mechanical

evaluation approach to the surface cracks in
the structural members of a ship is presented.
Finite Element Analyses (FEA) are often used
in structural analysis of ships. The shell finite
elements are used to model the structures.
The shell element is so-called structural element and the plate thickness is assumed in the
interpolation function. However, it is difficult to
take into account the three-dimensional surface
cracks in the shell element modeling. It is known
that solid elements are needed to solve the threedimensional crack problems with high accuracy.
Many degrees-of-freedoms are needed to analyze
the cracks in very large and very thin ship structural
members. This study presents a highly accurate and
efficient approach to calculate the Stress Intensity
Factors (SIFs) of the three-dimensional surface
crack in ship structural members. The Rigid Body
Element 3 (RBE3) in MSC.Nastran is adopted to
perform the shell-solid mixed analysis. The RBE3
is one of the so-called rigid elements. To effectively
employ the shell-solid mixed analysis to a threedimensional local structure such as welded joint,
the semi-auto shell-solid connecting technique
using the RBE3 was developed. In the shell-solid
mixed analysis, the whole structure of the ship was
modeled by triangular or quadratic shaped shell

elements and the local structure with welding and
the surface crack was modeled by the tetrahedral
solid elements. The geometry of the local structure
was created using commercial 3D-CAD software
and automatic tetrahedral mesh generation was
carried out. The use of the 3D-CAD and the
automatic mesh generation software enhanced the
efficiency of the FEA for the three-dimensional
complex shaped structure. The shell model and the
solid model were joined with the semi-auto RBE3
connecting technique to perform the shell-solid
mixed analysis with high accuracy and efficiency.
In addition, the Virtual Crack Closure-integral
Method (VCCM) for the tetrahedral finite elements
was adopted to calculate the SIFs (Okada et al.
2008). In the VCCM, the SIFs calculated only
the nodal forces and the opening displacements
of the FEA solutions. The use of the tetrahedral
finite elements made it possible to simulate threedimensional crack propagation analysis because
automatic mesh generation software was available.
The automated crack propagation analysis system
has already been proposed using tetrahedral finite
elements and the VCCM (Tokuda et al. 2010).
Although commercial FEA software such as
Abaqus and MSC.Marc can also calculate the SIFs
for the three-dimensional surface crack, it is difficult to model the three-dimensional surface crack in
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the complex shaped structure because hexahedral

elements are needed in the crack modeling and the
SIF calculation. For example, the local structure
model without the crack, and the detailed crack
model were made independently, and were
connected with the GLUE contact option in the
three-dimensional fracture mechanics analysis of
MSC.Marc. They were virtually a manual operation and were also complicated tasks. For the reasons mentioned above, the proposed method has
the potential to solve the three-dimensional surface
crack with high efficiency and high accuracy.
In this paper, the detailed description of the
proposed approach and the three-dimensional
fracture mechanics analysis of a surface crack in
the structural members of a ship are presented
as numerical examples. The effectiveness of the
proposed method is discussed.
SHELL-SOLID MIXED MODELING

USING THE RBE3 CONNECTION
This section presents shell-solid mixed modeling

using RBE3. RBE3 is one of the so-called rigid
elements in MSC.Nastran and constructs the
constraint relationship between the reference nodes
and the slave nodes. The moment and force of the
reference nodes are distributed to the slave nodes.
As a detailed description of the RBE3 is given
in MSC.Nastrans instruction manual, we only
present the application of the RBE3 connection
to the shell-solid mixed analysis for a thin plate
structure such as a ships structural members.
The schematic illustration for the shell-solid
mixed analysis using the RBE3 is shown in
Figure 1. In the shell-solid mixed analysis, the
linear triangle shell elements (CTRIA3) or the
linear quadrilateral shell element (CQUAD4)
are used in the shell model and the quadratic tetrahedral finite elements (CTETRA) are used for solid
modeling in MSC.Nastran. The plate thickness of
the shell model assumes the same thickness as that
of the solid model. In the shell-solid mixed analysis
using RBE3, the shell element nodes correspond
Figure 2. Semi-Auto RBE3 connection for shell-solid

mixed analysis.
to the reference nodes and the solid element nodes

correspond to the slave nodes. In the RBE3 connection, the moment or the force of the shell elements are distributed to the solid nodes in the
shell-solid mixed analysis. The slave nodes within
a radius R from a master node are constructed by
the RBE3 with a linking relationship as shown in
Figure 1. The operation is adopted by all the shell
nodes located between the shell model and the
solid model. In addition, it is possible that the slave
nodes can construct a linking relationship with
some of the master nodes.
It is a very hard task to make the linking
relationship manually for all the shell nodes in
three-dimensional shell-solid mixed modeling
such as welded joints when the commercial FEA
pre-processor is adopted. In this study, we originally developed the semi-auto RBE3 connecting
technique. In this technique, a linking relationship
is made automatically, only selecting the face of
the solid model and the edge of the shell model.
The sample of the shell-solid mixed model and the
semi-auto RBE3 connecting technique is shown in
Figure 2. The three-dimensional shell-solid mixed
model can be generated very much faster than
using the conventional technique.
3
CALCULATION OF STRESS INTENSITY

FACTORS USING THE VCCM
EMPLOYING TETRAHEDRAL
FINITE ELEMENTS
This section presents the calculation of the SIFs

using the VCCM. The illustration for the twodimensional VCCM is shown in Figure 3a. The
SIFs are calculated based on Irwins crack closureintegral (Irwin G. R., 1958) and the equation can
be represented as,
Figure 1. Schematic illustrations for shell-solid mixed
analysis using the RBE3 connection.
0 0
G Total = li
3i (r ) v i (
r )dr
(1)
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K II =
K III =
G IIVCCM
G IIVCCM
G IIIVCCM
G IIIVCCM
E G IIVCCM
(4)
VCCM
2 G III
.
(5)
where is shear modulus. In eq. (3), (4) and (5),

GIVCCM, GIIVCCM and GIIIVCCM are energy release rates
for the mode I, II, and III. In this paper, we use the
technique to calculate the SIFs of the surface crack
in a welded joint structure.
Figure 3. Schematic illustrations for the 2D VCCM

calculation [a) Irwins crack closure-integral, b) FEM
discretization of VCCM calculation].
where vi( r) are the crack opening displacements

for the ith (i = 1, 2, 3) direction and 3i(r) are the
cohesive stresses to close the crack opening displacement vi( r). Rybicki et al. (1977) proposed
the crack closure integral using FEA. For the eightnode finite element analysis shown in Figure 3b,
eq. (1) can be discretized as,
2
G Total
vI PI
0
li
I =1
v1I P1I
0
li
(2)
I =1
where v1I, v3I (I = 1, 2), and P1I, P3I (I = 1, 2) are the

crack opening displacements and nodal forces for
the x1 and x3 directions. The first term on the left
in eq. (2) corresponds to mode I energy release
rate GI and the second term on the right in eq. (2)
corresponds to mode II energy release rate GII. Then,
in the VCCM, it is easy to separate the energy release
rate into several modes of the SIFs, i.e. KI and KII.
Okada et al. (2008) propose the VCCM calculation technique for three-dimensional cracks using
quadratic tetrahedral finite elements. The quadratic
tetrahedral finite element modeling of the complex
shaped crack is relatively easy because automatic
mesh generation software is available. The detailed
descriptions for the VCCM for tetrahedral finite
elements are presented in Okada et al. (2008).
Finally, mode I, II, and III stress intensity factors
KI, KII and KIII are obtained as,
K I = E G IVCCM
(3)
APPLICATION TO A SHIPS
STRUCTURAL MEMBERS
A practical application of the proposed technique

to a three-dimensional surface crack is presented.
The surface crack is located in a cruciform welded
joint in a cargo carrier. In this section, the shellsolid mixed analysis using the semi-auto RBE3
connecting technique is performed on the ships
structure. The SIFs are calculated using the VCCM
for the quadratic tetrahedral finite elements. The
solutions are compared with the SIFs calculated
using the J-integral calculations of MSC.Marc.
Finally, the mechanical evaluations of the surface
crack are performed based on the SIFs.
A three hold shell element model of the
cargo carrier and the cross-section are shown in
Figures 4a and b. The average size of the shell
element in the whole structure is about 800 mm.
The surface crack is assumed at the weld toe of the
cruciform welded joint in the mid-hold. Figure 4c
shows a detailed representation of the cruciform
welded joint. A close-up illustration of the shellsolid modeling region is shown in Figure 4d. The
shell-solid mixed modeling for the three-hold
model is made using the following procedures. The
re-meshing is performed to the cruciform welded
joint using small fine shell elements as shown in
Figure 4c. The mesh sizes are from 5 mm to 20 mm.
The solid model with the surface crack is generated
using the 3D-CAD and the automatic mesh generation is applied using quadratic tetrahedral finite
elements. The shell elements which are located in
the solid modeling region are removed and the solid
model is replaced. The solid model and the three
hold shell model are connected using the semi-auto
RBE3 connecting technique. Though manually
complicated tasks are needed in conventional techniques to make the shell-solid mixed models, the
proposed method can make them in half an hour if
the three hold model is already arranged.
The cross-section of the cruciform welded
joint is shown in Figure 5a. The welded joint is
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Table 1.
Model A
Model B
Total number of nodes and elements.

Nodes
Elements
1,770,837
2,038,356
1,213,832
1,385,521
and Poissons ratio is 0.3. The two loading conditions are assumed.
Case 1 (HC): Head sea, Heavy Ballast Condition
and Hogging Condition (Wave Crest)
Case 2 (HT): Head sea, Heavy Ballast Condition
and Sagging Condition (Wave Trough)
Figure 4. Cargo carrier example [a) Whole structure,

b) Cross-section of the analysis model, c) Local structure,
d) Shell-Solid mixed model].
Figure 5. Schematic illustrations for two-dimensional

VCCM analysis [a) Cross-section of welded joint (full
penetrated weld), b) Local coordinate of crack].
partially penetrated weld. Here, x1, x2 and x3 are

global coordinates. The crack surface and the local
coordinates x1, x2 and x3 are shown in Figure 5b.
The crack has a semi-elliptical shape and the crack
sizes are the same as those used in the previous
section. The width is 2c = 10 mm and the depth is
a = 2 mm (The aspect ratio a/c = 0.4). Two types
of solid model were made. In Figure 5a, one surface crack is located 3 mm from the weld toe
(Model A) and the other surface crack is located
at the weld toe (Model B). Both solid model sizes
are 400 400 400 mm. Total number of nodes
and elements for the Model A and the Model B are
shown in Table 1. Youngs modulus is 206,010 MPa
The deformations of the ship under loading

conditions HC and HT are shown in Figures 6a
and b. Linear elastic analyses are performed on the
shell-solid mixed analysis models and the SIFs are
calculated using the VCCM as a post process.
To verify the proposed method, the SIFs obtained
by the VCCM calculations were compared with the
reference solutions. The reference solutions were
evaluated using the PSCM (Perpendicular Shell
Coupling Method) and the displacement-based
zooming method. The PSCM is a high accuracy
shell-solid mixed analysis technique proposed by
Osawa (Osawa et al. 2007, 2008). In this technique,
the perpendicular shell is placed on the original
shell plane and the perpendicular shell is connected
with hexahedral solid elements. The PSCM model
using linear hexahedral elements for the cruciform
welded joint without a surface crack is shown in
Figure 7a. Very small elements of about 0.5 mm
were used near the welding region. Thirty divisions were performed using the hexahedrons along
the plate thickness direction. The solid model size
was 400 400 400 mm. Total number of nodes
was 1,264,487 and of elements are 1,256,970. The
triangle or the quadrilateral shell elements were
used to model the external region of the PSCM
model. The shell region and the solid region were
connected with the PSCM. The detailed surface
crack model is shown in Figure 7b. The crack
model was independently generated. Linear hexahedral finite elements were also used to make the
detailed crack model. There were 230,481 nodes
and 218,440 elements. In the PSCM model, the
solid elements where the detailed crack model
would be located were removed, and the detailed
model was replaced. In addition, the PSCM model
and the detailed crack model were connected
with the GLUE contact option of MSC.Marc.
The surface region of the PSCM model is shown
in Figure 7c. J-integral calculation was used to
evaluate the SIFs. The comparisons of the SIFs
were only performed for Model A.
The calculation procedures were as follows. Linear
elastic analysis was performed using MSC.Nastran
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Figure 6. Loading Conditions [a) Case 1: Heavy ballast

crest (HC), b) Case 2: Heavy ballast trough (HT)].
Figure 7. Shell-Solid Zooming Analysis using PSCM

method [a) Whole structure, b) Detailed structure,
c) Crack model].
on the three hold shell model as shown in Figure 4a.

The nodal displacements were extracted and the
displacements were added to the PSCM model as
the displacement boundary condition. The zooming analysis was performed and the SIFs were calculated using the J-integral from MSC.Marc.
The SIFs KI, KII and KIII for the VCCM calculations are shown in Figures 8a, b and c. In the
SIFs calculations, the plane strain condition was
assumed over the entire crack front. The SIFs
obtained by the J-integral of MSC.Marc for the
analyses in Model A are also listed in Figures 8a, b
and c. In the graph notations, HC and HT are the
loading conditions.
We now discuss the comparison of the SIFs
solutions. Although there were differences in the
solution processes between the semi-auto RBE3
connecting technique and the PSCM plus zooming
method, the SIFs KI, KII and KIII obtained by the
VCCM were in good agreement with the J-integral
solutions of MSC.Marc. It was established that
the proposed method was effective in solving the
three-dimensional fracture mechanics analyses of
surface cracks in large scale structures of ships.
In Figures 8a, b and c, the SIFs of the loading
condition HT are larger than those of the loading
Figure 8.
Stress Intensity Factors [a) KI, b) KII, c) KIII].
condition HC. The trends were almost the same

for Model A and Model B. It is considered that the
loading condition HT was a more severe situation
than the loading condition HC for the surface
crack in this study. Furthermore, the SIFs KII and
KIII in Model A were small compared with the case
in Model B in both loading conditions. The surface
crack of Model A was almost a pure opening mode
and the surface crack of Model B become mixed
modes. Although the SIF KI of Model A was large
in the deepest region (Eccentric angle = 1) of the
crack, the KI of Model B was large at the edges
(Eccentric angle = 0, = 2). In addition, the KI of
Model B was larger for all angles in both loading
conditions. This explains why the surface crack of
Model B was located in the high stress concentration region at the weld toe. Large SIFs values were
observed in the surface crack of Model B. Finally,
we predicted the crack propagation directions
for the surface cracks of Model A and Model B.
According to the Erdogan-Sih maximum tangential
stress criterion (Erdogan and Sih, 1963), the crack
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REFERENCES
Figure 9. Direction of crack propagation [a) KII > 0,

b) KII < 0].
will be propagated as illustrated in Figure 9a and b.

Here, is crack direction angle. In this study, the
KII for model A is very small and the KII for Model
B is a positive value for all eccentric angles of the
surface crack. It is assumed that the crack of Model
A will propagate in the plate thickness direction and
the surface crack of Model B will propagate at the
bottom of the welding as shown in Figure 9a.
The crack size used in this study is relatively
large compare to actual initial cracks in welded
joints. And, large values of SIFs are also obtained.
My future study, we will consider the crack size
and the loading condition to fit actual situation of
ships.
5
CONCLUSIONS
This paper presented three-dimensional fracture

mechanics analyses using the semi-auto RBE3
and the VCCM for quadratic tetrahedral finite
elements. Three-dimensional surface crack analysis
for a welded joint was demonstrated as a practical
application of the proposed technique. The surface
crack was embedded in a cruciform welded joint
in a cargo carrier. The shell-solid mixed analysis
using the semi-auto RBE3 connecting technique
was performed on the ships structure. The SIFs
were calculated using the VCCM for the quadratic
tetrahedral finite elements. The solutions were
compared with the SIFs calculated by the J-integral
calculations of MSC.Marc. They were in good
agreement with the J-integral solution. Finally, the
mechanical evaluations of the surface crack were
performed based on the SIFs. For the future study,
we propose to carry out three-dimensional crack
propagation analysis using the automated system
(Tokuda et al. 2010).
ACKNOWLEDGEMENTS
We would like to thank Prof. Osawa (Osaka
University) for contributing the sample data of the
PSCM model.
Erdogan F., & Sih G.C. (1963), On the crack extension

in plates under plane loading and transverse shear,
Transactions ASME Ser D, Journal of Basic Engineering,
854, pp. 519527.
Irwin G.R. (1958), Fracture, Handbuch der Physik, 6, 551.
Irwin G.R. (1962), Crack-extension force for a partthrough crack in a plate, Transactions ASME Ser E,
Journal of Applied Mechanics, 29, pp. 651654.
Newman Jr. J.C., & Raju I.S. (1981), An empirical
stress intensity factor equation for the surface crack,
Engineering Fracture Mechanics, Vol. 15, pp.185192.
Okada H., Kawai H., & Araki K. (2008), A virtual crack
closure-integral method (VCCM) to compute the
energy release rates and stress intensity factors based
on quadratic tetrahedral finite elements, Engineering
Fracture Mechanics, 75, pp. 44664485.
Okamura H. (1976), Linear fracture mechanics, Baifukan,
Japan, (in Japanese).
Osawa N., Hashimoto K., Sawamura J., Nakai T., &
Suzuki T. (2007), Study on shell-solid coupling FE
analysis for fatigue assessment of ship structure,
Marine Structures, 20, pp. 143163.
Osawa N., Sawamura J., Suzuki S., Fujiwara T., &
Kuwahara M. (2008), Study on the local stress
evaluation technique for web stiffened cruciform joint
subject to pressure loading, Proc. of the 22th Asian
Technical Exchange and Advisory Meeting on Marine
Structure, pp. 199207.
Rice J.R. (1968), A path independent integral and the
approximate analysis of strain concentration by
notches and cracks, Journal of Applied Mechanics, 35,
pp. 379386.
Rybicki E.F., & Kanninen M.F. (1977), A finite element
calculation of stress intensity factors by a modified
crack closure integral, Engineering Fracture Mechanics,
9, pp. 931938.
Shivakumar K.N., Tan P.W., & Newman Jr. J.C. (1988),
A virtual crack-closure technique for calculating stress
intensity factors for cracked three dimensional bodies,
International Journal of Fracture, 36, pp. R43R50.
Tanaka S., Okada H., & Okazawa S. (2009), Three
dimensional fracture mechanics analysis for welded
joint structures using virtual crack closure-integral
method, The proceedings of the 19th International offshore and polar engineering conference, pp. 415421.
Tanaka S., Okada H., Ogawa S., & Okazawa S. (2010),
Analysis of Three-dimensional Crack in Welded Joint
Structure using Shell-Solid Zooming Method, The
proceedings of the 19th International offshore and polar
engineering conference, pp. 3137.
Tanaka S., Okada H., Okazawa S., Xi Y., & Ohtsuki Y.
Analysis of Three-dimensional Surface Cracks in a
Welded Joint Structure using the Shell-Solid Mixed
Method, International Journal of Offshore and Polar
Engineering (IJOPE), submitted.
Tokuda T., Kawai H., Okada H., & Fukui Y. (2010),
Development of Automated Crack Propagation
Analysis System (1st Report, Outlines of the System
and Finite Element Model Generation), Transactions
JSME Ser A, in print. (in Japanese).
Zienkiewicz O.C., & Taylor R.L. (2000). The finite element
method 5th edition, Butterworth-Heinemann, Vol. 1.
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Collision and impact strength
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Ship hull composite plates analysis under blast loads

I. Chirica, D. Boazu, E.F. Beznea & A. Chirica
ABSTRACT: In this paper the results of the study on the protective capacity of ship hull structures
made of composite materials subjected to an explosion of a spherical charge are presented. The main
application of these structures may be followed by design of ship structures of great importance, which
should also be protected against exceptional loads of this kind. In this study, a nonlinear analysis with the
finite-elements was done. The methodology to apply the blast pressure and the mechanism of the blast
wave in free air is given. The space pressure variation is determined by using Friedlander exponential
decay equation. Various parametric calculus to evaluating the behaviour of the ship structure laminated
plate to blast loading: explosive magnitude, distance from source of explosion, plate thickness.
1
INTRODUCTION
The explosion produced by accidents or intentionally by terrorist attacks within or immediately

nearby ship hull can cause catastrophic damage
on the ship structure and shutting down of critical life safety systems. Loss of life and injuries to
crew and passengers can result from many causes,
including direct blast-effects, structural collapse,
debris impact, fire and smoke. The analysis and
design of structure subjected to blast loads require
a detailed understanding of blast phenomena and
the dynamic response of various structural elements. The most important way to diminish the
injuries due to blast loading is to secure sufficient
stand off distance between the explosion source
and the target structure and reduce the magnitude
of the blast impact wave so that the structure to
be not highly damaged. To achieve these ideas it
is necessary to do various scenarios to evaluating
the behaviour of the ship structure to blast loading (explosive magnitude, distance from source
of explosion, structure scantling etc.). Transient
response of the shells from ship hull structures
to high intensity loads is often investigated in the
context of sonic booms, explosive blasts, and other
shock type pressure loads. Sonic booms and explosions that are initiated sufficiently far from a structure are often idealized as arriving at all points on
the structures surface simultaneously.
The ship hull structures in close proximity to an
explosion experience high intensity-short duration
pressures that vary in time and space.
Most part of the literature available concerning plate response to short-duration, high intensity pressures make this assumption. Experimental
evidence supporting this assumption is provided
in (Librescu & Noisier 1990b). In many of these

works, the time history of the spatially uniform
pressure is described by step-pulse, N-pulse, or
Friedlander equations (Crocker & Hudson 1969).
The response of elastic structures to timedependent external excitations, such as sonic boom
and blast loadings, is a subject of much interest in
the design of marine vehicles (Houlston, Slater,
Pegg, & Des Rochers 1985, Gupta, Gregory &
Bitting 1985). For the case of blast loadings, various analytical expressions have been proposed and
discussed in (FEMA 2003).
The particular equation used for the pressuretime history of the load is often chosen to best
match the particular phenomenon; considered.
The time history of overpressures due to explosions is often represented by the modified Friedlander exponential decay equation (FEMA 2003).
In the references listed thus far, the blast pressures are of arbitrary magnitude and are applied
uniformly across the structure. Methods presented
in (FEMA 2003) use experimental data from
explosive tests to develop expressions for the blast
overpressure as a function of time and distance
from the blast, as well as charge weight and other
important blast parameters. Very few papers make
use of such a realistic blast load. Most of the literature available concerning impulsively loaded
plates considers a linear solution for isotropic
plates. There are also many linear solutions available for impulsively loaded composite plates, and
some of the references listed thus far are of this
type (Crocker & Hudson 1969).
The rapid expansion of the detonation products
creates a shock wave in the surrounding medium,
which for simplicity in this paper is assumed as
being in air. This shock wave in air is known as a
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blast wave. Similar to the detonation wave there is

for practical purposes, a discontinuous increase in
pressure, density, temperature and velocity across a
blast wave. The shock-induced compression of the
ambient air also leads to an increase in temperature
behind the shock front. The pre and post shock
states are described by conservation equations for
mass, momentum and energy, collectively known
as Rankine-Hugoniot Jump equations (Kinney &
Graham 1985, Crocker & Hudson 1969).
Predicting the structural response to such an
explosion requires accurate prediction of the
applied pressures and a solution procedure that is
adequate for such transient phenomena.
The work presented here focuses on the structural response to such close proximity explosions.
In particular, the structures considered include
orthotropic composite and contacting plates subject to mine blasts. Both linear and a nonlinear
solution are developed for these simulations.
2
CHARACTERISTICS OF THE
BLAST WAVE
A huge or close-to-structure explosion will cause

extreme damage of main structural components
and the entire loss of load-carrying capacity of
structural components. Blast resistant design
of ship hull frames generally provides sufficient
toughness of components and structural system
capable of limiting the possibility of hull collapse.
Therefore, simulation of blast loading and estimation of structure behaviour and damage under blast
loading are very important phase of research to
evaluate the resistance and safety of hull structure
against direct and consequential blast damage.
The explosion dissipates energy forming light,
sound, and very dense and high pressure wave with
initial expansion at very high velocities.
Typical explosive detonations in the free field
create a suddenly rising and rapidly decaying pressure to satisfy equilibrium with surrounding water,
or a shock wave with very short duration.
The range in which the risen pressure decays
back to normal pressure is defined as a positive
phase (see Fig. 1). As the wave front expands, a
negative pressure phase occurs when the pressure
is lower than ambient pressure. The negative phase
has a little effect on the response of structures
(Cooper 1996).
Blast wave is reflected and amplified when the
incident pressure wave is transferred through air or
fluid and contact any structure, causing reflected
pressure. The reflected pressure usually varies
through the weight and type of explosive, standoff distance (or distance from the detonation),
and the incident angle of the wave. The reflected
Figure 1.
Typical variation of the blast pressure.
pressure is a blast load on a structure considered in

a design and analysis. In addition, the duration and
amount of amplification of the reflected pressure
can be affected by the shape of target structure or
other objects, such as ground, which can produce
another reflected blast wave.
When a high order explosion is initiated, a
very rapid exothermic chemical reaction occurs.
Since the reaction progresses the solid or liquid
explosive material is converted to very hot, dense,
high-pressure gas. The explosion products initially
expand at very high velocities in an attempt to
reach equilibrium with the surrounding air, causing a shock wave.
A shock wave consists of highly compressed
air, is traveling radially outward from the source
at supersonic velocities. Only one-third of the
chemical energy available in most high explosives is
released in the detonation process. The remaining
two-thirds is released more slowly as the detonation products mix with air and burn. This afterburning process has little effect on the initial blast
wave because it occurs much slower than the original detonation.
However, later stages of the blast wave can
be affected by the afterburning, particular for
explosions in confined spaces. As the shock wave
expands, pressures decrease rapidly (with the cube
of the distance) because of geometric divergence
and the dissipation of energy in heating the air.
Pressures also decay rapidly over time and have
a very brief span of existence, measured typically
in thousandths of a second, or milliseconds. An
explosion can be visualized as a bubble of highly
compressed air that expands until reaching equilibrium with the surrounding air.
Explosive detonations create an incident blast
wave, characterized by an almost instantaneous rise
from atmospheric pressure to a peak overpressure.
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As the shock front expands pressure decays back to

ambient pressure, a negative pressure phase occurs
that is usually longer in duration than the positive
phase as it is shown in the figure 1. The negative
phase is usually less important in a design than the
positive phase (Brode 1955).
When the incident pressure wave impinges on
a structure that is not parallel to the direction of
the waves travel, it is reflected and reinforced, producing what is known as reflected pressure. The
reflected pressure is always greater than the incident
pressure at the same distance from the explosion.
The reflected pressure varies with the angle of incidence of the shock wave. When the shock wave
impinges on a surface that is perpendicular to the
direction it is traveling, the point of impact will
experience the maximum reflected pressure. When
the reflecting surface is parallel to the blast wave,
the minimum reflected pressure or incident pressure will be experienced. In addition to the angle
of incidence, the magnitude of the peak reflected
pressure is dependent on the peak incident pressure, which is a function of the net explosive weight
and distance from the detonation.
Typical reflected pressure coefficients versus
the angle of incidence for different peak incident
pressures are presented in (FEMA 2003). The
reflected pressure coefficient equals to the ratio
of the peak reflected pressure to the peak incident pressure (Cr = Pr/Pi). The figure 1 shows that
reflected pressures for explosive detonations can
be almost 13 times greater than peak incident pressures and, for all explosions, the reflected pressure
coefficients are significantly greater closer to the
explosion.
Impulse is a measure of the energy from an
explosion imparted to a structure. Both the negative and positive phases of the pressure-time waveform contribute to impulse. Figure 1 shows how
impulse and pressure vary over time from a typical
explosive detonation. The magnitude and distribution of blast loads on a structure vary greatly with
several factors:
Explosive properties (type of material, energy
output, and quantity of explosive);
Location of the detonation relative to the
structure;
Reinforcement of the pressure pulse through its
interaction with the ground, water or structure
(reflections).
The reflected pressure and the reflected impulse
are the forces to which the ship structure ultimately
responds. These forces vary in time and space over
the exposed surface of the ship hull structure,
depending on the location of the detonation in
relation to the ship hull. Therefore, when analyzing
a structure for a specific blast event, care should be
taken to identify the worst case explosive detonation location.

In the context of other hazards (e.g., earthquakes, winds, waves or tides), an explosive attack
has the following distinguishing features:
The intensity of the pressures acting on a targeted structure building can be several orders of
magnitude greater than these other hazards. It
is not uncommon for the peak incident pressure
to be in excess of 689475 Pa on a building in an
urban setting for a vehicle weapon parked along
the curb. At these pressure levels, major damages and failure are expected.
Explosive pressures decay extremely rapidly with
distance from the source. Therefore, the damages
on the side of the building facing the explosion
may be significantly more severe than on the
opposite side. As a consequence, direct air-blast
damages tend to cause more localized damage.
In an urban setting, however, reflections off surrounding buildings can increase damages to the
opposite side.
The duration of the event is very short, measured in thousandths of a second, or milliseconds.
This differs from earthquakes, waves or wind
gusts, which are measured in seconds, or sustained wind or waves situations, which may be
measured in hours. Because of this, the mass
of the structure has a strong mitigating effect
on the response because it takes time to mobilize the mass of the structure. By the time the
mass is mobilized, the loading is gone, thus mitigating the response.
The blast wave reaches the peak value in such a
short time that the structure can be assumed to be
loaded instantly. Due to the relative small dimensions of the structure when compared to the blast
and sonic boom wave front, it may also be assumed
that the pressure is uniformly distributed over the
structure.
The first step in blast related research is to predict blast loads on the structure. For the purpose
of blast resistant design, experiment-based direct
load-calculating methods have been mostly used
to describe the blast pressure on a structure. The
variables of a function to represent a blast pressure time history are peak pressure, impulse,
arrival time, and the duration of the pressure.
These parameters are generally determined by
experimental results. Many documents in this field
provide graphical form displaying the values of
the blast wave parameters as a function of scaled
distance after an explosive weight is converted to
TNT equivalent weight (Brode 1955).
A universal normalized description of the blast
effects can be given by scaling distance relative to
(E/P0)1/3 and scaling pressure relative to P0, where
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E is the energy release (kJ) and P0 the ambient

pressure (typically 100 kN/m2). For convenience,
however, it is general practice to express the basic
explosive input or charge weight W as an equivalent mass of TNT.
Much of the published data for blast wave
parameters is presented in terms of scaled distance. At a range of R1 from a reference explosive
mass W1, an over pressure of P will occur, according to cube-root scaling, if the explosive mass is
changed to W2, the same overpressure will occur
at a distance R2
Z=
R1 R2
=
W1 W2
(1)
where R, in meters, is the actual effective distance

from the explosion and W is generally expressed in
kilograms. Scaling laws provide parametric correlations between a particular explosion and a standard charge of the same substance.
Blast wave parameters for conventional high
explosive materials have been the focus of a
number of studies during the 1950s and 1960s.
Estimations of peak overpressure Pso, in kPa, due
to spherical blast based on scaled distance Z were
introduced in (Brode 1955) as:
can be described in terms of the modified Friedlander exponential decay equation as (Baker 1973)
a t
t t
py ( s,zz t ) = pm 1 e p
tp
(3)
where the negative phase of the blast is included. In

Equation (3), pm denotes the peak reflected pressure
in excess of the ambient one; tp denotes the positive
phase duration of the pulse measured from the time
of impact of the structure and a denotes a decay
parameter which has to be adjusted to approximate
the overpressure signature from the blast tests.
As concerns the sonic-boom loading, this can be
modeled as an N-shaped pressure pulse arriving at
a normal incidence. Such a pulse corresponds to
an idealized far field overpressure produced by an
aircraft flying supersonically in the earths atmosphere or by any supersonic projectile rocket or
missile. The overpressure signature of the N-wave
shock pulse can be described by

t
pm 1 for
p ( s, z , t ) = t p
0
fo t 0
0 < t < rtt p

o
(4)
t > rtt p
for Pso > 1000 kPa

Pso = 670/Z3 + 100
for 10 kPa < Pso < 1000 kPa

Pso = 97.5/Z + 145.5/Z2 + 585/Z3 1.9
The shape of blast wave can be represented
by linear decay using an approximate triangular
equivalents or more realistic exponential decay
shown in figure 1 based on Friedlander equation
which intends to agree with experimental values
of blast pressure (Baker 1973). A modified Friedlanders equation is as follows
t T0
T0
t Ta A
p (t ) = pso 1
e
T
NUMERICAL ANALYSIS OF BLAST

LOAD EFFECTS ON THE COMPOSITE
PLATE
Taking into account the time variation of the pressure load in space, a graphical methodology, presented in Figure 2, to describe this action on the
plate is used. As it is shown in the figure 2, some of
the assumptions and parameters involved in blast
loading are presented. Also, a finite element model
of the plate structure is presented.
Once the blast distance h is determined, elements within 45 degrees of the blast normal vector
are divided into groups based upon their average
(2)
where p(t) is blast pressure at time t, pso is peak incident pressure, T0 is positive phase duration, Ta is
arrival time, and A is a decay coefficient.
Peak reflected pressure is given as a function
of variables such as peak incident pressure, angle
of wave incidence to the surface of an object and
shock front velocity etc. Then, reflected impulse
proportional to the calibrated peak reflected pressure and the corresponding duration of reflected
pressure will be determined (FEMA 2003).
In accordance with above mentioned references
the overpressure associated with the blast pulses
Figure 2. Characteristics of blast load pressure on

plate mesh.
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distance to the center node. There is described

the application of a blast load to a finite element
mesh. Only elements within the 45 degrees cone are
loaded. The area within the cone is divided into a
number of rings to determine the pressure acting
on the elements of the mesh.
According to the methods used in this paper an
individual pressure-time history to each element
based on its distance from the blast is assigned.
Each ring from Figure 3 has its own pressure-time
history as it is shown in Figure 4.
The studies are carried out on a square plate
from the side shell placed between two pairs of web
stiffeners, having the dimension axa (a = 500 mm).
So, the plate can be considered as being clamped
on the all sides.
For the studied plate, ten discretization rings
were used to load the panel with the mine blast at
the distance h. Parametric calculus was done for
equivalent TNT mass (W = 0.1 kg, 0.2 kg, 0.5 kg)
placed at the distance h = 0.15 m and h = 0.2 m
from the plate surface.
The spatial distributions and pressure profiles

are illustrated in figure 4 (the ring 1 is the circle
from the middle of the plate). As it is shown in
the figure, the time of arrival is taken the same
for all rings due to the small difference for Ta from
each to other ring, comparing with total time. So,
Ta = 0.01 s and T0 = 0.1 s.
Using the ideal and applied impulse values,
a percent error for the applied impulse can be
determined.
The applied impulse is calculated using the plate
mesh. The area of each of the ring zones is easily
calculated from the formula for the cross sectional
area of a cylinder.
These individual areas are then multiplied by
the corresponding impulse per unit area to obtain
the total applied impulse.
The material is E-glass/polyester having the
symmetric stack. The stack of the shell is according to the topologic code [A/B]3 s.
The layers made of material A, have the thickness of 0.25 mm and characteristics:
Ex = 80 GPa, Ey = 80 GPa, Gxy = 10 GPa, xy = 0.2.
The layers made of material B, have the thickness of 0.1 mm and characteristics:
Ex = 3.4 GPa, Ey = 3.4 GPa, Gxy = 1.3 GPa, xy = 0.3.
Figure 3.
mesh.
Distribution of the blast load on the plate
Due to the double symmetry, one quarter of

plate is studied.
In the non-linear calculus, the material is considered as non-linear one. Tsai-Wu criterion is considered for the limit state. The dynamic calculus is
done by direct integration with Newmark method
( = 0.5; = 0.25).
The calculus was done for 3 groups of values so
for equivalent TNT mass of 0.215 kg, 0.5 kg and
1 kg, h = 0.2 m and for total thickness of the composite plate (2 mm, 4 mm and 6 mm).
The results of the parametric calculus are presented in Figures 512 (time variation of displacement of the central point of the plate, time variation
of the maximum von Mises stress occurred in the
plate sides).
For the case of plate having the thickness of
2 mm, two cases of plate are considered: plate with
damping and plate without damping. For the first
case, damping was considered as
C = 0.1 K + 0.1 M
Figure 4.
Pressure time histories for all rings.
(5)
Time variation of the maximum von Mises

stress obtained in the plate for the case h = 0.2 m
and W = 0.1 kg, t = 2 mm with damping (figure 5)
and without damping (figure 6) are presented. As
it is seen, the maximum stress in the case of damping is 2.5 times bigger than the stress in the case of
the plate without damping.
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In figures 912 the results for other parametric

versions are presented.
In figure 9 is presented the variation maximum
von Mises stress on the sides of the plate, without damping in the case: h = 0.15 m; W = 0.5 kg.
Fails in various layers occurred (so by tension and
compression).
Figure 5. Maximum von Mises stress on the sides of the

plate with damping.

plate without damping.
Figure 7. Variation of the maximum transversal displacement in the case h = 0.2 m.
Variation of the transversal displacement of the

plates central point, without damping is presented
in figure 10.
In figure 11, variation of the transversal displacement of the plates central point, without damping
in the case: h = 0.2 m; W = 1 kg. The calculus is
stopped at time: 0.00012s because in material very
Figure 8. Variation of the maximum transversal

displacement in the case h = 0.15 m.

plate, without damping.
Figure 10. Variation of the transversal displacement of

the plates central point, without damping.
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Figure 11. Variation of the transversal displacement

of the plates central point, without damping (Case:
h = 0.2 m; W = 1 kg).
Figure 12. Variation of the transversal displacement of

the plates central point with damping. (Case: h = 0.2 m;
W = 1 kg).
large displacements occur. Tension and compression fails occur in a lot of elements.
In figure 12, variation of the transversal displacement of the plates central point with damping according to the equation (5), in the case:
h = 0.2 m; W = 1 kg.
4
CONCLUSIONS
The design considerations against extreme events

(bomb blast, high velocity impact) are very
important for high-risks facilities such as navy
and commercial ships. It is recommended that
guidelines on abnormal load cases and provisions
on progressive collapse prevention should be
included in the current ship hull structure design
norms.
Requirements on ductility levels also help
improve the structure performance under severe
load conditions.
Dynamic calculus was done with COSMOS/M

soft package using specific elements SHELL4L.
The blast wave instantaneously increases to a
value of pressure above the ambient atmospheric
pressure. This is referred to as the side-on overpressure that decays as the shock wave expands outward from the explosion source. After a short time,
the pressure behind the front may drop below the
ambient pressure (figure 2). During such a negative phase, a partial vacuum is created and air is
sucked in. This is also accompanied by high suction winds that carry the debris for long distances
away from the explosion source. In the paper this
phase is considered as equal to zero.
The values of the pressure on the plate have
small differences between cases W = 0.1 kg and
W = 0.2 kg. To have a good strength the thickness
of the plate was adapted accordingly.
It is critical for accurate analytical predictions to
obtain pressure maps and time histories for muzzle
blast from a particular blast explosion. This data
should then be fit to the blast pressure model to
obtain duration, delay, and maximum pressure as
a function of location for each exposed element in
a finite element model.
Models should be analyzed using geometric nonlinearity to capture deformation hardening (and
softening) of pressurized skins. Use the minimum
damping necessary to obtain solution convergence.
Use large safety factors (obviously more than
2.0) when sizing structure due to uncertainties
in blast pressure characteristics and structure
dynamic behavior is design requesting.
Structure subjected to blast explosion should
be as compliant as possible while maintaining
structural integrity to minimize transferred loads.
Internal shear joints require special attention to
ensure adequate strength for transferred loads.
According to the analysis, the developed blast
simulation model and optimal design system can
enable the prediction, design and prototyping of
blast-protective composite structures for a wide
range of damage scenarios in various blast events,
ranging from plate damage, localized structural
failure. From the studies, the proposal of a composite structure with special damping system can
help the structure to sustain blast load. The inclusion of a damping material in the composite structure can absorb energy under blast load and help
to reduce the force transmitted to the main structure. Also, the damping material helps to reduce
stress concentration in the plate material.
ACKNOWLEDGEMENTS
(20092011).
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steel columns under blast loading, Structural Engineering and Mechanics, Vol. 31, No. 1, 00 2538, 2009.
Librescu, L. & Noisier, A., Dynamic Response of Anisotropic Composite Panels toTime-Dependent External
Excitations, The 17-th Congress of the International
Council of the AeronauticalSciences, ICAS-90-1.4R,
pp. 21342144, 1990.
Librescu, L. & Noisier, A., Response of Shear Deformable Elastic Laminated Composite Flat Panels to Sonic
Boom and Explosive Blast Loadings, AIAA Journal,
23(2), pp. 345352, 1990.
Longinow, A. & Mniszewski, K.R., Protecting buildings
against vehicle bomb attacks, Practice Periodical, on
Structural Design and Construction, ASCE, New
York, pp. 5154, 1996.
Ngo, T., Mendis, P., Gupta, A. & Ramsay, J., BlastLoading
and Blast Effectson StructuresAn Overview, EJSE
Special Issue: Loading on Structures, pp. 7691, 2007.
Yen, C.F. & Jones, M.L., Composite Material Modeling
for Blast Protection, MSC-TFR-3705/CB02, Countermine Division, Fort Belvoir, VA 22060, 1996.
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An investigation of a Suezmax tanker grounding accident

S. Ehlers
Aalto University, School of Science and Technology, Marine Technology, Espoo, Finland
D. Poli, A. Klanac & M. Schrder

as2con-alveus ltd., Rijeka, Croatia
ABSTRACT: A grounding accident of a Suezmax tanker, built in compliance with IACS Common
Structural Rules (CSR), is presented and analysed from the structural point of view. The analysis focuses
on the simulation of structural deformations caused by the accidental event. The analysis is performed
using the non-linear finite element method. The validation of the simulation results is performed through
the comparison of calculated deformations with those measured on the actual damaged structure
of the vessel. The measurements were performed in the dry dock prior to the steel replacement. Thereby,
the validity of the finite element simulations is secured and the conclusions on the state of deformation
can be made with confidence. Furthermore, critical structural arrangements can be outlined, in order to
contribute to an improvement of the similar new buildings. The validity of the simulation procedure raises
the belief in the analysis of future grounding events.
INTRODUCTION
Quantitative and reliable structural analyses of

grounding accidents have not been done in the past
(see also Pedersen 2010). One reasons for this is the
large number of unknown parameters associated
with the accident, such as missing recordings of
the ships motions and the sea bottom consistency.
Therefore, simplified analytical assessments of the
ship bottom damage are carried out (i.e. Hong
and Amdahl 2008, Pedersen and Zhang 2000 and
Zhang 2002). Furthermore simplified numerical
analyses are compared with experimental results by
Simonsen 1997 and Paik and Seo 2007. However,
these analyses are limited in accuracy and are only
carried out for small ship bottom sections, typically
between two frames. Hence, detailed structural
analysis of different ship bottom structures were
carried out by Naar et al. 2002, however, without
experimental validation. Additionally, the insufficiency of common material and failure models was
presented in a benchmark study with experimental
validation (Ehlers et al. 2008). The primary reason
for this insufficiency was the determination and
implementation of the nonlinear material relation
into the numerical simulation.
However, recent developments of a finite element length-dependent material relation until
failure (Ehlers 2010a and b) may be a good choice
to improve the accuracy of grounding simulations. Furthermore, this element length-dependent
material relation resulted in better convergence and

compliance of simulation results with the experiments than a conventional power law material relation and failure criterion proposed by Germanischer
Lloyd (Zhang et al. 2004). Therefore, this paper
employs the non-linear material relation obtained
by Ehlers (2010a) to analyse the bottom damage
of a Suezmax tanker during a grounding accident.
Additionally, the actual bottom damage will be
measured and presented. Furthermore, the simulation will be compared with the measurements and
critical structural elements will be outlined. The
congruence of the simulation procedure raises the
belief in the analysis of future grounding events.
For the reason of confidentiality exact details
of the vessel, the accident cause and the accident location cannot be presented in this paper.
However, the core parameters relevant for the
simulations and available are presented.
1.1
The Suezmax tanker
The tanker is a Suezmax crude oil tanker delivered

in the year of 2009 and built according to the
IACS Common Structural Rules (CSR). The displacement of the tanker during the accident was
approximately 180.000 ton. The scantling length of
the tanker is 260 m, the moulded breadth is 48 m
and the scantling draught is 17 m. A typical section
of the bilge area found in the affected area of the
tanker is shown as an example in Figure 1.
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Figure 1.
1.2
Typical section of the affected area.
The grounding accident
The grounding accident of the tanker occurred in

a narrow channel passage with zero visibility due
to dense fog. A sketch of the location is shown in
Figure 2. The width of the channel at the accident
location is approximately 300 m. The accidental
manoeuver initiated with a course in close proximity
to a dredger at the port side channel bank. Hence,
the tanker needed to steer to starboard to avoid
a close encounter with the dredger. However, the
strong current against the heading of the tanker
and a significant current increase towards the
starboard channel bank resulted in a high rate of
turn towards the starboard channel bank. Even
with the rudder put hard to port control of the
vessels manoeuvrability could not be gained. As a
result, the tanker hit the starboard side channel
bank. The last reported speed over ground seven
minutes prior to the grounding was 6.5 km. Two
minutes prior to the grounding the engine was
stopped, with no prior speed reduction, and the
grounding resulted in a full stop of the tanker. The
crew described that the tanker hit the channel bank
in a straightforward manor with no noticeable
motions occurring other than the sudden stopping.
The resulting damage of the hull structure concentrated at the bilge area in the forepart of the tanker
between frame 89 and 96, see Figures 3 and 4.
Furthermore, the damage indicates that the channel
bank was very hard and therefore able to bring the
tanker to a full stop with rather localized damage.
Minor damage and some scratches initiated from
the bulb bottom shell plating and extended slightly
after frame 96. Overall, only insignificant fracture
of the shell plating occurred at a single location,
the remaining outer plating stayed.
The resulting structural damage, respectively the
bottom indentation, shown in Figures 3 and 4 is
measured with a digital laser-based ruler prior to
the steel repair work in the dry dock. Thereby, the
perpendicular distance from the dry dock floor to
Figure 2. Location of the grounding accident in a

narrow channel.
Figure 3. Extend of the bottom damage after the

grounding accident.
Figure 4.
damage.
Bilge area damage after the grounding
the deformed bottom shell is obtained in a grid

pattern at each web frame. As a result, the actual
deformation is known between frame 89 and 96 by
comparing the measured points with the original
lines of the tanker (see Fig. 5). A Three Dimensional (3D) presentation of the measured damage
is shown in Figure 6.
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Figure 5.
Intact and damaged lines of the tanker.
Figure 7. Finite element model of the starboard section

of the tanker between frame 88 and 97.
Figure 6.
1.3
3D representation of the measured damage.
Scope of the analysis
The scope of this study is to simulate the tanker

grounding accident numerically in order to reproduce the actual structural damage. Furthermore,
a comparison of the simulated bottom damage with
the deformation measurements will be presented.
Additionally, a visual comparison of the simulated
deformations with a series of photographs taken
during the steel repair will be shown. Therefore,
a quasi-static simulation approach will be presented
utilizing a rigid intender to simulate the bottom
structure. Furthermore, it will be shown that this
assumption of a rigid bottom structure suffices in
this particular case by comparing the theoretically
available kinetic energy with the deformation energy.
Additionally, this study will validate the applicability of the nonlinear material relation according
to Ehlers (2010) for this real accident. As a result,
the structural details are investigated and it will be
verified if the replaced steel was sufficient. Furthermore, possible critical details outside the replaced
steel area will be highlighted for future inspections.
2
THE GROUNDING SIMULATION
The solver LS-DYNA version 971 is used for the

grounding simulations. The CAFE modeller (www.
bvbcafe.com) is used to build the finite element
model of the tanker (see Fig. 7). The model is built
between frame 88 and 97, thus it extends for one
web frame at each end over the primarily damaged
zone. Furthermore, the model includes all primary
stiffeners, brackets and openings. The influence
of welding is however not included in this model.
The boundary conditions are applied at frame 88
Figure 8.
Refined mesh in the grounding area.
and z = 18.2 m and restrict all translational degrees

of freedom. The remaining edges are free. The
structure is modelled using primarily four nodded,
quadrilateral Belytschko-Lin-Tsay shell elements
with 5 integration points through their thickness.
The element size in the grounding area is refined
from 200 200 mm to 40 40 mm resulting in
a model size of 1.65 million shells (see Fig. 8).
Standard LS-DYNA hourglass control is used for
the simulations (see Hallquist 2007).
The grounding simulations are displacementcontrolled. The rigid indenter, simulating the slope
of the channel bank, is moved at a constant velocity
of 10 m/s following the path of the measured deformation (see Figs. 6 and 9). The choice of a rigid
indenter arises from the fact that the actual indentation is localized and that no information on the
true bottom consistency is available. Furthermore,
the applied velocity is reasonably low so as not to
cause inertia effects resulting from the ships masses
(see Konter et al. 2004). The ship motions are not
considered in this analysis, because the crew did not
notice any motions other than the straightforward
hit followed by a full stop. Furthermore, recorded
information about the tankers motions during the
accident is not available. The time-step is controlled by the bar-wave speed and the following length
measure: the maximum of the shortest element side
or the element area divided by the minimum of the
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structure, the structure is assumed to follow the

material behaviour presented by Ehlers (2010b).
This assumption is in line with an earlier validation
presented by Ehlers 2010b for stiffened plates built
from mild steel. Additionally, the material relation
obtained by Ehlers is scaled upwards to account for
the increase in yield strength of the high strength
steel found in the tanker, see Figure 10. The failure
strain is assigned according to the element length
as shown in Figure 11. This assignment is considered valid, because the insignificant fracture did not
occur in the high strength steel.
2.2
Figure 9. Rigid indenter, respectively channel bank
shape, and location prior to the grounding simulation.
longest side or the longest diagonal of the element.

Instabilities for this time-step measure could not be
found. Additionally, the solution is not mass-scaled.
The automatic single surface contact of
LS-DYNAsee Hallquist 2007is used to treat
the contact occurring during the simulation with
an assumed static friction coefficient of 0.3. The
reaction force between the rigid indenter and the
bottom structure is obtained with a contact force
transducer penalty card (see Hallquist 2007).
Integrating the resultant contact force over the
deformation length leads to the energy absorbed by
the tanker structure during the grounding accident.
2.1
Results and discussion
The quasi-static simulation is carried out on a

four core AMD processor with 2.3 GHz at a total
CPU time of 535 hours. The resulting forceand
energy versus damage length curves are shown in
Figure 12. Therein, the higher structural resistance
at the web frames is clearly shown. Furthermore,
the simulated energy absorbed by the structural
deformations reaches 967 MJ, which corresponded well to the available kinetic energy of
the 180.000 ton tanker at 6.5 km. Therefore, the
rigid indenter is a good choice for the presented
grounding simulation, because good agreement
Material and failure modelling
The material relation until failure according to Ehlers

(2010a) is utilized in this simulation, because it represents a consistent link between experimental material behaviour and the numerical implementation.
In other words, Ehlers describes a procedure to
obtain an element length-dependent material relation until failure for mild steel, which is suitable for
the finite element method. The finite element lengthdependency of this material relation is achieved
because the strain reference length is clearly identified on the basis of optical measurements. Hence,
the finite element length has to correspond to this
strain reference, and thereby an element lengthdependent strain and stress relation until failure
is achieved. Furthermore, a constant strain failure
criterion is chosen to delete failing elements and
to simulate rupture even though significant rupture did not occur during the grounding accident.
However, this failure criterion is included in order
to validate the structural deformation and thereby
the failure criterion itself. In other words, failure
should not occur and should therefore not be predicted at a premature stage of deformation. Because
actual material tests are not available for the tanker
Figure 10. Nonlinear material relation for mild and

high strength steel.
Figure 11.
2010b).
Failure strain versus element length (Ehlers
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1200
Available kinetic energy ~1000 MJ

1000
Energy [MJ]
967 MJ
800
Force [kN]/100
600
400
200
0
0
10
15
20
Damage length [m]
25
30
Figure 12. Simulated force versus (--) and energy ()

versus damage length.
Figure 13.
Figure 15. Simulation a) versus photograph b) of

frame 90A.
Simulated damage at the bilge area.
Figure 14. Comparison of the simulated and measured

(black) frame deformations.
Figure 16.
frame 90F.
between the absorbed and available energy is

obtained. Furthermore, the structural deformations (see Figs. 13 and 14) correspond well
to the measured actual damage, and failure of
the material is not predicted by the employed
constant strain failure criterion (see Fig. 11).
The strain range in Figure 13 has been scaled to
the critical value for the 40 mm element length.
Furthermore, the qualitative comparison of the
simulated deformation shape and the photographs
taken during the steel replacement are in very
good correspondence, see Figures 15, 16 and 17.
Therein, it can be seen that the web frame deformations and the buckling of individual stiffeners is
captured accurately. Furthermore, Figure 18 shows
the undamaged and unrepaired structure without
plastic deformations; the strain range is scaled
to 0.05. Additionally, the replaced steel section
presented in Figure 19 includes all deformations.
The replaced steel concerned the shell plating and
Figure 17. Simulation a) versus photograph b) of

frame 89.
Simulation a) versus photograph b) of
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Figure 18.
Unrepaired structure with no signs of damage.
the material relation until failure for full scale

grounding accidents. Failure itself is not predicted
prematurely, however whether or not rupture
propagation would be predicted accurately with
the current method remains in question due to the
absence of significant rupture. However, the general
applicability of the presented procedure, to assess
the bottom damage during a grounding accident,
can be stated. A general procedure for various and
usually unknown sea bottom consistency remains
for future work. However, for the presented tanker
grounding accident it can be concluded that the
steel replacement was done sufficiently and all critical and deformed structural members are replaced.
Figure 19.
Replaced structure including the damage.
REFERENCES
Figure 20. Internal deformations and critical area at the

hopper tank at frame 95.
side shell longitudinal stiffeners, the longitudinal

bottom side girder, the web frames, other longitudinals and the remaining internal structures shown
in Figure 19. Furthermore, the numerical simulation resulted in one critical area at the inside of
the tank shown in Figure 20 at the hopper plating
around frame 95. This area appears to be prone to
damage due to the transition of the tank top into
the hopper plating and the change in slope in longitudinal direction of the hopper plating. Therefore,
the only improvement to be suggested for future
vessels is to stiffen such areas internally to avoid
rupture and thereby possible leakage of the cargo
into the ballast tanks. In the present case, this area
is repaired with an 800 800 mm inset.
3
A grounding simulation procedure on the basis

of bottom damage measurements was shown and
good agreement of the results in terms of absorbed
energy, deformation shape and replaced steel area
are achieved. Furthermore, this good correspondence of the results validates the applicability of
Ehlers, S., Broekhuijsen, J., Alsos, H.S., Biehl, F., &

Tabri, K. 2008. Simulating the collision response of
ship side structures: A failure criteria benchmark
study. Int Ship Progress; 55; 127144.
Ehlers, S. 2009a. Strain and stress relation until fracture
for finite element simulations of a thin circular plate.
Thin-Walled Structures; 48 (1); 18.
Ehlers, S. 2009b. A procedure to optimize ship side structures for crashworthiness. Journal of Engineering for
the Maritime Environment; 224; 112.
Hallquist, J.O. 2007. LS-DYNA. Keyword Users Manual,
Version 971. Livermore: Livermore Software Technology
Corporation.
Hong, L., & Amdahl, J. 2008. Crushing resistance of
web girders in ship collision and grounding. Marine
Structures; 21; 374401.
Konter, A., Broekhuijsen, J., & Vredeveldt, A. 2004.
A quantitative assessment of the factors contributing to the accuracy of ship collision predictions with
the finite element method. In Proceedings of the Third
International Conference on Collision and Grounding
of Ships; 1726.
Naar, H., Kujala, P., Simonsen, B.C., & Ludolphy, H.
2002. Comparison of the crashworthiness of various
bottom and side structures. Marine Structures; 15;
443460.
Paik, J.K., & Seo, J.K. 2007. A method for progressive
structural crashworthiness analysis under collisions
and grounding. Thin-Walled Structures; 45; 1523.
Pedersen, P.T., & Zhang, S. 2000. Effect of ship structure
and size on grounding and collision damage distributions. Ocean Engineering; 27; 11611179.
Pedersen, P.T. 2010. Review and application of ship collision and grounding analysis procedures. Marine
Structures; 23; 241262.
Simonsen, B.C. 1997. Ship Grounding on RockII.
Validation and Application. Marine Structures; 10;
563584.
Zhang, L., Egge, E.D., & Bruhms, H. 2004. Approval
procedure concept for alternative arrangements.
In Proceedings of the Third International Conference
on Collision and Grounding of Ships; 8797.
Zhang, S. 2002. Plate tearing and bottom damage in ship
Grounding. Marine Structures; 15; 101117.
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Research on anti-collision capability for double-hull design

for the column of semi-submersible by numerical simulation
Zhiqiang Hu, Gang Chen & Jianmin Yang
State Key Lab of Ocean Engineering, Shanghai Jiao Tong University, Shanghai, China
ABSTRACT: Most of the present semi-submersibles adopt single hull design for their columns.
The anti-collision capability of the single hull column could fail to prevent the water pouring into the
column in case of the collision accident. A double-hull design concept is proposed in the paper. The ring
frame, the inner shell and the outer shell create an integrated system to undertake the collision. Three sets
of finite element models are built. The nonlinear numerical simulation code, MSC.Dytran, is employed
to do the simulation. Three collision scenarios are defined. The structural damages, the curves of
relationship between collision force vs. penetration, and the curves of energy dissipation are obtained, to
evaluate the anti-collision characteristics for the different column design and different collision scenarios.
Consequently, comparisons are made, to evaluate the improvement of the anti-collision characteristic for
the double-hull design, and some suggestions are also provided.
1
INTRODUCTION
Offshore oil fields are increasing their territory

from the sea area close to the shore, to the sea
area far away from the shore. Many deepwater
floating offshore units are under construction now
or planned in the future, and they are going to
occupy and control more space in the sea surface.
While, at the same time, with the augmentation
of international trading and shipping, ship speed
and the total amount of ships sailing in the sea
are also increasing. Both of the ships and offshore units ask for more space in the sea surface.
It seems that collision between the ships and offshore units is inevitable, although such kind of
accident seldom happened. However, the accident
of Deepwater Horizontal semi-submersible in
Gulf of Mexico informed everyone that the failure
of offshore unit can cause disaster, not only to
lives and properties, but also to the environment,
although the possibility of such kind of accident
has always being regarded as very small. Since the
public is becoming less tolerant towards environmental spoiling, the offshore units are obliged to
ask for a stricter requirement to protect themselves in the accidents. An example of such an
accidental event is the collision between the vessel
Far Symphony and the drilling platform West
Venture in 2004 (Pettersen and Soegaard, 2005).
Therefore, a new kind of structural design is proposed in the paper, on purpose of increasing the
anti-collision capability of the semi-submersible
column in case of serious collision accident.
The new structural design concept is a double

hull design for semis column, for the column has a
possibility of being struck by the passing merchant
vessels in the accident. Some investigations on
the anti-collision capability and the strength
assessment of the semi-submersible have been
executed. Hu (2009) assessed the global strength
of the semi-submersible after the column is struck
by a passing vessel or a drifting object in severe sea
condition. Hu (2010) also made a research on the
collision scenario characteristics for the moored
semi-submersible. The assessment of the anticollision capability is of crucial importance, and
numerical simulation technique is always used in
the research to do the assessment.
Numerical simulation technique is the method
that has been widely used. Compared with other
method such as model test, numerical simulation
has the advantage of low-cost, repeatable analysis,
and a relatively short analyzing period. It has been
widely used to analyze the structural performance in ship collision and grounding. Zhang and
Suzuki (2006) analyzed the selected parameters
of grounding test with LS_DYNA code. Paik
(2007) developed a practical useful technique of
nonlinear finite element method for the simulation of ship structure in collision and grounding.
Zhang (1999) used numerical simulation method
to verify his simplified analytical method for prediction of ship collision force. Simonsen (1997)
verified a simplified grounding damage prediction method with numerical simulation code
LS_DYNA. The numerical simulation method
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has also been used in buffer bow design. Kitamura

(2002), Endo (2008), and Yamada (2008) made a
series of buffer bow design and study by numerical
simulation methods. Therefore, the anti-collision
capability is assessed by the numerical simulation
method in the research.
The semi-submersible, the double hull design
for the semi column, and the striking vessel are
introduced in the paper. Three collision scenarios
are designed, which are head on collisions on the
column from the longitudinal direction, from lateral
direction and from the oblique direction. Finite
element models of the whole semi-submersible,
of a single column for both original hull design
and double hull design, and of the striking vessel
are presented. Simulation cases are determined,
and the aim of each simulation is described.
The analysis consists of two steps. The first step
is the analysis for comparing the simulation results
between the whole vessel collision and the single
column collision with original design, on purpose
of proving the single column collision analysis
can be used to do the assessment. Hence, the anticollision capability of the new design is assessed by
the simulations with only column model, which can
save simulation cost greatly. Therefore, the second
step of the analysis is the assessment of the anticollision capability of the double hull design, with
the comparison between simulation results of the
column with original hull design and double hull
design. Consequently, the anti-collision capability
of the double hull design is summarized.
The purpose of the work presented in this
paper is to propose a new method to raise the anticollision capability for semi-submersibles column.
Although the double hull design may bring
inconvenience for some other aspects, they are not
considered in this paper.
deck
Outer
shell
Ring
frame
Original design
Figure 1.
column.
DOUBLE HULL DESIGN AND THE

FATAL MOMENT CONCEPTS
The double hull design concept takes advantage of

the free end of the ring frame, which provides a
support of the inner shell. In the original design,
one end of the ring frame is connected with outer
shell, and the other end is free. In the double hull
design, an inner shell is designed in the column and
connected to the other end of ring frame. The inner
shell is designed between the two decks in vertical
direction, and parallel to the outer shell. The inner
shell, the ring frame and the outer shell build an
integrated protection system, which can increase
the anti-collision capability. In the original design,
the free end of the ring frame always deform without constrain. In the double hull design, the ring
frame will deform with restriction. Besides, the
Double hull design
Double hull design of the semi-submersibles
integrated protection system also creates many

separated cabins, which can operate as water tight
holds and slow down the water ingress speed in the
column in case of collision accident. The double
hull design of the column is shown in Figure 1.
Among all of the failures of the column structural
components, the failure leads to ingress of sea water
into the column is of crucial importance, for it will
reduce the platforms buoyance and also do harm to
the balance seriously within a short time. Therefore,
a new concept, named as fatal moment, is proposed.
It means the instantaneous moment when the sea
water ingress freely. In the original design, the fatal
moment is the time when the outer shell ruptures.
In the double hull design, the fatal moment is the
time when the inner shell ruptures. The sea water
can be prevented in the watertight cabins if only
the outer shell ruptures and the inner shell is still
intact. Following assessments will be made for the
structural deformation at the fatal moment.
3
Inner
shell
SCANTLING OF THE SEMISUBMERSIBLE AND THE STRIKING

VESSEL
A semi-submersible is chosen as the struck object,

a containership is chosen as the striking vessel and
their scantling data is listed in Table 1 and Table 2,
respectively.
4
FINITE ELEMENT MODELS
Three sets of finite element models are made,

which are:
Set1, whole semi-submersible and whole striking
vessel
Set2, a single hull column and a rigid striking bow
Set3, a double hull column and a rigid striking bow
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Table 1.
Scantling data of semi-submersible.
Scantling data
Unit
Prototype data
Length
Width
Column height
Column width
Draft
Displacement
m
m
m
m
m
ton
114.07
78.68
17.385
15.86
19.0
51751.3
Table 2.
Figure 3. Finite element models set2, single hull column

with original design and the striking bow.
Scantling data of striking vessel.
Scantling data
Unit
Prototype data
Length
Displacement
Draft
m
ton
m
201
36198.9
12
Figure 4. Finite element model set3, double hull column

and the striking bow (the outer shell of column is erased
to show the inner shell).
Figure 2. Finite element models set1, whole semisubmersible and whole striking vessel.
Structural collision simulations are performed

using the commercial code MSC.DYTRAN 2005.
PATRAN version 2005r3 is used to build the finite
element mode. In set1, both the semi-submersible
and the striking vessel are all built, see Figure 2.
The finite element model consists of fine mesh part
and coarse mesh part. The fine mesh part consists
of a semi column and the bow of the striking vessel.
The rest is defined as coarse mesh part, and the fine
mesh changes to coarse mesh gradually. The structure is modeled using four nodded, quadrilateral
Belytschko-Tsay (PSHELL1) shell elements for the
finite element models. There are 319248 elements for
the semi-submersible and 261258 elements for the
striking vessel. The surface contact of DYTRAN
is defined to treat the contact occurring during the
simulation with a static friction coefficient of 0.3.
The inertia effects of the semi-submersible and the
striking vessel are defined on their coarse mesh parts
respectively. The structural performance of the
semi and the striking vessel can be exhibited clearly.
The column has different section disposals in two
directions. In transverse direction, it has a convex
shape, and the vertical bulkhead is discontinuous.
Nevertheless, in longitudinal direction, the column
has a continuous vertical bulkhead. The thickness

of the shell is 11 mm, the thickness of the frame
web and the deck is 12.5 mm, and the thickness of
the vertical bulkhead and the stiffeners is 10 mm.
The initial striking velocity of the striking vessel
is 6 m/s, and the mass of the striking vessel is
120000 ton.
In set 2, only the semi-submersible column of
the original design and the striking bow are built.
The column is built with fine mesh elements and
Belytschko-Tsay (PSHELL1) shell elements. Other
property of the column model is the same as that in
set1. The column has a fixed boundary condition
at both sides of the upper and lower surfaces. The
striking bow is defined with rigid property and it
strikes the column with velocity of 6 m/s. The finite
element models of set2 are shown in Figure 3. The
finite element models in set3 are similar to those
in set2, only with a double hull design for the semi
column. The finite element models of set3 are
shown in Figure 4.
5
COLLISION SCENARIOS, COMPARISON

METHOD AND SIMULATION CASES
DEFINITION
Three collision scenarios are defined. The striking

vessel strikes the semi-submersible on its column
with three different directions, which are collision
in longitudinal direction, in lateral direction and in
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oblique direction. The scenario definition is shown

in Figure 5.
The analysis is executed in two steps:
The first step is the comparison between the results
of finite element model set1 and those of set2.
The second step is the comparison between the
results of finite element model set2 and those of
set3.
The purpose of the comparison between the
simulation results of set1 and those of set2 is
to determine whether the simulation of set2 is
conservative. Although the simulation for set1 can
obtain the accurate structural performance, but its
cost on computational time is large quite a while.
If the anti-collision characteristics of the single hull
column are conservative and are able to represent
those of whole vessels collision, the simulation
for only column will be used to assess the anticollision characteristics of the double hull design.
The purpose of comparison between the simulation
results of the second step is to assess the anti-collision
characteristics of the double hull design, provided
that the aim of the first step analysis is acquired.
semi
Longitudinal
Nine simulation cases are defined, according to

the two analysis steps. Simulation case 101, 102 and
103 are defined for the collisions between the whole
semi-submersible and the striking vessel. Simulation
201, 202 and 203 are defined for the collisions
between single hull column with original design and
the rigid striking bow. Simulation 301, 302 and 303
are defined for the collisions between double hull
column and the rigid striking bow. The simulation
cases definition are presented in Table 3.
6
6.1
SIMULATION RESULTS
AND ASSESSMENT
Results comparison for the simulations
of whole vessels and original design
Nine numerical simulations are completed and

the results of structural deformations, curves
of collision force vs. penetration, and curves of
distortion energy vs. penetration are obtained. The
structural deformations of the semi-submersible
column and of the striking vessel bow in simulation
case 101 are picked out as example and are shown
in Figure 6. The comparisons of curves of collision force vs. penetration for the three pairs are
presented in Figure 7, and the comparison of
curves of distortion energy vs. penetration for the
three pairs are presented in Figure 8.
It is indicated in Figure 8 that the curves of
distortion energy in each comparison are close
Oblique
Lateral
Figure 5.
Table 3.
Collision scenario definitions.
Simulation cases definition.
Simulation
case number
Striking
direction
101
Longitudinal
102
103
201
Lateral
Oblique
Longitudinal
202
203
301
Lateral
Oblique
Longitudinal
302
303
Lateral
Oblique
striking bow
shell
vertical bulkhead
ring frame
Description
Collision between
whole vessels
Collision analysis for

original design
Collision analysis for

double hull design
Figure 6. Structural deformations of the semi-column

and striking bow in case 101.
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very well, which means from the viewpoint of

energy dissipation, the numerical simulation for
a column can represent that for the whole vessels.
It can also be pointed out from Figure 7 that the
differences of curves of collision force vs. penetration in each comparison are not large. In the comparison between 101 and 201, the value of collision
force for single hull is higher than that of whole
vessels, proving the case 101 brings conservative
results than that of case 201. In the comparison
between 102 and 202, and the comparison between
103 and 203, the curves of collision force cross
each other. But the difference is not large.
On the basis of these comparisons, it can be
summarized that the simulation of a rigid bow
striking the column is able to bring a conservative,
at least a similar result for that of the simulation
of the whole vessels collision. Thus, in the following analysis, the structural performance and anticollision characteristic of the double hull design is
assessed by the simulations for a single column and
rigid bow.
Collision force comparison

3.50E+07
Collision force (N)
3.00E+07
2.50E+07
2.00E+07
101
201
1.50E+07
1.00E+07
5.00E+06
0.00E+00
3
4
penetration (m)
a. Case 101 and 201

3.50E+07
Collision force (N)
3.00E+07
2.50E+07
2.00E+07
102
202
1.50E+07
1.00E+07
5.00E+06
0.00E+00
penetration (m)
b. Case 102 and 202

2.50E+07
Collision force (N)
2.00E+07
1.50E+07
103
203
1.00E+07
5.00E+06
0.00E+00
6.2
penetration (m)
c. Case 103 and 203
Figure 7. Comparison of curves of collision force vs.

penetration for the first step analysis.
Energy dissipation comparison

9.00E+07
8.00E+07
Distortion energy (J)
7.00E+07
6.00E+07
5.00E+07
101
201
4.00E+07
3.00E+07
2.00E+07
1.00E+07
0.00E+00
Penetration (m)
a. Case 101 and 201

8.00E+07
7.00E+07
6.00E+07
5.00E+07
102
202
4.00E+07
3.00E+07
2.00E+07
1.00E+07
0.00E+00
Penetration (m)
b. Case 102 and 202

Energy dissipation comparsion
6.00E+07
5.00E+07
4.00E+07
103
203
3.00E+07
2.00E+07
1.00E+07
0.00E+00
0
Penetration (m)
c. Case 103 and 203
Figure 8. Comparison of curves of distortion energy vs.

Assessment of anti-collision characteristic

for the double hull design
As introduced in section 2, fatal moment is a

factor of crucial importance for the anti-collision
capability of semi-submersible. Values of fatal
moment for simulation cases from 201 to 303
are picked out from simulation results, and the
values of corresponding penetration can also be
determined. These data is listed in Table 4. In
Table 4, rupture time means the moment when the
outer shell or inner shell ruptures. For original shell
design, rupture time of the outer shell is the fatal
moment. Nevertheless, for double hull design, the
fatal moment is the rupture time of the inner shell.
For the comparison between single hull design
and double hull design, the comparisons for collision force and distortion energy are presented in
Figure 9 and Figure 10. In Figure 9, the curves of
collision force vs. penetration for the corresponding
simulation cases are presented. In Figure 10, the
curves of distortion energy vs. penetration for the
corresponding simulation cases are presented.
It has been emphasized in the paper that the fatal
moment is the crucial important time to assess the
anti-collision characteristic of the semis column,
the comparison is made on the results at the fatal
time. Although the simulations continue to a large
penetration state, the assessment only adopts the
values at the fatal time and the rest of the results
are used for reference. Because the distortion
energy is easy to compare, the energy dissipation
by structural components in each simulation case
is listed in Table 5, and a summary comparison is
presented in Table 6. The structural deformation
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Table 4.
Values of fatal moment and corresponding penetration.
Simulation case
Shell
Rupture time (s)
Fatal moment (s)
Penetration (m)
201
202
203
Outer shell
0.229
0.305
0.372
0.229
0.305
0.372
1.355
1.800
2.198
301
Outer shell
Inner shell
Outer shell
Inner shell
0.191
0.318
0.254
0.350
0.318
1.842
0.350
1.845
Outer shell
Inner shell
0.320
0.570
0.570
3.304
302
303
5.00E+07
1.60E+08
4.50E+07
1.40E+08
1.20E+08
3.50E+07
Collision force (N)
4.00E+07
3.00E+07
201
301
2.50E+07
2.00E+07
1.50E+07
1.00E+07
5.00E+06
0.00E+00
1.00E+08
201
301
8.00E+07
6.00E+07
4.00E+07
2.00E+07
0.00E+00
Penetration (m)
Penetration (m)
a. Case 201 and 301
a. Case 101 and 201

1.20E+08
3.50E+07
1.00E+08
2.50E+07
2.00E+07
Collision force (N)
3.00E+07
202
302
1.50E+07
1.00E+07
202
302
6.00E+07
4.00E+07
2.00E+07
5.00E+06
0.00E+00
8.00E+07
0.00E+00
Penetration (m)
Penetration (m)
b. Case 102 and 202
b. Case 202 and 302
Energy dissipation comparsion
Collision force comparsion
9.00E+07
3.00E+07
8.00E+07
2.50E+07
Collision force (m)
7.00E+07
2.00E+07
203
303
1.50E+07
1.00E+07
6.00E+07
5.00E+07
203
303
4.00E+07
3.00E+07
2.00E+07
5.00E+06
1.00E+07
0.00E+00
0.00E+00
0
Penetration (m)
Penetration (m)
c. Case 103 and 203
c. Case 203 and 303
Figure 9. Comparison of curves of collision force vs.

Figure 10. Comparison of curves of distortion energy

vs. penetration for the first step analysis.
modes of the structural components of semis

column for double hull design are presented in
Figure 11.
semis column very much, which means the semis

column can improve its survivability in case of a
serious collision accident. Besides, from the values
in Table 6, it can also be indicated that the scenario
when the striking vessel hits the semis column in
the longitudinal direction is the most vulnerable
situation, for the energy dissipated by the semisubmersible is the smallest at the fatal moment
among all of the three scenarios.
In the original design, the outer shell and the ring
frame of column deform separately, though one
side of the ring frame is connected with the outer
shell. The outer shell has a large space to deform,
and its major deformation mode is membrane
elongation and rupture. The major deformation
Percentage = (E1E0)/E0 100%
(1)
It is indicated from the Figure 9 that the collision force of double hull design is bigger than that
of original design from the beginning of the collision course. Form Figure 10, it can also be pointed
out that the double hull design absorbs more distortion energy than that of the original design. The
amount of energy dissipation increase presented in
Table 6 demonstrates that the double hull design
benefits the energy dissipation capability of the
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Table 5.
Energy dissipation by structural components at fatal moment.
Simulation
case
Fatal
moment
(s)
Total
energy
dissipated
(MJ)
Energy
dissipated
by outer
shell (MJ)
Energy
dissipated
by inner
shell (MJ)
Energy
dissipated
by frame
(MJ)
Energy
dissipated
by vertical
bulkhead (MJ)
Energy
dissipated
by deck
(MJ)
Energy
dissipated
by stiffener
(MJ)
201
202
203
301
302
303
0.229
0.305
0.372
0.318
0.350
0.570
14.485
18.511
15.210
24.612
30.082
33.653
7.082
8.456
8.274
8.256
12.684
12.438
/
/
/
3.392
3.741
5.406
2.519
2.104
4.127
5.146
5.577
10.412
3.591
4.921
0.066
6.358
5.193
0.048
0.444
2.185
0.768
0.460
1.772
3.123
0.849
0.844
1.975
1.000
1.114
2.225
Table 6.
Energy comparison at fatal moment.
Longitudinal collision
201 vs. 301
Lateral collision
202 vs. 302
Oblique collision
203 vs. 303
E0 (MJ)
E1 (MJ)
Percentage
14.485
24.612
69.9
18.511
30.082
62.5
15.210
33.653
121.3
Note: In Table 6, E0 is total distortion energy by original

design, E1 is total distortion energy by double hull
design, and the percentage is calculated by equation (1).
The percentage value demonstrates the improvement
effect of the double hull design, compared with that of
the original design.
Figure 11. Structural deformations of the column structural components in case 301 (from left to right: whole
column, inner shell, ring frame, and vertical bulkhead).
mode of the ring frame and the vertical bulkhead

is folding and buckling. In double hull design, the
outer shell, the inner shell and the ring frame build
an integrated system to undertake the impact.
The deformation modes of the outer shell and the
inner shell are membrane elongation and rupture.

The deformation modes of the ring frame and
vertical bulkhead are folding and buckling, which
are identical to those of original design. However,
the incorporation of the inner shell changes the
original designs free deformation mode. The inner
shell not only dissipates part of the energy, but
also helps the integrated system to dissipate more
energy, for it delays the semi-submersibles fatal
moment. From the values in Table 5, it is clearly
show that the outer shell, the ring frame and the
vertical bulkhead dissipate more energy than
those in original design, especially the ring frame.
The energy dissipation capability of different
structural components is described as following:
The energy dissipated by the ring frame increases
quite a while from 2.519MJ to 5.146MJ in case
201 to case 301, from 2.104MJ to 5.577MJ in case
202 to 302, and from 4.127MJ to 10.412MJ in
case 203 to case 303. In all of the three scenarios,
the energy dissipated by the ring frame increase
more than 100 percent.
The outer shell also enhances its energy
dissipation capability for the double hull design
cases, but the augmentation is not as obvious
as that by the ring frame. For the three pairs of
comparisons, the enhanced energy dissipation
capability of the outer shell is 16.6% in case 201
and 301, 50% in case 202 and 302, and 50.3% in
case 203 and 303. The reason for the outer shell
can dissipate more energy is the delay of the fatal
moment and the increase of penetration.
The inner shell contributes the energy dissipation
of 3.392MJ in case 301, 3.741MJ in case 302,
and 5.406MJ in case 303. The amount of energy
dissipated by inner shell is similar to augmented
amount of energy dissipated by outer shell.
The vertical bulkhead plays an important role in
the energy dissipation for the collision scenario in
longitudinal direction and lateral direction. The
double hull design helps the vertical bulkhead
increases its energy dissipation capability from
3.591MJ to 6.358MJ in case 201 and 301, and it
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is an obvious augmentation. In case 202 and 302,

the increase of energy dissipation is only from
4.921MJ to 5.193MJ, and the augmentation is
not large. For oblique collision cases 203 and
303, the vertical bulkhead dissipates little energy.
The energy dissipated by the deck has an obvious
augmentation in case 303 compared with that in
case 203. It may be the reason that the inner shell
connects to the deck and bring the deck involved
into the folding deformation, which helps the
column dissipates more energy.
The energy dissipated by the stiffeners are of little amount in collision scenarios of longitudinal
and lateral directions. But in oblique collision
scenarios, the stiffeners dissipate more energy,
but the augmentation amount is not large.
7
CONCLUSIONS
With the numerical simulation analyses for semisubmersible collision scenarios of whole vessels, of
original design column and of the double hull design
column, and also the corresponding comparison
and the assessment, following conclusions can be
drawn.
A new concept of double hull design for the semisubmersibles column is proposed in this paper,
and its effect of increasing the anti-collision
capability is assessed. The double hull design has
an obvious benefit to increase the fatal moment
for the semi-submersibles column. The double
hull design has an advantage for the anti-collision
capability than that of the original design.
From viewpoint of assessing anti-collision capability of semi-submersibles column, numerical
simulation of the whole vessels can be replaced
by that of single column struck by a rigid bow.
Computational cost can be saved greatly.
Although the double hull design of the
semi-submersibles column may have some
disadvantage on the operation, layout and
building cost, it is able to increase the anticollision capability obviously. The adoption
of the double hull design concept should be
determined by a compromise of different aspects.
This will be considered in the future work.
ACKNOWLEDGEMENTS
The work embedded in this paper is supported by
China National Scientific and Technology Major
Project (Grant No. 2008ZX05026006). The financial support is acknowledged gratefully.
REFERENCES
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Global Strength Assessment for Semi-Submersible
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Collision Character Research for Semi-Submersible
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Paik, J.K. 2007, Practical techniques for finite element
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and Offshore Structures, 2007, Vol.2, No.1, pp6980.
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Ph.D. thesis, Department of Naval Architecture
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Denmark.
Yamada, Y. & Endo, H. 2008. Experimental and numerical study on the collapse strength of the bulbous bow
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45(1): 4253.
Zhang, S.M. 1999. The mechanics of ship collisions. Ph.D
Thesis, Department of Naval Architecture and Ocean
Engineering, Technical University of Denmark.
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of the effect of selected parameters on grounding
test results of bottom structures, Ships and Offshore
Structures, 2006, Vol.1, No.2. 117125.
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Effect of crushable bow on the overall crashworthiness

in ship collision
Y.T. Huang, K.P. Wu, H.L. Chien, C.M. Chou & K.C. Tseng
Department of Design, CSBC Corporation, Taiwan, Kaohsiung, Taiwan, R.O.C.
C.F. Hung & C.L. Chang

Department of Engineering Science and Ocean Engineering, National Taiwan University, Taipei, Taiwan, R.O.C.
ABSTRACT: Many researches on damage of bow structure and hull structures in ship collision have
been carried out. Considering the failure conditions of striking and struck vessels depends on the overall
longitudinal stiffness of bow structures and the crash resistance of struck hull structures. This study investigated the effects of damage conditions of different bow structures. The vessels designed and constructed
by CSBC Corporation, Taiwan were selected as simulation scenario, i.e. a 203,000 tons bulk carrier was
struck by an 8,240 TEU container ship. The critical speed is defined as the minimum initial velocity of
striking vessel to cause the rupture of inner hull of struck double hulls. Different bulbous bow structure
with same shape but different longitudinal and transverse stiffness were considered. The nonlinear transient dynamics analysis of both ships in collision was analyzed. The energy dissipation and reaction force
of different type of bow structures were compared.
1
INTRODUCTION
Although the velocity of ship is not very fast, the

huge ship mass possesses enormous momentum
and kinetic energy. During the collision the kinetic
energy will redistributed in short time, portion of
kinetic energy of striking ship will be transferred to
struck vessel, and the velocity of striking ship will
be reduced very quickly and it also induces very
high impact loading between two colliding vessels
that may cause serious damage on striking vessel
and struck structures. The catastrophe of oil pollutions on the sea may take place consequently.
In order to prevent the calamity induced by ship
collision and grounding the double hull and middeck design concepts were requested to avoid the oil
escaping from tank while the ship hull was struck
since last 20 years. The impact force of ship structures subjected to collision and grounding became
an important issue; and numerous researches
about the crashworthiness were carried out in different approach, e.g. theoretical, experimental, and
numerical approaches (Jones & Jouri 1987, Pedersen
et al. 1993, Pedersen & Zhang 2000, Wang 2000,
Kitamura 2002, Lehmann & Peschmann 2002).
Because of the complexity of ship structures
the most of damages of structural components are
multi-damage modes; the small scale experiment
are not easy to predicate the damage condition
of structures in real ship collision. The large scale
experiments for ship collision and grounding are
very expensive, and it was performed only in some

special projects used as benchmarks for other
researches (Rodd 1996, Wevers & Vredevelt 1999,
Ehlers et al. 2008).
Recently, the analysis of structural damage in
ship grounding and collision analyzed by nonlinear Finite Element (FE) method becomes a principle approach in past years. Nevertheless, it needs
large computation resource and the establishment
of FE model of collided vessels and the evaluation
of the calculated results needs huge man power.
The damages of hull structures during collision
can be classified into four fundamental damage
modes, which are the stretching mode, the tearing
mode and the penetration mode of plates, as well
as the denting mode for single girder and crossing
girders. The reasonable simplified approximation
method to predicate the energy dissipation and
impact force for damaged structures were derived
in last three decades. The overall energy dissipation
and impact force of a damaged structures can be
estimated by assembly of these fundamental failure mechanisms (Pedersen & Zhang 2000, Wang
2000, Hung & Chen 2007, Yamada & Pedersen
2008, Paik & Seo 2007).
In case of a perpendicular collision of two
vessels, the momentum before and after collision is
M2V2 = (M1 + M2 )V
(1)
where M1 = mass of struck vessel; M2 = mass of
striking vessel; V2 = initial velocity of striking ship
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and V = combined velocity of both vessels after

collision.
The combined velocity of both vessels after collision becomes:
V
V2
M2
M 2 M1
(2)
The lost kinetic energy is:

E
1
1
M 2V22
(M + M )V 2
2
2
1
M1
= V22M 2
2
M1 M 2
paper investigated the strength and crashworthiness

of different longitudinal stiffness bow structures of
striking vessel. The compromise of energy absorbed
by striking bow and struck hull vessel should be
considered for the optimal design for ship-ship
collision.
The effect of stain rate on yield strength is modeled using the Cowper & Symonds (1957) strain
rate model.
1/ n
0

= 1+
D
0
(3)
The lost kinematic may be transferred to the

internal energy absorbed by the damaged structures,
and scattered in to surrounding fluid. If the damage on a struck vessel is based on an assumption of
a rigid bow collision, and the energy absorbed by
striking bow is not considered, the damage extent to
the struck side of a vessel is overestimated. On the
contrary, the damage of striking bow based on the
assumption of rigid struck body the absorbed energy
of damaged structural parts is underestimated. The
failure conditions of damaged structures in ship collision are depending on sharpness and the longitudinal stiffness of striking bow and the resistance of
struck hull structures. The crushable striking bow
and struck hulls are considered simultaneously, the
final result may allow for a more optimally designed
vessel. Gooding (2001) provides a simple closedform solution for modeling the collision resistance
of the bulbous bow. Yagi et al. (2009) examined
the buffer bow characteristic (energy absorbing
capability) of sharp entrance angle bow, the results
show its characteristic was superior to that of a
conventional bulbous bow, since much more energy
was dissipated by the plastic deformation of striking and struck ships until the inner shell of struck
ship ruptured. Yamada & Endo (2008) investigated
the collapse strength and the mechanism of the
bulbous bow structure in case of an oblique collision by nonlinear FE analysis corresponding to the
experiments. Endo & Yamada (2008) introduced
the critical striking velocity and the critical collision
angle as the measures to represent the performance
level of buffer bow. Yamada et al. (2008) examined
the effects of buffer bow structure in ship-ship collision. Karlsson et al. (2009) proposed a conceptual
deformable inner barrier design with the aim of
improving the collision safety during a collision into
the side of a ship by facilitation of a deep intrusion
before penetration. Those critical events are defined
as the threshold whether the inner hull of struck
tanker is ruptured or not. The effectiveness of buffer
bow is highlighted by focusing on the performance
how much the risk of oil outflow is decreased. This
(4)
where = strain rate; 0 = dynamical yield stress;

0 = static yield stress; D and n are the strain rate
parameters.
2
CRASHWORTHINESS OF DIFFERENT
BOW STRUCTURES IN SHIP COLLISION
During last 20 years, in order to prevent the calamity induced by ship collision and grounding the
double hull design concepts were requested to
avoid the oil escaping from tank while the ship
hull was struck. The x-type double hull structure
(Klanac et al. 2005) in this study is assumed as the
ship side of struck vessel.
The model of a striking ship with bulbous bow
and the struck double hull ship in 90-deg collision are
shown in Figure 1. Only part of side shell was taken
as analysis model, and the dimensions are shown in
Figure 2. The span of x-web plate is 800 mm, and
the span of longitudinal web plate is 2,000 mm.
The depth of double hull is 1,200 mm. The analysis
domain of double hull is shown on Figure 3. Four
sides of double hull model are set fixed, i.e. in the
collision process, the relative velocity between striking bow and struck hull is considered. The material
is assumed bilinear model show on Figure 4, and the
material constants are listed in Table 1.
Figure 1.
Analysis model of bow-side collision.
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(a) FEM model (the outside shell is removed)
Figure 2. X-type web double hull structure and its

dimensions.
Figure 3.
(b) Original bow design
(c) Bow type A
(d) Bow type B
(e) Bow type C
Analysis domain of wall structure.

Figure 5.
Four alternative bow structures.
show the structural model. In four alternative bow

structures the shapes are kept the same, and only
the central bulkhead and front transverse structures
are varied to adjust the relative longitudinal and
transverse stiffness of bow structures. The alternative bow structures shown in Figure 5 are follows.
Figure 4.
Bilinear stress-strain material model.
Table 1.
Material constants of analysis models.
Elastic modulus (E)

Density
Poissons ratio
Yield stress
Tangent modulus
Rupture strain
Frictional coefficient
Strain rate parameters
2.1
Bow type A: partial centerline web is removed.

Bow type B: modified from type A. In the front
peak tank, two longitudinal girders and partial
centerline web are removed, the transverse decks is
replaced by a longitudinal girder, to maintain the
same strength against hydrodynamic load two vertical girders are added. The front transverse bulkhead is added also.
Bow type C: modified from type B. The front transverse web is removed.
210 GPa
7860 kg/m3
0.3
300 N/mm2
250 MPa
0.15
0.25
D = 40.4 sec1, n = 5
From the view points of longitudinal stiffness, the

order is: original design > type A > type B > type C.
2.2
Different bow structure
An original bow structure of 8,240 TEU container

ship designed by CSBC was selected as reference
base, shown in Figure 5. The Figure 5(a) show the
FE model of inner structures. The other figures
FE analysis model
In the FE analysis model the Belytschko-Tsay shell

element and Hughes-Liu beam element were used.
The element size was set 200 mm, the total number
of element are 39,000 and 58,400 for double hull
and ship bow structures, respectively. Although the
velocity of collision is not high, the strain rate of
damaged structures has same effects on damage
process, the Cowper & Symonds (1957) strain rate
rule was taken into consideration.
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2.3
Analysis items
In the simulation of ship collision the density of

aft transverse bulkhead of bow model shown in
Figure 1 was adjusted so that its mass is about the
same as the striking ship, 100,200 tons. The initial
velocity of striking vessel is 5 m/s moving perpendicularly toward side of a struck vessel, i.e. the initial kinetic energy is about 1,250 MJ. The Impact
response analysis of collided structures was performed with LS/DYNA code and the analysis of
collision duration was set for 1.5 seconds.
2.4
Analysis results and discussions
Figure 6 shows damage conditions of bow structures for original design, bow type B and bow type
C. Sub- Figure 6 (a) to (c) show the deformed shape
of outer shells. Bow type B and type C have relative
smaller longitudinal stiffness, the buckling occurred
in low part of outer shell. The front shell of original
design has smaller crushing range. Sub-Figure 6 (d)
to (f) show the damage conditions of inner structural
parts. The damage modes of girders are stretching,
twisting, buckling, and tearing. The longitudinal
bulkheads are buckled and folded.
Table 2 shows the comparison of the indentation depth, reaction force of hull boundary and the
total energy dissipation of double hull structures
struck by four bow structures when the outer plate
and the inner plate were ruptured. When striking
bow impacted on the ship side of struck vessel,
faceplate of struck ship and striking bow structures will also be ruptured, the energy dissipation
(a) Outer shell of original

bow
(d) Inner structure of

original bow
(b) Outer shell of bow type B
(e) Inner structure of

bow type B
(c) Outer shell of bow type C
(f) Inner structure of

bow type C
Figure 6. Deformed shape of different damaged bow

structures.
in this study is the energy absorbed by the ruptured

structures. For comparison purpose the results of
rigid bow is shown in the same table.
The original design and bow type A have higher
longitudinal stiffness, and have higher indentation
depth, reaction force and energy dissipation than
bow type B and type C, when the outer plate ruptured. Nevertheless, they penetrate the inner plate
of double hull more early, and the total reaction
force and energy dissipation become smaller. The
bow type B has relative lower reaction force but
higher energy dissipation than other three types.
Figure 7 and Figure 8 show the total reaction force and energy dissipation of double hull
struck by five different bow structures vs. indentation depth, respectively. Compared with the case
of crushable bow, when the outer plate ruptured
in case of rigid bow, the indentation depths and
Table 2. Comparison of the results of impact response

analysis between different bow structures.
Reaction
force (kN)
Energy
dissipation
(kJ)
When outer plate of struck hull rupture

Original
1.515
5.361 104
Bow type A 1.535
5.491 104
Bow type B
1.490
4.880 104
Bow type C 1.400
4.596 104
7.006 104
7.188 104
6.603 104
5.616 104
When inner plate of struck hull ruptured

Original
2.585
5.156 104
Bow type A 2.700
4.530 104
Bow type B
2.801
5.578 104
Bow type C 1.615
5.921 104
1.288 105
1.406 105
1.302 105
5.137 105
Structure
type
Indentation
depth (m)
Figure 7. Total reaction force of double hull struck by

different bow vs. indentation depth.
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Figure 9. Midship section of 203,000 DWT bulk carrier.

Figure 8. Energy dissipation of double hull struck by
different bow vs. indentation depth.
energy dissipations are lower; the reaction forces

are much higher than crushable bow before outer
plate ruptured, and thereafter it is reduced to
about the same level as crushable bow cases. No
internal energy absorbed by rigid bow during collision, the energy dissipation before outer plate
ruptured has small difference from crushable bow
cases; thereafter the energy dissipation becomes
much lower.
3
CRASHWORTHINESS OF REAL SHIP

STRUCTURES IN SHIP COLLISION
The midship section of a 203,000 DWT bulk carrier and the fore part of centerline section of an
8,240 TEU container ship are shown in Figure 9
and Figure 10, respectively.
3.1
Figure 10.
ship.
Centerline section of 8,240 TEU container
Figure 11.
Model of 203,000 DWT bulk carrier.
FE model
The FE model of bow structure of container is

similar to Figure 5. A cargo hold space was selected
as analysis domain for bulk carrier, and the dimensions of its FE-model are shown in Figure 12.
The model of a striking bow and the struck side
hull is shown in Figure 9 and Figure 10. The mass
of container ship excluding model mass was distributed on rear bulkhead of model; the mass of bulk
carrier excluding the model was distributed on the
two side transverse bulkheads. The material constants of the FE-model are the same as Table 1.
3.2
Analysis conditions
In the analysis case the displacements of striking

and struck ship are 100,200 tons and 106,500 tons,
respectively. The striking point is assumed on the
center of rotation of struck ship.
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Figure 12.
Analysis model of ship collision.
Figure 14. Time history of struck and striking ship for

bow type A and C.
Figure 13. Time history of struck bulk carrier (lower

curves) and striking bow (upper curves).
No constrained boundary conditions are specified for the analysis model. The initial velocity of
striking vessel is 5 m/s moving perpendicularly
toward side of a struck vessel and the initial kinetic
energy of striking ship is about 1,250 MJ. The
Impact response analysis of collided structures was
performed with LS/DYNA code and the analysis
of collision duration was set for 2.0 seconds.
3.3
Analysis results and discussions
The curves in lower part of Figure 13 show the

time history of bulk carrier struck by different
type of bow structures, the curves in upper part are
for the striking bows. Two seconds after collision
the striking and struck ships are still in decelerating and accelerating. The relative velocity between
striking and struck ships in cases of bow type B
and C is reduced faster than for cases of initial
design and bow type A. i.e. the energy absorbed by
damaged structures for the bow type B and C are
higher than other two.
Analysis collision duration for cases of bow type
A and bow type C were extended to 5.2 seconds.
Figure 14 shows the time history of striking
Figure 15. Total reaction force of bulk carrier struck by

different types of bow vs. indentation depth.
and struck ships for cases of bow type A and C.

In case of bow type A the velocity of both ship
approached to about the same at about 4 seconds,
it is about 2.4 m/s, from Eq. (3) the final velocity
should be 2.42 m/s. On the contrary, in case of bow
type C the struck ship moved faster than striking
ship after about 2.5 seconds, and both ships are
separated afterward.
The total reaction force and energy dissipation
of different type of bow structures versus time are
shown in Figure 15 and Figure 16. The case for
original bow and both transverse bulk carrier with
fixed boundary condition is shown in the same
figures. The boundary condition on two side bulkheads of struck ship with fixed constraints or free
condition but including ship mass has no difference
in first 0.6 seconds, thereafter the case with fixed
boundary condition has little lower reaction force
but slightly higher energy dissipation.
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(a) Shell of bow structure
(c) Inner structure of bow
(b) Struck outside shell
(d) Struck inner structure
Figure 18. Damage of structure parts at time

t = 1.99 seconds (Bow type B).
Figure 16. Energy dissipation of double hull struck by
different types of bow vs. indentation depth.
Table 3. Comparison of the results of impact response

analysis between different bow structures.
Structure
type
(a) Shell of bow structure
(b) Struck outside shell
Indentation
depth (m)
Reaction
force (kN)
When outer plate of struck hull rupture

Original bow 0.509
6.718 104
(fixed BC)
Original
0.513
6.693 104
Bow type A
0.529
7.144 104
Bow type B
0.814
7.519 104
Bow type C
1.032
7.639 104
(c) Inner structure of bow
When inner plate of struck hull ruptured

Original bow 1.636
7.561 104
(fixed BC)
Original
1.773
7.842 104
Bow type A
1.966
8.650 104
Bow type B
Bow type C
(d) Struck inner structure
Figure 17. Damage of structure parts at time

t = 1.99 seconds (Original bow structure).
The total reaction force and energy dissipation

for all cases have no difference before the outside
shell ruptured. The original design and bow type
A have higher longitudinal stiffness than type B
and C. During collision the cases of original bow
and type A cause the struck outside shell to damage more early than cases of bow type B and C.
From eq.(3) the lost kinematic energy should be
654 MJ, the energy dissipation of type B and C are
near to 600 MJ at time 2 seconds.
The forward part of bow type B and bow type
C have smaller stiffness. While the collision occurs,
the forward part is buckled and more bow structure range impact the side shell; the reaction force
and energy dissipation are much larger than original bow and type A when the struck outside shell
is ruptured.
Figure 17 and Figure 18 show the damage conditions of original bow and bow type B at time
Energy
dissipation
(kJ)
1.182 105
1.155 105
1.216 105
2.386 105
3.119 105
3.211 105
2.896 105
3.394 105
* Note: the inner hull has no rupture.
t = 1.99 seconds, the original bow has higher stiffness and has only some permanent deformation, the
inner hull of struck ship is ruptured. In case of the
bow type B the forward part of structure has buckled; the bow structure becomes a larger flat contact
surface to impact the struck outside shell; and the
struck outside shell has large deformation with small
ruptured parts, the struck inner hull is not ruptured.
Table 3 shows the comparison of the indentation
depth, total reaction forces of hull boundary and
the total energy dissipation of struck double hull
and striking bow structures when the outside plate
and the inner plate of double hull were ruptured.
For comparison purpose the results in case of both
transverse bulkhead of bulk carrier setting fixed
struck by original design is shown in the same table.
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The previously described two different boundary

conditions for original bow structures there were
only small effects on the final damage conditions.
In cases of bow type B and type C have higher reaction force and energy dissipation than the cases of
original bow and type A. The damaged forward
bow part of type B and C absorbed higher quantity
of energy; and the inner hull of struck ship keeps
no rupture after collision in this study case.
4
CONCLUSIONS
1. Compared with the case of crushable bow, when

the outside plate of hull structure is ruptured, the
reaction force for rigid bow case is significantly
higher than crushable bow cases; the energy dissipation is only slightly lower. After rupture of
outside plate, the reaction force is reduced to
about the same level as crushable bow case; and
the energy dissipation becomes much lower.
2. The stiffness of original bow design and bow
type A are larger than types B and C. When
inner plate of double hull is ruptured their
indentation depth and energy dissipation are
lower than bow type B and bow type C; the
bow type B has lowest reaction force but highest energy dissipation. The optimum design of
bow structure to improve the overall crashworthiness in ship collision needs further studies.
3. If the damage on a struck hull structures is
based on the assumption of rigid striking bow,
and only the energy absorbed by struck hull is
considered, the energy dissipation during collision will be underestimated, the reaction force
and damage condition of struck hull will be
overestimated.
4. If the damage on a bow structures is based
on the assumption of rigid struck wall and
only the energy absorbed by bow is considered,
the energy dissipation during collision will be
underestimated.
5. Both side transverse bulkheads of struck ship
are set as fixed boundary condition or free
boundary but carrying ship mass has only
small effect on damage condition in the initial
stage after collision, but may has significant
difference in final damage conditions, because
the struck ship carries no kinetic energy if its
boundaries are fixed.
6. The forward part of bow type B and bow type C
have smaller stiffness. While the collision occurs,
the forward part of bow structure is buckled and
becomes a larger flat contact surface to impact
the side shell; the reaction force and energy dissipation are much larger than original bow and
type A when the struck outside shell is ruptured;
and the inner hull of struck ship keeps no rupture after collision in this study case.
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by the steel structure of ship in the event of collisions.
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structural crashworthiness analysis under collisions
and grounding. Thin-Walled Structures. 45(1): 1523.
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1993. Ship impact: bow collision. International Journal Impact Engineering. 13(2): 163187.
Pedersen, P.T. & Zhang, S. 2000. Absorbed Energy in Ship
Collisions and Grounding-Revising Minorskys Empirical Method. Journal of Ship Research. 44(2): 140154.
Rodd, J.L. 1996. Observation on Conventional and
Advanced Double Hull Grounding Experiments.
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Wang, G. 2000. Behavior of a double hull in a variety
of stranding or collision scenarios. Marine Structures.
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Wevers, L.J. & Vredevelt. 1999. Full Scale Ship Collision
Experiment. Delft: TNO Report.
Yagi, S. & Kumamoto, H. & Muragishi, O. &
Takaoka, Y. & Shimoda, T. 2009. A study on collision
buffer characteristic of sharp entrance angle bow
structure. Marine Structures. 22(1): 1223.
Yamada, Y. & Endo, H. 2008. Experimental and
Numerical Study on the Collapse Strength of the
Bulbous Bow Structure in Oblique Collision. Marine
Technology. 45(1): 4253.
Yamada, Y. & Pedersen, P.T. 2008. A benchmark study
of procedures for analysis of axial crushing of bulbous bows. Marine Structures. 21: 257293.
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A study on dynamic grounding of ships

Tan-Hoi Nguyen, J. Amdahl, L. Garr & Bernt J. Leira
Department of Marine Technology, Norwegian University of Science and Technology, Trondheim, Norway
ABSTRACT: This study introduces a generalized model for the shape of the sea floor which is relevant
for ships during grounding. The sea floor is characterized as a paraboloid that allows a parametric modeling
of the sea floor topology. Nonlinear explicit Finite Element (FE) code LS-DYNA was used to simulate the
ship grounding scenarios. The simplified formulae to estimate the average grounding forces are proposed.
The analytical formulae show reasonable agreement with the results from FE simulations. A simple
computer program was used to simulate the ship response, which is assumed to be two-dimensional rigid
motion, i.e. surge, heave and pitch. The results show that the sea floor topology is indeed a key parameter
in the response analysis of a ship bottom during grounding. The penetration induced by the ship motion
is also a function of ship motion. The envelopes of shear force and bending moment which are induced
during grounding are checked against the DNVs still water requirements. The ultimate goal of the analysis
is to allow prediction of the risk of penetration into cargo tanks with oil spill as a result, the risk of hull
girder failure and estimation of the required tug force for pulling the vessel off the ground.
1
INTRODUCTION
Although the safety requirements for sea transportation become more and more strict to protect
the human, goods, properties and the environment
against accidents, incidents to ships still occur due
to many reasons, such as harsh weather conditions,
human factors and so on. One of the oil spill
catastrophic in 2009 was caused by the 26,800
dwt bulk carrier Full City, which ran aground at
Langesund off the southern coast of Norway in
heavy weather at the end of July (EMSA 2009).
Together with the application of nonlinear finite
element analysis to the study of ship grounding (to
name a few (Simonsen 1997), (Samuelides et al.
2007), (Alsos and Amdahl 2007)), a comprehensive
set of analytical formulae were also established to
estimate the contact forces and bottom damage
during grounding, see for instance (Pedersen 1997),
(Simonsen 1997), (Paik and Wierzbicki 1997),
(Hong and Amdahl 2008). Grounding problem
is highly dependent on the characteristics of scenario, i.e. the seabed topolology, ship speed, environmental condition and so on. Unfortunately,
in the literature few studies have addressed the
influence of the seabed topology. In this respect,
(Nguyen et al. 2010) generated a comprehensive
set of stranding situations by a FE code varying
the size of the seabed topology (modeled by means
of paraboloid surface) and concluded that seabed
topology is a key factor in influencing the response
of bottom structures.
During grounding, the contact forces induced

by the seabed will cause surge, heave, pitch and
roll. Together with this motion, the penetration of
the seabed into the bottom hull is also significant,
especially as this penetration in turn interacts with
the contact force, inertial force and hydrodynamic
force. Alsos (2008) developed a simplified in-house
code to simulate the ships response during
grounding as a rigid body motion, in which the
grounding excitation forces are found by means
of the simplified grounding forces approach.
However, the effect of seabed topology was not
fully considered in his work.
In the light of this previous work, the present
study contributes to the understanding of the effect
of the seabed topology, initial level of penetration
and ship speed on the damage extension of the ship
bottom and on the corresponding ship response. The
bottom damage and contact forces are simulated by
FE code LS-DYNA. The seabed is assumed to be
a paraboloid, which characterizes a set of various shapes of obstruction. It is remarked that the
present work is relevant only for large shoals which
affect much the rigid motion of ship. The analytical formulae to estimate the grounding forces are
developed based upon the assumed paraboloid
shape. The envelopes of shear force and bending moment which are induced during grounding
are also checked against the DNVs still water
requirements. Additionally, it is also remarked that
the grounding scenario simulated is taking place
on calm water, i.e. no waves actions and flooding,
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induced by fracture in the inner bottom plating,

are accounted for in this study. The present limitations will be addressed in future analyses.
CASE STUDY
The ship is assumed to run aground on seabed of

different topologies at velocities 12, 15 and 20 knots.
The seabed is assumed to penetrate initially into the
ship bottom to the desired level of penetration and
it then moves horizontally along the ship bottom.
The bottom damage and the grounding forces are
first obtained by FE simulations. The simplified
procedure to estimate the average grounding
forces and ships response during grounding is also
discussed in the following sections.
2.1
The FE model of tanker
The ship analyzed is a 260 m shuttle tanker

consisting of six tanks, the width of the ship
42.5 m, mean draught 15 m. The FE model is
shown in Figure 1a with two tanks: each tank is
32 m long. The LS-DYNA nonlinear explicit FE
code is used for simulating the grounding. It is
realized that proper boundaries should simulate the actual deformation of a real stranding
scenario, although they are not easily identifiable.
This requirement is particularly relevant when
large contact area exists; in these cases, the deformation field is large and can possibly extend to
the neighboring compartments, whose contribution must be accounted for. In this study, the end
sections are simply assumed to rotate rigidly about
their neutral axes (i.e. no in-plane deformations and
no rigid translations of the sections are allowed, as
seen in Fig. 1a). Details of the FE model realized
can be found in (Nguyen et al. 2010).
2.2
Seabed topology
z=
x2
y2
+ 2
2
a
b
Figure 1a.
Grounding incidents can occur on soft seabed or

hard seabed. The corresponding damage to the
hull and interaction between bottom hull and
seabed are therefore strongly dependent on seabed
topology. Particularly, if the ship is grounded on
the soft seabeds, the hull girder may collapse due
to shear force and bending moment exceeding its
capacity. On the other hand, local crushing and
tearing of the bottom hull are concerned in hard
grounding (Simonsen 1997). It is realized that the
actual seabed topology is arbitrarily due to its
complex nature. To the authors knowledge, there
are no reports of the effect of actual seabed on ship
grounding in the available literature. On the effort
to characterize the seabed feature, a set of different seabed obstructions is generated by means of
(1)
where a2 = Lref ; b2 = Lref ; and are scaling

factors (Fig. 1a) and Lref is a reference length,
corresponding to the interval between adjacent
floors (4 m). It is also noted that only large seabed
obstructions, i.e. or 7, are considered in
the present study. Particularly, Figure 2 shows
the deformation modes of girders and floors at the
level of penetration of 4.8 m for two cases, namely
( = 1, = 7) and ( = 7, = 7), computed during
a stranding simulation. It is seen that different
seabed topologies will lead to different modes of
deformation. Particularly, more structural members
FE model of the considered tanker.
300
(0.5,0.5)
(1,1)
(2,2)
(3,3)
(4,4)
(5,5)
(6,6)
(7,7)
(8,8)
(9,9)
(10,10)
(2,6)
(6,2)
(5,3)
outer fracture
inner fracture
<
250
Load [MN]
a variation of the parameters of the paraboloid of

Equation 1. Different pairs of (, ) characterize
different seabeds. This is mainly done with reference
to curves describing the resistance of the bottom
versus penetration of the seabed. An example of
these curves is plotted in Figure 1b, showing the
curves obtained for obstruction located at the
intersection of main girder and bulkhead during
stranding simulations (Nguyen et al. 2010).
>
200
150
100
50
0
Penetration [m]
Figure 1b.
Resistancepenetration curves.
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Figure 2. Deformation of girders and floors at penetration of 4.8 m. a) ( = 1, = 7); b) ( = 7, = 7).
60
Results of grounding analysis

by FE simulation
For each considered obstruction, i.e. pair of (, ) in

Equation 1, the grounding scenario is simulated as
follows: the obstruction is first moved to penetrate
vertically into the bottom to a level of penetration
= 1.0 m or 2.0 m and it then slides along the
ship bottom with a speed of 10 m/s. The friction
between the obstruction and the outer bottom
plate is modeled with different friction coefficients:
= 0, 0.3, and 0.6. The deformation modes have
been observed in parametric studies of grounding
performed with LS-DYNA. Particularly, Figure 3
depicts the damage of bottom structures for the
shape ( = 7, = 7) at the initial level of penetration
= 2.0 m.
Figures 4 and 5 show the results of the horizontal
and vertical components of the grounding forces
for the obstruction ( = 10, = 10) at different
levels of initial penetration. It is seen that the
horizontal grounding force is affected very much
by . On the other hand, the vertical grounding
force is seemingly unaffected by for both levels
of penetration considered. The same observation
was also reported by Alsos (2008). The highest peak
forces occur at the bulkheads, where the structure is
stiffer. Another interesting observation is that the
average horizontal grounding force for = 2.0 m is
virtually twice as high as that for = 1.0 m.
The above results have been obtained for
symmetric geometries of the seabed. In general,
the seabed topology is arbitrary and asymmetric.
= 0.0
= 0.3
= 0.6
50
40
30
20
10
0
0
10
15
20
25
Grounding length [m]
Figure 4a. Longitudinal grounding force (Fx) for

( = 10, = 10) at = 1.0 m.
75
Vertical grounding force [MN]
2.3
Figure 3. Deformation mode for ( = 7, = 7) at

= 4.8 m.
Longi. grounding force [MN]
are involved and the grillage mode of deformation

activated for the circular case, i.e. (7, 7), while local
deformation mode is exhibited for the elliptical
case, i.e. (1, 7). More descriptions of the effect of
seabed topology on the collapse mode can be found
in Nguyen et al. (2010).
= 0.0
= 0.3
= 0.6
70
65
60
55
50
45
40
35
0
10
15
20
25
Figure 4b. Vertical grounding force (Fz) for ( = 10,

= 10) at = 1.0 m.
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40
= 0.0
= 0.3
= 0.6
100
120
80
60
40
20
0
0
10
15
20
25

( = 10, = 10) at = 2.0 m.
= 0.0
= 0.3
= 0.6
120
100
90
80
10
15
20
25
20
15
10
10
15
Displacement [m]
20
70
110
70
30

asymmetric seabeds at = 1.0 m and = 0.3.
130
35
(7,7)
(1,7)
(7,1)
(7,7)
(1,7)
(7,1)
60
50
40
30
20
25

10
Figure 5b. Vertical grounding force (Fz) for ( = 10,

= 10) at = 2.0 m.
In this respect, the present work also considers the

effect of asymmetric geometries, e.g. ( = 1, = 7)
and ( = 7, = 1). Figure 6 shows the results of
the grounding forces for the asymmetric seabed
topologies together with those of the symmetric
case ( = 7, = 7). It is observed that this effect is
considerable. Particularly, the horizontal grounding
force of ( = 1, = 7) is highest in correspondence
of the bulkhead (Fig. 6a). This result is due to the
fact that obstructions with larger size in the transverse direction (y-axis) oppose more resistance in
the horizontal direction (x-axis). Considering the
vertical component, ( = 7, = 7) features the highest forces (Fig. 6b). This is due to the fact that the
vertical force component depends on the projected
contact area which is normal to the z-axis.
2.4 Simplified formulae for grounding forces
It is assumed that during grounding the average
contact pressure p is uniformly distributed on the
10
15
20
Displacement [m]
Figure 6b. Vertical grounding force (Fz) for asymmetric

seabeds at = 1.0 m and = 0.3.
seabed surface: this pressure is assumed to be

equivalent to the pressure under vertical punching
for the same level of penetration. In this respect, the
simplified formulae to estimate the average grounding forces (vertical and horizontal components) can
be derived. For the sake of simplicity, only circular
paraboloid is considered, i.e. a = b in Equation 1.
The resultant vertical force under vertical punching which is induced by the uniform pressure p is
computed as (refer to (Johnson 1986)):
Fv
a 2 p or p =
Fv
a2
(2)
where p is the average contact pressure during

grounding; is the initial level of penetration; a
is the length of the semi-axis of the paraboloid
(Equation 1). The pressure p is calculated from
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vertical force Fv resulted during stranding

simulation for the corresponding obstruction as
plotted in Figure 1b.
The horizontal grounding force can be derived
by integrating the horizontal pressure on the active
contact surface:
Vertical punching force FV
(3)
Following Alsos (2008), the vertical grounding

force may be assumed as half of the resultant
vertical force at penetration of , i.e. Fz = 12 Fv.
The simplified formulae are then compared with
the FE results for grounding forces, i.e. Fx and
Fz, in Figure 7 for obstruction ( = 10, = 10).
A general agreement between the FE results and
the simplified estimates is found for the two levels
of penetration 1.0 m and 2.0 m, although the
sliding FX
100
Grounding force [MN]
4 3
aap
3
Fx
120
sliding FZ
simplified FX
80
simplified FZ
60
40
20
10
15
Grounding distance [m]
20
Figure 8a. Resistancepenetration and the grounding

forces for ( = 10, = 10), = 1.0 m and = 0.3.
120
120
100
sliding FZ
simplified FX
80
sliding FX
100
sliding FX
simplified FZ
60
40
sliding FZ
simplified FX
80
simplified FZ
60
40
20
20
0
0
0
0
10
15
Figure 7a. Resistancepenetration and the grounding

forces for ( = 10, = 10), = 0 and = 1.0 m.

sliding FZ
140
simplified FX
sliding FX
160
10
15
20
Figure 8b. Resistancepenetration and the grounding

forces for ( = 10, = 10), = 1.0 m and = 0.6.
horizontal component Fx is a bit lower than the FE

results. It is noted that the effect of friction is not
accounted for in Equation 3. The contribution of
friction can be estimated by using Coulombs friction law. This yields the following expression for
the total horizontal grounding force:
200
180
20
simplified FZ
120
Fxtot = Fx + Fz
100
(4)
where is friction coefficient. The effect of friction

on the grounding forces are shown in Figure 8 with
two values of friction coefficient, namely 0.3 and
0.6 for the obstruction ( = 10, = 10).
80
60
40
20
0
10
15
20
Figure 7b. Resistancepenetration and the grounding

forces for ( = 10, = 10), = 0 and = 2.0 m.
DYNAMIC GROUNDING
The tanker previously illustrated is used also for the

analysis of dynamic grounding. At the present state,
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g(
,)
(5)
where A, M, B and C are added mass, mass,

damping and restoring matrices respectively. The
) are displacement, velocity and
vectors (
acceleration vectors of the ship. Fg(x, ) is the
excitation force acting at the bottom as a function
of penetration () and location of the obstruction
(x) during grounding. The solutions of Equation 5
can be obtained by Newmark- integration scheme,
in which the explicit time integration procedure was
implemented in the code based on the lump mass
matrix. The simplified grounding forces provided
by Equations 34 with the friction coefficient of
0.3 are used as Fg(x, ) in Equation 5.
It is realized that the impact force at bow is
difficult to estimate because the formula obtained
in Equation 3 is for the area of the cargo tank, and
not for bow area. This leads to an unreasonable
large impact force at bow due to the large contact
area. In order to circumvent this, a scale factor is
essential to scale down the impact force at bow
during the first passage of impact. In this respect,
it is reasonable to assume that the impact load
is increasing linearly with time. Following Alsos
(2008), the excitation force is scaled down when the
width of obstruction (BI) is greater than the damage width (BD) as expressed in Equation 6.
BD ( x )
F ( x,
Fg ( x, ) = BI ( ) g
F ( x, )
g
4
4.1
BD ( x,
x,
) < BI ( )
50
Fx - dynamic
Fz - dynamic
40
Fx - static
35
FZ - static
30
25
20
15
5
0
50
100
150
200
250
Figure 9a. Grounding forces for ( = 7, = 7) at

= 1.0 m and speed of 12 knots.
(6)
90
otherwise
RESULTS OF DYNAMIC AND STATIC

POWERED GROUNDINGS
Grounding forces
The horizontal and vertical components of the

grounding force are computed for two obstructions, namely ( = 7, = 7) and ( = 20, = 20).
The obstruction is initially at penetration depth
= 1.0 m over the keel line and then moved
horizontally with speed of 12 knots along the ship
bottom. The static and dynamic groundings are
analyzed and the results are plotted in Figure 9.
Here, static grounding is performed by running
dynamic grounding quasi-statically.
45
10
) + B + C =
The different variations of grounding forces can

be seen between static and dynamic groundings.
The ship bounces up and down during dynamic
grounding while she moves gradually over the
seabed obstruction in the static case. Moreover,
it is also interesting to see that the ship bounces
up twice for very large shoal, i.e. ( = 20, = 20),
as shown in Figure 9b. A similar observation goes
also for the penetration as shown in Figure 10a; it
can be seen that the larger the shape, the smaller
the level of penetration. This is due to the fact that
the larger the obstruction, the larger the contact
area. The effect of ship speed on the penetration is
also shown in Figure 10b. As observed, the higher
the speed, the more these curves shift to the right.
It is also realized that the scaling expression of the
contact force is simply assumed to be linear during
the initial stage, although it is not totally correct.
only surge, pitch and heave are considered. The

equation of rigid motion is written in Equation 5,
with the assumption that added mass and damping
terms are constant (Faltinsen 1999). It is realized
that this is not entirely correct. However, it can be
acceptable in the view of uncertainties involved
with the shallow water effects and with the seabed
topology in a real grounding event.
Fx
dynamic
80
Fz
dynamic
70
Fx
static
Fz
static
60
50
40
30
20
10
0
50
100
150
200
250
Figure 9b. Grounding forces for ( = 20, = 20) at

= 1.0 m and speed of 12 knots.
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100
1.4
1.2
Penetration [m]
dynamic
dynamic
dynamic
static
static
static
60
0.8
0.6
0.4
50
100
150
200
250
50
100
150
Distance from AP [m]
200
250
Figure 11a. Envelopes of shear force at = 1.0 m and

speed of 12 knots.
5000
12 knots
15 knots
20 knots
4000
3000
Bending moment [MNm]
1.2
Penetration [m]
60
0
1.4
1
0.8
0.6
0.4
Still water requirement

(7,7)
(10,10)
(20,20)
2000
1000
0
1000
2000
0.2
3000
50
100
150
Grounding distance[m]
200
4000
0
250
Figure 10b. Penetration of ship bottom for ( = 20,

= 20), = 1.0 m and speeds of 12, 15 and 20 knots.
50
100
150
200
250
Figure 11b. Envelopes of bending moment at = 1.0 m

and speed of 12 knots.
Shear and bending moment
150
The envelope curves of shear and bending moments

during grounding at two levels of penetration are
plotted together with the water requirements from
the DNV rules, i.e. 1.0 m and 2.0 m, as shown
in Figures 1112. Due to the transient dynamic
effect, the large shear force is observed at the initial
impact (Figs. 11a, 12a). This leads to a higher value
of shear force than the DNV requirement (DNV
2009) at the initial impact of the ship. Moreover,
it can be seen that also the larger the obstruction,
the higher the shear force and bending moment.
This is physical due to the fact that the larger the
obstruction, the higher the contact force. Moreover,
it is more evident that the shear forces and bending
moments induced by large obstructions become
larger than the requirements at high level of
penetration (Fig. 12). This can in turn affect the

(7,7)
(10,10)
(20,20)
100
Shear force [MN]
4.2
20
40
Figure 10a. Penetration of ship bottom, = 1.0 m and

speed of 12 knots.
40
20
0.2
0

(7,7)
(10,10)
(20,20)
80
Shear force [MN]
(7,7)
(10,10)
(20,20)
(7,7)
(10,10)
(20,20)
50
50
50
100
150
200
250
Figure 12a. Envelopes of shear force at = 2.0 m and

speed of 12 knots.
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are computed and checked with the DNVs still

water requirements. The shear force always exceeds
the rule requirement at the initial impact. Finally,
the residual strength of the damaged hull girder
should be reassessed in case of grounding on a
very large shoal, in order to ensure that the ship
can fulfill the safety requirement of seaworthiness.
5000
(7,7)
(10,10)
(20,20)
Bending moment [MNm]
4000
3000
2000
1000
0
1000
2000
ACKNOWLEDGMENTS
3000
4000
5000
50
100
150
200
250
Figure 12b. Envelopes of bending moment at = 2.0 m

and speed of 12 knots.
overall strength of the ship so that the safety level

for sea-going has to be reassessed. In addition, it is
also observed that shear force and bending moment
are somewhat unaffected by the ship speed.
5
CONCLUSIONS
The authors gratefully acknowledge the support

of the Strategic University Program (SUP) Scena
RisC&G at the Norwegian University of Science
and Technology (NTNU). A special gratitude goes
to the Research Council of Norway for providing
the funding for this research. Part of the study
was generated within the European Framework
for Safe, Efficient and Environmentally-Friendly
Ship Operations (FLAGSHIP). The financial support from the European Commission is gratefully
acknowledged.
REFERENCES
In this study a generalized seabed topology is used

to simulate the different grounding scenarios. The
results revealed that the seabed geometry is a key
parameter involved in ship grounding. Large shoals
give a high resistance to penetration. The dynamic
grounding was considered by means of nonlinear
finite element analysis with various seabed topologies, friction coefficients, initial levels of penetration over the keel line and ship speeds. The horizontal
grounding force is much affected by friction while
the vertical component is not. The grounding forces
are increasing virtually twice as the initial level of
penetration is doubled. The effect of asymmetric
seabeds is also considerable, especially when the
obstruction has a larger extent in the direction perpendicular to the grounding direction of the ship.
Moreover, it is realized that there are uncertainties
related to the actual seabeds which are arbitrary
and unknown. More studies are therefore essential
in order to describe the effect of actual seabed on
ship grounding correctly.
The simplified formulae to estimate the average
grounding forces are proposed for paraboloid
seabeds. The results of the simplified formulae
show reasonable agreement with the results from
FE simulations. It is still compromising to use
these formulae for quick estimate of the average
grounding forces for each seabed topology. The
difference between static and dynamic grounding
is significant. The envelopes of shear force and
bending moment induced by each shape of seabed
Alsos, H.S. & Amdahl, J. 2007. On the resistance of

tanker bottom structures during stranding. Marine
DNV. 2009. Part 3- Chapter 1- Hull structural design
ships with length 100 metres and above. Det Norske
Veritas.
EMSA. 2009. Maritime accident review. European Maritime Safety Agency. Available for download from
www.emsa.europa.eu.
Faltinsen, O.M. 1999. Sea loads on ships and offshore
structures. Cambridge University Press, Cambridge,
United Kingdom.
Hong, L. & Amdahl, J. 2008. Plastic mechanism analysis
of the grounding resistance of ship bottom longitudinal
girders. Ships and Offshore Structures 3, 159171.
Johnson, D. 1986. Advanced structural mechanics. William
Collins Son & Co. Ltd, London.
Nguyen, T.H., Garr, L. Amdahl, J. & Leira, B.J. 2010.
Benchmark study on the assessment of ship damage
conditions during stranding. Accepted in Ships and
Offshore Structures.
Paik, J.K. & Wierzbicki, T. 1997. A benchmark study on
crushing and cutting of plated structures. Journal of
Ship Research 41, 147160.
Pedersen, P.T. 1997. Ship grounding and hull girder
strength. Marine Structures 44, 140154.
Samuelides, M.S., Amdahl, J. & Dow, R. 2007. Studies on
the behavior of bottom structures during grounding:
Advancements in Marine Structures, C. Guedes Soares
and P. K. Das (Eds), Taylor & Francis Group; London,
U.K: pp. 273282.
Simonsen, B.C. 1997. Mechanics of ship grounding. Ph. D.
thesis, Department of Naval Architecture and Offshore
Engineering, Technical University of Denmark (DTU).
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Influence of bulbous bow structures on their collision behaviour

M. Schttelndreyer, I. Tautz, J.M. Kubiczek, W. Fricke & E. Lehmann
ABSTRACT: The authors are currently engaged in a collaborative research project whichamongst
othersdeals with the comparison of different bulbous bows and side structures. Their corresponding
effects on collision will be investigated. This paper will give a short overview of the background and starting phase of the project. It will focus on developing one determined test model geometry of a bulbous
bow for the next two prospective collision experiments. This geometry remains unchanged for a rigid
bulbous bow as well as for a deformable bulbous bow structure. The requirement of the designed bulbous
bow is to be able to create a significant damage of the ship side structure and itself. This pre-experimental
study shows that minors parametrical changes of bulbous bow geometry will significantly change the
collision behaviour. For this study the finite element method has been used.
1
1.1
INTRODUCTION
Background
This paper reports on actual research work carried

out in the collaborative project ELKOS (German
acronym, for: Improving collision safety by
integrating effects of structural arrangements in
damage stability calculations). Superior research
objective is to develop a method, that allows adequate consideration of structural arrangements
that significantly increase collision safety in damage stability calculations.
The project is funded by the German Federal
Ministry of Economics and Technology (BMWi).
TUHH is engaged with its institutes Ship Structural Design and Analysis and Ship Design and
Ship Safety. Industrial partner is the German
yard Flensburger Schiffbau-Gesellschaft.
The authors focus on experimental investigations of inner mechanics concerning several designs
of ship side structures and following numerical
simulations. Furthermore, stiffness of bulbous
bows will be considered in a realistic manner and
corresponding effects on collision mechanics with
side structures will be investigated.
Regarding to the collision experiments with bulbous bow and ship side structures, two pre-tests
were carried out on the test facility of the Institute
for Ship Structural Design and Analysis of TUHH
in March and June 2010. Two different deformable
bow structures were driven against a rigid plate
(Tautz et al., 2010). After these two pre-tests the
test facility was modified and prepared for the first
collision experiment. The start of these experiments is scheduled for summer 2011. Experimental
results will provide the basis to validate simplified

simulation approaches needed to realise a reasonable combination between collision simulation and
damage stability calculation.
Most of the experimental investigations of the
past focused on the struck ship like TNO-Test
(Peschmann, 2001). Only a few researchers considered the inner mechanics of a deformable bulbous
bow e.g. Amdahl (1983) and Yamada (2006).
This collaborative project investigates on the
one hand the striking ship with its pre-tests and on
the other hand the struck ships in the first collision
test with a rigid bulbous bow. In addition to these
approaches experimental tests which will consider
the whole collision procedure with the striking ship
as a deformable one and the struck ship too will
also be carried out in end of 2011.
For these two prospective experiments a geometry of a rigid bulbous bow as well as a deformable bulbous bow structure have to be designed. In
both cases the exceedance of the maximum loading capacity of the test-plant has to be avoided.
Regarding the deformable bulbous bow the deformation of bothbow and side structuremust be
fulfilled.
This paper will describe the way of finding such
a bulbous bow with the aim to design suitable test
models.
2
EXPERIMENTAL CONDITIONS
2.1 Pre-tests
Collision tests are carried out on the existing testplant of the Institute of Ship Structural Design and
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Analysis of TUHH which is adequately supplemented and modified for this purpose (Fig. 1).
Collision forces are applied by four hydraulic
cylinders. They are connected with the longitudinal girders of the test-plant and with a cross-beam.
Thereby a closed loop of forces is provided. The
test model of the bulbous bow is located underneath the cross-beam. It is driven against a counter plate which can be assumed as rigid. Collision
forces are measured at the hydraulic cylinders as
well as at pressure load cells underneath the rigid
counter plate. The maximum loading capacity is
4,000 kN.
Hydraulic cylinders are limited at 400 mm
regarding the maximum range of displacement.
Thus larger displacements will be realised by
using appropriate interim pieces between the bulbous bow and the cross-beam. This approach is
permissible because the whole test procedure is
quasi-static with maximum speed of 0.5 mm/sec.
Therefore the interruption of the test is assumed
to be permissible at any time.
The two pre-tests confirmed this assumption.
It can be observed that the original load path was
reached after re-loading (Tautz et al., 2010).
2.2
Coming collision-tests
The test-plant offers possibilities to integrate ship

side structures with moderate effort instead of using
the rigid plate. Side structures will be supported
adequately to measure collision forces as well as
membrane forces (Fig. 2). Regarding dimensions,
test models of side structures will be comparable
with those investigated in a very realistic manner in the research project Life Cycle Design
(Wevers, 1999) in the Netherlands (scaling ca.
1:3). Regarding the steel design, test model will be
comparable to side structures of RoRo-vessels.
Cross-Beam
Hydraulic
Cylinder
Bulbous
Bow
Rigid
Plate
Hydraulic
Cylinder
Longitudinal Girder
Figure 2.
structure.
Test-plant, configuration bow against side
BASIS FOR THE NUMERICAL

SIMULATION
3.1 General
The authors use the latest LS-DYNA version
971/Rev5 (Beta) for their simulations. The inner
and outer shell of the side structure is modelled
with four-noded quadrilateral Belytschko-Lin-Tsay
element type with five integration points through
their thickness. Its size is 33 35 mm at the area of
impact. The plate thickness amounts to 5 mm. An
assumed static friction coefficient of 0.10 for steel
on steel without grease, a Poisson ratio of 0.3 and
the material *mat 123 implemented in LS-DYNA
for a modified piecewise linear plasticity is used
for the whole numerical investigation. The contact
treatment is realized by using the contact definition *CONTACT AUTOMATIC SURFACE TO
SURFACE for the fundamental structure like
outer and inner shell, web of the longitudinal bulb
profiles and the web frame of the side structure.
Even nowadays engineers have difficulties to simulate collapse of the material in a realistic manner.
The used material has to be investigated and failure criteria must be defined. In shipbuilding the
following could be described as state of the art and
is also used in this investigation as failure criteria.
Failure is simulated by erasing every finite element
which exceeds a previous defined failure strain in
every integration point through the thickness.
3.2 Proposal for the material model
Longitudinal Girder
Longitudinal Girder
Cross-Beam
Bulbous
Support
Bow
Side Structure
Hydraulic
Cylinder
Cross-Beam
Figure 1. Test-plant, configuration bow against rigid

plate.
Due to the fact that material properties of steel

always vary in a certain extent it is necessary to
measure the exact material parameters of the steel
plates which will be used for the test model.
Thus an existing strain-stress curve which was
developed out of an uniaxial and quasi-static
tensile-test for a former investigation is modified.
This curve describes the true stress-strain relationship which is the precise way to simulate the plastic
deformability.
For modifying the existing true strain-stress
curve, a quasi-static tensile-test was carried out
(Fig. 3). The load of this test-plant is restricted.
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900
Stress [N/mm2]
800
700
600
500
400
300
200
Existing Curve
100
Figure 3.
0
0.00
Test-plant, tensile-test.
0.20
0.40
0.60
0.80
1.00
Strain[-]
350
Figure 5. Power law hardening based material relation

of existing and scaled curve.
Stress [N/mm2]
300
250
200
150
100
Gauges Top Site

Gauges Bottom Side
Average
50
0
-0.05
Figure 4.
0.05
0.1
0.15
Strain[-]
0.2
0.25
Measured stress-strain values of specimen.
Hence a material specimen of the test model of

the first pre-test was chosen. The flat bar tension
specimen was prepared after the Norm EN ISO
6892-1. Two strain gauges were applied, one on
the top site and one on the bottom site of the
specimen (Fig. 3). The specimen had a geometry
with a slight bending curvature to the top site.
Therefore the two measured start values of the
strain held opposite signs at the beginning of the
test (Fig. 4).
For modifying the previous true strain-stress
curve the yield stress of the tested material must
be found. For this the linear part is deducted
from the mean strain-stress curve. At the point
of 252 N/mm2 the linear graph disperses from the
average. The remaining part of the strain-stress
curve has been transferred by scaling the previous
existing curve to the new one. The result of the
scaled graph is shown in Figure 5.
For the prospective collision test it was decided
to use the same plate thickness for side structure
and bulbous bow. Therefore the use of the found
power law hardening based material relation is
justified and will be used further on.
3.3 Failure criteria
In the past several different failure criteria were
investigated and compared; see e.g. Ehlers et al.
(2008). The presented paper will regard two

different criteria. One proposed by Peschmann
(2001) and the second one is a combination of
Rice & Tracey (1969) and Cockcroft & Latham
(1972) named RTCL.
The criterion of Peschmann is a quasi-static
uniaxial tension consideration. It is not able to differentiate the applied load between compression
and tension and will delete elements when the critical rupture strain is reached. It does not matter what
kind of load is applied. Therefore the application
of this criterion must be well deliberated and the
applied load of each single part of construction
must be known. A further disadvantage is that the
critical rupture strain depends on the length of the
elements. By using a coarse mesh the necking will
not fit to the location where the fracture starts.
Thus the ratio of uniform and necking strain must
be scaled by the length of necking:
x
crit = g + m te t
l
(1)
g is the uniform strain, m is the necking strain,

xe the length of neck, t the plate thickness and l the
element length. Based on tests, Peschmann obtains
the following values for plate thickness smaller
than 12 mm:
crit = 0.1 + 0.8 t

l
(2)
A major advantage of this criterion is that it is

easy to implement in every commercial finite element code for non-linear calculations and it needs
less computing time.
The second criterion is the above mentioned
RTCL criterion which considers the influence of
the stress triaxility. This criterion is presented and
verified by Trnqvist (2003). This failure criterion
was recently implemented by Livermore Software
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Technology Corporation (2010) in the latest version

of LS-DYNA which is used for the calculations.
The criterion defines a damage indicator Di as:
Di
H
1
d eqp
0 f eq
RTCL
(3)
where

f H
eq RTCL
H
H
12 27
1+
eq
e
eq
= 2
2
H
H
3 + 12 27
eq
eq
1 exp 3 H
2
1.65
eq
H
1
eq
3
for
for
o
H 1
eq 3
RTCL
Peschmann
Reaction Force [kN]
3000
2500
2000
1500
1000
500
0
0
250
500
750 1000 1250
Displacement [mm]
1
< H <
eq 3
3
for
0 is the uniaxial fracture strain, H hydrostatic

stress, eq equivalent stress and d peq equivalent plastic strain increment. The critical failure is reached
when Di reaches the value 1.
For getting conservative results and to be sure
not having forces larger than 4,000 kN, the criteria
which leads to the highest collision force is sought
for. In order to decide what criterion is to be used
comparative calculations of Peschmann and the
RTCL are made (Fig. 6). For the calculation the
geometry of the bulbous bow in the pre-test is
used, modelled as a ridged body. For this comparison 22,009 elements were used. The specific
description of the FE-Model will be presented in
the next section.
It is easy to see that the stress triaxiality has
a significant influence of the solution of the
3500
numerical calculations. The wide difference of this

comparison shows the necessity to validate ones
calculations by collision experiments in future.
The maximum of the RTCL is more than 100%
higher than that of Peschmann. For further calculations the RTCL will be taken, even if this
would lead to a certain overestimation of collision
forces. This is acceptable in order not to exceed the
maximum loading capacity of the test-plant.
1500
Figure 6. Comparison of failure criteria RTCL vs.

Peschmann.
This criterion takes 10% more time for the

calculation.
3.4
Strain rate
Hardening of the steel is basically dependent of

the strain rate.
A possibilityoften mentioned in literatureis
to include this phenomenon in numerical calculations by using the equation of Cowper-Symonds
which describes the influence of the strain rate on
the yield stress,
ReHdynam
ReHstat
1
q
= 1+
C
(4)
where ReHdynam is the yield stress under dynamic

.
load, ReHstat the yield stress under static load, the
strain rate, C and q are factors obtained from tests.
Paik & Thayamballi (2003) proposed for mild steel
C = 40.4 and q = 5.
One can assume that the strain rate in the
planned quasi-static collision tests is rather small
in view of the anticipated velocity of 0.5 mm/sec.
The influence of the strain rate is demonstrated by
a simplified geometric model (Fig. 7). Here, the
marked point A in the middle of the side structure
beneath the middle of the bulbous bow located
between two web frames is analysed. aR is the web
frame spacing, set to 800 mm.
Assuming that the point A moves with the same
velocity as the bulbous bow (0.5 mm/sec), the
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3.5
Formulas
: Cowper & Symonds (1957)
: Paik et al. (1999)
3.0
2.5
=1 +
2.0
1.5
1.1
1.0
=1 +
0.5
0.0
Experiments
Mild steel:
High tensile steel:
= 189.6 Mpa
Manjoine (1944)
= 217.5 MPa
Campbell & Cooper (1966)
= 283.0 MPa
Paik et al. (1999)
Figure 7.
Figure 9. Dynamic yield strength plotted versus strain

rate for mild and high tensile steel; Paik & Thayamballi
(2003).
Model for estimating the max. strain rate.
20
strain rate will increase approximately three orders

of magnitude. This still means a small effect of the
strain rate on the results.
Investigated Case
10
Asymptote
L+L [m]
15
4.1
0
0.0
4.010-4 .
= 522.9 MPa
Fujii et al. (1985)
= 373.2 Mpa
Toyosada et al. (1987)
= 313.8 Mpa
Toyosada & Goto (1991)
8.010-4
[sec-1]
1.210-3
Figure 8. Strain rate of point A moving with a constant

velocity of 0.5 mm/sec.
plate of length L = aR/2 will elongate as shown in

Figure 8.
It is easy to see that the strain rate will not supersede the asymptotic value of 1.22 103 sec1.
The outer shell of the side structure fails at a
displacement of 400 mm by using the evaluated
bulbous bow. The simplified model has shown a
strain rate value of 5.20 104 sec1 at a displacement of 400 mm. Considering Figure 9 it is obvious that both values are located near the yield
stress ratio 1. The result of this simplified geometric model presents a comparable small influence
of the strain rate at a velocity of 0.5 mm/sec as
shown in the investigation made by Ehlers et al.
(2010). Hence the strain rate will be neglected for
the calculations.
In reality, the collision velocity will be much
larger. Considering additional scale effects, the
General
This investigation concentrates on the worst

case for the struck vessel. This includes that the
impact is located in the middle of two web frames
of the side structure with a collision angle of
90 degrees.
The examination will distinguish between three
sizes of bulbous bow cross sections. The smallest bulbous bow will not hit the web frames, the
intermediate bulbous bow will touch the web
frame and the largest bulbous bow will totally
collide with the web frames. The initial designs of
the investigated geometries are basically axisymmetric. The cross section will have an increasing
elliptical shape along the global vertical axis of
the ship.
4.2
Definition of the local coordinate system
For the simulation of the different geometries of

the bulbous bows the axes of the coordinate system
are defined as shown in the Figures 10 and 11.
As shown in Figure 10 the x-axis is located parallel to the longitudinal girder in the middle of the
test-model; the y-axis proceeds from the middle of
the side structure to the longitudinal girder and
the z-axis is the vertical one which points into the
bulbous bows penetration direction (Fig. 11). The
web frame spacing aR is 800 mm.
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X-Y Plane
X-Y Plane
(End Section)
(End Section)
Connection Plates
Longitudinal Girder
Area of
Impact
Side Structure
Y-Z Plane
X-Z Plane
End
End
Section
Section
1800 [mm]
X
aR
aR/2
aR
Figure 10. Top view of a quarter of the side structure;

x-y plane.
Z
Bulbous
Bow
Figure 12. Investigated bulbous bows, left: Geometries

for 1/i = 1.00; right: Geometries for 1/aR = 0.80, see
also Table 2.
Side Structure
Table 1. Definition of the parameters and [mm]

describing the end section of the bulbous bows.
Connecting
Rod
Support
aR
aR
aR/2
1/aR = 0.80
Figure 11. Side view of a quarter of the side structure
and support; x-z plane.
4.3
2/aR = 1.02
3/aR = 1.25
Geometry of investigated models
In the beginning of the numerical investigation a

matrix with the parameters to is defined. The
parameters describe the end section of the bulbous
bows (Fig. 12). Thereby describes the breadth
of the bulbous bow. Four different will be investigated. The parameter describes the increasing elliptical shape for each . The parameter
depends of the web frame spacing and must fulfill
the above mentioned three sizes. The smallest size
is relised with 1/aR = 0.80, the intermediate size
with 2 /aR = 1.02 and the largest size where the bulbous bow will totally collide with the web frame
is represented by two geometry variations where
3/aR = 1.25 and 4/aR = 1.50.
The columns of Table 1 show the ratio of the
breadth to the frame spacing aR of the side
structure. All values of the first column generate a
rotational symmetric geometry. The rows describe
the elliptical distortion of the initial rotational
symmetric geometries.
For a well arranged analysis of the found
geometries following shortcuts will be introduced
in Table 2 and will be used from now.
4/aR = 1.50
1/i = 1.00
2/i = 1.50
3/i = 2.00
1 = 640
1 = 640
1 = 816
2 = 816
1 = 1,000
3 = 1,000
1 = 1,200
4 = 1,200
2 = 960
1 = 640
2 = 1,224
2 = 816
2 = 1,500
3 = 1,000
2 = 1,800
4 = 1,200
3 = 1,280
1 = 640
3 = 1,632
2 = 816
3 = 2,000
3 = 1,000
3 = 2,400
4 = 1,200
where: aR = 800 [mm]

Table 2. Shortcuts of the definition of the parameters
and [mm] describing the end section of the bulbous
bows.
1/aR = 0.80
2/aR = 1.02
3/aR = 1.25
4/aR = 1.50
1/i = 1.00
2/i = 1.50
3/i = 2.00
11
21
31
41
12
22
32
42
13
23
33
43
The geometry 21 is the one which was used in

the two pre-tests. All geometries of one row have
the same top of forepart. The buttock lines in the
y-z plane are straight and connected to the forepart
design at its tangential point of touch (marked in
Fig. 12).
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4.4
Numerical model
For this investigation twelve different geometries

of bulbous bows had to be generated. Therefore
the ANSYS parametric design language was used.
To be able to change the geometry in an acceptable
effort, a parametrical finite element model dependent of and has been created. Each geometry
is calculated under the assumption rigid as well as
assumption deformable.
For the investigation with a rigid bulbous bow
it is sufficient to consider a quarter of the test
configuration using symmetrical boundary conditions. This consideration is unusual for this kind of
highly nonlinear calculations with failure. However
it delivers sufficient accuracy of the results needed
for the investigation. Non symmetric effects of the
failure mechanism are not in the focus and have a
neglectable influence on the absolute level of collision forces that are of main interest. This was
approved by some comparative calculations which
considered the whole FE-Model. These will not be
discussed further on in this paper.
With regard to the deformable bulbous bow
the whole test configuration had to be modelled
because of the stringer and the longitudinal girder
located at the section planes of the bulbous bow.
In the experimental set-up it is necessary to represent the correct stiffness of the supports. Otherwise wrong membrane forces will be transmitted
to the side structure. The consequence would be a
wrong collapse behaviour of the side structure. The
shell of the supports is modelled with four-noded
elements like the side structure (Fig. 13). Each support is adapted to both longitudinal girders of the
test-plant with four vertical tension rods. The horizontal connection is designed with four connecting
rods per support. The vertical mounting is realised
by using four load cells. The rods and the load cells
are modelled with truss elements.
The finite element models regarding the rigid

bulbous bow consist of 130,000 degrees of freedom in average. For the case of the deformable bulbous bows these numbers have to be
quadrupled.
5
RESULTS
5.1 General
According to the technical limitation of the testplant it is necessary to find out the feasibility of
the twelve variations with a rigid bulbous bow. All
geometries which exceed the force of 4,000 kN
have to be excluded. The others have to be investigated again by considering their stiffening system. The aim is to find a bulbous bow structure
which deforms both the side structure and itself.
Therefore the case in which either the side structure or the bulbous bow collapses solely will be
excluded.
5.2 Consideration of rigid bulbous bows
Representatively for all geometries the upper row
and the left column of Table 2 will be taken for
the consideration below. The reaction forces of
the geometries with a constant and a growing
are shown in Figure 14. The two load peaks of
the curves represented the penetration of the outer
and inner hull of the side structure.
The growing parameter has no significant
influence on the point of structural failure. Both
load peaks occur at comparable displacements of
the bow for each of the geometric variations due
to the marginal changing geometry of the forepart
design of the bulbous bow. The reaction force of
the geometries with the same and a growing is
pictured in Figure 15.
2500
Reaction Force [kN]
Longitudinal
Bulkhead
Stringer
Load Cell
Web
Frame
11
12
13
2000
1500
1000
500
0
Tension Rods
Figure 13.
model).
Connection Rods Bulb Profile
Finite element model of geometry 43 (1/4-
250
500
750 1000 1250
Displacement [mm]
1500
Figure 14. Comparison of the reaction force of the three

geometries of the upper row of Table 2 (1/aR = 0.80).
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5000
11
21
31
x 41
Reaction Force [kN]
4000
3500
3000
PermissibleCollisionForce
Reaction Force [kN]
4500
2500
2000
1500
1000
500
0
0
250
500
750
1000
Displacement [mm]
1250
1500
Figure 15. Comparison of reaction force of the four

geometries of the left column of Table 2 (1/i = 1.00).
4500
Permissible Collision Force
4000
3500
3000
2500
2000
1500
1000
500
0
0.4
1.4
2.4
Parameter j [m]
4500
3/i = 2.00
11
21
31
41
12
22
32
42
13
23
33
43
Permissible Collision Force
4000
Reaction Force [kN]
1/aR = 0.80
2/aR = 1.02
3/aR = 1.25
4/aR = 1.50
2/i = 1.50
3500
(5)
The regression in equation 5 shows a good with

numerical results (Fig. 17). The highest deviation
4 = 1.200 [m]
1= 0.640 [m] EQ
2 = 0.816 [m] EQ
3000
2 = 0.816 [m] DY
2500
3 = 1.000 [m] EQ
2000
3 = 1.000 [m] DY
1500
500
0.5
F = 3387 2 1986 + 1087

+ (328 83)( )
3 = 1.000 [m]
1= 0.640 [m] DY
4 = 1.200 [m] EQ
1000
In contrast to Figure 14 the penetration of

the outer and inner hull is influenced by the
growing cross section. This leads to a later failure of both hulls. For example the geometry with
1 = 1 = 640 mm destroys the outer hull of the side
structure at a displacement of about 250 mm, the
one with 1 = 4 = 1,200 mm by more than twice of
the above mentioned displacement. Furthermore
the geometry 41 will exceed the maximum load
capacity of the test-plant as well as geometries 42,
43 and 33 do. These geometries are excluded in
Table 3.
Due to the above mentioned influence of the
bulbous bow geometry one can assume that there
might be a relationship between the parameters of
the bulbous bow end section and the load peak.
For this reason the value of the geometries are
plotted to Figure 16, connecting the values with
the same .
Obviously all graphs have an increasing gradient. Therefore an equation has been developed
which offers the possibility to describe the influence of the geometry without a simulation:
2 = 0.816 [m]
Figure 16. Calculated reaction force of the geometries

at the first load peak.
Table 3. Exclusion of the geometries exceeding the

maximum load capacity of the test-plant.
1/i = 1.00
1= 0.640 [m]
4 = 1.200 [m] DY
1.5
Parameter j [m]
2.5
Figure 17. Comparison of the numerical and approximated reaction force at the first load peak.
amounts to 3.8% for the geometries of small

breadth.
A similar relationship of the parameters is found
for the second peak (Fig. 18), approximated by the
following equation:
F = 2417 2 1735 822
+ (2099 1044)( )
(6)
Here the maximum deviation is 4.7% between

the numerical value and the value given by equation 6 for the reaction force of the second load
peak. The graphs show a decreasing gradient with
an increasing . An explanation for this phenomenon can be given by the numerical simulation.
The damage of the side structure caused by bulbous bows with large and values includes a
significant area of the outer shell of the side structure by loosing its structural resistance against the
penetrating bulbous bow (Fig. 19).
5.3
Consideration of deformable bulbous bows
As mentioned above eight remaining geometries

have to be investigated. The aim is to find the case
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Reaction Force [kN]
7000
0.640 [m] EQ
6000
0.640 [m] DY
5000
0.816 [m] EQ
4000
0.816 [m] DY
3000
1.000 [m] EQ
2000
1.000 [m] DY
1.200 [m] EQ
1000
0
0.4
1.200 [m] EQ
2.4
Parameter j [m]
Figure 20. Failure of outer hull and deformation of

geometry 23; half of side structure is blanked.
Reaction Force [kN]
Figure 18. Comparison of the numerical and approximated reaction force of the geometries at the second
load peak.
4500
4000
3500
3000
2500
2000
1500
1000
500
0
Geometry 23
250
500 750 1000 1250

Displacement [mm]
1500
Figure 21. Reaction force between bulbous bow

geometry 23 and the side structure.
Figure 19. Failure of outer hull and bulb profile of
geometry 43.
Table 4. Exclusion of the geometries with only one

damaged collision partner.
1/i = 1.00
2/i = 1.50
3/i = 2.00
1/aR = 0.80
2/aR = 1.02
SiSt
SiSt
SiSt
SiSt
3/aR = 1.25
BuBo
BuBo
SiSt
BuBo
SiSt
where: SiSt = side structure fails; BuBo = bulbous bow

fails.
which lead to a deformation of the bulbous bow

and a failure of the side structure. The results of
the numerical calculations are listed in Table 4.
Considering the results given in Table 4 it is
obvious that there is only one geometry bulbous
bow which fulfills the above mentioned criteria, i.e.
geometry 23 (Fig. 20), where = 1,632 mm and
= 816 mm.
The impact of geometry 23 on the given side
structure generate a collision force of 3,150 kN
which is well below (79%) of the permissible
reaction force (Fig. 21).
CONCLUSIONS
This paper describes a way to increase the scientific knowledge about the interaction of the bulbous bow and side structure design in the case of
collision. The selected bulbous bow configuration
allows a direct comparison between the rigid and
the deformable bulbous bow.
The focus of the investigation is on finding a
case where both bulbous bow and side structure
are deformed simultaneously. The result shows that
there is only a small range of geometry which leads
to the occurrence of this phenomenon. Minor parametrical changes of bulbous bow geometry will
totally change the failure mode and therefore the
collision behaviour.
The goal is to validate the numerical calculations
by future collision tests. This will enable a method
to predict quantitative design parameters.
ACKNOWLEDGEMENTS
The work was performed within the research
Project ELKOS, funded by German Federal
Ministry of Economics and Technology (BMWi)
under project no. 03SX284B.
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The authors are responsible for the content of

this paper and wish to thank those, who supported
this project. The authors gratitude is particularly
addressed to German yard Flensburger SchiffbauGesellschaft which delivered the cross-beam, the
two supports for the test-plant and the test model.
REFERENCES
Amdahl, J. 1983. Energy Absorption in Ship-platform
Impacts. Report No. UR-8334, University of
Trondheim: Trondheim.
Cockcroft, M.G. & Latham D.J. 1972. Ductility and the
Workability of Metals. J. Inst. Metals: 3396.
Ehlers, S. Broekhuijsen, J. Hagbart, S.A. Biehl, F. &
ship side structures: A failure criteria benchmark
study, Int. Ship progress 55: 127144.
Ehlers, S. Tabri, K. Romanoff, J. & Varsta, P. 2010.
Numerical and Experimental Investigation on the
Collision Resistance of the X-core Structure. Proc.
of 5th Int. Conference on Collision and Grounding of
Ships (ICCGS). Espoo: Aalto University.
Livermore Software Technology Corporation. 2010,
LS-DYNA
KEYWORD
USERS
MANUAL
VOLUME I: Livermore.
Paik, J.K. & Thayamballi, A.K. 2003. Ultimate Limit

State Design of Steel-Plated Structures. New York:
John Wiley & Sons.
Peschmann, J. 2001. Berechnung der Energieabsorption der Stahlstruktur von Schiffen bei Kollision und
Grundberhrung. Dissertation, Hamburg University
of Technology: Hamburg.
Riece, J. & Tracey, D. 1969. On the ductile enlargement
of voids in triaxial stress fields. J Mech Phy Solids:
201217.
Tautz, I., Schttelndreyer, M., Fricke, W. & Lehmann, E.
2010. Experimental Investigation on Collision Behaviour of Bow Structures. Proc. of 5th Int. Conference
on Collision and Grounding of Ships (ICCGS). Espoo:
Aalto University.
Trnqvist, R. 2003. Design of Crashworthy Ship
Structures. Ph.D. Thesis, Danish University of
Technoligy: Lyngby.
Wevers, L.J. & Vredeveldt, A.W. 1999. Full scale ship collision experiments 98. TNO-Report 98-CMC-R0359:
Delft.
Yamada, Y. 2006. Bulbous buffer bows: a measure to
reduce oil spill in tanker collisions. Ph.D. Thesis,
Danish University of Technology: Lyngby.
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Influence of ship motions in the numerical prediction of ship

collision damage
K. Tabri
Department of Mechanics, Tallinn University of Technology, Estonia
J. Broekhuijsen
Damen Schelde Naval Shipbuilding, The Netherlands
ABSTRACT: The paper studies the influence of coupling between the ship motions and the structural
resistance in the prediction of ship collision damage. Several collision scenarios are simulated numerically
using coupled and decoupled approaches. A coupled approach implies a time-domain simulation, where a
precise description of the whole collision process together with the full time histories of the motions and
forces involved, is achieved. There, the ships motions are evaluated in parallel to the structural deformations i.e. the coupling between external dynamic and inner mechanics is preserved. A decoupled approach
is based on the conservation of momentum and allows faster estimation of the deformation energy without providing exact ship motions. The energy to be absorbed in collision is evaluated based on the ship
masses and velocities, and in predicting this energy there is no coupling from the structural behavior. The
ensuing deformations are evaluated in so-called displacement controlled mannerthe struck ship is kept
motionless and the striking ship penetrates it along the direction of its initial velocity. The comparison of
the outcomes of two methods reveals that these two methods result in significantly different predictions
of both the penetration path and the deformation energy required to breach the inner hull.
1
INTRODUCTION
Numerical simulations are often used to assess the

crashworthiness of ship structures and to evaluate the outcomes of ship collisions. A collision
analysis combines two fields, external dynamics
and internal mechanics (Minorsky, 1959). The
external dynamics evaluates the ship motions during the collision, giving as a result the energy to
be absorbed by structural deformations, while the
internal mechanics evaluates the structural deformations the ships structures undergo while absorbing that energy.
Numerical analysis of ship collisions is a
demanding task and significant simplifications
are required to achieve the outcomes in reasonable
time. Thus, it is a common approach to decouple
the analysis of structural deformations from the
analysis of ship motions. Such approach is referred
to as a decoupled approach. In a decoupled analysis the problem is solved in a sequential manner:
first the contact force as a function of a prescribed
penetration path is evaluated in so-called displacement controlled analysis of inner mechanics. The
actual extent of the penetration is obtained by
comparing the area under the force-penetration
curve to the deformation energy evaluated with
some calculation model for external dynamics.
The accuracy of the decoupled analysis depends

on the level of precision on predicting the penetration path. This can be done rather precisely for a
symmetric collision, where the striking ship collides
under a right angle at the amidships of the initially
motionless struck ship and only few motion components are excited. Statistical studies (Ltzen,
2001; Tuovinen, 2005) have, however, indicated
that the majority of collisions are non-symmetric
in one way or another. Often the collision angle
deviates from a right angle, the contact point is not
at the amidships or the struck ship is not initially
motionless. As in non-symmetric ship collisions
more motion components are excited, the penetration path cannot be predefined at reasonable precision, but it should be evaluated in parallel with
the ship motions i.e. the coupled analysis has to be
exploited. A coupled approach to numerical ship
collision analysis has been proposed for example
by Le Sourne (2001) and Pill and Tabri (2009).
Brown (2002), Tabri (2010) and Tabri (2010b)
compared the coupled and decoupled approaches
and revealed that while the total deformation energy
is predicted rather precisely by the decoupled
approach, associating this energy with the deformations at certain directions cannot be done at the
same precision for all the collision scenarios. In
some scenarios this results in erroneous prediction
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of damage length and depth. However, the above

analyses were based on simplified approaches to
inner mechanics and did not consider the structural aspects at high precision.
In this paper the influence of coupling is studied
further by considering actual ship structures and by
applying Finite Element (FE) method. The paper
addresses the question whether the ship motions
occurring during the collision have influence in predicting the collision damage and energy. The paper
gives a brief overview of coupled and decoupled
numerical approaches and discusses their advantages and disadvantages. Several non-symmetric
collision scenarios with different collision velocity, collision angle and location are simulated with
both approaches using explicit FE code LS-Dyna.
The deformation energy required to breach the
inner hull of the struck ship is compared for both
approaches. In all the simulations the struck ship is
assumed initially motionless and the masses of the
colliding ships are assumed to be equal.
2
2.1
COUPLED AND DECOUPLED

ANALYSIS OF SHIP COLLISIONS
Decoupled analysis
First step in the decoupled analysis of ship collisions is the displacement-controlled evaluation of
structural response. In such an analysis the struck
ship is kept fixed through constrained boundary
nodes and the striking ship collides with it at a constant velocity along a prescribed path. FE model
consists of partially modelled striking and struck
ship as depicted in Figure 1.
The striking ship is often modelled as a rigid
body as the stiffness of the bow area is often superior to that of the side structure. The striking ship
moves at constant velocity along the prescribed
path and the contact between the ships does neither
influence the speed nor the direction of the striking ship. Therefore, the rigid body motions of the
Figure 1.
Displacement controlled calculations.
colliding ships are excluded from the analysis and

the emphasis is on the modelling of the structural
response. Displacement controlled simulations are
widely used in collision analyses due to their rather
simple manner and fast simulation runs, see for
example Kitamura (2002) or Ehlers et al. (2008).
Above analysis provides the contact force as a
function of this prescribed penetration path. The
actual extent of the penetration is obtained by
comparing the area under the force-penetration
curve to the deformation energy evaluated with
some calculation model that gives the deformation
energy based on the conservation of momentum
in collision; see for example Pedersen and Zhang
(1998). Such a model uses only ship mass properties, collision velocity, location and angle for input.
External fluid forces due to the surrounding water
are included only through a constant added mass
and the velocity dependent forces, such as hydrodynamic damping and frictional resistance, are
neglected as the actual ship motions cannot be
evaluated, see for example Tabri (2010).
The method has several advantages and disadvantages. As the motion dynamics are not part of
the simulation, some numerical manipulations can
be made to shorten the duration of the simulation
run. The main advantage is that the time step size
can be increased using so-called mass-scaling in a
certain range without significant loss of accuracy.
In LS-Dyna the time step size is evaluated on
the basis of the Courant stability criteria, which
uses element dimensions, stiffness and density as
input (Hallquist, 2007). The mass-scaling concept
increases the density of the elements in which the
Courant criterion is not met under the prescribed
time step size minima. With reasonable selection
of the step size the increase in mass and the ensuing dynamic effects remain insignificant and the
mass scaling can be used.
Furthermore, the speed of the striking ship often
exceeds the typical speeds in collision. This, and
the fact that the striking ship is not decelerating
under the action of the contact force, significantly
shortens the duration of the collision process and
the simulation time required. Again, as the dynamics are of secondary importance, the error resulting
from sometimes even unrealistically high collision
speed is usually in acceptable range.
The disadvantages of the displacement controlled method stem from the same aspects as
its advantagesneglected collision dynamics.
As the striking ship is moving at constant speed
and the struck ship remains motionless throughout
the collision, the dynamics of the collision, such
as accelerations and velocities, are not physically
correct. This means that some dynamic effects,
such as strain rate effects in deforming structures,
can not be properly included. Furthermore, under
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the prescribed displacement the collision process

does not describe any actual collision scenario, but
simply gives an assessment on the crashworthiness
of the side structure. The same force-penetration
curve is used for the scenarios with different velocities, but, as will be show later in the paper, this can
lead to significant errors.
2.2
Coupled analysis
To properly simulate an actual collision scenario

the analysis of structural response cannot be
decoupled from the ship motions. In a coupled
analysis both ships are allowed to move and the
exact penetration history is defined from the
collision dynamics and mechanics. For coupled
simulations the mass, inertia and hydrodynamic
properties of the ships have to be included in the
FE model as the motion dynamics are part of
the simulation. Therefore, the paper utilizes the
dynamic collision simulation procedure proposed
by Pill and Tabri (2009). In this model, the ships
motions are limited to the plane of water surface
and thus, the restoring forces are not included.
Furthermore, the forces associated with the hydrodynamic damping and frictional resistance are
neglected as their inclusion is not straight forward
and as their share in the energy balance is relatively
low, less than 10% of the total available energy
(Tabri, 2010). Hence, the simulation model concentrates on the accurate modeling of the main force
componentsthe contact and the inertial forces.
In the FE model, the masses and inertias of
the colliding ships are modelled by using a small
number of mass points, see Figure 2. Note that
in the figure and in the subsequent sections the
superscripts A and B denote the striking and the
struck ship, respectively. The striking ship consists
of a modelled bow region and three mass points.
Correspondingly, the struck ship consists also of
three mass points and a part of the side structure. The mass points are constrained to move
together with the boundary nodes of the modelled
Figure 2. Calculation setup for dynamic collision

simulations.
structural parts and are thereby acting as boundary conditions. The mass nodes of the striking ship
are given the initial velocity v0.
The hydrodynamic added mass components
associated with translational motions are included
in certain directions only. The surge added masses
of the striking and struck ships, denoted as 11A and
11B in Figure 2, are positioned in the centres of gravity of the ships. The added mass associated with the
sway motion is considered only for the struck ship as
the motions of the striking ship are predominantly
in the surge direction. For the struck ship the sway
added mass is modelled as a single block of additional mass located on the opposite side of the striking location, see Figure 2. This added mass block
is constrained to the mass points through a planar
joint, which restricts relative movement in sway
direction and allows the joined entities to move in
the surge direction. Thus, this mass becomes active
only if the struck ship undergoes sway motion.
The advantage of the dynamic simulations is
that they simulate an actual collision event and
no prescriptions other than initial conditions are
required. The drawback is that the mass-scaling
would lead to larger errors compared to displacement controlled simulations and is therefore not
suggested. As both ships are moving, the whole
contact process lasts longer as it takes longer time
for the striking ship to penetrate deep enough into
the struck ship to cause breaching of the inner
hull. Therefore, the dynamic simulations require
significantly longer computation time.
3
NUMERICAL STUDY
Numerical study is conducted to evaluate the difference between two approaches. Several collision
scenarios between two river tankers are simulated
numerically to study the influence of coupling.
The energy required to breach the inner hull of the
struck ship is evaluated with both approaches and
compared.
In the decoupled displacement controlled analysis the inner mechanics is evaluated without any
influence from the ship motions and thus this
energy depends on the structural properties of
the ships and on the collision angle and location.
Thus, in the decoupled analysis we only look at the
inner mechanics and leave the external dynamics
completely out of the investigation.
In the coupled analysis the inner mechanics and
the external dynamics are coupled and thus, full
description of the collision process is achieved.
Obviously, now the collision process also depends
on the initial velocity of the striking ship and
therefore the collision scenarios are simulated at
different velocities.
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3.1
Colliding ships
It is assumed that the colliding ships are similar.

Both ships have the same mass of 2771 tons and
the length of 110 m. The striking ship has a rectangular bow shape as seen from Figure 2. The struck
ship is depicted in Figure 3 and it has longitudinally
stiffened double-hull with web-frame spacing of
1.65 m and bulkhead spacing of 8.26 m. The main
dimensions of the ships are presented in Table 1.
The added mass values presented in the table are
calculated with the strip theory (Journe, 1992).
The FE models of the striking bow and the side
structure are the same for the displacement controlled and the dynamic simulations. While the
bow structure is modelled as a rigid body, the side
structure is allowed to undergo large deformations.
Ships are assumed to be made of shipbuilding steel
with yield strength of 284 MPa. Strain-rate sensitivity of the steel material is not considered.
Length of the modelled side structure is 24.75 m,
which is sufficient for the plastic deformations not
to occur at the boundaries. The fracturing of the
structures is described by thru thickness failure
criteria, which background and implementation
Figure 3.
Structure of a river tanker.
Table 1.
Main dimensions of the ships.
is explained in Zhang et al. (2004), Scharrer et al.

(2002) and Ehlers et al. (2008). The thru thickness
strain criterion in LS-DYNA erases an element
if the through thickness strain reaches its critical
limit. This approach requires rather fine mesh and
therefore, in the contact area the prevailing element
dimension is 30 30 mm. The inner hull is considered to be breached when at least four elements of
the inner plating are erased.
3.2 Collision scenarios
In total, 13 different collision scenarios are evaluated to study the influence of collision velocity,
angle and location. Collisions to three different longitudinal locations along the side of the struck ship
as depicted in Figure 4 are studied. In Figure 4 the
extent of the FE model is visualized only for location
1. In other two locations the FE model had the same
overall dimensions and structural configuration.
The eccentricities of different collision locations are
given in Table 2. In all the displacement controlled
simulations the striking ship is travelling at constant velocity of 5 m/s along the direction of its
initial velocity. In dynamic coupled simulations
five different collision velocities and three collision
angles are studied for location 1. In locations 2 and
3 the collision angle is always 45 degrees and the
collision velocity is either 3.5 or 5 m/s. The collision
scenarios are summarized in Table 2.
Figure 4. General arrangement of the struck ship and

the collision locations.
Table 2.
Simulated collision scenarios.
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inner hull or at the end of the simulation for the

scenarios, where the breaching did not occur.
INFLUENCE OF COUPLING
Collision scenarios defined in Section 3.2 are simulated with the coupled and decoupled approaches.
The deformation energy at the time instant when
the inner hull is breached is defined for both
approaches and compared. This deformation
energy consists of energy absorbed by deformation
mechanisms such as bending, stretching and tearing of structural elements and also of the energy
absorbed by the friction between the ships.
The relative difference between the two
approaches is defined as
diff . =
EC
EDC
EC
(1)
where EC and EDC are deformation energy required

to breach the inner hull in the coupled and the
decoupled analysis, respectively.
The simulation results and the difference between
the coupled and decoupled approach are presented
in Table 3 and discussed in subsequent sections.
The table presents both the total deformation
energy (total) and the energy absorbed by friction
(friction) between the ships. Difference between
the total and friction energy is the energy absorbed
in deformation mechanisms such as crushing, tearing, stretching, bending etc of structural members.
In Table 3, the change in collision angle, , is
measured at the moment of the breaching of the
Table 3.
Simulation results.
4.1 Collision velocity

We first study the influence of the collision velocity
and look at the scenario, where the collision occurs
at location 1 and the collision angle is 45 deg. In
the displacement controlled calculation the inner
hull is breached when the deformation energy
reaches to 3.66 MJ, see Table 3.
The same scenario is simulated with the coupled
approach at five different collision velocities varying
from 2.1 m/s to 5 m/s. The difference in deformation
energy between the two approaches is depicted in
Figure 5, where dashed line presents the scenarios
where the inner hull is not breached and the solid
line presents the scenarios with breaching.
At very low velocity, v0 = 2.13 m/s, the striking
ship does not have enough momentum and the
inner hull is not breached. The total amount of the
energy absorbed in the collision is 2.85 MJ (Table 3).
Increasing the velocity v0 to 2.92 m/s does still not
result in the breaching of the inner hull even though
the deforming ship structures absorb already 70%
more energy than was required to breach the inner
hull in displacement controlled simulation.
Inner hull is breached when the collision velocity is 3.5 m/s or higher. With v0 = 3.5 m/s the
difference in energy is 70% and the structure is
able to withstand more than predicted with the
decoupled approach. This is a clear indication that
different approaches yield to different collision
dynamics and mechanics. In dynamic coupled
simulations the ships are allowed to move and
thus, the striking ship follows a different path until
it meets the inner hull. Larger portion of the side
structure is included in mitigating the collision
and thus the deformation energy becomes higher.
With the different penetration path and the larger
Figure 5. Difference in deformation energy as a functions collision velocity.
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portion of the deformed structure also the energy

absorbed in friction is doubled compared to the
displacement controlled simulations.
The difference between the methods decreases
as the velocity v0 increases. This is expected as the
higher velocity leaves less time for the struck ship
to start moving and thus, the penetration path
becomes similar to the straight lines assumed in
displacement controlled simulations.
For the scenario with v0 = 3.5 m/s the difference
in penetration path can be seen when looking at
the damage opening in the outer plating at the
time instant, when the inner hull is breached, see
Figure 6. In dynamic coupled analysis the width
of the damage opening is 3.6 m, while with the
displacement controlled analysis the length of the
opening is only 3.05 m.
The difference between the two approaches
is the highest in the vicinity of so-called critical
velocity, which is the minimum velocity required to
breach the inner hull in a certain collision scenario.
Thus, the critical velocity presents a threshold after
which the consequences of the collision become
more serious. It can be concluded that the evaluation of this critical velocity with the decoupled
analysis presents a conservative approach.
4.2
Collision angle and location
Above analysis showed that the collision velocity has a strong influence on the precision of the
Figure 6. Damage length in the outer plating at the

moment of breaching of the inner hull.
decoupled analysis. The influence of the collision

angle and location is studied next. First, the collisions are simulated in location 1 under the angles
30, 45 and 60 deg with velocity v0 either 3.5 m/s or
5 m/s. The influence of the collision angle on the
difference between the approaches is presented in
Figure 7.
Figure 7 indicates that the difference decreases
when the angle between the ships approaches
to a right angle i.e. 90 deg. This agrees with
the conclusion of Tabri (2010b) that at a right
angle collisions the coupled and the decoupled
approaches lead to very similar outcome. When
the angle between the ships becomes smaller
(0), the motions of the ships become more
severe and the actual penetration path deviates
from the straight line assumed in displacement
controlled simulations and thus, larger differences
occur. With v0 = 3.5 m/s the contact between the
ships is lost before the breaching of the inner hull
occurs.
As a result of the contact, the ships start to
rotate and the angle changes to some extent
denoted as in Table 3. The maximum change in
was approximately -2 degrees corresponding to
almost 2 m of translational displacement between
the ships at the contact region.
Compared to the collision angle, the eccentricity has much lower influence on the difference between the methods, see Figure 8. With
v0 = 5 m/s the results are almost independent of
the value of the eccentricity, while at v0 = 3.5 m/s
the influence is stronger and the differences
between the methods becomes larger as the eccentricity from the amidships increases. The difference in energy is already close to 90% i.e. in the
coupled analysis the inner hull of the struck ship
is not yet breached even though the side structure has already absorbed almost twice the energy
required to breach the inner hull in the decoupled
analysis.
Figure 7. Difference in deformation energy as a functions collision angle.
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Here, the simulations were only conducted for a

single mass ratio between the ships. The mass ratio
has a strong influence on the collision dynamics and thus also on the differences between the
approaches. The effect of different mass ratios,
structural configurations, forward velocity of the
struck ship etc. on the precision of the coupled
approach is still to be studied.
ACKNOWLEDGEMENTS
This research work has been financially supported
by the European Social Fund (grant agreement no.
MJD110). This help is here kindly appreciated.
REFERENCES
Figure 8. Difference in deformation energy as a functions collision location ( = 45 deg).
CONCLUSIONS
The paper compared two different approaches

for ship collision simulations with FE method. In
the decoupled displacement controlled method,
the struck ship is kept motionless and the striking ship penetrates it along the direction of its
initial velocity. The coupled dynamic simulations
consider the actual ship motions in collision and
thus, the collision is described more accurately.
The energy required to breach the inner hull of
the struck ship was evaluated with both methods
and compared.
It was shown that for a certain collision scenarios the coupled dynamic simulations reach to
significantly different deformation energy at the
moment of inner hull breaching in comparison to
the decoupled analysis. In the dynamic simulations
the yaw motion of both ships is excited and the
penetration paths became different from those of
displacement controlled simulations. Thus, different portion of the side structure of the struck ship
was engaged in energy absorption and the deformation energy becomes different.
The difference in deformation energy between
the two approaches was shown to be up to 90%. The
collision velocity was revealed to have the strongest
influence on the precision of the displacement
controlled approach. Also the collision angle had
a relatively high influence on the precision while
the collision location had only modest effect on the
precision. Large differences between the methods
indicate that the decoupled analysis should be used
with care as in some scenarios the error in energy
predictions can be very high.
Ehlers, S., Broekhuijsen, J., Alsos, H.S., Biehl, F. &

Tabri, K., 2008. Simulating the collision response
of ship side structures: A failure criteria benchmark
study. Int Ship Progress, 55:127144.
Hallquist, J.O., 2007. LS-DYNA. Keyword Users
Manual, Version 971. Livermore Software Technology
Corporation.
Journe, J.M.J., 1992. Strip theory algorithms. Delft University of Technology; Report MEMT 24.
Kitamura, O., 2002. FEM approach to the simulation of
collision and grounding damage, Marine Structures,
15:403428.
Ltzen, M., 2001. Ship Collision Damage. Ph.D. Thesis,
Technical University of Denmark.
Minorsky, V.U., 1959. An analysis of ship collision with
reference to protection of nuclear power plants. J Ship
Research, 3:14.
Pedersen, P.T. & Zhang, S., 1998. On Impact Mechanics
in Ship Collisions. Marine Structures, 11: 429449.
Pill, I. & Tabri, K., 2009. Finite element simulations
of ship collisions: A coupled approach to external dynamics and inner mechanics. In: Analysis and
Design of Marine Structures, Guedes Soares, C. and
Das, P.K. (Eds.), Taylor & Francis Group, London,
U.K., 2009, pp. 103109.
Scharrer, M., Zhang, L. & Egge, E.D., 2002. Final report
MTK0614, Collision calculations in naval design
systems, Report Nr. ESS 2002.183, Version 1/2002-11-22,
Germanischer Lloyd, Hamburg, p. 61.
Tabri, K., 2010. Dynamics of Ship Collisions. Doctoral
dissertation. Aalto University, available at http://lib.
tkk.fi/Diss/2010/isbn9789522482730/
Tabri, K., 2010b. Influence of coupling in the prediction
of ship collision damage. In: Proceedings of 5th International Conference on Collision and Grounding of
Ships, Espoo, Finland, 14-16.07.2010. pp. 133138.
Tuovinen, J., 2005. Statistical Analysis of Ship Collisions.
Masters Thesis, Helsinki University of Technology.
p. 93.
Zhang, L., Egge, E.D. & Bruhns, H., 2004. Approval
Procedure Concept for Alternative Arrangements,
In: Proceedings of the 3rd International Conference
on Collision and Grounding of Ships, IZU, Japan,
pp. 8796.
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Numerical prediction of impact loads in rectangular panels

ABSTRACT: The paper presents finite element simulations examining the dynamic response of small
rectangular panels struck transversely by a mass. Three panel widths with different stiffener distribution
are considered in the analysis. The influence of the impact velocity and impact location on the final results
is discussed. The material true stress-strain curve, used in the numerical model, is obtained from tensile
tests on the actual material used to fabricate the panels. The mesh size, the true material curve definition
and the critical failure strain estimation are evaluated from the numerical simulation of the tensile test.
A brief study of the definition of the boundary conditions is conducted, in order to determine the
simplest, but accurate assumption that will be used in the finite element model. The force-displacement
curves and the shape of the deformation from the impact simulations are used to compare the plastic
response of the impacted panels.
1
INTRODUCTION
The structural design of ships concerning collision

requires an accurate prediction of the damage
of stiffened plates under impact loading. Experimental studies on laterally loaded panels have been
conducted in order to derive analytical expressions.
For example, Hagiwara et al. (1983) proposed a
method for predicting low-energy ship collision
damage based on combined experiments, which
determined the initiation of plate fracture, the
effects of structural details and the deformation
of a typical ship panel, concluding that the most
important consideration is the estimation of the
initiation of side shell plate fracture.
Manolakos and Mamalis (1985) used a rigid
plastic analysis for predicting the structural
behaviour of longitudinally framed shell plating
of struck vessel during a minor oblique collision,
finding that a collision at right angles is the most
severe condition.
Experimental and theoretical analyses of laterally loaded stiffened plates considering various
boundary conditions were conducted in order to
calculate the upper and lower bound loads needed
to cause plastic collapse (Manolakos and Mamalis
1988) or to investigate the effect of Poissons ratio
in the stiffeners (Boot and Moore 1988).
Langseth and Larsen (1990) studied experimentally the plugging capacity of simply supported and
continuous steel plates with stringers in the free
span subjected to a dropped drill-collar making
comparison between dynamic and static tests. Cho
and Lee (2009) developed a simplified method for
the prediction of the extent of damage on stiffened

plates due to lateral collisions, being the method
validated with experiments.
Finite Element (FE) analysis is a useful tool to
predict the extent of ship collision and its structural components damage. However, the nonlinear
dynamic analysis should be compared with experimental tests before being used for a structural
design. Unfortunately, experimental tests on full
scale ship collision are rare and very expensive.
One approach is to perform scaled collision test
on typical ship structural members to validate the
numerical methods for impact analysis.
Analysis of individual ship structural components under lateral impact loads, such as beams
and plates have been widely analyzed. However,
it is difficult to find results from the comparison
between experimental impact tests and numerical
simulations on stiffened plates. In most of the cases,
the impact response is examined by penetrating the
panels using quasi-static lateral loads or applying
central concentrated loads, which does not consider the extremely high impact forces or vibrations
developed at the first period of contact between
the indenter and the specimen. Thus, the numerical analyses of stiffened plates have been simplified
to simulate this quasi-static contact or to calculate
the ultimate strength of panels under other type
of loads, like uniaxial compression or laterally distributed pressures. It is considered that, the effect
of dynamic lateral impact on stiffened plates must
be analyzed considering high initial velocities
in the striking mass, thus representing a realistic
collision.
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In spite of that, experimental and numerical

analyses have been performed on stiffened plates
which in general simulates the bottom or side
structures in a ship. For example, Deb and Bootom
(1988) compared experiments with two linear finite
element models for bending of stiffened plates
under transverse loading where the stiffeners were
modeled as beams placed along the plate nodal
lines and within plate elements.
Zhu and Faulkner (1994) reported results from
experimental and numerical studies on the dynamic
response of plates under impact load in minor ship
collision using a simplified model. The combined
work gave a better understanding of the collision
process, especially of the dynamic stress and strain
aspect of the ship plating during the collision.
Caridis et al. (1994) presented a numerical
model for the response of thin plates subjected to
dynamic loading which was compared with test
results on models of ship plating obtaining good
predictions of the permanent deflections.
A methodology for the analysis of multi-stiffened
plates under lateral loading using a sequential
quadratic programming to determine the coefficient that minimize the total potential of the system
was presented by Bedair (1997) who illustrated the
efficiency of various stiffening configurations.
A comparison between experimental and finite
element results of a scaled double hull structure
representing ship-to-ship collision was presented
by Wu et al. (2004), obtaining good results in terms
of general structural response. However, deviations
were observed being attributed to specific finite
element parameters.
Numerical simulations of the collision response
of ship side structures were performed by Ehlers
et al. (2008). A strong sensitivity of the failure
criteria was found in the comparison between the
experimental and numerical results. Experimental
and numerical results on various configurations
of stiffened plates indented by a spherical indenter
were reported by Alsos et al. (2009a, b). They
investigated the performance of two failure criteria
considering the influence of the element size with
respect to the onset of failure.
An important parameter, predicted by means of
numerical analyses of structures under impact loads,
is the failure due to material fracture. However, it
is difficult to establish a procedure suitable for the
prediction of failure in the engineering practice.
Criteria for predicting the dynamic inelastic failure
of structures has been examined by some authors
(Shen and Jones 1992; Simonsen and Lauridsen
2000; Tabri et al. 2007).
In practical terms, a failure criterion based on
the size of the element, which has been widely
used to evaluate the response under impact in ship
collision, was presented by Zhang et al. (2004) in an
approval procedure worked out by Germanischer

Lloyd, which provides a standard for evaluation of
alternative solution for design and construction of
cargo vessels. The procedure also includes a material
nonlinearity definition for finite element analysis.
In the present study, numerical simulations of
stiffened plates under impact load are conducted, in
order to predict the energy absorption, maximum
deflection and failure. Complete details of the FE
model are presented, including previous analysis of
the mesh size, the material true stress-strain curve,
and the selection of the boundary conditions. The
definitions in the FE model are mainly based on
previous experimental-numerical analyses conducted by the authors on clamped beams and plates
transversely impacted by a mass (Villavicencio and
Guedes Soares 2009, Villavicencio and Guedes
Soares 2011, Villavicencio et al. in press). The analysis of the sensitivity of different parameters, such as
the impact velocity, type and distribution of stiffeners, width of panel, and impact along the width is
summarized. The force-displacement response of
the impacted panels is used to compare the influence
of different parameters. The shape of the deformation is also included in this work, thus always taking
into consideration the physics of the impact phenomenon when interpreting the graphical results.
The present work aims at analyzing in small
panels important finite element definitions, such as
material nonlinearities and boundary conditions.
This work is limited to a finite element study, which
is to be validated with experiments on specimens
with the same dimensions as the ones used in the
actual simulations.
2
SCOPE OF STUDY
A group of numerical analysis was defined in order

to study different parameters, such as the impact
velocity, type and distribution of stiffeners, width of
the panel, and impact along the width. The selection
of the simulations is based on the capacity of the
impact machine and the stock of the specimens.
The details of the further experimental set up
described in the present Chapter help to understand the definitions adopted in the FE model.
The impact tests will be performed using a
fully instrumented Rosand IFW5 falling weight
machine, which gives the variation with time of
the impact force, velocity, displacement and energy
of the impacted specimens. The experimental set
up can be seen in Figure 1. The two edges of the
panels in the longitudinal direction (length of the
panel) are supported between two thick steel plates
and are compressed by two bolts at each support.
The two edges in the transverse direction (width of
the panel) remain free. The support plates are fixed
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width; the indexes 1, 2, 3, 4 or 5 denote the type

or distribution of stiffener. In all cases, the panel
length (longitudinal distribution of stiffeners)
is 250 mm, and the stiffened plate thickness is
4.0 mm. Thus, the width to length ratios in Panels
A, B and C are 0.5, 1.0 and 1.5, respectively. The
stiffeners are flat bars 25 4 mm and L profiles
50 50 5 mm. The indenter is a hemi-spherically
ended projectile of diameter 30 mm which uses a
striking mass of 84 kg. The impact velocities and
the impact locations are summarized in Figure 2.
The material of the plate and stiffeners is structural
steel ASTM A36 (ASTM Standards 1989).
3
Figure 1.
Experimental set-up.
Figure 2.
Design of panels and impact events.
FINITE ELEMENT MODEL
The computations were carried out using the finite

element package LS-DYNA Version 971 (Hallquist
2005) which is appropriate for non-linear explicit
dynamic simulations with large deformations.
To define the FE model, analyses of the material
definition, mesh size, and boundary conditions were
conducted, as described in the following sections. The
selected numerical model is sketched in Figure 3.
The plate and stiffeners were modelled by 4-node
shell elements with 5-integration points through the
thickness, using the default Belytshko-Tsay formulation. The striking mass was modelled in 4-node
shell elements with 2-integration points through
the thickness. The selected mesh sizes of the plate
and the stiffeners were 2.0 mm (see details on
Section 4). The striking mass was modelled using
a mesh size of approximately 1.0 mm, in order to
design sufficiently accurately the semi-spherical
geometry of the indenter.
The supported perimeter of the panel was constrained in all degrees of freedom (see details on
Section 5). For the striking mass, only the vertical
translation was free, in which direction the initial
impact velocity was assigned. The contact between
the striking mass and the stiffened plate was
defined as Contact Automatic Single Surface,
which uses nodal normal projections resulting in
a continuous contact surface. The reaction forces
structure-indenter were obtained by the Contact
Force Transducer Penalty, which defines the body
(specimen), with respect to the indenter, from which
to a strong structural base to prevent their movement. A rubber pad between the impact machine
floor and the structural base allows avoiding vibrations during the impact.
Three widths of panel are considered: 125,
250 and 375 mm (Fig. 2). The panels are denoted
by the letters A, B or C depending on their span
Figure 3.
Details of finite element model.
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MATERIAL AND MESH SIZE

DEFINITION
The mechanical properties of the material used in

the FE models were obtained from the Standard
Specification for Carbon Structural Steel ASTM
A36 (ASTM Standards 1989). The engineering
stress-strain curve is plotted in Figure 4.
Since collision calculations involve extreme
structural behaviour with both geometrical and
nonlinear effects, the input of material properties
up to the ultimate tensile stress has a significant
influence on the extent of critical deformation
energy. Thus, it is generally recommended to
use true stress-strain relationship, which can be
obtained from a tensile test.
The experimental tensile test (Fig. 4) was modelled in LS-DYNA, in order to verify the plastic
response of the material and to explore the stress
and strain distribution in the neck at failure.
The general procedure to perform the numerical
0
600
Connection
GL
500
UN+GL
Stress [MPa]
the contact forces are measured (Hallquist 2005).

A static and a dynamic coefficients of friction
of 0.3 and 0.1, respectively, were included in the
contact definition (Ehlers 2010; Villavicencio et al.
in press).
The selected material from the library of
LS-DYNA Mat.024-Piecewice Lineal Plasticity
defines the plate and the stiffeners, and provides a
definition of the true stress-strain curve as an offset
table (for details, see Section 4). The striking mass
was modelled as a rigid undeformable material.
For this propose, Mat.020-Rigid was selected
from the material library of LS-DYNA assigning
mild steel mechanical properties. The mechanical
properties are used for determining the sliding
interface parameters in the contact definition
when the rigid body interacts. It is necessary to
give realistic values of these properties, since unrealistic values may contribute to numerical problems in the contact definition (Hallquist 2005).
Since the falling weight assembly was modelled as
a simple shell elements semi-sphere, an artificially
large density was used to give the same mass as the
one to use in the experiments.
The strain-rate sensitivity behaviour of materials in the FE model can be included using the
coefficients of the Cowper-Simonds constitutive
equation (Jones 1989). However, the theoretical
behaviour of strain-rate-sensitivity structures
summarized by Jones (1989) shows that the material strain rate had a small effect at relatively low
incident energies when structures such as beams
and plates are subjected to uniform impulsive
velocities. Consequently, the strain rate sensitivity
was omitted from the finite element model.
400
Engineering
Curve
300
200
100
Steel ASTM A36

400-550MPa
Tensile strength
250MPa
Yield point, min
Elongation in 200 mm, min 20%
0.00
Figure 4.
0.05
0.10
0.15
Strain [-]
0.20
0.25
0.30
Engineering and true stress-strain curves.
simulations of the tensile test is summarized as

follows (Villavicencio et al. in press): Only the
length between the clamping edges of the tensile
test specimen was modelled (Fig. 5). For initiating
necking, the width of the specimen at the centre
was gradually reduced by 0.1 mm. Shell elements
with default LS-DYNA formulation were used.
Default hourglass control was specified. However, the mesh was designed to avoid hourglassing
by orientating the elements diagonally (Fig. 5). The
translational degrees of freedom were restricted at
one end and at the other end a constant displacement of 100 times the experimental speed was prescribed (Ehlers and Varsta 2009). The force of the
displaced nodes at the free end is obtained from the
calculations. This force, plotted versus the applied
prescribed displacement, gives the engineering
stress-strain behaviour.
Two mesh sizes of 5.0 and 2.0 mm (denoted by
Shell5 and Shell2 respectively) were analyzed, and
two true stress-strain curves were used to define
the material. The first true material curve is the one
proposed by Zhang et al. (2004), where the true
stress t and the true strain t are expressed by:
C t n
(1)
where
n = 1n(1 + Ag)
(2)
and
C = Rm (e/n)n
(3)
Ag is the maximal uniform strain related to

the ultimate tensile stress Rm and e is the natural
logarithmic constant. If only the ultimate stress
Rm (MPa) is available, the following approximation
can be used to obtain the proper Ag:
Ag = 1/(0.24 + 0.01395Rm)
(4)
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350
UN+GL
Shell5
GL
300
Shell2
Engineering
250
Tensile Test
Shell5_GL
Shell2_GL
Shell5_UN+GL
Shell2_UN+GL
200
150
100
50
0
0.00
Figure 5.
Strain [ - ]
0.05
0.10
0.15
0.20
0.25
Tensile test simulations.
The second material curve is the true stress-strain

curve until the onset of necking (Dieter 1986),
where the true stress t and the true strain t are
expressed in terms of engineering stress eng and
engineering strain eng by:
t = eng(eng + 1)
(5)
t = 1n(eng + 1)
(6)
since Eqs. 5 and 6 are valid only until maximum

load, the curve beyond necking was continued
using the Zhang et al. (2004) approximation, as
shown in Figure 4. In the present work, the material curve defined by Zhang et al. (2004) is denoted
by GL and the true stress-strain curve until the
onset of necking is denoted by UN + GL. The
two defined material curves are plotted in Figure 4,
demonstrating deviation between each other until
the point of maximum load.
The critical failure strain adopted in the present
study is the one recommended by Zhang et al.
(2004), which considers the element size, stress
state, and manufacture influence. The failure strain
at the moment of fracture is calculated by:
f (le) = g + e (t/le)
(7)
where g is the uniform strain, e is the necking

strain, t is the plate thickness, and le is the individual
element length. The recommended values for the
uniform and necking strain for shell elements are
0.056 and 0.540, respectively. It is commonly recommended that the ratio le/t is not less than 5 for
shell elements. In the actual specimens, the ratio le/t
is 1.25 and 0.8. However, failure benchmark studies
on ship collision (Ehlers et al. 2008) demonstrated
that similar results can be obtained using shell elements with length similar to the plate thickness.
The tensile test simulations were conducted
using both material curves and both element sizes,
and considering their corresponding failure strain
estimated by Eq. 7. Figure 5 shows the deformed
mesh of the tensile test specimens one instant before
fracture and the resulting numerical engineering
stress-strain curves. It is observed that, until

maximum load, similar results are obtained using
the two material curves and the two mesh sizes.
However, it must be noted that a better approximation is given by UN + GL material, which follows
the experimental curve quite precisely using both
mesh sizes Shell5 and Shell2. Beyond necking, the
influence of the mesh size is significant, and the
results tend to deviate; a better approximation is
obtained using the Shell2 model.
Based on the numerical simulation of the tensile
test, the UN + GL material and the mesh size of
2.0 mm are selected to define the FE model of the
stiffened plates. The adopted failure criterion is
considered satisfactory for the mesh size of 2.0 mm,
which gives differences between the numerical and
experimental results of 10 and 5% in the fracture
stress and fracture strain, respectively. It must be
mentioned that the decrease in the mesh size of
the tensile test specimen brings some expected
improvement in the prediction of the point of
fracture. For example, this situation was observed
when the mesh size of 5.0 mm was decreased to
2.0 mm. Although the numerical simulations tend
to deviate beyond necking, the approximation is
satisfactory for this relatively coarse mesh size.
Panels B1 and B2 were selected to evaluate their
force-displacement response under impact using
the selected UN + GL material. Both mesh sizes
2.0 and 5.0 mm were considered when studying
the influence of the failure criterion for a structure
suffering transverse impact. Figure 6 shows that,
when only plastic deformation occurs, similar
results are obtained using both mesh sizes (e.g.
Panel B2). Similarity between the results before
necking, irrespective of the mesh size, was predicted by the numerical simulations of the tensile
tests. In Panel B1 (unstiffened plate), the fracture
is reached by Shell5 model, whereas Shell2 model
only predicts the plastic deformation. This situation
was observed in the tensile test simulations, when
the fracture stress-strain in the Shell5 model occurs
earlier, as compared to the Shell2 model, being
100
B2
Shell5_B1
Shell2_B1
Shell5_B2
Shell2_B2
80
Force [kN]
400
Stress [MPa]
450
B1
60
40
20
0
0
10
20
30
Displacement [mm]
40
Figure 6. Mesh size analysis: Panels B1 and B2; impact

at mid-span; initial velocity 6.0 m/s.
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clear the mesh size dependence when the critical

failure strain is estimated.
The mesh size of 2.0 mm was selected for two
reasons: a) due to the similitude with the numerical
simulation of the tensile tests b) it is able to define
a better shape of the deformation in the impacted
panels.
5
BOUNDARY CONDITIONS
In the experimental tests it is almost impossible to

satisfy precisely the zero displacement condition
at the supports, because the load capacity of
the structure is strongly dependent on the axial
restraint provided at the supports. Therefore, when
developing numerical models that are to be compared with experimental results, it is necessary that
the real boundary conditions are represented in the
numerical model, instead of the ideal ones. In the
present work was conducted a study of the boundary conditions, in order to select the restraints that
not only represent the experimental supports, but
also simplify the numerical model. The boundary
condition study is mainly based on definitions
adopted in previous experimental-numerical analysis
(Villavicencio and Guedes Soares 2011) using similar structural supports to clamp the specimens.
Three models were considered in the previous
analysis of the boundary conditions. First, the
support plates were represented using shell
undeformable elements compressing the specimen
as occurred in the experiments. This model is
denoted by Support Plates (Fig. 7a). In this
boundary condition representation, all the support

plate length was modelled and no gap between
the support plates and the supported area of the
specimen was considered. The lower support plate
was constrained in all degrees of freedom. The upper
support plate was constrained in all degrees of freedom, except for vertical translation, because a prescribed vertical motion was imposed to compress
the supported surface of the panel simulating the
clamped condition. The value of the prescribed
displacement was equal to yt/3, where y is the
yield strain of the material and t is the thickness of
the supported stiffened plate. Using this boundary
condition representation, some small longitudinal
displacements of the supported portion of the
panel between the support plates were observed,
which are due to the high incident energy applied.
The sliding between the support plates gives some
distortion in the force-displacement response,
adding extra transverse deflection at the impact
point and a vibratory response at the end of the
impact event (Fig. 8).
To avoid these small longitudinal displacements,
nodal restrictions were included in the displacements
and rotations of the second model in the zone where
the bolts pass through the plate. This second model
is denoted by Bolt Constrained (Fig. 7b). The
restricted perimeter at the bolt holes corresponds
to the contact between holes and pins considered
in the mechanical engineering design. Taking into
account these nodal restrictions, yields a more
realistic simulation of the expected experimental clamped conditions, because the bolts in the
experimental set-up not only press the supported
portion of the panel, but also help avoiding the
longitudinal displacements at the support.
As in FE analysis, the idea is to generate simple
geometries and obtain results similar to those
using complex models. Subsequently, the boundary
restraining displacements and rotations at the
nodes of the supported perimeter was evaluated.
This model is denoted by Boundary Conditions
(Fig. 7c). A similar response was observed using
120
Shell2_Support Plates
Shell2_Bolt Constrained
Shell2_Boundary Conditions
Force [kN]
100
80
60
40
20
0
0
Figure 7. Models of boundary conditions: a) support

plates; b) bolt constrained; c) boundary conditions.
10
15
20
25
Displacement [mm]
30
35
Figure 8. Boundary condition analysis: Panel A1; impact

at mid-span; initial velocity 6.0 m/s.
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the models Bolt Constrained and Boundary

Conditions (Figs. 7b and 7c, respectively). Based on
the good agreement between them, the Boundary
Conditions model is selected to evaluate the
plastic response of the panel under impact loads,
i.e. the supported perimeter of the panel was
constrained in all degrees of freedom as summarized in Chapter 3 and Figure 3.
It should be noted that, when the bolts restriction
is considered, some very small longitudinal displacements were noticed between the support plates.
However, as it was mentioned, in experimental
tests it is almost impossible to satisfy precisely the
zero displacement condition at the supports. Thus,
some displacements are also expected in the experimental analysis, although it is considered that they
are very small and will not affect the total response
of the impacted panel.
6
NUMERICAL RESULTS
Only part of the numerical results for the total

number of specimens represented in Figure 2 are
summarized in the present Chapter. The described
results are the most representative of the numerical simulations and were selected for the run of
further experiments to compare their plastic
response. The results are presented in terms of
the force-displacement response and the deformed
shape of the impacted panels.
6.1
Group 1 of tests: impact velocity, width

of panel and stiffener type when the impact
is at the mid-span
A2 and B2. It is observed that, when the impact

velocity increases, larger transverse displacements
and impact forces are developed in both panels.
Considering the influence of the width of panel,
it is noticed that, when the width increases, larger
transverse displacements are obtained at the impact
point. However, the impact forces decrease. It
should be noticed that, when the width increases,
the maximum transverse displacement is larger
than the permanent transverse displacement (e.g.
Panel B2). On the other hand, when the panel width
decreases (e.g. Panel A2), the maximum and permanent displacements are more similar in magnitude.
The deformed shape of Panel B2 when impacted
at the mid-span at velocities of 2.0, 4.0 and 6.0 m/s
is shown in Figure 10. It is observed that, the panel
suffers mainly global deformation when impacted
at low incident energies (e.g. impact velocity
2.0 m/s), whereas it suffers both local indentation
and global deformation when the incident energy
increases (e.g. impact velocity 6.0 m/s). The local
indentation plays an important role in the total
deformation of the stiffened plate, being more
than one-quarter of the total deformation. The
plate and the stiffener under the striking mass have
the same spherical shape as the head of the striking
mass, and it is observed that the points in the undeformed plate and stiffener move vertically without
any important horizontal displacement.
Panels A1-A3 and B1-B3 showed similar forcedisplacement responses to the observed for Panels
A2 and B2 when analyzing the influence of the
impact velocity and the width of panel. The influence of the stiffener type is similar for panels of
width 125 and 250 mm.
Panel types A1-A2-A3 and B1-B2-B3 were numerically simulated to analyze the influence of the
impact velocity, width of panel and stiffener
type when were impacted at the mid-span. For
example, Figure 9 represents the sensitivity of the
width of panel and the impact velocity for Panels
140
V6
120
Panel A2
Force [kN]
100
V4
80
Panel B2
60
V6
V2
40
V4
20
V2
0
0
10
20
Displacement [mm]
30
40
Figure 9. Group 1 of tests: Panels A2 and B2; impact

at mid-span; initial velocities 2.0, 4.0 and 6.0 m/s (V2,
V4 and V6).
Figure 10. Shape of deformation: Panel B2; impact at

mid-span; initial velocities 2.0, 4.0 and 6.0 m/s.
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Group 2 of tests: impact velocity and stiffener

type when the impact is at different locations
Panel types B1, B2 and B3 were numerically

simulated to observe the sensitivity of the stiffener type and the impact velocity when the
impact is at different locations. Figure 11 shows
that, when the impact is at mid-span (Location
1), the stiffener type has a strong influence in the
force-displacement response, resulting in smaller
transverse displacements in the panels with stiffeners with high section modulus (e.g. L.50 50
5 in Panel B3). However, the impact forces increase
because of the rigid contact. On the other hand,
when the impact is at one-quarter of the support
(Location 2), the stiffener type has a small influence
in the force-displacement response, experiencing in
the three panels similar behaviour under impact loads.
Similar force-displacement response and shape of
the deformation were obtained for the other range
of impact velocities (2.0 and 4.0 m/s). However, at
lower velocities the plates did not suffer fracture
when impacted at one-quarter from the support.
Figure 12 shows the deformed shape of Panels
B1, B2 and B3 when impacted at both locations
at the incident velocity of 6.0 m/s. Again, one can
observe the important influence of the stiffener
type when the impact is at mid-span (Fig. 12a),
decreasing considerably the local indentation into
the plane of the plate that can result in fracture.
Furthermore, the small effect of the stiffener type
is noticed when the panels are impacted at onequarter of the support, suffering similar shape of
deformation and fracture propagation (Fig. 12b).
Figure 13 represents the absorbed energies
with time for the impact event at 6.0 m/s. It is
noticed that, when the impact is at mid-span the
time necessary to absorb all the incident energy
is shorter in stronger panels (stiffeners with high
section modulus, e.g. Panel B3). However, when
the impact is at one-quarter of the support, the
time necessary to absorb all the incident energy
is almost the same for the three panels, thus
120
Impact Point 1
B1_1
B2_1
B3_1
B1_2
B2_2
B3_2
Force [kN]
100
80
60
B3_1
B2_1
B1_1
40
20
Impact Point 2
B1-B2-B3
0
0
10
20
30
Displacement [mm]
40
Figure 11. Group 2 of tests: Panels B1, B2 and B3;

impact at mid-span and at one-quarter from the support;
initial velocity 6.0 m/s.
Figure 12. Shape of deformation: Panels B1, B2 and

B3; impact at mid-span and at one-quarter from the
support; initial velocity 6.0 m/s.
1.6
B3 B2 B1
B1_1
B2_1
B3_1
B1_2
B2_2
B3_2
1.4
1.2
Energy [kJ]
6.2
1.0
0.8
0.6
0.4
0.2
0.0
0
6
8
time [ms]
10
12
14
Figure 13. Absorbed energy with time: Panels B1, B2

and B3; impact at mid-span and at one-quarter from the
support; initial velocity 6.0 m/s.
corroborating the small influence of the stiffener

type at this impact location. The absorbed energy
during the impact at one-quarter of the support
is smaller than the initial kinetic energy, because
of the fracture reached. However, at lower incident
velocities (2.0 and 4.0 m/s) all the kinetic energy is
absorbed by the impacted structure.
Similar comments, in terms of force-displacement
response and shape of the deformation, can be
adopted to describe the influence of the stiffener
type for Panels B1, B2 and B3 when impacted at
4.0 m/s. However, at the lower velocity of 2.0 m/s,
there is mainly a global deformation for impact
at the mid-span, as well as at one-quarter to the
support.
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6.3
Group 3 of tests: width of panel, restriction at

the free edge and impact location
Panel types B4-B5 and C4-C5 were calculated

under impact loads to analyze the influence of
the width of panel, the restriction at the free edge
and the impact location. The stiffener distribution
between Panels B4 and B5 is the same in the longitudinal direction. However, in Panel B5 is included
a flat bar 25 4 mm in the free edges of the plate
(Detail A-A, Fig. 2). The same flat bar, 25 4 mm,
at the same position, is included in Panel C5.
Figure 14 shows that, the reinforcement of the free
edges of the plate in Panels B5 and C5 has a small
influence on the force-displacement response, in
comparison with Panels B4 and C4.
In the three impact locations, a decrease is
observed by just few millimetres in the maximum
transverse displacements. It is expected that, the
transverse displacements will be significantly
affected, if a strong stiffener is considered at the
end connection of the panels longitudinal.
100
B4_1
B5_1
C4_1
C5_1
Force [kN]
80
B5
B4
C5
60
C4
40
20
0
0
a)
100
20
30
Displacement [mm]
B4_2
B5_2
C4_2
C5_2
80
Force [kN]
10
40
B5
B4
Important differences were found between

Panels B4-B5 and C4-C5 in the shape of the deformation at the free edges of the plate. However,
at the impact point the global deformation and
the local indentation due to the impact is quite
similar between both stiffened plates, as is shown
in Figure 15 for Panels B4 and B5.
The influence of the width of panel when the
impact point is near the mid-span (Locations
1 and 2) is clearly seen. However, small differences
are found when the impact point is close to the
support. Comparing Panels B4-C4 and B5-C5,
larger transverse displacements are observed
when the width increases (Figs. 14a and 14b). On
the other hand, when the impact point is near
the support (Location 3), the force-displacement
response between panels of different width is quite
similar (Fig. 14c).
The influence of the impact location is small
in shorter panels, such as Panels B4 and B5,
when impacted above the stiffener (Locations
1 and 3). For example, Panel B4 experiences
similar transverse displacements at the impact
point when impacted at Locations 1 and 3 (29.9
and 26.8 mm), as shown in Figs. 14a and 14c,
respectively. However, when the width of panel
increases, as in Panels C4 and C5, significant
differences are observed, for example Panel C4
reaches 35.9 and 27.8 mm at Locations 1 and
3, respectively. Figure 16 represent the time
necessary to absorb the initial impact energy.
It is observed that, the impact response is shorter
when the impact is above the stiffener (Location
1 and 3). However, when the impact is in the
unstiffened zone of the panel (Location 2) the
impact event takes more time.
60
40
C5
20
C4
0
0
b)
100
20
30
Displacement [mm]
B5
B4_3
B5_3
C4_3
C5_3
80
Force [kN]
10
40
B4
C4
C5
60
40
20
0
c)
10
20
30
Displacement [mm]
40
Figure 14. Group 3 of tests: Panels B4-B5 and C4-C5;

impact velocity 6.0 m/s; a) location 1, b) location 2,
c) location 3.
Figure 15. Shape of deformation: Panels B4 and B5;

impact at locations 1, 2 and 3; initial velocity 6.0 m/s.
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The influence of the width of the panel is

evident when the impact point is close to the midspan. However, small differences are found when
the impact is near the support.
1.6
Impact Point 3
1.4
Energy [kJ]
1.2
Impact Point 1
B4_1
B5_1
B4_2
B5_2
B4_3
B5_3
1.0
0.8
Impact Point 2
0.6
0.4
ACKNOWLEDGEMENTS
Figure 16. Absorbed energy with time: Panels B4

and B5; impact at Locations 1, 2 and 3; initial velocity
6.0 m/s.
The first author has been financed by the Portuguese

Foundation for Science and Technology, under
contract SFRH/BD/46369/2008.
marstruct-vi.com) in particular its Technical
Subcommittee 2.5 on Crashworthiness and Impact
Strength.
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0.2
0.0
0
6
8
time [ms]
10
12
14
CONCLUSIONS
Detailed information of the impact response of

rectangular panels has been obtained by non-linear
explicit dynamic simulations. The results give a
good understanding of the force-displacement
response and shape of the deformation in the
impacted panels.
The performed numerical simulations of the tensile test defined well the mesh size, the true stressstrain curve and the critical failure strain which
were subsequently applied in the panel FE model.
The definition of the true stress-strain curve has
a small influence on the results when only plastic
deformation is observed. However, when fracture
occurs, an accurate definition and its validation by
simulation of tensile tests are necessary. The critical failure strain proposed by Zhang et al. (2004)
gives good agreement with the tensile test simulations of the steel material.
The representation of the boundary conditions
by nodal restriction at the supported perimeter
gives similar results to the more real representation
with support plates and longitudinal restriction of
the bolts.
The maximum transverse displacement is larger
than the permanent transverse displacement in
wider panels. The difference decreases in shorter
panels.
The local indentation plays an important role in
the total deformation of the stiffened plate, being
more than one-quarter of the total deformation.
For impacts at one-quarter of the support,
the stiffener type has a small influence on the
force-displacement response, showing similar
deformation.
The reinforcement of the free edges of the panel
has a small influence on the plastic response. It is
observed that, the maximum transverse displacements decrease by only few millimetres.
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Influence of the neutral axis displacement on the residual strength

of a damaged tanker double bottom structure
Centre for Marine Technology and Engineering (CENTEC), Technical University of Lisbon, Instituto Superior
Tcnico, Lisboa, Portugal
Z. Liu & J. Amdahl

Marine Technology Department, Norwegian University of Technology and Science, Trondheim, Norway
ABSTRACT: The paper presents a method to estimate the displacement of the neutral axis of a damaged
ship subjected to bending moment. The method uses the load-end shortening relationship obtained from
previous numerical double bottom residual strength calculations establishing force equilibrium over the
whole transverse section of the ship. The set of estimated neutral axes allows the definition of a new load
condition to induce a higher bending moment on the double bottom structure. The new residual strength
is compared with previous numerical calculations for the intact and minor damaged double bottom in
which the bending moment was induced considering the neutral axis fixed during the entire simulation.
The comparison showed a reduction in the capacity of the double bottom structure when the bending
moment is induced by the new load condition.
1
INTRODUCTION
In the design of the midship section it is necessary

to know the ultimate longitudinal hull girder
strength. The ship structure is exposed to different
types of loads related to extreme environmental
conditions or accidental events such as collision
and grounding. In case of structural damage,
due to collision or grounding, the hull girder
strength may be reduced compared with the intact
condition. In order to estimate the damage due to
tanker collision and grounding, it is necessary to
investigate the global dynamic behaviour and the
local plastic response of the individual ship structural elements. If a fracture occurs, the oil spill will
be the most severe consequence. Thus, improvements in the design of tanker double bottoms are
essential to obtain a high level of safety at sea and
protection of marine ecosystems.
The ultimate hull girder capacity of a ship
can be estimated by simplified analytical expressions or by fully nonlinear finite element analysis.
Simplified structural analysis methods are widely
accepted as reliable and fast tools to obtain the
longitudinal strength of an intact ship (e.g. Smith
1977; Yao and Nikolov 1991, 1992; Gordo et al.
1996). In minor ship collision or grounding scenarios the damaged panel could contribute to the
hull girder residual strength. Thus, the neglect of
the damaged structure in the estimation of the
residual strength is not a straightforward decision.
Guedes Soares et al. (2008) benchmarked the

ability of simplified structural methods based
on the Smiths formulation (Smith 1977) to predict the ultimate strength of a damaged ship and
compared the results with finite elements analysis,
finding good agreement for intact and damaged
conditions. However, due to the complexity of the
problem, it is recommended to study the collapse
response of ship hulls by numerical procedures. On
the other hand, the nonlinear finite element analysis of the hull girder requires huge computational
sources. Thus, simplified finite element models of
double bottom structures can be used to analyze its
resistance capacity in the first stage of design.
It must be noted that the modelling of the double bottom structure requires adopting some simplifications. For example, the ship structure above
the tank top can be represented by boundary
conditions, or the induced bending moment can
be locally applied without considering the global
effect induced by all the ship structure. The main
consequence of omitting the ship structure above
the tank top is that the displacement of the neutral
axis due to the nonlinear response of the material
cannot be reproduced during the numerical simulations. This shifting in the position of the neutral
axis is especially important in damaged double
bottoms, because the damaged structural elements
could not contribute to the hull girder capacity.
Thus, they should be removed provoking a higher
displacement of the neutral axis.
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Ultimate strength analyses of stiffened panels

typical of intact ship structures have been performed by several authors (Guedes Soares and
Gordo 1997; Paik and Kim 2002; etc.). Moreover,
several analyses of the intact hull girder capacity subjected to bending moment have been conducted. For example, Bai et al. (1993) presented
a numerical procedure for ship hull under complicated loads where a set of finite elements were
defined accounting geometrical and material
nonlinearities. Gordo et al. (1996) presented a
simplified method to represent the behaviour of
stiffened plate columns allowing the prediction
of the strength degradation due to corrosion and
residual stresses. Qi et al. (2005) studied theoretical methods for large tankers which were based
on experimental works comparing the results with
various finite element and theoretical methods and
also with the common structural rules for double
hull tankers. Luis et al. (2007) studied the effect of
bottom and side damage on the ultimate strength
of double hull tankers. Amlashi and Moan (2008)
summarized the definitions for the nonlinear finite
element modelling to estimate the ultimate hull
girder capacity of a bulk carrier under alternate
hold loading condition.
Some studies have been conducted on stiffened
panels and hull girder capacity after denting damage such as collision or grounding. For example,
Smith and Dow (1981) reviewed various forms of
structural damage on ships and offshore structures,
suggesting analytical methods for evaluation of the
residual stiffness and strength. A recent study of
similar type of stiffened panels under localized
damage was presented by Guedes Soares et al.
(2008a). Pedersen (1994) presented a mathematical model for analysis of ship hull loading due to
grounding where the grounding forces, the sectional
shear forces and the bending moments were determined and related to the ultimate capacity of the
hull girder. Wang and Chen (2002) derived analytical equations for the residual strength of ships with
damages due to grounding or collision which were
verified with direct calculations of sample commercial ships for a broad spectrum of accidents.
The finite element analysis of damaged double
bottoms has been focused on grounding scenarios
where the structure is penetrated until fracture in
the inner plate (Naar et al. 2002; Alsos and Amdahl
2007; etc.). After such a major damage, the residual
strength of the double bottom loses importance.
However, in minor grounding scenarios, the ultimate capacity of the double bottom structure to
sustain compressive loads plays an important role
to ensure the safety at sea and avoid environmental
catastrophes.
The present study is a continuation of a previous
numerical investigation (Liu and Amdahl unpubl.)
estimating the associated residual strength in intact

and minor damaged double bottom structures.
In the previous study, the bending moment was
induced considering the neutral axis fixed during
the simulation. In this paper, a method to estimate
the displacement of the neutral axis due to the
nonlinear response of a ship subjected to bending
moment is presented. The method uses the force
equilibrium over the whole transverse section of
the ship and the load-end shortening relationship
of the double bottom obtained from the previous simulations. A new load condition to induce
a higher bending moment on the double bottom
structure is derived. The new residual strength is
compared with the previous numerical calculations
considering the intact condition and one case with
damage.
2
DOUBLE BOTTOM IN STUDY
The double bottom used in the present work was

previously analyzed (Liu and Amdahl unpubl.)
performing numerical simulations yielding the
residual strength in the intact and damaged conditions. In the present Chapter, the finite element
model and some of the results are summarized to
understand the actual calculations.
The structure of the double bottom corresponds
to a Shuttle Tanker 140.000 m3. The main dimensions of the ship are: length between perpendiculars 256.5 m, moulded breadth 42.5 m, depth to
upper deck 22.0 m and design draft 15.0 m. The
double bottom was modelled between four floors
located near the midship section of the ship. Only
the starboard side was considered in the analysis.
The main dimensions of the double bottom model
are: length 12.0 m, width 21.25 m and height
2.65 m. The space between frames is 4.0 m. Figure 1
represents the scantling used in the finite element
model, which was simplified with respect to the
original design and Figure 2 shows the isometric
view of the finite element model.
The computations were carried out using the finite
element package LS-DYNA Version 971 (Hallquist
2005). The plating and longitudinals were modelled
with 4-node shell elements with 5-integration points
using the Hughes-Liu formulation. The mesh size
was approximately 100 mm. The magnitude of the
Figure 1.
model).
Scantling of the double bottom structure (FE
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300
Outer Buckling
Inner Buckling
Resistance Force [MN]
250
Figure 2.
Finite element model (fore floor is hidden).
Intact
"total"
200
Damage
150
100
"inner"
50
"outer"
0
0.0
defined initial imperfections corresponded to fabrication tolerances and the shape was defined using
sinusoidal expressions.
The true stress-strain relationship of the material was defined by an isotropic plasticity model
using a power law hardening rule (Mat.18 Power
Law Plasticity in LS-DYNA). The inputs of the
material were: yield stress 275 MPa, strength coefficient 740 and hardening exponent 0.24; strain
rate effects were ignored. Since only large plastic
deformations were studied, failure was not required
in the material definition.
Symmetry boundary conditions were defined at
the center line and the fore and aft floors were fully
clamped. Both boundary conditions were properly modified to induce a bending moment. As
the tanker was considered in full load condition,
water and oil pressure were applied on the bottom
and tank top, respectively. In the intact case the
sequence of the loads was pressure and a bending
moment whereas in the damaged case the sequence
was pressure, indentation damage and a bending
moment. In both intact and damaged cases the
bending moment was induced by defining prescribed displacements and rotations on the fore
and aft floors.
The hogging bending moment applied on the
double bottom structure induced axial strains and
stresses which were represented by mean strains
and resistance forces. The mean strain was
obtained by the ratio between the longitudinal
displacement of a node located in the central fore
floor and the span of the stiffeners. The resistance
forces were obtained from elements located forward the central aft floor. It must be noted that the
resistance forces were given for only one side (starboard) of the double bottom, which represented all
the thickness of the centre vertical keel.
Figure 3 shows the resistance force-mean strain
relationships of the intact and damaged cases. The
selected indenter to induce damage has triangular
shape, the depth is 150 mm and causes damage
to five stiffeners located between the second and
third side girder. The total resistance force is a
summation of the resistance force of the structural
elements located below and above the local neutral
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8 0.9 1.0

mean strain [%]
Figure 3. Ultimate strength of double bottom. Previous

intact and damaged cases.
axis of the double bottom (1340 at BL; BL is the

base line) denoted in this study by outer and
inner elements, respectively. Due to the rotation
applied on the fore and aft floor to induce a bending moment, the inner and outer elements buckled
at different induced strains, see Figure 3.
The damage on the bottom panel reduced its
capacity to sustain a compressive load. This reduction is more evident in the outer than in the inner
elements. The post-buckling response of the inner
elements is less influenced by the indentation of the
central bottom panel. The intact ultimate strength
of the double bottom occurred when the outer elements buckled, whereas in the damaged case it was
observed at the buckling of the inner elements.
3
NEUTRAL AXIS DISPLACEMENT
The method used to estimate the displacement of

the neutral axis, due to the nonlinear response of
a ship subjected to bending moment, is based on
the criterion provided by IACS (2006). According
to this criterion, the neutral axis is determined
by establishing force equilibrium over the whole
transverse section of the ship.
The double bottom was idealized for its representation in the previous finite element model.
The structure of the ship above the tank top was
used to estimate the neutral axis and the stressstrain distribution of the structural elements.
Some simplifications of the structure above the
tank top were adopted. However, the scantlings
of the plates and the longitudinal were the same
as the ones used in the original design. Figure 4-a
shows this simplified structure where the phantom
lines represent the camber of the upper deck and
the diagonal inner plating of the bilge tank used in
the original design. In the simplification, they were
considered parallel to the base and the centre line,
respectively. The midship section above the tank
top was divided into ordinary stiffener elements
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(IACS 2006), which were further simplified to

longer plates with equivalent thickness for panels
having the same type of stiffener, see Figure 4-b.
The transverse section of the double bottom was
the same as the one used in the finite element
model. The neutral axis was estimated in 9840 mm
above the base line (9840 at BL).
The resistance force-mean strain relationship of the previous study was transformed to a
stress-strain curve. The nonlinear response of
the structural elements between the tank top and
the neutral axis was described by the exact loadend shortening curve obtained from the previous
numerical simulation, which was simplified by
trend lines. As the elements above the neutral axis
are lengthened, they were considered to fail by elasto-plastic collapse (IACS 2006). The structural elements responses above and below the neutral axis
are plotted in Figure 5. It must be noted that the
elements above the neutral axis are under tension
(lengthening), whereas elements bellow the neutral
axis are under compression (shortening). Points 1
to 6 denote different slopes of the end shortening curve, which are used to analyze the results.
Once the structural elements, geometrical neutral
axis and material response are defined, the change
Figure 4.
in the position of the neutral axis was estimated

according to the following procedure.
The calculated mean strain on the double
bottom was used to estimate the linear strain distribution above the tank top, see Figure 6-a. The
magnitude of any strain is positioned at half of the
double bottom height (1340 at BL), then a linear
strain distribution is drawn passing through the
geometrical neutral axis (9840 at BL) and ending
at the upper deck (22000 at BL). Based on this linear strain distribution, the stress in each structural
element induced by the strain was obtained from
the derived stress-strain curves (Fig. 5). Using this
initial stress distribution (Fig. 6-a), the axial forces
in each structural element were obtained (Fi = Aii;
i denotes each structural element). These forces
were summed to obtain the total axial force on the
midship section. It must be noted that the stresses
are positive for elements under tension and negative for elements under compression. In the linear response (Point 1, Fig. 5) the summation of
the axial forces is zero. However, in the nonlinear
response the total force is negative or positive,
because the neutral axis has been moved up or
down, respectively.
The new position of the neutral axis was determined by iterative calculations implemented in a
simple numerical subroutine, which checked the
longitudinal force equilibrium over the whole transverse section until reaching zero magnitude of the
summation of the axial forces (Aii = Ajj; i, j
denote tension and compression, respectively).
Using the new neutral axis, the correct stressstrain distribution in the structural elements of the
midship section can be estimated, see Figure 6-b.
The described procedure was used to determine
the neutral axis for different strains of the loadend shortening curve, e.g. Figure 7 represents
the stress-strain distribution over the transversal
Simplified structure and stiffener elements.
Figure 5. Stress-strain curves (or so called load-end

shortening curves).
Figure 6.
Longitudinal force equilibrium.
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22000
zi [mm]
Point 1
Point 2
Point 3
Point 4
Point 5
-0.006
-0.004
Base Line
0
0.000
0.002
-0.002
Strain [n.u.]
0.004
0.006
22000
zi [mm]
Point 1
Point 2
Point 3
Point 4
Point 5
0
-300
-200
Figure 7.
section.
-100
Stress [N/mm ]
Base Line
0
100
200
300
Strain and stress distribution at midship
The different positions of the neutral axis were

used to define a new load condition to induce
bending moment in the finite element model by
increasing the magnitude of the prescribed longitudinal displacement of the fore floor, thus inducing
compression. Figure 9 shows the various positions
of the neutral axis for each induced strain. The set
of neutral axes (zi) is normalized by the depth up
to the upper deck (D). It is observed that the neutral axis is constant in the linear material response
and coincides with the geometrically estimated.
However, the neutral axis increases gradually in the
nonlinear response. Points 1 to 6 of the load-end
shortening curve are represented as small breaks
in the tendency of the derived curve. The break
between Points 3 and 4 represents approximately
the starting point of yielding at the upper deck.
In the previous study the bending moment in the
double bottom was induced by prescribing certain
longitudinal displacements and rotations on the
fore and aft floors (Fig. 10-a). These displacements
and rotations were defined by a constant linear
and angular velocity, because the neutral axis was
fixed during the simulation, see Figure 10-b. In the
present work, the set of new neutral axes was
1.0
Bending Moment [MN-m]
6.0
REPRESENTATION AND RESULTS
0.9
z/D
0.8
5.0
0.7
0.6
4.0
0.5
3.0
0.4
0.3
2.0
0.2
1.0
0.1
Mean Strain [%]
0.0
0.0
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8 0.9 1.0

Mean Strain [%]
0.0
0.1
Figure 9.
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
Estimation of the neutral axis displacement.
Figure 8. Bending moment-mean strain response for

the set of neutral axes.
section at Points 1 to 5. The vertical displacement

of the neutral axis for the various magnitudes of
mean strain is shown. As previously mentioned,
the strain distribution is linear for all cases. When
the stress distribution starts to be nonlinear, the
displacement of the neutral axis increases rapidly.
As a cross check of the procedure, the bending
moment at different mean strains, considering the
change in the position of the neutral axis, was
estimated by summing up the moment contribution of each axial force in each structural element
(M = Aiizi, i denotes each structural element;
i and zi are positive values), see Figure 8.
Figure 10.
Definition of loads.
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used to define a variable linear velocity in terms of

displacement with time (Fig. 10-c).
The comparison between the new displacement-time curve used in the finite element model
and the previous one is shown in Figure 11.
It must be noted that the new curve represent a
simplification of the exact curve (dashed line).
The later was obtained by considering all the estimated positions of the neutral axis. The simplification of the curve allows comparing the predictions
of the elastic response. The breakpoint in the new
curve (time 0.1 s) corresponds to the starting point
of the nonlinear response in both models.
The total intact load-end shortening curves of
both models, with and without displacement of
the neutral axis, are compared in Figure 12, where
the resistance force is represented in terms of the
imposed curvature (ki = izi) describing the displacement of the neutral axis in the new model. It
is observed that, due to the simplification in the
new loading condition, illustrated in Figure 11, the
linear response of both models is the same.
Subsequently, the buckling at the outer elements is slightly overestimated by the new calculation due to the smaller contribution of the rotation
with respect to the increment in the prescribed
displacement (Figs. 10-b and 10-c). In other
80
Displacement [mm]
70
60
50
40
30
Previous
New
Exact
20
10
0
0.0
0.1
Figure 11.
0.2
0.4
0.5
time [s]
Displacement-time curve.
Outer Buckling
300
Inner Buckling
250
0.3
"total"
200
"Previous"
"New"
150
100
"break"
Inner Elements
Outer Elements
50
0
0.0
Figure 12.
0.2
0.4
0.6
0.8
1.0
1.2
1.4
-3
Curvature*10
Load-end shortening curves. Intact case.
words, in the new simulation the double bottom

structure is subjected to a higher compressive load
with a smaller contribution of the bending effect.
However, the difference between previous and new
maximum resistance forces is insignificant (less
than 2.5%).
As mentioned, in the previous model, due to
the rotation applied on the fore and aft floor to
induce a bending moment, the inner and outer elements buckle at different induced strains. This difference is also observed herein, showing a smaller
distance between the buckling peaks, i.e. buckling
at the inner elements is reached at a lower imposed
curvature. After buckling at the inner elements, the
post-buckling response reduces rapidly the resistance force of the double bottom structure.
It must be noted that the most important difference between the previous and the new model
is the shortening in the distance between the buckling points at the outer and inner elements. This
difference is just due to the increment in the rate
of the compressive load which determines the
critical response of the double bottom structure.
It is convenient to remember that, in the case of
pure compression only one peak can result from
the simulation if the outer and inner structures
are similar and the maximum resistance force is
higher. In the new model, a similar response is
observed where the distance between the buckling peaks was decreased and the peak force was
slightly increased.
The resistance force of the structural elements
bellow and above the local neutral axis of the double bottom is also shown in Figure 12. For the outer
elements, the response of both models is coincident until the maximum resistance force, and after
this peak the capacity of the new model is slightly
reduced. For the inner elements, the response of
both models is coincident until the point where
previous and new models used the same rate of
prescribed displacement, but after this point the
break in the load-end response is represented by
the new model. This break is due to the increment
in the prescribed displacement of the new model
(Fig. 11; time 0.1 s). After this break, the response
of the new model is shortened, i.e. buckling and
post-buckling responses occur at lower imposed
curvature. In both models the magnitude of the
maximum resistance force is similar.
In the previous analysis, the bending moment
after damage was imposed using the same load
curve of the intact case. Thus, the new damaged
model uses the same load curves defined for the
new intact model. The new damaged load curve
was adjusted to obtain the same linear response
of the previous damaged model. The results from
the comparison between the previous and the
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Efficient and Environmentally-friendly Ship

Operations) that is partially financed by the European Union through contract TIP5-CT-2006031406.
300
250
200
150
100
REFERENCES
50
0
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
-3
Curvature*10
Figure 13. Load-end shortening curves. Damaged case.
new damaged simulations (Fig. 13) are similar to

those observed for the intact case. In particular, the
buckling at the outer and inner elements is slightly
overestimated by the new models and the distance
between the buckling peaks is shortening.
CONCLUSIONS
A method to estimate the displacement of the neutral axis of a damaged ship subjected to bending
moment is described. The method uses the loadend shortening relationship obtained from previous numerical residual strength calculations of
a double bottom establishing force equilibrium
over the whole transverse section of the ship. The
method allows the definition of a new load condition to induce a higher bending moment on the
double bottom structure.
The ultimate strength of the structural elements
below and above the local neutral axis of the double bottom structure are slightly overestimated
in the new calculations, demonstrating that the
double bottom structure is subjected to a higher
compressive load at smaller induced strains, and,
consequently experiences smaller contribution of
induced bending moment.
The most important difference between the previous and the new finite element calculations is the
shortening in the distance between the buckling of
the elements below and above the local neutral axis
of the double bottom (outer and inner elements).
This difference is due to the increment in the rate
of the compressive load. The conclusions are valid
for intact and damaged cases.
ACKNOWLEDGEMENTS
This work has been performed within the project
FLAGSHIP (European Framework for Safe,
Alsos HS, & Amdahl J. 2007. On the resistance of

tanker bottom structures during stranding. Marine
Structures; 20: 218237.
Amlashi H, & Moan T. 2008. Ultimate strength analysis
of a bulk carrier hull girder under alternate hold loading conditionA case study Part 1: Nonlinear finite
element modelling and ultimate hull girder capacity.
Marine Structures; 21: 327352.
Bai Y, Bendiksen E, & Pedersen PT. 1993. Collapse analysis of ship hulls. Marine Structures; 6: 485507.
Gordo JM, Guedes Soares C, & Faulkner D. 1996.
Approximate assessment of the ultimate longitudinal
strength of the hull girder. Journal of Ship Research;
4 (1): 6069.
Guedes Soares C, & Gordo JM. 1997. Design methods
for stiffened plates under predominantly uniaxial
compression. Marine Structures; 10 (6): 465497.
Guedes Soares C, Lus RM, Teixeira AP, Quesnel T,
Nikolov PI, Steen E, Khan IA, Toderan C, Olaru VD,
Bollero A, & Taczala M. 2008a. Parametric Study
on the Collapse Strength of Rectangular Plates with
Localized Imperfections under Inplane Compression.
International Shipbuilding Progress; 55: 6385.
Guedes Soares C, Lus RM, Nikolov P, Downes J,
Taczala M, Modiga M, Quesnel T, Toderan C, &
Samuelides M. 2008b. Benchmark study on the use
of simplified structural codes to predict the ultimate strength of a damaged ship hull. International
Shipbuilding Progress; 55: 87107.
Hallquist JO. 2005. LS-DYNA Keyword users manual, Version 971. Livermore Software Technology
Corporation, Livermore, California.
IACS (International Association of Classification
Societies). 2006. Common Structural Rules for Double
Hull Oil Tankers.
Liu Z, & Amdahl J, unpub. Numerical and simplified
methods for analysis of the residual strength of ship
double bottoms.
Lus RM, Hussein AW, & Guedes Soares C. 2007. On
the Effect of Damage to the Ultimate Longitudinal Strength of Double Hull Tankers. Proc. 10th
Int. Symp. on Practical Design of Ships and Other
Floating Structures (PRADS07); ABS, Houston,
Texas, USA.
Naar H, Kujala P, Simonsen BC, & Ludolphy H. 2002.
Comparison of the crashworthiness of various bottom and side structures. Marine Structures; 15:
443460.
Paik JK, & Kim BJ. 2002. Ultimate strength formulations for stiffened panels under combined axial load,
in-plane bending and lateral pressure: a benchmark
study. Thin-Walled Structures; 40 (1): 4583.
Pedersen P. 1994. Ship grounding and hull-girder
strength. Marine Structures; 7: 129.
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Qi E, Cui W, & Wan Z. 2005. Comparative study of

ultimate hull girder strength of large double hull
tankers. Marine Structures; 18: 227249.
Smith CS. 1977. Influence of local compressive failure
on ultimate longitudinal strength of a ships hull. In:
Proceedings of the PRADS: International Symposium
on Practical Design in Shipbuilding; N. Zosengakkai
ed., Society of Naval Architects of Japan, Tokyo,
Japan, 1820 October 1977, p. 7379.
Smith CS, & Dow RS. 1981. Residual strength of
damaged steel ship structures and offshore platforms.
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Wang G, & Chen Y. 2002. Longitudinal strength of ships

with accidental damages. Marine Structures; 15 (2):
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Yao T, & Nikolov PI. 1991. Progressive collapse analysis
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Numerical simulation of laterally impacted clamped circular

steel plates
R. Villavicencio, L. Sutherland & C. Guedes Soares
ABSTRACT: The paper presents numerical simulations of previously reported drop weight impact tests
examining the dynamic response of fully clamped steel circular plates struck transversely at the centre
by a mass with a spherical indenter. The impact velocity varied from 0.5 to 6.0 m/s. The plates showed
no visible damage at the very low incident energies, but suffered both permanent indentation and global
deformation as incident energy was increased. The numerical modelling was performed using the LSDYNA nonlinear, dynamic finite element software and is based on a previous finite element analysis
of aluminium plates under lateral impact. The numerical calculations used can accurately predict the
response of deflections, forces and absorbed energies, using both shell and solid element types. However,
solid elements were required to obtain a satisfactorily accurate prediction of the deformed shape including the indentation into the thickness. The steel plastic response is compared and discussed with that of
similar aluminium plates.
1
INTRODUCTION
The structural design of ships concerning collision

requires an accurate prediction of the damage
of stiffened plates under impact loading. Finite
Element (FE) analysis is a useful tool to predict
the extent of ship collision and consequent damage to structural components. However, the nonlinear dynamic analysis should be compared with
experimental tests before being used for structural
design. Unfortunately, experimental tests on full
scale ship collision are rare and very expensive.
One approach is to perform scaled collision test
on typical ship structural members to validate the
numerical methods for impact analysis.
Theoretical and experimental analyses of individual ship structural components under lateral
impact loads, such as plates, have been widely
analyzed. For example, Shen (1995) examined
the dynamic plastic response of thin circular
plates transversely and centrally struck by a mass
with a conical head and a spherical nose. Wang
et al. (1998) derived approximate formulas for
the load-deflection relationship of a rigid-plastic
circular plate deflected by a rigid sphere. However,
it is difficult to find comparative results between
experimental tests and numerical simulations on
circular plates struck laterally by a mass. In most
cases, the impact response is examined by penetrating the plates using quasi-static lateral loads, which
does not consider the extremely high impact forces
or vibrations developed at the instant of contact

between the indenter and the specimen. For
example, Simonsen and Lauridsen (2000) studied
the mechanics of lateral indentation of a rigid
sphere into a thin, ductile metal plate, including
experiments, analytical theories and numerical
calculations. Tabri et al. (2007) performed FE simulations on thick steel plates where the specimens
were statically deformed by a spherical punch
using different failure criteria. Ehlers (2010) proposed a true stress and strain relation to simulate
plate punching experiments until fracture with the
FE method.
The present study is a continuation of the
experimental investigation reported by Sutherland
and Guedes Soares (2009) on fully clamped
composite, aluminium and steel circular plates
subjected to lateral impact. In this paper, numerical simulations of tests on steel plates are presented
in order to predict their maximum deflection,
force and absorbed energy. The FE model is
based on previous numerical simulations of lateral
impacts on aluminium 5083/H111 circular plates
(Villavicencio et al. 2010).
A brief summary of the experimental set up and
the definitions adopted in the numerical model are
described. Then comparisons were made between
the numerical and experimental force-displacement
responses for selected (low, medium and high)
velocities in order both to validate and optimise
the numerical simulations. Using the optimised
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models from the previous step, the experimental

and numerical maximum deflection and maximum
force behaviours are then compared for all tested
impact velocities. The deformation shape is
analyzed using both shell and solid elements types
and different mesh sizes, and additional comments on the stress and strain distributions, and
on the energy partitioning, are then given. Finally,
the behaviour of the current steel plates is compared to those of the aluminium plates studied in
Villavicencio et al. (2010).
2
EXPERIMENTAL DETAILS
600
Thick (4.0 mm)
Stress [MPa]
500
Experimental clamped condition.
Thin (1.4 mm)

365MPa
230MPa
200
100
0
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40
Strain [-]
Engineering curves of material.
were 200 mm square and were fully clamped by

four bolts between two thick 200 mm square
steel plates with internal diameter 100 mm. The
indenter was a hemi-spherically ended projectile of
radius 5.0 mm.
In order to investigate the effects of both global
deformation and local indentation, tests were carried out on steel plates for two thicknesses 1.4 and
4.0 mm (thin and thick plates respectively), using
an impact mass of 3.1 and 4.9 kg respectively.
Tests were carried out on virgin specimens for
a range of impact velocities, from 0.5 to 6.0 m/s
approximately.
The material for the thick plates is Structural
hot rolled steel grade S235JR whereas for the thin
plates is Structural cold rolled steel grade ST12.
The mechanical properties of the material were
obtained from tensile tests carried out on the same
plates from which the impact specimens were cut.
The engineering curves of both thicknesses are
plotted in Figure 3. Full experimental details and
discussions of the experimental results may be
found in Sutherland and Guedes Soares (2009).
3
Figure 1. Clamped circular plate struck laterally at the

centre by a mass.
350MPa
300
Figure 3.
The experimental tests represent an impact event

in which a fully clamped circular plate is struck
by a mass G traveling with an initial velocity V0 at
the centre of the plate (Fig. 1). After impact, the
striker G is assumed to remain in contact with the
plate. Therefore, the striker and the struck point of
the plate have an initial velocity V0 at the instant
of contact and a common velocity throughout
the entire response. The maximum total deformation Wt is divided into two parts: maximum local
indentation Wi and maximum global deflection W
(Shen 1995).
The impact tests were performed using a
fully instrumented Rosand IFW5 falling weight
machine, which gives the variation with time
of the impact force, velocity, displacement and
energy of the impacted specimens. The experimental setup can be seen in Figure 2. Specimen plates
Figure 2.
465MPa
400
NUMERICAL MODEL
The computations were carried out using the

finite element package LS-DYNA Version 971
(Hallquist 2005) which is appropriate for nonlinear explicit dynamic simulations with large
deformations. The FE model is based on the
numerical analysis on circular aluminium plates
conducted by Villavicencio et al. 2010, where a
sensitivity analysis of the mesh size and the modelling of support plates to represent the experimental boundary condition were completed. In the
present section the main characteristics of the FE
model and improvements with respect to the previous model are summarized (Fig. 4).
The specimen plates were modelled with 4-node
shell elements with 4-integration points through the
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Strain-rate sensitivity was considered by including nominal strain-rate coefficients (Jones 1989).
However, this resulted in predicting lower displacements than the experimental results and hence
these strain-rate coefficients were not included in
the model.
In order to try to investigate the source of vibrations seen in the experimental force-deflection
results, the time interval between outputs was
decreased ten times in comparison with the
previous analysis on aluminium plates.
Figure 4. Details of finite element model (Villavicencio
et al. 2010).
4.1 Force-displacement response
t = e (e + 1)
(1)
t = 1n (e + 1)
(2)
Initially, in order to optimise the numerical model in

terms of mesh size and element type (shell or solid),
four impact velocities from the full set of experimental tests were considered. Force-displacement
test results of a high, low and two intermediate
velocities were compared to the numerically simulated impact responses.
For the thick plates (4.0 mm), using any of the
three numerical models (Shell2, Shell1 or Solid1)
gave very similar results for all four impact velocities, and in general the numerical simulations
compare well with the experimental results. As
an example, Figure 5 compares the experimental
and numerical results for the thick plate impacted
at the highest velocity of 5.9 m/s. From this figure
it can be seen that, in terms of force-displacement
response, the Solid1 model does not give better predictions than the computationally less demanding
Shell2 or Shell1 models, although the solid models
give slightly higher maximum deflection and lower
maximum impact force. This was also found to be
the case for the thin plates (1.4 mm).
Figures 6 and 7 compare the experimental
(dashed line) and numerical (continuous line)
force-displacement results for all four incident
25
Experimental
Shell2
Shell1
Solid1
20
Force [kN]
thickness (Belytshko-Lin-Tsay formulation) and

with 8-node solid elements with 1-integration point
(constant stress solid element formulation), both
element formulations are the default in LS-DYNA.
The mesh sizes of the shell elements were 2 2 and
1 1 mm for both plate thicknesses (denoted by
Shell2 and Shell1 respectively). The mesh size of
the solid elements was 1 1 1 mm for the thick
plates and 1 1 0.35 mm for the thin plates
(denoted by Solid1 in both cases), in order to give
the same number of integration points through the
thickness as in the corresponding shell models.
The support plates simulate the boundary conditions of the specimen plate, compressing the
specimen as occurred in the experiments. For the
striking mass only the vertical translation was
free, in which direction the initial impact velocity
was assigned. The indenter-specimen and support
plates-specimen contact was defined as Automatic
Surface to Surface (Hallquist 2005).
The support plates and the striking mass were
modelled as a rigid un-deformable material.
Mat.020-Rigid was selected from the material
library of LS-DYNA and steel mechanical properties assigned. Since the falling weight was modelled as a simple sphere, an artificially large density
was used to give the same mass as the one used in
the experiments. To represent the specimen plate
the material Mat.024-Piecewice linear plasticity
was selected and defined according to the exact
true stress-strain curve until the onset of necking
(Dieter 1986), where the true stress t and the true
strain t are expressed in terms of the engineering
stress e and engineering strain e (obtained from
the tensile tests, and shown in Fig. 3) by:
15
10
5
0
Since for the impact tests considered here only

plastic deformation was observed, failure strain
was not required for the material definition.
2
3
4
Displacement [mm]
Figure 5. Force-displacement response. Thick plate

(4.0 mm) impacted at 5.9 m/s.
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1.00
25
0.75
Force [kN]
Force [kN]
20
15
10
0.50
0.25
5
0.88m/s
0
0
2.65m/s
4.80m/s
2
3
4
Displacement [mm]
5.90m/s
0.00
0.00
Figure 6. Force-displacement response thick steel plates.

Experimental (dashed line); Numerical (continuous line).
10
4.39m/s
6
2.55m/s
4
0.60m/s
2
0
0
4
6
8
Displacement [mm]
10
0.25
0.50
0.75
1.00
Displacement [mm]
1.25
1.50
Figure 8. Force-displacement response. Thin plate

(1.4 mm) impacted at 0.6 m/s.
are harmonic and sufficient cycles occur prior to

the end of the test the energy values are sufficiently
accurate. The source of this vibratory response
could be due to two possible phenomena:
5.90m/s
8
Force [kN]
Experimental
Shell2
Shell1
Solid1
12
Figure 7. Force-displacement response thin steel plates.

Experimental (dashed line); Numerical (continuous line).
velocities considered for the thick and thin plates

respectively. Good agreement between numerical
and experimental results is seen for the whole range
of impact velocities, and the overlapping parts of
the response for different velocities are coincident.
However, for the thin plates deflection and force
are slightly overestimated by the numerical model
at the higher impact velocities (4.39 and 5.90 m/s).
For both thin and thick plates discrepancies were
seen between the experimental and numerical
force-displacement responses for impacts at the
lowest velocities (0.88 and 0.60 m/s respectively)
as illustrated in Figure 8. These are thought to be
due to experimental measurement errors which
become significant when compared to the very low
forces and displacements seen at these low incident
energies.
All of the experimental and numerical responses
in Figures 5 to 8 show oscillations during the initial
stages of the impact, which are more pronounced
in the experimental results, becoming more so as
the severity of the impact test was increased. These
vibrations are also more apparent for the thick than
for the thin plates. However, since the oscillations
i. Due to the inertia of the plate, at the initiation

of contact the impact mass and plate vibrate
around the contact stiffness as the plate begins
to move.
ii. Since in the experiments the impact mass is not
a sphere, but a hemispherical-ended bar connected via a load cell to a large mass, vibrations
may be set up in this (and/or other) part(s) of
the impact machine.
Phenomena (i) would be apparent in both
experimental and numerical responses. However,
phenomena (ii) would only be apparent in the
experimental response.
The fact that vibrations of the same frequency
were noted in the experimental force measurements after separation of the impact mass and
plate at the end of the impact event suggest that
vibrations in the test machine (ii) were present in
the experimental results. Also, the presence of (less
severe) vibrations in the numerical results suggest
that oscillations due to the contact stiffness-plate
inertia phenomena (i) are also present in the experimental results, hence the larger vibrations seen
experimentally.
Since only oscillations due to (i) are valid material impact responses, it would be pertinent to filter
out any experimental oscillations due to machine
vibrations. However, in practice this filtering may
well affect the impact response of interest, and it is
extremely difficult to ensure that only the machine
vibrations are filtered out. These results show
that the filtering and interpretation of impact test
results is by no means a straightforward, clear-cut
process.
Since no significant increase in accuracy was
seen in the results described above through using
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the finer meshed Shell1, or the Solid1 models, the

less computationally expensive Shell2 model was
then used to calculate the maximum transversal
deflection and impact force for the full range of
impact velocities carried out in the experiments.
Figures 9 and 10 show these experimentalnumerical comparisons. Excellent agreement for
all incident velocities is shown in Figure 9 between
the numerical and experimental maximum deflection results for thick plates. Figure 9 shows that the
experimental maximum deflection is also very well
predicted by the numerical analyses for thin plates
at lower impact velocities. However, the experimental thin plate values of maximum deflection
and maximum force in Figures 9 and 10 respectively become slightly lower than their numerical
counterparts when the impact velocities exceed
3.0 m/s. This is seen to be due to the slightly different shapes of the force-deflection responses of
Figure 7, where the experimental curves at higher
velocities exhibit slightly higher stiffness, but the
drop of force to zero at the end of the impact event
occurs at a lower deflection than for the numerical
response. In fact, when the experimental and numerical energy values (obtained by integration of the
Maximum Deflection [mm]
14
12
1.4 mm
Numerical
10
8
Experimental
4.0 mm
4
2
0
0
Figure 9.
plates.
2
3
4
5
Impact Velocity [m/s]
Maximum deflection-velocity. Thick and thin
25
Maximum Force [kN]
4.0 mm
20
Numerical
15
Experimental
1.4 mm
10
5
0
0
2
3
4
5
Figure 10. Maximum force-velocity. Thick and thin plates.
relevant force-displacement curves) are compared

the numerical results underestimate the amount of
impact energy irreversibly absorbed by the plates
by an average of 12% of the incident energy.
It is not clear exactly what causes these discrepancies, but it appears that mechanism(s) of energy
absorption seen in reality are not modelled correctly in the numerical analyses, for example the
dissipation of heat generated during plastic deformation. It is also possible that this slightly higher
stiffer response is due to strain-rate effects that
were not included in the FEA.
Since the numerical model is very sensitive to
the true stress-strain curve, any slight errors in this
input could explain discrepancies between numerical and experimental results. However, since this
behaviour was obtained through in-house tensile
tests cut from the same sheets from which the
impacted plates were cut, confidence in this curve
is high.
Despite generally good agreement, the thick
plate experimental maximum forces are overpredicted by the numerical model, especially at
velocities lower than 2.5 m/s, at which point an
inflection is seen in both the experimental and
numerical curves. This inflection could be due to a
change from the mainly contact-indentation dominated damage seen at lower velocities to global plate
plastic deformations at higher velocities. It is suggested that this over-prediction of the experimental impact force could be due to the way in which
the local contact is modelled numerically, since this
would only become significant in impacts where
contact damage is dominant, as is the case for the
thick plates at lower incident velocities. This could
be because the striking mass was modelled as a
rigid body, when in fact deformation at the impactor nose could have occurred experimentally.
4.2
Plastic deformation, maximum stresses

and energy partition
Once the force-displacement response was validated

against the experimental results, the numerical
simulations were then used to give information
concerning the specimen plastic deformation, the
maximum stresses, and the partition of the impact
energy.
It is beneficial to be able to predict the shape
of the deformation due to both global deflection
and local indentation. Local indentation is divided
in two parts: local out-of-plane plate deformation
(where the plate wraps around the indenter), and
the indentation of the mass into the plate thickness.
For the thick plates the Solid1 model gives a better definition of the shape of the deformation than
does the Shell2 or Shell1 model, because only solid
elements are able to model the change in plate
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Figure 12. Maximum von Mises stress distribution.

Impact velocity 5.9 m/s.
100
Steel 4.0 mm
Energy [J]
80
60
Kinetic
Internal
Sliding
Internal+Sliding
Total
40
20
0
0
100
4
time [ms]
Steel 1.4 mm
80
Energy [J]
thickness associated with the indentation of the

mass into the plate at the impact point, which is
significant for the thick plates (Fig. 11a). For the
thin plates indentation is more significant in terms
of out-of-plane plate deformation, (Fig. 11b) and
hence the only requirement is a fine shell mesh for
accurate modelling of the local indentation of the
thin plates. A fine mesh is also the only requirement for the accurate modelling of the global plate
deformation of both thin and thick plates.
In Villavicencio et al. (2010) the maximum stress
for impacted aluminium plates was found to occur
on the surface opposite to the impact point for
both shell and solid models, but that near the support the stresses did not differ between upper and
lower faces. The numerical models of the current
steel plates also show that the maximum plastic
strain occurs on the lower surface opposite to the
impact point, and indicate the presence of plastic strain throughout the plate thickness at high
impact velocities. However, at lower impact energies, elements near the neutral axis did not undergo
plastic strain.
Effective stresses were also observed to decrease
gradually from the impact point to the supports.
Figure 12 shows the maximum von Mises stress distribution on the plate lower surface when impacted
at the highest velocity. For the thick plates only that
part of the specimen within the annular cut-out in
the support plates is affected by the impact. However, for the thin plates the stresses in the clamped
area of the specimen are also seen to be affected
by the impact. This is thought to be mainly due to
the slippage of the specimen plate between the support plates due to the higher deflections and hence
membrane forces experienced by the thin plates.
Temporal variations in the energy during
the impact system are shown in Figure 13. The
kinetic energy of the falling mass is dissipated
60
40
Kinetic
Internal
Sliding
Internal+Sliding
Total
20
0
0
4
time [ms]
Figure 13. Energy partitioning. Impact velocity 5.9 m/s.
Figure 11. Shape of the deformation. Impact velocity

5.9 m/s.
as a combination of internal and sliding energies

(the hourglass energy was zero in the numerical
simulations). The internal energy consists of elastic strain energy and plastically dissipated energy.
The sliding energy (or contact energy) is due to the
friction included in the support plates-specimen
contact definition. During the initial instants of
the impact event the internal energy is due to elastic deformation only, and is almost entirely responsible for the dissipation of kinetic energy as the
sliding energy is extremely small. However, as the
impact progresses both plastic deformation energy
becomes significant and sliding energy increases.
Although the latter remains a very small contribution to the total energy conversion in all cases,
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the proportion of sliding energy is slightly higher

for the thin plates due to the small radial displacements between the support plates (slippage) experienced by these specimens (Fig. 12).
Comparisons with aluminium impact response
The impact tests on the present steel plates were

part of a wider experimental study by Sutherland
and Guedes Soares (2009), which also considered
the aluminium plates numerically simulated in
Villavicencio et al. (2010). Since impact response
is a structural and not a material property, the
plate thicknesses of the different materials were
chosen to give plate bending equivalence so that
valid comparisons between the different materials
were possible. Hence, the thicknesses of the aluminium plates were 6.0 and 2.0 mm (thick and thin
respectively). Here, the experimental and numerical impact responses of the steel and aluminium
plates are compared.
The improvements included in the FE model of
the steel plates have been retrospectively considered
in the aluminium FE model, and the numerical
results of the latter updated accordingly. In the
new aluminium models, the shell elements have 6
and 4 integration points for the 6.0 and 2.0 mm
thick plates, respectively. The thin plate solid model
used 4 elements through the thickness instead of
the 2 defined in the previous model. However, for
the thick plates the through-thickness number
of elements of the solid model was maintained
at 6. These modifications were included in order
to define the same number of integration points
through the thickness for both shell and solid
models. The time interval between outputs was
also decreased ten-fold.
The modified aluminium numerical models were
again initially evaluated and optimised in terms of
element type, using the maximum and minimum
experimental impact velocities for each plate thickness in this case. However, it was assumed that,
as found previously for the aluminium plates in
Villavicencio et al. (2010), and for the steel plate
impacts of this paper, mesh size was not significant and hence only the Solid1 and Shell2 elements
were considered. As for the steel plates, the aluminium shell and solid models give very similar forcedisplacement results, and good agreement with
the experimental results is seen. As an example,
Figure 14 gives a comparison of the experimental
and numerical results for a thin aluminium plate
impacted at 5.9 m/s.
For both thicknesses, the improvements to
the aluminium numerical model gave better
agreement between the shell and solid models,
which has been illustrated by the inclusion of
the old Shell2 model results in Figure 14. Very
Experimental
Shell2
Solid1
Shell2_Old
10
Force [kN]
4.3
12
8
6
4
2
0
0
6
8
10
Displacement [mm]
12
14
Figure 14. Force-displacement response thin aluminium plate. Impact velocity 5.9 m/s.
similar discrepancies between the numerical and

experimental force-deflection responses were seen
for the aluminium plates at the very lowest incident velocities as were seen for the steel specimens
(Fig. 8). Again, these are thought to be due to the
relatively high significance of experimental errors
when compared to the very small force and displacement measurements that must be made for
these very low-energy impact events.
As for the steel plates, since there was seen to
be no advantage in using the more computationally expensive solid elements, the Shell2 model
was selected to calculate the maximum deflections
and forces for all experimental impact velocities,
as shown in Figures 15 and 16. These plots show
very good, and similar, agreement between experimental and numerical results as seen for the steel
plates in Figures 9 and 10. However, the agreement between experimental and numerical maximum deflection for the thin aluminium plates seen
in Figure 15 continues up to the highest impact
velocities (as opposed to the numerical overestimation of maximum deflection at high impact energies for the steel plates seen in Fig. 9), although the
experimental curve does also dip at higher velocities. The slight overestimation of maximum force
for thin steel plates at higher velocities (Fig. 10) is
also seen in Figure 16 for the aluminium tests, and
again more impact energy is irreversibly absorbed
experimentally than numerically predicted.
The overestimation of maximum impact force
by the numerical model seen for thick steel plates
(Fig. 10) is seen to be even more significant in
Figure 16 for the thick aluminium plates. Again,
it is thought that this is due to the way in which the
local impactor-plate contact/indentation is modelled.
The inflection observed in the force-velocity curve
of the thick steel plates at around 2.5 m/s, thought
to be due to the initiation of significant global
plastic deformation, is also seen in that of the thick
aluminium plates.
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of plastic strain throughout the plate thickness at

high impact velocities was seen. However, at lower
impact energies elements near the neutral axis were
not predicted to undergo plastic strain.
Although generally very good agreement was
obtained, two discrepancies between numerical
and experimental were observed, that were very
similar for both steel and aluminium impacts:
Maximum Deflection [mm]
14
12
2.0 mm
Experimental
10
Numerical
6.0 mm
6
4
i. For thin plates at higher velocities, numerical

predictions overestimated the experimental
maximum forces, and underestimated the energy
irreversibly absorbed. The numerical simulations
also overestimated the thin steel plate maximum
experimental deflection for higher velocity
impacts. A slightly stiffer response was also seen
experimentally. It is postulated that this could be
due to more slippage, more plastic deformation
generated heat dissipation, or strain-rate dependant effects, or a combination of these effects.
ii. For thick plates the maximum forces seen experimentally were overestimated by the numerical
model. It is thought that this is due to the way
in which the impactor-plate local contact, and
plate-support contact has been modelled.
2
0
0
Figure 15.
2
3
4
5
Maximum deflection-velocity.
Maximum Force [kN]
25
6.0 mm
20
Numerical
15
Experimental
2.0 mm
10
5
0
0
Figure 16.
2
3
4
5
Maximum force-velocity.
CONCLUSIONS
Detailed information of the impact response of

clamped steel and aluminium circular plates has
been obtained through non-linear explicit dynamic
simulations using the LS-DYNA software package.
The results obtained were in good agreement with
those of previous experimental tests, indicating
that relatively coarse meshes using shell elements
are sufficient to predict the maximum deflections
and forces for the entire plastic response of both
steel and aluminium.
The support plates representing the experimental boundary conditions were capable of representing some small longitudinal displacement of the
specimen plate between the supports, especially for
the thin plates at higher velocities.
The numerical simulations gave a good understanding of the shape of the deformation in plates
subjected to impact loads. In terms of indentation,
a fine meshed solid model gave a better definition
of the shape of the deformation since this was able
to model both the deformation around the indenter
and also the change in plate thickness at the impact
point. The maximum plastic strain occurred on
the lower surface of the plate, and the presence
Further work would be beneficial to refine the

model in terms of the static coefficients of friction used, the modelling of the striking mass,
possible material property strain-rate effects, and
additional energy absorption mechanisms. Since
it is highly probable that more than one of these
phenomena could be influential, and more importantly that there may well be interactions between
these effects, any further work must be carefully
designed to give a numerical model optimised in
terms of all such effects.
The investigation of the impact of thicker plates
would also be worthwhile. These could be geometrically scaled-up versions of the present plates, or
thicker plates of similar size to the present ones. In
the former case, a dimensional analysis approach
to develop scaling laws, such as used with success in Sutherland and Guedes Soares (2007) for
laminated glass-polyester plates, could be used.
This would also identify any unexpected scaling
model shortcomings, or size effects that could
lead to inaccurate prediction of full-scale in-service
behaviour from laboratory scale tests.
For the latter case of plates of lower length
to thickness ratio, a far more contact/indentation dominated behaviour, with little global plate
deformation or influence of boundary conditions,
would be expected. Hence, the use of refined solid
element models would be necessary to represent
the indentation into the plate thickness. The study
of lower length to thickness ratio plates could also
be used to approximate the behaviour expected for
thinner plates at, or near to, stiffeners.
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ACKNOWLEDGMENTS
The work has been performed in the scope of the
project MARSTRUCT, Network of Excellence
on Marine Structures (http://www.mar.ist.utl.pt/
marstruct/), which has been financed by the EU
through the GROWTH Programme under contract TNE3-CT-2003-506141.
Portuguese Foundation for Science and Technology, under contract SFRH/BD/46369/2008.
REFERENCES
Dieter GE. 1986. Mechanical behavior under tensile and
compressive loads. ASM Handbook. 8: 9910.
Ehlers S. 2010. Strain and stress relation relation until
fracture for finite element simulations of a thin circular plate. Thin-Walled Structures. 48 (1): 18.
Hallquist JO. 2005. LS-DYNA Theory Manual. Livermore Software Technology Corporation.
Jones N. 1989. Structural Impact. Cambridge University
Press.
Shen WQ. 1995. Dynamic plastic response of thin circular
plates struck transversely by nonblunt masses. Int. J.
Solids Structures. 32 (14): 20092021.
Simonsen BC, Lauridsen LP. 2000. Energy absorption

and ductile failure in metal sheets under lateral indentation by a sphere. International Journal of Impact
Engineering. 24 (10): 10171039.
Sutherland LS, Guedes Soares C. 2007. Scaling of impact
on low fibre-volume glasspolyester laminates. Composites: Part A. 38: 307317.
Sutherland LS, Guedes Soares C. 2009. Impact behaviour of GRP, aluminium and steel plates. Analysis and
Design of Marine Structures; Guedes Soares & Das
(eds). Taylor & Francis Group: London. 293300.
Tabri K, Alsos H, Broekhuijsen J, Ehlers S. 2007.
A benchmark study on ductile failure criteria for shell
elements in multiaxial stress state. Advancements
in Marine Structures, Guedes Soares & Das (eds).
Taylor & Francis Group: London. 401409.
Villavicencio R, Sutherland LS, Guedes Soares C. 2010.
Numerical simulation of transversely impacted,
clamped circular aluminium plates. 5th International
Conference on Collision and Grounding of Ships;
Espoo, Finland. 104112.
Wang G, Ohtsubo H, Arita K. 1998. Large deflection of
a rigid-plastic circular plate pressed by a sphere. Journal of Applied Mechanics. 65 (2): 533535.
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Study on the residual ultimate longitudinal strength of hull girder

of a bulk carrier against a sagging moment after ship collision
Yasuhira Yamada & Yoshitaka Ogawa
National Maritime Research Institute, Tokyo, Japan
ABSTRACT: The purpose of this study is to investigate residual Ultimate Longitudinal Strength (ULS)
of a panamax bulk carrier being subjected to sagging moment. ULS of panamax bulk carrier in intact
condition is estimated using large-scale nonlinear FEM analysis code LS-DYNA as well as simplified
analysis method based on the Smith method. ULS in intact condition estimated by FEA is compared
with that estimated by simplified method. It can be found that ULS estimated by FEA and that by
simplified analysis show a fairly good agreement although small discrepancy can be seen. Moreover ULS
in damaged condition is estimated assuming collision at midship region of the side shell, where damaged
area is artificially created as a first phase of the research project.
1
1.1
INTRODUCTION
Tier I: Goals
Goal Based ship construction

Standard (GBS)
A Goal Based ship construction Standards (GBS)

for oil tankers and bulk carriers was adopted as
a new SOLAS convention at the 87th session of
Maritime Safety Committee (MSC87) in IMO
(2010a). Figure 1 shows the illustration of an
overall framework of GBS, where 5 tiers can be
seen. Functional requirement of tier II among
5 tiers are intended to allow the performance
based criteria other than the conventional prescriptive criteria.
1.2
Tier II: Functional Requirements
Tier III: Verification of conformity
Tier IV:Rules and regulations for ship design

and construction
Tier V: Industry practices and standards
Figure 1.
Residual strength
Residual Strength is included in Tier II as one of

functional requirements as follows (IMO, 2010b).
II.5 Residual strength
Ships shall be designed to have sufficient strength
to withstand the wave and internal loads in specified damaged conditions such as collision, grounding or flooding. Residual strength calculations shall
take into account the ultimate reserve capacity of
the hull girder, including permanent deformation
and post-buckling behaviour. Actual foreseeable
scenarios shall be investigated in this regard as far
as is reasonably practicable.
Consequently residual strength in case of
damage becomes mandatory to newly oil tankers
and bulk carriers constructed after SOLAS convention comes into force. That is, those ships shall
Illustration of GBS framework.
have to possess sufficient residual strength after

damaged such as collision, grounding and/or
flooding. However, it is not necessarily clear the
way to comply with the functional requirements.
In the conventional rules and regulations, there
was no detailed description of them because they
are newly developed functional requirements in
the GBS. Therefore, administrator or classification societies have to prepare for ways to fulfill
these functional requirements. It is important to
assess the safety level ensured by the functional
residual strength from the technical point of
view.
With regards to residual strength of ships, several
studies have been carried out (Wang et al, 2002a;
Wang et al, 2002b; Das & Chuang, 2007; Hussein &
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Guedes Soares, 2009; Nikolopoulos et al, 2010).

Hussein & Guedes Soares (2009) investigated
residual strength of three double hull tankers by
using simplified method (Smith type method) and
carried out reliability assessment. Nikolopoulos
et al (2010) has investigated the compliance of
existing prescriptive regulations with GBS regarding the residual strength of ship. It is concluded
by Nikolopoulos et al (2010) that Having seen all
the existing regulation on the topic we conclude
that none of them can be described as fully GBS
compliant. It might be true that none of these regulations explicitly fully cover the residual strength
requirement in GBS. However it might be also
promising that existing rules implicitly satisfy the
residual strength requirement in GBS depending
on various factors such as damage scenarios, wave
induced load and so on. Therefore it is important
to quantitatively investigate residual strength of
ships after damage.
Various residual strengths after damage can be
defined depending on loads (global/local vertical/
horizontal bending moment, local pressure and so
on). In the present study main focus is laid on residual Ultimate Longitudinal Strength (ULS) of global hull girder under sagging moment after collision
damage. Loads that are applicable to the damaged
ship are also very important since collapse (failure)
of ships take place if loads are larger than strength
capacity of damaged ships (see Eq. (1)).
P(f ): L S > 0
(1)
where, P( f ): failure probability, L: Loads,

S: Strength capacity. Since loads and strength
deviate as random variables, collapse of damaged
ships can be evaluated by using reliability analysis
as shown in several previous studies (eg. Fang &
Das, 2005).
Moreover collisions and grounding often take
place in ports or near shoreline. In evaluating
collapse of damaged ships it can be pointed out
that average wave induced bending moment in
these area might be smaller than that in the middle
of the Atlantic/Pacific Ocean. In fact such effect
has already taken into account in IACS Common
Structural Rules (CSR). In this study, however,
main focus is laid only on strength capacity of
damaged ships. Loads applicable to the damaged
ships as well as evaluation of collapse of damaged
ships (Eq. (1)) will be investigated in the future
study.
Ultimate Longitudinal Strength (ULS) of global
hull girder under vertical bending moment might
be decreased after damages such as collisions
and groundings. Therefore it is important to keep
Residual Ultimate Longitudinal Strength (RULS)
of ships so that ships do not break into two parts
until damaged ships could arrive at ship yards for

repair. Therefore ULS can be one of important
strength which ships should possess even after
damages. In order to investigate RULS of ships
after collision, a project has started in National
Maritime Research Institute since April of 2010.
In order to accurately investigate collapse
mechanism of damaged ships under vertical
bending moment non-linear FE analysis using
commercial code LS-DYNA is adopted where twosteps-approach is adopted. First step is collision
analysis. Second step is ultimate strength analysis
with keeping residual stress and deformation
induced by the first step of collision analysis,
which are usually disregarded in the previous
RULS researches.
As a first phase of the project, ultimate strength
with intact condition and its numerical method
are investigated using nonlinear FEM code LSDYNA. Although implicit methods are widely
used to assess ULS of ships, applicability of
explicit method is investigated considering consistency with first step of collision analysis as well as
effectiveness of two-step-approach. In this study,
ULS of hull girder of a bulk carrier under sagging bending moment is investigated using large
scale finite element model. Collapse mechanism of
the bulk carrier is investigated using time domain
simulation and discussed in detail. In addition
to the intact ULS, damaged ULS is calculated
with assuming damaged area simply by removing
elements. The effect of damaged condition on the
reduction of ULS is discussed in detail. Finally
some of numerical methodologies are summarized
in order to assess RULS of hull girder after collision as a next step of the project.
2
FINITE ELEMENT MODEL
In order to investigate RULS of ships, a cape

size bulk carrier is adopted as a target ship.
Figure 2 shows a finite element model of the bulk
carrier, where main particulars of the ship are also
shown in Table 1.
Figure 2.
Finite element model.
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Table 1.
Main particulars.
Length
Breadth
Depth
Dead weight
Table 2.
Nodes
Elements
Lpp
Bm
Dm
DW
278
45
24
170281
m
m
m
ton
Number of nodes and elements.

234,779
322,487
Table 2 shows a number of nodes and elements used in the finite element model. In order to
carry out ship-ship collision analysis as well as
ULS analysis, three cargo holds (No. 4, No. 5 and
No. 6 holds) around amidships are modeled with
elastic-plastic elements, and remaining fore and
aft parts are modeled with rigid element. No. 5
cargo hold is set to target cargo hold and modeled with fine mesh and adjacent cargo hold of
No. 4 and No. 6 are modeled with slightly coarse
mesh than No. 5 hold. Usually in ship-ship collision, only the struck side of target hold is modeled with fine mesh and the other side might be
modeled with rather coarse mesh or rigid elements in order to reduce a computation time. In
this study, however, in order to carry out ULS
analysis after collision it is important both sides
are symmetrically modeled, therefore both sides
of the target hold (No. 5) are modeled with
fine mesh, consequently a number of elements
increases considerably.
It is noted that since both sides are modeled with
elastic-plastic elements effect of global hull girder
horizontal bending moment can also be considered
in this model especially being subjected to collision.
Plates and web stiffeners are modeled with shell
elements and flange of stiffeners are modeled with
beam elements in fine mesh region. Default element
types of LS-DYNA are used for both beam and
shell elements respectively. That is Belytscko-Tsay
element for shell elements, Hughes-Liu element
for beam elements. The ship is designed to comply with a class rule, and built of typical mild steel
and high tensile steel. Material model of MAT24
is used where strain hardening effect and fracture
of elements are taken into account. The strain rate
effect can also be taken into account by MAT24.
However in this study in order to investigate quasistatic ULS and also to compare ULS estimated by
FEA with that by smith method, strain rate effect
is not taken into account. Strain rate effect can be
taken into account in order to investigate dynamic
ULS of ships considering time duration of wave
bending moment in the next phase of the present

research project.
Generally it can be more probable that a ship is
not a quite new ship when being struck by another
ship. Rather it can be expected that a ship is a more
or less aged ship with plate diminution due to corrosion and so on. Therefore it is assumed that a ship
is in aging degradation condition. In order to consider such effect, diminution of plate thickness is
considered by adopting net scantling condition as
prescribed by CSR (IACS, 2009) is adopted in both
FEA and simplified analysis. That is analysis are performed based on t = tnet + 50% corrosion addition.
3
ULTIMATE LONGITUDINAL
STRENGTH (ULS) IN INTACT
CONDITION
Before carrying out RULS analysis, ULS in intact

condition is investigated using LS-DYNA, where
net scantling condition is considered (IACS, 2009).
No. 5 hold at midship is set to target hold since this
hold is supposed to be subjected to a most severe
bending moment and that damage caused by ship
collision at mid of a struck ship is supposed to
cause one of the most severe damage on the struck
side shell.
3.1 Analysis method
It can be assumed that the target hold is supposed
to be subject to a uniform bending moment.
Therefore as a loading condition, a same sagging
bending moment is applied to fore and aft T.BHD
of the target Hold (No. 5 Hold) respectively. It is
assumed that a plain T.BHD section remains plain
before and after loading, which is usually assumed
in Smith type simplified method. Moreover in order
to evenly distribute a bending moment applied to
T.BHD into many nodes consisting of a T.BHD
section, each T.BHD is constrained as a rigid
plane using a keyword of CONSTRAINED_
RIGID respectively. The effect of this modeling
on the result is supposed to be small since T.BHD is
located far from the center of the target hold where
focus is laid on. In explicit FEA a finite time needs
to be specified to apply load, and a load increasing
time (t [s]) needs to be gradually increased in order
to reduce dynamic effect. Therefore in the present
study an applied load is linearly increased from
0 [GNm] up to 20 [GNm] during t = 0 [s] to t = t [s].
A maximum applied moment is kept constant after
t = t [s] as shown in Figure 7 (black solid line).
Moreover in order to investigate the effect of load
increasing time on results sensitivity analyses are
carried out with varying t. In the present study
t = 0.3 [s] and 2.0 s [s] are shown.
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Analysis results
Figures 36 show deformation of the ship, where

it can be seen that upper deck of the target hold
collapse at the almost center of the target hold
although the accurate position is slightly at the aft
side from the center.
It is confirmed by the observation of simulation results that after buckling of upper deck
at almost the longitudinal center of the target
hold, large out-of-plane deformation starts taking place at the same part of upper deck as well
as surrounding part of the upper deck. In the later
stage of collapse of upper deck, several out-of-plane
deformation become to merge one by one and to
form a global folding pattern of the target hold
as shown in Figures 47 and Figure 9 show time
histories of applied moment and reaction moment
of the section at the center of the target cargo
Figure 6. Collapse of the ship due to vertical bending

moment (Intact Condition).
M02-C35a
(Mmax=16 GNm, t=2.0s, DT2MS=10ms)
30
Moment [GNm]
3.2
Applied Moment
20
Reaction Moment
10
0
0.0
0.5
Figure 7. Time
(t = 2.0 s).

histories
of
2.0
bending
2.5
moments
hold for t = 2.0 [s] and t = 0.3 [s] respectively.

It is confirmed by carrying out sensitivity analysis
that the effect of load increasing time on ULS is
significant, and that Mu decreases gradually as t
increases mainly due to reduction of dynamic effect.
Therefore at least around t > = 2.0 [s] might be
required to obtain quasi-static Mu as far as present
FE model and analysis conditions. Therefore in the
present study t = 2.0 is used hereafter. It can be
seen in Figure 7 that reaction moment increases as
the applied moment increase, and that after reaching to ULS at around t = 2.0 [s] reaction moment
decrease considerably with some fluctuations.
Figure 8 and Figure 10 show relation between
reaction moment and curvature. Assuming the
beam theory for bending of global hull girder
(See Fig. 11), curvature (1/) is calculated by rotation
angles of two T.BHDs by the following formula
1 1 2
= L

1.0
1.5
Time[s]
(2)
where 1 and 2 represents rotation angle of

two T.BHD respectively. L represents distance
between two T.BHDs which is equal to 25.38 [m].
1 and 2 are usually almost same value, but slightly
different due to that structure of fore and aft T.BHD
of the target hold are not completely symmetry
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(ex. horizontal girders are attached only fore side of

T.BHD and so on). Figure 8 shows relation between
reaction moment and curvature. It can be seen in
Figure 8 that ULS decreases gradually after reaching ULS. It is obtained from the present analysis that
ULS in intact condition (Mu,intact) is 15.22 [GNm].
M02-C35a
(Mmax=16GNm, t=2.0s, DT2MS=10ms)
Moment [GNm]
30
20
10
Mu,intact = 15.22 [GNm]
0
0.0E+00
2.0E-04
4.0E-04
1/[1/m]
6.0E-04
8.0E-04
Figure 8. Relation between reaction bending moment

and curvature (t = 2.0 s).
Applied Moment
Reaction Moment
20
M u* =
10
0.2
Figure 9. Time
(t = 0.3 s).
Moment [GNm]
30
0.4
0.6
Time [s]
histories
of
0.8
1.0
bending
20
10
0
2.0E-04
4.0E-04
1/[1/m]
6.0E-04
moments
M02-C05a
0.0E+00
Mu
Mp
(5)
Mu* can be calculated as 15.22/19.48 = 0.85.

According to definition of Mu*, Mu* should
satisfy with
0
0.0
(4)
Therefore non-dimensional ULS of the present

ship at the target hold can be calculated as:
30
Moment [GNm]
Moreover fully plastic bending moment (Mp)

at the center of the target cargo hold is manually
calculated with using excel sheet where axial
yielding force of all members on the transverse
section are calculated. Mp can be obtained as:
Mp = 19.48 [GNm]
M02-C05a
(3)
8.0E-04
Figure 10. Relation between reaction bending moment

and curvature (t = 0.3 s).
(6)
Eq. (6) is confirmed in the present analysis.

This value can also be useful especially when
considering Mu* in different size and type of ships
and comparing thsese Mu* each other.
For verification and comparison purpose,
ULS of the ship in intact condition is estimated
using Smith type simplified method (Smith,
1977) using the software MARS2000 (BV, 2000).
Figure 12 shows an example figure of the half
transverse section of the ship in intact condition
obtained by MARS2000. ULS in net scantling
is calculated in MARS2000. Figure 13 shows
comparison of ULS between Simplified analysis
curvature center
UP.DK.
Neutral Axis
BTM.
T.BHD.
T.BHD.
Figure 11. Relation between curvature radius and

rotation angle of T.BHD.
Figure 12. Transverse section of the ship (Intact condition, MARS2000).
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25
Mu [GNm]
20
14.44
15.22
MARS2000
FEA (C35a)
15
10
5
Figure 14. Transverse section of the ship (Damaged

condition, MARS2000).
Figure 13. Comparison of ULS in intact condition

between simplified method and FEA.
and FEA. It can be seen in Figure 13 that ULS

estimated by FEA gives slightly larger results than
that by simplified analysis. This is presumably due
to that strain hardening effect is not taken into
account in simplified method; consequently results
by simplified method might give underestimation.
Another reason might be due to that initial
deflection due to welding is not taken into account
in FEA. Considering these situations actual value
of ULS of the ship might lie between these two values. It can be said that fairly good correlation can
be achieved between simplified method and FEA.
4
ULTIMATE LONGITUDINAL
STRENGTH (ULS) IN DAMAGED
CONDITION
In this section, ULS in damaged condition is estimated using FEA as well as simplified analysis,
where a collision at midship region of the ship
is assumed as an accident scenario. Hussein &
Guedes Soares (2009) assumed a vertical collision
damage of ship from upper deck to downward
in estimating RULS by using MARS2000. Since
two-dimensional transverse section is considered
in the smith type simplified method, extent of
longitudinal damage is not explicitly considered.
However rapid estimation of RULS by the Smith
type method is very useful and effective from the
view point of initial step of ship design. However
it is important and useful to compare RULS estimated by simplified analysis and that by FEA. On
the other hand a 3-D ship-ship collision simulation
is going to be carried out in the present research
project in order to set up actual damage of the
struck ship. However it is not practical to carry
out a lot ofship-ship collision due to restriction by
time-consuming large scale simulation.
Therefore considering these above as well as a
first phase of the research project, artificial vertical
damages, which are similar to those assumed by
Hussein & Guedes Soares (2009) on the side shell,
are assumed as shown in Figure 14. Dm denotes

molded depth of the ship, and h denotes height
of damage hole. In order to investigate effect of
damage height h on RULS, several analysis are
carried out with varying h values. The effect of longitudinal damage extent is not taken into account
and is assumed to be one element size. Therefore one
column of elements are removed along the damaged
transverse section on the side shell, consequently
rectangle damge area is assumed. Since one of the
main objectives of this section is to understand the
difference of RULS estimated by simplified analysis
and that by FEA, same assumption as Hussein &
Guedes Soares (2009) is adopted. That is, vertical
damage hole lies between upper deck and somewhere on the side shell of the struck ship. Further
pattern of h definition can be studied in the future.
Hussein & Guedes Soares (2009) defined Residual
Strength Index (RIF), which represents a ratio of
ultimate longitudinal strength between damaged
condition and intact condition. In this study, following Hussein & Guedes Soares (2009), Residual
Strength Index (RSI) is defined as follows;
RSI
S =
M u,damage
M u,int act
(7)
where, Mu,damage denotes a ULS in damaged

condition, Mu,intact denotes a ULS in intact
condition. From its definition RSI should satisfy
following equation.
0 RSI 1
(8)
Figure 14 shows a illustration of the transverse

section in MARS2000, where both sides of the
ship is modeled in order to estimate ULS in damage condition at one side shell.
5
ANALYSIS RESULTS
Figure 15 shows relation between Mu and h/D.

Figure 16 shows relation between RSI and h/D,
where RSI denotes residual strength index defined
by Eq. (7). h/D denotes non-dimensional damage
height, where h denotes height of damage hole and
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than RSI obtained by simplified analysis if h/D is

larger than 0.1.
It should be pointed out that RSI is largely
dependent on Mu,intact (denominator in Eq. (7)),
and Mu,intact estimated by FEA is larger than
that estimated by simplified analysis. Therefore
RSI estimated by FEA becomes lower than that
estimated by simplified analysis if absolute value
of RULS is close or same. In order to overcome
this issue another residual strength index RSI2 can
be proposed in the following.
16.0
FEA (M16GNm_T2.0s)
Simplified
14.44
14.0
13.0
12.0
0.2
0.4
0.6
0.8
h/D
Figure 15.
Relation between Mu and h/D.
RSI
S 2=
Simplified
1.0
RSI
FEA (M16GNm_T2.0s)
0.9
0.8
0.2
0.4
0.6
0.8
h/D
Figure 16.
Relation between RSI and h/D.
D denotes moulded depth of the ship. It can be seen

in Figure 16 that RSI decreases as the h/D increases.
It is interesting to note that relation between
RSI and h/D is not linear although linear regression formula is obtained in Hussein & Guedes
Soares (2009). One of reasons can be due to
that ship types are different (a bulk carrier in
the present study; tankers in Hussein & Guedes
Soares, 2009). Bulk carrier have large opening on
upper deck while tankers do not have it. Another
reason might be presumably due to that damage
close to neutral axis does not affect much on
decrease of ULS. In this study damage length h is
assumed to always includes upper deck as shown in
Figure 14. Lower limit of damage area goes down
as h increases. Therefore outer shell structures
between upper deck and vertical center of depth
are removed if h = 0.5. Structures close to neutral
axis do not contribute much to bending resistance
although structures close to upper deck contribute much to bending resistance. Therefore it can
be presumed that reduction of Mu is large if h/D
is relatively small, and reduction of Mu is small if
h/D is relatively large. It can be seen in Figure 15
that reduction rate of Mu (tangent line of curve)
decreases as h/D increases.
It can also be seen in Figure 16 that curve
obtained by FEA and that obtained by simplified
analysis have good correlation if h/D is smaller
than 0.1. On the other hand, it can also be seen
in Figure 16 that RSI obtained by FEA is smaller
M u,damage
(9)
Mp
where Mp denotes fully plastic bending moment

of the hull girder section as calculated in Eq. (3).
Figure 17 shows relation between RSI2 and dimensionless damage height h/D.
It can be seen in Figure 17 that RSI2 decrease
as h/D increases in both FEA and simplified
analysis, which is the same tendency observed in
Figure 16.
It can be seen in Figure 15 and Figure 17 that
Mu and RSI2 estimated by FEA is larger than
that estimated by simplified analysis if h/D < 0.3
especially due to that ULS in intact condition is
different between FEA and simplified analysis. It can
also be seen in Figure 15 and Figure 17 that Mu and
RSI2 estimated by FEA becomes close to that estimated by simplified analysis if h/D > 0.3. It is interesting to point out that difference of absolute value
of Mu decreases as h/D increases. This is presumably due to that causes which make difference of
Mu in intact condition gradually disappear as h/D
increases although causes at only one side disappear
and causes at the other side still remain.
In another word, it can be said that the index
RSI is different for the two approaches because
their predictions for the reduction of Mu of the
damaged ship are different as shown in Figure 15
and Figure 17. Therefore any residual strength
index with the same denominator would provide
similar results to those obtained using RSI2.
1.0
FEA (M16GNm_T2.0s)
0.9
RSI2
Mu [GNm]
15.22
15.0
Simplified
0.8
0.7
0.6
0.2
0.4
0.6
0.8
h/D
Figure 17.
Relation between RSI2 and h/D.
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By comparing Figure 16 and Figure 17, it can be

found that RSI estimated by simplified analysis is
larger than that estimated by FEA while opposite
tendency can be seen in RSI2. This is presumably
due to that RSI estimated by FEA becomes smaller
since denominator of Mu,int act estimated by FEA is
larger than Mu, int act estimated by simplified analysis.
However it can be presumed that unsymmetrical
collapse mechanism in case of damaged condition
might also affect. More detailed investigation can
be carried out in the future work. Considering these
above, it can be said that RSI is useful in order to
observe strength reduction in damaged condition
as compared with that in intact condition.
However it can be found that accuracy of RSI is
largely dependent on ULS in intact condition since
ULS in intact condition is used as denominator.
Residual Strength Index 2 (RSI2) proposed by the
present study gives stable index, and might be useful in comparing actual RULS.
6
CONCLUSIONS
Ultimate Longitudinal Strength (ULS) in both

intact and damaged condition of hull girder of a
bulk carrier are investigated with using nonlinear
finite element simulation as well as with using Smith
type simplified analysis. LS-DYNA is used for FEA
and MARS2000 is used for simplified analysis.
Following concluding remarks can be obtained.
1. ULS in intact condition estimated by FEA and
that by simplified analysis shows fairly good
agreement although small discrepancy can be
seen. As far as a limited number of analysis, it is
found that ULS estimated by simplified analysis gives slightly more conservative results than
that estimated by FEA.
2. It is found from FEA and simplified analysis that
RULS after side damage can be reduced about
7%15% if dimensionless damage height is up
to around 50%65% of the depth of a ship.
3. RULS estimated by FEA and that by simplified
analysis shows fairly good agreement especially
when dimensionless damage height is large presumably due to that initial imperfection effect
might be decreased in severe damaged condition.
4. RSI is useful in order to observe strength reduction
in damaged condition as compared with that in
intact condition. However it can be found that
accuracy of RSI is largely dependent on ULS in
intact condition since ULS in intact condition is
used as denominator of the index RSI.
5. Residual Strength Index 2 (RSI2) is newly proposed in the present study, where fully plastic
bending moment of hull girder is used for the
denominator of the new index RSI2. RSI2 can
be useful index in comparing absolute value
of different RULS for different ships although

reduction of ULS from that in intact condition
can not be observed directly.
6. Combination of RSI as well as RSI2 can be
promising index to investigate and evaluate
RULS of ships.
It is noted that present results can be derived
by carrying out FEA and simplified analysis of
the specific bulk carrier in limited number of
calculation. More calculation results and investigation for another ship (size, type) as well as another
damage condition are necessary in order to derive
more general conclusion.
ACKNOWLEDGEMENTS
A part of the present research work was supported by Grants-in-Aid for Scientific Research
(B) (20360400). Authors would gratefully thanks to
Japan Society for the Promotion of Science (JSPS)
as well as the Ministry of Education, Culture, Sports,
Science and Technology (MEXT) for their support.
REFERENCES
BV (2000). MARS2000 Users guide, BureauVeritas.
Marine Division Development Department.
Das, P.K. & Chuang, F. (2007). Residual Strength
and Survivability of Bulk Carriers after Grounding
and Collision, Journal of Ship Research, Vol. 51,
No. 2, pp. 137149.
Hussein, A.W. & Guedes Soares, C. (2009). Reliability
and residual strength of both double hull tankers
designed according to the new IACS common structural rules, Ocean Engineering 36, pp. 14461459.
IACS (2009). Common Structural Rule (CSR) for oil
tankers.
IMO (2010a). Amendments to the 1974 SOLAS
Convention, and to the FSS and LSA Codes,
Maritime Safety Committee, MSC 87/3.
IMO (2010b). Adoption of the International Goal-based
Ship Construction Standards for Bulk Carriers and Oil
Tankers, Maritime Safety Committee, MSC 87/3/2.
Nikolopoulos, L., Samuelides, M. & Zaraphonitis, G.
(2010). Investigating the compliance of existing
regulation with Goal Based Standards regarding the
residual strength of a damaged ship, Proceedings
of SNAME Annual Meeting and Ship Production
Symposium, Vol. 2, pp. 162169.
Smith, C.S. (1977). Influence of Local Compression
Failure on Ultimate Longitudinal Strength of a Ships
Hull. In: Proceedings of the International Symposium on Practical Design in Shipbuilding. (PRADS),
Tokyo, Japan, pp. 7379.
Wang, G., Spencer, J. & Chen, Y. (2002a). Assessment of
a ships performance in accidents, Marine Structures
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Comparison of resistance to penetration of stiffened panels

with T- and Y-stiffeners
M.R. Zareei
Chabahar Maritime University, Chabahar, Iran
ABSTRACT: Non-linear finite element method is a powerful tool for analyzing ship collision problem
and has been seen more and more applications in the recent years. Ship collision simulations still face
some difficulties in terms of providing reliable results. The accuracy of numerical modeling results significantly depends on the proper definition of the phenomenon and careful control of the some critical
parameters such as rupture criteria. A series of FEM indentation analysis have been carried out quasistatically on various configurations of stiffened steel panels with T- and Y- stiffeners. The analysis method
presented has been implemented into explicit finite element code LS-DYNA, being linked with ANSYS
for pre- and post-processing of the related computations.
1
INTRODUCTION
Stiffened plates are used as main supporting members in many civil as well as marine structural applications. They typically consist of a plate with equally
spaced stiffeners welded on one side, often with
intermediate transverse stiffeners or bulkheads.
The most common stiffener cross-sections are
bulb, flat bar or T- and L-sections. Such structural
arrangements are common for both steel and aluminium structures.
Recently, some new steel double hull structures
were invented to achieve better energy absorption
capacity. Y-, rectangular box section, trapezoidal
box section, X- and corrugated frames are some of
new innovation stiffened structures. The intention
of these new designs was to prevent early crack
occurrence during a collision or grounding. Some
examples of this type illustrates in Figure 1.
Ship grounding scenarios can be divided into two
sub groups: stranding and powered grounding.
During powered grounding, structural damage is
Figure 1. Non-conventional rectangular box, hat, n,

and M stiffeners and its attached effective plating (Badran
et al. (2007)).
driven by the momentum of the ship. Depending

on the topology of the sea floor, the ship may
either tear open or slide over ground. In the case of
stranding, it is assumed that the ship settles on the
sea floor without being subjected to sway or surge
motions. Damage of the hull is a consequence of
receding tides and wave loads. Collision analyses
of ship structures are increasingly being performed
both experimentally and numerically.
The objective of this paper is to study structural failure mechanisms in ships subjected to
stranding. The resistance to penetration of the
hull plating is of special interest. This is because
onset of fracture in the outer hull and in cargo
tanks is directly linked to oil spill and compartment flooding. Moreover, onset of fracture results
in degraded structural capacity. This is especially
the case for structural members such as hull panels
which carry loads primarily by membrane action.
A ship is assumed to settle vertically on a rock. It is
further assumed that contact actions are local and
restricted to one plate section. The scenario is analyzed by conducting a series of panel indentation
numerical analysis. Various configurations of stiffened panels are loaded laterally by a cone shaped
indenter until fracture occurs.
Many researchers study collision and stranding
of stiffened panels and ship hull structures. Most
recently, Quinton (2007) study collision scenario
on side shell of oil tanker ship with suggestion
of new stiffened panel arrangement. Alsos et al.
(2009a) perform a series of indentation tests quasistatically to study stranding on various configurations of stiffened panels. The results of the scaled
down tests are reported in the first part of two-part
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companion paper. Also Alsos et al. (2009b) in part

II presents results from numerical analyses with
focus on fracture prediction. Ehlers (2009) numerically study a procedure to optimize ship side structures for crashworthiness.
Analysis of accidental response of marine structures is more and more performed by means of the
finite element method. A series of FEM indentation
Analysis have been carried out quasi-statically on
various configurations of stiffened steel panels with
T- and Y- stiffeners. The analysis method presented
has been implemented into explicit finite element
code LS-DYNA, being linked with ANSYS for preand post-processing of the related computations.
Finally, Comparison of resistance to penetration
in stranding of stiffened steel panels with T- and
Y-stiffeners in ship structures is studied.
Although the study is aimed towards accidental
scenarios considering collision and grounding of
ships, the investigation also apply to other types of
problems. This may for instance be the response
of deck structures which are hit by dropped objects,
or the response of stiffened panels subjected to
explosions or ice actions.
2
Recent advances in computers and calculation algorithms have made non-linear finite element analysis
a viable tool for assessing the internal mechanics
of collisions. Two types of FE methodologies are
relevant, namely implicit and explicit techniques.
Implicit methodologies obtain solution by simultaneous solving of systems of equations needing
frequent updating of the stiffness matrix for nonlinear FE analysis. This places demands on the equation solver and the computer capacity especially in
terms of memory resources and CPU cycles. Explicit
codes obtain system solutions based on mass matrix
that remain constant not needing frequent updating
as in the case of stiffness approach. Explicit method
however needs smaller time steps to comply with
stability requirement for equation solving.
To analyze a collision and grounding accident
involving high non-linearity and phenomena such
as colliding surfaces contact, friction and rupture,
the explicit methodology is suitable. The required
calculation efforts are fewer than the commonly
used implicit methods. Converge of calculations is much easier to realize. Explicit methodologies based computer codes include ABAQUS/
Explicit, DYTRAN, LS-DYNA, PAM-CRASH
and ANSYS/LS-DYNA, and implicit methodologies based codes include ABAQUS/Standard,
ANSYS, MARC and NASTRAN.
Non-linear finite element (FEM) is a powerful
tool for analyzing ship collision problem and has
been seen more and more applications in the recent

years. Expectedly, many more FEM simulation
application will be seen in the coming years. Rapid
advances in computer technology and software
capacity have made FEM simulation a viable choice.
Ship collision simulations still face some difficulties
in terms of providing reliable results. The reliability
of the numerical simulation results largely depends
on the proper modeling of the phenomenon and
realistic consideration of aspects, such as rupture
criteria, non-linearity, element type, friction coefficient, and mesh fineness (element length).
In this paper investigation of parameters on the
stranding of stiffened panels with Y-stiffeners was
done. It will thus be possible to compare the crashworthiness of various structural arrangements
under similar collision scenarios.
FINITE ELEMENT RESULTS

AND DISCUSSION
As mentioned above, non-linear finite element

method modeling is the basis for analysis of
collision and stranding. ANSYS/LS-DYNA was
used to solve these numerical models.
SOLID164 element is used for the nondeformable cone structure. Stiffened panels are
loaded laterally by a cone shaped indenter until fracture occurs. SOLID164 is an 8-node brick element,
but for these analyses, the degenerate 4-node tetrahedral version is used for ease of meshing. This is
justified because all SOLID164 elements are rigid
elements. Only for simple modeling and meshing
3D element for indenter was used.
SHELL163 elements are used for stiffened panels
(deformable structure). SHELL163 is a 4-node
planar quadrilateral element. The default element
formulation (Belytschko-Tsay with reduced integration) is used for computational efficiency. A shear
correction factor of SHR = 5/6 is used along with 5
through-thickness integration points.
The automatic general contact algorithm is used
exclusively in these models. Automatic implies that
the outside normal for each contact surface is automatically determined for all element contact. This
allows random contact between all elements to be
accounted for. The element contact coefficient of
friction is based on coulomb friction model and is
depend on the relative velocity of the element in
contact.
c = FD + (FS FD)eDC(Vrel)
(1)
where: FS: static friction coefficient.

FD: dynamic friction coefficient.
Vrel: contact relative velocity.
DC: exponential delay coefficient.
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FS and FD values used are for wet mild steel to

mild steel contact as reported in some papers are:
FS = 0.3, FD = 0.3 and DC = 7.0. In this analysis only FS was used, because these analyses are
quasi-static.
A plastic kinematic material model is used in
this paper. This model simulates plastic deformation through linear interpolation between yield
stress and failure strain. The slope of this line is
called tangent modulus (Etan) or plastic modulus,
and is input with the other material properties.
Material strain rate dependency is incorporated
using the Cowper-Symonds model which calculates a dynamic yield stress, D, by scaling the static
yield stress, y, with a strain rate dependent factor
that given in Equation 2.
1
P
1+
C
(2)
.
where: = strain rate
C, P = Cowper-Symonds parameters
The material model properties that used in this
paper are given in Table 1. Yield stresses of used
material are given in Table 2.
A Cowper-symonds material property was
selected in ANSYS/LS-DYNA material list. In
this material properties C and P parameters (strain
rate parameters) must be entered. In these analyses
dynamic relaxation option in ANSYS was
applied and then only static parameters were used
in analysis.
Two of effective parameters on collision and
stranding are failure strain and element size. The
rupture failure may be explained using metal
forming theory. The maximum strain that the

material can sustain is limited by the local plastic instability. At the failure, plastic deformations
concentrate on local areas. These areas have typical dimension of plate thickness. The failure process can be divided into diffuse necking and local
necking phases. Diffuse necking develops slowly
as a result of strain rate hardening, and occurs
when the load reaches the maximum value. The
final failure occurs by local necking during which
the deformation is concentrated on a small area
away from which the structure remains almost undeformed. This theory of localized necking has
been developed for thin metal sheets, in which the
assumption of plane stress is valid and the failure
criteria can be based on the bi-axial principal strain
state formulations. For typical ship structures the
stress state is tri-axial, which complicates the development of simple rupture criteria.
In this study, the definition of failure strain
based on evaluation of the thickness measurements as recommended by Alsos et al. (2009a) is
employed due to its simplicity. The values of failure strain that used in this paper are taken from
Equation 3 and Table 2.
cr
Material model properties.
Density [kg/m3]
Young modulus [GPa]
Poisson ratio []
Tangent modulus [GPa]
Cowper-Symonds strain
rate parameter [Hz]
Cowper-Symonds strain
rate parameter
Table 2.
y
n
n
Etan
C
7850
210
0.303
1
40.4
Material failure properties.

Plate
Stiffener
285
0.71
0.24
340
0.71
0.225
n)
t
le
(3)
where: cr = failure stain.

n = power law coefficient.
t = thickness of element.
le = element length.
n = failure strain at t = le.
4
Table 1.
+ (n
ALSOS TESTS (VERIFICATION)
A recent years, some research was done on collision and grounding of ship structure and stiffened
panels. One of them is penetration of stiffened
panel both experimentally and numerically by
Alsos et al. (2009a, b).
Verification studies were conducted in order to
check present analysis for using in panels grounding damage studies. To achieve this verification,
stiffened panels of Alsos et al. (2009a) was selected
and analyzed numerically to compare present analysis with experimental analysis.
Alsos et al. papers deal with hull damage in
ships which were subjected to grounding actions.
A ship was assumed to settle vertically on a rock.
It was further assumed that contact actions were
local and restricted to one plate section. The scenario was analyzed by conducting a series of panel
indentation experiments. Various configurations
of stiffened panels were loaded laterally by a cone
shaped indenter until fracture occurred.
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That study published in two part companion

papers. Part one reported observations from the
experiments and Part two Numerical Analysis
deals with the numerical simulations of the same
tests.
In this paper, part I of these papers selected
for verification. For more details, please see Alsos
et al. (2009 a, b).
4.1
Penetration tests
Five indentation experiments were described in

Part 1. These had been conducted on 5 mm thick
stiffened steel plates, each 1200 mm long and
720 mm wide. A short description of stiffened
panels is given in Table 3 and Figure 2. The objective behind the tests was to study the deformation
response and the resistance to indentation of the
panels. The tests were carried out by forcing a
model of the seabed, a so called indenter, laterally into the plate. This was performed up to and
beyond the point of fracture.
Material properties of panels were illustrated
in Alsos et al. (2009a). For verification we use
material properties that shown previously. Main
material properties such as yield stress and
Cowper-Symonds parameters are base on Alsos
et al. (2009a).
In this verification only US and 1-FB specimens are modeled and analyzed. Each specimen
is modeled using two different element size including 25 and 40 mm. The finite element models are
illustrated in Figure 3. The results of the finite
element analysis are compared with the experimental results. Focus is on the force-deformation
relationship.
4.2
Unstiffened panel (US panel)
Figure 4 illustrates the force-indentation curve

for panel US experimentally and also numerically
with 2 element length. In experimental curve a vertical line is seen. Because hydraulic jack in Alsos
experiment rig had a maximum stroke of 150 mm,
unloading had to be conducted after about 130 mm
deformation before the experiment was continued.
It was interesting to observe that after reloading,
Table 3.
Platestiffener configuration.
Specimen
Num. of stiff.
Stiffener type
US
1-FB
1-HP
2-FB
2-HP
None
one
one
two
two
Flat bar (FB)

Bulb (HP)
Flat bar (FB)
Bulb (HP)
120 6 mm
120 6 mm
120 6 mm
120 6 mm
Figure 2. Component configurations of Alsos et al.

tests: a) illustrates the typical component, while b) and
c) shows the transverse and longitudinal cross section
with and without stiffeners, respectively, d) indenter and
loaded specimen (Alsos et al. (2009a)).
the force did not immediately enter the level prior

to unloading. In experiment, the panel reached a
maximum force of 1500 kN after about 200 mm
indentation when the plate suddenly fractures.
In numerical analysis, the panel reaches about 1395
and 1585 kN at 178 and 194 mm indentation in
40 mm and 25 mm element length respectively.
In Figure 5 distribution of plastic strain in plate
at failure initiation is shown. From this figure, we
can see that largest strain occur in the plating adjacent to the indenter contact area and failure of US
panel initiate from this zone. For understanding
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Figure 5. Deformation and plastic strain distribution of

US panel at failure initiation (element solution).
Figure 3. Finite element model of 1-FB model, a) upper

side with 25 mm element, b) lower side with 40 mm
element.
Figure 4.
Figure 6. Indentation of US panel, a) prior to fracture,

and b) after fracture (Alsos et al. (2009a)).
Force-indentation behavior of panel US.
failure initiation we can compare Figure 5 and 6. In

Figure 6 pictures of US panel experimentally test
with Alsos before and after of fracture illustrated.
4.3
Panel with 1-FB
Figure 7 illustrates the force-indentation curve for

1-FB panel experimentally and also numerically
with 25 and 40 mm element length.
In experiment, the panel reaches a maximum force
of about 1410 kN after about 160 mm indentation.
With increase the indentation, FB stiffener starts

tripping about the intersection of plate and stiffener
and eventually folds over to the side. This happens
after 140 mm indentation.
In numerical analysis, the panel reaches about
1403 and 1566 kN at 168 and 186 mm indentation
in 40 mm and 25 mm element length respectively.
Same tripping occurs at numerical simulation
in about 130 mm indentation. This tripping was
shown in middle length of stiffener in Figure 8(a).
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in Equation 4 and 5. Dimensional parameters of

Y-stiffener panels (Cross sectional geometry) are
shown in Figure 9. Also Sample Y-stiffener finite
element model was shown in Figure 10. Boundary
condition of these panels assumed to be simply
support added with fixed rotation around boundary lines like as previous panels. With respect to
the accuracy of verification results in present FEM
analysis only 40 mm element length selected.
Figure 7.
b y
t E
(4)
a y
t E
(5)
Force-indentation behavior of panel 1-FB.
where: b = BT; t = t1; a = L; E = Young modulus;

y = Yield stress and r = Panel radius of gyration.
5.2 FEM results and discussion
Figure 8. Deformation and plastic strain distribution

of 1-FB panel at fracture initiation (element solution).
In Alsos tests fracture of 1-FB panel initiated

from base of stiffener. In this paper, simulations
show that fracture initiate in the base plate next to
the stiffener intersection. Distribution of plastic
strain and location of fracture initiation illustrates
in Figure 8.
In these verification analyses, comparison shows
a good agreement between the experimental results
of Alsos et al. and present numerical analysis.
5
5.1

Stiffened panels for analysis
The geometrical characteristics of the analyzed

stiffened panels are given in Tables 4 and 5. Two
groups of panels have been considered. Group 1
and 2 are panels with Y- and T-stiffeners respectively. Each group has 3 sets of panels. Each set
of panels in two groups has same flexural rigidity.
For example, this means that set 1 of group 1 and
2 has same and . Definition of and are given
The simulated indentation YB and TB panels are

depicted in Figures 11 and 13. Also deformation
shape and plastic strain distribution of YB-1 and
YB-3 at failure initiation are shown in Figures 12
and for TB-3 is shown in Figure 14.
Deformation and plastic strain distribution in
all sets of two groups are almost similar together.
In YB panels, YB-1 to YB-3 reaches 2142, 2801
and 3247 kN at 208, 212 and 206 mm indentation.
In TB panels, TB-1 to TB-3 reaches 1327, 1258
and 1527 kN at 164, 142 and 146 mm indentation.
From the above results, this can be seen that
failure initiation in YB panels start at larger indentation than TB panels. Also in general YB panels
have very greater contact force than TB panels.
Comparison of YB and TB panels based on contact force illustrate in Figure 15.
Simulations of YB panels are approximately
similar to TB panels. Failure behavior of these 2
types of stiffeners is almost similar together. In
these panels failure initiates at the base plate next
to the stiffeners. These types of failure initiation
occur in all sets of these stiffeners. These failure
initiations illustrate in Figure 12 and 14 for YB
and TB panels respectively.
In TB panels, as the indentation is continued,
the stiffener start tripping about the weld toe.
This tripping occurs very large in TB-1 panel. In
other panels tripping is very low. In TB-1 panel,
large tripping causes to failure initiation in plate
away from connecting line of stiffener and plate
see Figure 16. In other TB panels, low tripping
occurs at strain concentration in plate adjacent to
the stiffener, see Figure 14. This situation in TB-1
toward to others cause that TB-1 panel has larger
contact force than TB-2 panel.
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Table 4.
Geometrical characteristics stiffened panels with Y-stiffener (YB panels)-all dimensions in [mm].
Y stiffener
Plate
Hat section
Tee section
Model ID
BT
t1
B1
B2
H1
t2
H2
B3
t3
YB-1
YB-2
YB-3
1200
800
5
6
7
120
160
200
80
120
160
80
120
120
5
6
7
80
120
120
80
80
120
5
6
7
Table 5. Geometrical characteristics stiffened panels

with T-stiffener (TB panels)-all dimensions in [mm].
Plate
Tee section
Model ID
BT
t1
Hw
Bf
t2
TB-1
TB-2
TB-3
1200
800
5
6
7
137
185
191
80
120
120
5
6
7
Figure 11.
Force-indentation behavior of YB panel.
Figure 9. Cross-sectional geometry of panels with

Y-stiffener.
Figure 10.
Finite element model of Y-stiffener.

of YB panels at failure initiation (element solution),
a) YB-1 panel upper side, b) YB-3 panel lower side.
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of TB-1 panel at failure initiation (nodal solution).
Figure 13.
Force-indentation behavior of TB panel.
Each set of 2 groups has same bending rigidity. Weight ratio of YB to TB panels in set 1 is
1.297, while contact force ratio is 1.614. Same
as this, weight ratio of set 2 and 3 are 1.349 and
1.426 respectively and contact force ration is 2.226
and 2.126. This comparison shows that YB panels
compared to TB panels have greater contact force
to weight.
6

of TB-3 panel at failure initiation (element solution).
Figure 15.
Comparison of YB and TB panels.
In YB panels only strain concentration occurs

at intersection of panel and stiffener at ends of the
panels. In general contact force of panel increased
with increase of bending rigidity of panels except
particular strain concentration.
CONCLUSIONS
The purpose of this analysis was to investigate and

understand the behavior and failure mechanisms
of the stiffened steel panels with T- and Y-stiffeners
during grounding. The resistance to penetration of
the hull plating is of special interest. This is a very
complex process and computational calculations
are dependent on mesh size, failure criteria types
of loading and the software that is being used in
the analysis.
To achieve this study, a series of FEM indentation Analysis have been carried out quasi-statically
on various configurations of stiffened steel panels
with these stiffeners. The analysis method presented
has been implemented into explicit finite element
code LS-DYNA, being linked with ANSYS for preand post-processing of the related computations.
For these analyses plastic kinematic material
property was selected. This material property
is validated with a comparison of experimental
results for stiffened panels. The element-length
dependent constant strain failure criteria and
selected material property proved to be sufficiently
accurate.
Overall the results obtained from the FEA
simulations of penetration are acceptable when
compared to the actual experiments. The grounding
simulation also showed good correlation with previous published results where the comparisons of
the penetration force gave close correlation.
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The following related aspects are considered

with analysis of TB and YB panels:
In general YB toward to TB panels withstand
against larger indentation contact force.
In general, increase in panel bending rigidity will
result increase contact force.
YB panels have higher contact force to weight
than TB panels.
Contact forces to weight of YB to TB panels in
set 1 to 3 are 1.244, 1.65 and 1.49 respectively.
In YB and TB panels failure initiation and failure extension are similar.
In the future, this type of stiffener can be used to
find a minimum weight of ship structure like side
structure for a certain collision energy level if the
real scenario and ship types are known.
REFERENCES
Alsos, H.S. & Amdahl, J. 2009a. On the resistance to penetration of stiffened plates, Part I: Experiments. Int. J.
Impact Engineering 36:799807.
Alsos, H.S., Amdahl, J. & Hopperstad, O.S. 2009b. On
the resistance to penetration of stiffened plates, Part
II: numerical analysis. Int. J. Impact Engineering
36:875887.
Badran, S.F., Nassef, A.O. & Metwalli, S. 2007. Stability
of Y-stiffeners in ship plating under uniaxial compressive loads. Ships and Offshore Structures 2(1):8794.
Ehlers, S. 2009. A procedure to optimize ship side structures for crashworthiness, J. of engineering for maritime environment 224:111.
Quinton, B.W.T. 2007. Ship collision mitigation: redesign
of an oil tanker side shell. 8th Canadian marine hydrodynamics and structures conference, St. Johns, 1617
October. NL: Canada.
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Ultimate load calculation during stranding

Bernadette Zipfel & Eike Lehmann
Hamburg University of Technology, Hamburg
ABSTRACT: If a ship strands it is important to estimate the acting forces and moments in respect to its
ultimate hull girder strength. The influence of the shear force in combination with the bending moment
needs to be taken into account. Therefore a procedure to calculate the moment-shear force interaction
curve of a ships cross section is introduced. Three specimens of an experiment (carried out by Reckling
et al.) are recalculated with the FE method to validate the procedure. In the experiment longitudinal
stiffened girders are loaded with pure bending. After the FE results are satisfactory equal to those of the
experiment and the computing time is optimised, the shear force is additionally introduced by different
load cases. Enough nodes for the moment-shear force interaction curve are found. Three normalised
curves are presented- one for each of the three specimens. Various cross sections and lengths of the
specimen result in different curves.
1
INTRODUCTION
method is verified and a realistic moment-shear

force interaction curve can be found.
Grounding accidents can lead to the loss of human

lives, severe environmental consequences and economical loss. Therefore it is important to estimate
the additional forces and moments on the ship
structure resulting from a grounding incident. This
paper has a focus on soft grounding. During soft
grounding, the energy dissipation of the structure
is low. The puncture of the outer hull structure,
which is a characteristic of hard grounding, does
not occur. The problem is that stranded ships can
be subjected to the tide. If the water level is reduced,
the hydrostatic forces significantly change. An
additional shear force is introduced into the hull
structures. The consequence can be global damage and the reduction of the ultimate hull girder
strength, see (ISSC 2009). Especially the additional
shear force at the stranding area has a huge influence on the ultimate hull girder strength. There
are no simple methods to estimate its influence in
combination with the acting bending moments.
The aim of this paper is to find curves that give a
moment-shear force interaction for a cross section
similar to a ship. Further the influence of different
cross sections shall be discussed. The used method
shall be applicable for any cross section, so that
for a given ship a moment-shear force interaction
curve can be found quickly.
A pure bending moment experiment is recalculated with the finite-element method. The results
of the experiment are known. When the results
of the FE method are adequately similar to
those of the experiment the shear force is introduced to the model. So the procedure in the FE
THE EXPERIMENT
An experiment carried out and published by

Reckling et al. (1984) is chosen. Reckling tested
seven different box girders with longitudinal stiffeners under pure bending load. The results were
not compared to computing methods, but to existing formulas. The experiment is chosen because
the cross section of the box girder is similar to a
ship (tanker). Furthermore all relevant results were
published and better experiments of longitudinal
stiffened structures are not known.
In the following two subsections a short summary of the paper is given for knowing the relevant
details for the upcoming FE calculations.
2.1
Specimens and test facilities
Seven specimens with a length between 1210 and

1800 mm and different cross sections were used.
Three of them are later computed. The relevant
geometrical data are given in Table 1 and Figure 1.
Beside the longitudinal stiffeners each specimen
has two transverse stiffeners, which are located
at x = 250 mm (see Fig. 2). The used coordinate
system is given is Figures 1 and 2. All specimens
collapse at the top plate between the two transverse
stiffeners.
Most specimens are connected via box-shaped
sub-carriers with HEB-400 beams. The HEB beams
(European wide flange beams) are produced in
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Table 1.
Dimensions of cross section.
Table 2.
value.
Nr
lk [mm]
t [mm]
b [mm]
h [mm]
31
22
23
1410
1210
1410
2.5
2.5
2.5
120
85.7
85.7
133
100
100
Stiffeners [mm]
31
22
23
Top/bottom
Side shell
4 L-profiles 30 20 3
2 I-profiles 30 2.5
3 I-profiles 30 2.5
3 I-profiles 30 2.5
Nr
F [N/mm2]
E [N/mm2]
Me [kNm]
fe [mm]
31
22
23
255
255
239
2.09 105
2.09 105
2.09 105
231.7
256.6
240.5
15
11.1
14.1
gained by the Moir-procedure (Hugenschmidt

2007) after the treatment.
To determine the yielding point of each specimen, tension tests with sheet metal samples
after DIN standard were carried out. The sheet
metal samples were also treated with stress relief
annealing. The relevant results, which are needed
for the FE calculation, are given in Table 2.
2.2
Figure 1.
Cross section.
Figure 2.
Experimental setup.
accordance with DIN-1025. The subcarriers have

the same cross section as its specific specimen.
Three specimens (among others number 31) are
directly connected with the HEB beam. For the
connection transverse plates are welded on each
end of the specimens, of the subcarriers and of
the HEB beams. The plates are screwed together.
The length between the bearings as well as the
distance between the bearing and the load introduction are always the same. The load is applied
via two hydraulic pillars, which have an increasing
velocity of 0.3 mm/min during the experiment. The
experimental setup is shown in Figure 2.
Except of one pilot test specimen all specimens
are subjected to stress relief heat treatment to
reduce the pre-deformation. The top plates residual pre-deformation of specimen 31, 22 and 23 were
Results of tension test and calculated reference
Analysis of tests
Normalised moment-displacement curves and

the deformation of the top plate are given as test
results. The measured moments and displacements are divided by the elastic reference value.
The elastic limit moment Me and the appendant
displacement fe are calculated for a hypothetical
girder, which has the same cross section as the corresponding test specimen and can be loaded by the
plastic limit moment Mp without buckling until
full plasticity is reached. Both calculated reference
value are given in Table 2.
Recalculations by Ansys (2008) and MARC
MENTAT (MSC software 2008) revealed that the
displacement fe is given with a wrong unit in the
paper. In Table 2 the units are correct.
The normalised moment-displacement curves
of all tests have a lesser gradient than the curves
of the equivalent hypothetical girders. The authors
state that the different gradients are due to predeformations and manufacturing-related initial
stresses, that are just partly reduced by the stress
relief heat treatment.
All specimens collapse due to buckling in the
top plate between the transverse structures. The
top plates deformation of specimen 31, 22 and 23
are given after the ultimate strength is reached and
again gained by the Moir-procedure.
Another interesting result of the test series is
that one cannot directly conclude from the predeformation to the appearance of buckles after
reaching the ultimate bending moment.
3
FINITE ELEMENT CALCULATION
Three specimens of the experiment (number 31,

22 and 23) are recalculated with the finite element
method to validate the computational procedure.
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The geometry of the specimens and the setup are

rebuilded. The three specimens of the experiment
and their results are called in the following specimen 31, 22 or 23 whereas the FE results are called
model 31, 22 or 23.
First the finite element models and its material model that are used for all FE calculations are
introduced. Then the results of the FE recalculation of the above described experiment are given.
The chapter is called pure bending, since this is the
used load case. At last the models are loaded with
different load cases in which bothmoment and
shear forceare acting, to gain the interaction of
moment and shear force.
3.1
Generals
For all FE calculations the program LS-DYNA

(Livermore Software Technology Corporation
2009) is used.
3.1.1 Models
Three different FE models are calculated. The
geometry of the models is given in chapter 2.1.
All models are build with shell-elements (Livermore Software Technology Corporation 2009).
The boundary conditions are applied at the
nodes of the lower flange of the HEB structure.
In each calculation time of 0.1 s a displacement of
0.3 mm is brought into the model. The total displacement is 30 mm at each side.
3.1.2 Material model
The material model is nonlinear. Strain hardening is taken into account. A stress-stain curve
that is known from experiments performed by the
Institute of Ship Structural Design and Analysis
located at Hamburg University of Technology is
scaled for the given yield stress (see Table 2). The
following graph 3 shows the stress-strain curve for
model 31 and 22.
3.2
Pure bending
All models collapse because of buckling in the top

plate. The resulting deformation and the ultimate
strength depend on the material model, the element size, the timestep size, the pre-deformation
and the initial stress.
The material model is given by the experiment.
The element size is optimised in respect of the computing time and the results. The element size in the
middle part of the model (250 mm < x < 250 mm)
is 10 mm. 20 mm are chosen for the elements from
x = 250 mm until x = 750 mm. The remaining
elements have a size of 30 mm. The element size is
small enough to capture the pre-deformation and
the buckling shape in the top plate.
The pre-deformation and the timestep size are
varied for model 31 to find the sensitivity of the
results and to save modelling and computational
time. These calculations reveal that it is also needed
to introduce initial stress to get satisfactory agreement with the experimental results.
3.2.1 Model 31
The top plate is divided into five areas to reach
more clearness in the upcoming discussion, see
Figure 4.
3.2.2 Pre-deformation
Model 31 is calculated with three different predeformation conditions. First no deformation
is applied. Then a circular pre-deformation is
brought into the model. At last the original
pre-deformation given in the paper (Reckling et al.
1984) is computed, see Figure 5.
In all three cases the buckling picture after
reaching the ultimate strength as well as the ultimate strength itself differ. The following Figures 6,
7 and 8 show the displacement in z-direction of
the top plate exactly at the timestep where the
ultimate strength is reached (see first pictures
of Figs. 6, 7 and 8) and shortly after (see second
picture). The colour scale is always fitted to the
800
Model 31, 22
700
Stress [N/mm2]
600
500
400
300
200
100
0
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
Strain
Figure 3.
Stress-stain curve of model 31 and 22.
Figure 4. Areas on top plate.
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Figure 5. Pre-deformation of specimen 31 (Reckling

et al. 1984).
Figure 7. Model 31 with circular pre-deformation:

Z-displacement of top plate at and after ultimate bending
moment.
Figure 6. Model 31 with no Pre-deformation:

Z-displacement of top plate at and after ultimate bending
moment.
top plate. The shown maximum/minimum displacement includes the deflection of the complete
system in negative z-direction.
If no pre-deformation is applied, one buckle
occurs in negative z-direction in the middle of
the top plate (area 3). Its deepest point with
20 mm of displacement is right in the middle
of the plate between the longitudinal stiffeners.
After reaching the ultimate bending moment
additional buckles establish between the remaining stiffeners. Whereas area 2 and 4 buckle in
positive, the outer areas (1 and 5) deform in negative z-direction. Between the two pictures the
maximal displacement differ 13 mm measured at
the same node in area 3.
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buckles distinguish a little bit cause by the different

geometry of the pre-deformation. The maximal
buckle still occurs in area 3 (24 mm) and only area
1 buckles in positive z-direction.
Figure 9 plots the ultimate bending moment M
at the position x = 0 over the displacement f that is
measured at x = 0; y = 0. All data of the upcoming
moment-displacement curves are taken form the
same reference cross-section respectively point.
The gradient of all curves is the same until the
ultimate bending moment is reached. The gradient
of the moment-displacement curve of specimen
31 is less (see also Fig. 11). The highest moment
(2.46 E + 08 Nmm) out of the three variations
occurs when no pre-deformation is applied onto
the model.
The calculation with the circular pre-deformation
reaches a maximal moment of 2.30 E + 08 Nmm.
The difference between the moments of the circular and the original (2.35 E + 08 Nmm) predeformation is 2.1%.
All curves have a jump, because the buckles
deepen suddenly. The moment-displacement curve
of the model with no pre-deformation reaches
the highest ultimate bending moment and mostly
2.5E+08
No Pre-Deformation
2.4E+08
Cicular Pre-Deformation
2.3E+08
Original Pre-Deformation
2.2E+08
M [Nmm]
2.1E+08
2.0E+08
1.9E+08
1.8E+08
1.7E+08
1.6E+08
1.5E+08
9.0
For a circular pre-deformation buckling is

clearly seen in area 3 and 4 when the ultimate bending moment is reached. The maximal displacement
occurs in area 3 with 17 mm. Shortly after, one
buckle between each stiffener develops. They are at
the edge of the circular pre-deformation. Now the
deepest buckle is in area 4 with a displacement of
24 mm. The outer areas (1 and 5) deform in positive
z-direction. The buckling picture of the original
model shows buckles in area 2 until 5 on both sides
of the pre-deformation. With 16 mm the maximal
displacement can be found in the middle (area 3).
Some timesteps after the ultimate bending moment
is reached the deformation is similar to this with
the circular pre-deformation. The position of the
11.0
13.0
15.0
17.0
19.0
21.0
23.0
f [mm]
Figure 9. Ultimate bending moment: No, circular and

original pre-deformation.
2.4E+08
Normal Timestep
Fine Timestep
2.3E+08
2.2E+08
M [Nmm]
Figure 8. Model 31 with Original Pre-deformation:

Z-displacement of top plate at and after ultimate bending moment.
2.1E+08
2.0E+08
1.9E+08
1.8E+08
11.0
13.0
15.0
17.0
19.0
21.0
23.0
f [mm]
Figure 10. Ultimate bending moment: Influence of

timestep size.
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2.5E+08
M [Nmm]
2.0E+08
1.5E+08
Ideal 31
Specimen 31
FEM 31
1.0E+08
Initial Stress 31
5.0E+07
0.0E+00
0.0
Figure 11.
5.0
10.0
f [mm]
15.0
20.0
25.0
Ultimate bending moments of model 31.
decreases. Its largest buckle deepens 13 mm from

timestep 0.404 s to 0.424 s, which is also the
largest change in the displacement of the three
calculations.
The maximum moment of the model with the
circular pre-deformation is closer to the moment
of specimen 31. But the collapse mode of the
model with the original pre-deformation is more
similar to the experiment, although the buckles between the stiffeners develop on the left
side of the pre-deformation in the experiment
(see Reckling et al. 1984).
For the following calculations the original predeformation is taken.
3.2.3 Timestep size
In the moment-displacement curve a sudden decline
is seen and buckling in the top plate occurs from
one timestep to the next. To reduce this phenomenon the timestep is refined around the ultimate
bending moment capacity of the model. Between
calculation time 0.3 s and 0.45 s the timestep size is
set from 5.0 E 03 to 5.0 E 05. The calculation
needs eight hours instead of one.
The maximum moment, that are reached in
Figure 10, are almost the same. The decline of
the curve is smoother for finer timestepping, but
the sudden decline cannot be reduced. The buckling picture are for both cases the same. So the
results are similar, but the computational time is
not acceptable. Thus all following simulations are
calculated with the normal timestep size.
3.2.4 Initial stress
The gradient of the moment-displacement curves
in Figure 9 is identical to the gradient of the ideal
case. In the ideal case the material model is ideal
elastic and no pre-deformation is applied. The
moment-displacement curve in the ideal case is
similar to the curve of the hypothetical girder until
the girder starts to plasticise. In the FE method
a hypothetical girder which can be loaded by the
plastic limit moment without buckling until full

plasticity is reached, cannot be realized.
As stated by Reckling et al. the manufacturingrelated initial stresses are just partly reduced by the
stress relief heat treatment so that a smaller gradient is seen in the moment-displacement curve. To
gain satisfactory results in the FE simulation it is
necessary to include the initial stress.
To demonstrate the effect of initial stress, the
model with the original pre-deformation is taken.
The stiffeners of the top plate are loaded with a
temperature of 600C. The model is solved until the
temperature is reached and not cooled down. The
procedure introduces initial stress in x-direction
close to the yield stress (see also Lehmann 2004).
After the temperature solution the displacement is
applied onto the model as described above.
In Figure 11 four moment-displacement curves
are plotted. The curve Ideal 31 is the ideal case,
Specimen 31 shows the result of the experiment,
FEM 31 is the same as the curve with the title
Original Pre-Deformation given in Figure 9 and
the curve Inital Stress 31 belongs to the model
which is loaded with initial stress.
The gradient of the model Inital Stress 31
is very close to the gradient of Specimen 31.
The total course of the moments is not identical
but the maximum moment is exactly the same
(231.7 kNm), whereas the moment of the calculation without initial stress has as a deviation of
1.38%. The sudden decrease of the curve from the
FE calculation is still existent.
The buckling picture shows a good conformance
with this of the experiment. The particular buckles
are as well on the left side of the pre-deformation
(see Fig. 12) and the deepest deformation occurs in
area 3. The pre-deformation is still seen after the
ultimate strength is reached.
The results of the FE simulations are satisfactory equal to those of the experiment. So the procedure in the FE method is validated by reality and
further calculations with the model will give reasonable results. The influence of the initial stress
on the moment-shear force interaction can be
neglected. There is no difference for the relation of
moment and shear force if the simulation is with
or without initial stress. To save computational
time the initial stress is not applied in the following
calculations.
3.2.5 Model 22 and 23
Model 22 and 23 are calculated with the original
pre-deformation, the normal timestep size and
without initial stress. The moment-displacement
curves of all three models are given in Figure 13.
Model 31 is shown in Figure 13 to see the influence of the different cross sections and lengths of
the specimen. The difference in the three graphs is
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the same if the models are computed with initial

stresses. The Figure is given because this is one of
the upcoming load cases for the moment-shear
force interaction curves. As said above the initial
stress has no influence on the interaction.
The decrease of the moment curves are much
smoother for model 22 and 23 as for model 31.
The collapse of the top plate does not occur so
suddenly which can also be seen in the buckling
pictures. Model 22 and 23 are stiffer than model
31 and therefore the total collapse takes more time.
But in contrast to the experiments both curves
decrease. The maximum bending moments differ
23% from the experiments.
In total, the results of model 22 and 32 are
as good as for model 31 (without initial stress)
compared to the experiments. When initial stress
is introduced to model 22 and 23 the results will be
as similar to the experiment as it is for model 31.
Consequently model 22 and 23 give just as good
results as model 31 for the moment-shear force
interaction.
3.3
Figure 12. Model 31 with initial stress: Z-displacement.
3.0E+08
The models are computed with the original

pre-deformation, a timestep of 5.0 E 3 and without initial stress, since the maximal moment/shear
force is the result needed for the moment-shear
force interaction.
To introduce the shear force to the models two
additional load cases are used. The pure bending
load case of the experiment is called case 1. In
case 2 only one force is acting, whereas in case 3
the second force operates in the opposite direction.
Figure 14 clarifies the relation between the bending moment and the shear force.
The second force (on the right hand side) is varied in case 1 and 3 to gain sampling points for the
moment-shear force interaction curve. Table 3 gives
an overview of all calculated cases.
3.3.1 Model 31
Figure 15 gives the courses of the moments for each
load case over the displacement f which is applied
to the model. The associated shear forces are plotted
in Figure 16. For more clearness the mechanical
2.5E+08
2.0E+08
M [Nmm]
Bending moment and shear force
1.5E+08
FEM 31
Specimen 31
FEM 22
Specimen 22
1.0E+08
FEM 23
Specimen 23
5.0E+07
0.0E+00
0.0
5.0
10.0
15.0
20.0
25.0
30.0
f [mm]
Figure 13.
and 23.
Ultimate bending moments of model 31, 22

Figure 14.
Load cases 13.
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Table 3.
2.5E+08
The maximum bending moments respectively

shear forces are nominated by their plastic limit
value. The plastic limit moment is given by:
Load cases.
Case
Force P
1
1aa
1a
1b
2
3
3a
3b
1 P
5/6 P
1/2 P
1/6 P
0P
1P
1/2 P
1/30 P
Mpl = F Wpl
where as F is the yield stress and Wpl is the plastic

section modulus in Equation 1. The plastic shear
stress can be calculated after Reckling (1967) or
Pedersen (1990):
Tpl =
Case 1
Case 1a
Case 1b
Case 2
Case 3b
M [Nmm]
Case 3a
Case 3
1.5E+08
F
3
(2)
The plastic shear stress Tpl is multiplied by the

area of the side shell to get the plastic limit shear
force Qpl. The side shell carries the shear force.
The following Figure 17 gives the nominated
moment-shear force interaction curve for the different load cases.
Case 1aa
2.0E+08
(1)
1.0E+08
3.3.2 Model 22 and 23

For model 22 and 23 only the moment-shear force
interaction curves are given. In Figure 18 the
curves for all three models are plotted.
5.0E+07
0.0E+00
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
f' [mm]
Figure 15.
Model 31: Moments of load cases 13.
1.0
Case 1
Case 1aa
0.9
Case 1a
0.8
3.0E+05
Case 1
Case 1b
Case 2
0.7
Case 1aa
Case 3b
0.6
2.5E+05
M/Mpl
Case 1a
Case 1b
Case 2
Case 3b
Q [N]
2.0E+05
Case 3a
Case 3
0.5
0.4
Case 3a
Case 3
0.3
0.2
1.5E+05
0.1
1.0E+05
0.0
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.1
Q/Qpl
5.0E+04
Figure 17.
curve.
0.0E+00
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
Model 31: Moment-shear force interaction
f' [mm]
Figure 16.
Model 31: Shear forces of load cases 13.
1.0
Model 31
0.9
Model 22
Model 23
0.7
0.6
M/Mpl
systems are additionally given in Figure 15. The

cases reverses from the moment-displacement
curves to the shear force- displacement curves, e.g.
the case with the highest bending moment (case 1)
has a minimal shear force. Of course, the shear
force is not zero in case 1 and the bending moment
is not zero in case 3.
At the same displacement where the cases 1,
1aa, 1a, 1b and 2 reach the maximum moment the
equivalent shear force is read out for the momentshear force interaction curve. In the cases 3, 3a, 3b
and 3c the maximum shear force and its associated
bending moment is taken.
0.8
0.5
0.4
0.3
0.2
0.1
0.0
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.1
1.2
Q/Qpl
Figure 18.
curve.
Model 31: Moment-shear force interaction
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Model 22 has the highest moment-shear force

interaction curve, whereas model 31 produces the
lowest curve. The curve of model 23 lies again in
between the two other models as expected (compare Fig. 13). The course of curve 22 and 23 are
similar. The different length also influences the
curves. Model 31 with its different cross section
produces a different graph. Non of the models
reaches the plastic limit moment for load case 1.
The ultimate capacity of the girder is not equal to
the full plastic capacity due to the pre-deformation
and the post buckling behaviour. In addition the
shear force, which is small but not zero, reduces the
ultimate capacity of the girder.
For all models Q/Qpl is greater than one for
load case 3. Apparently the shear force is not only
carried by the side shell.
4
CONCLUSIONS
The usual influence of mesh size and material

model on the results are existent in the described
FE-calculations. The material model was given by
the experiment and the mesh size is optimized.
If the pre-deformation is modelled as exactly as
possible the resulting buckling mode is not automatically the same as in the experiment. Neither
for the FE-calculation nor for the experiment (see
conclusion in Reckling et al. 1984) it is possible to
predict the collapse mode of the girder due to the
known pre-deformation.
Varying the timestep size does not eliminate the
jump in the moment-displacement curve which is
not seen in the experiment. The introduction of
initial stress results in an identical maximum bending moment and a similar gradient of the momentdisplacement curve. The results of the calculation
with the original pre-deformation and initial stress
are satisfactory equal to those of the experiment.
Therefore the used models are validated and the
further calculation with the additional shear force
give reasonable results.
Various load cases give the supporting points
for the moment-shear force interaction curve. For
each model a curve is gained.
Not only different cross sections lead to a different moment-shear force interaction but also
different length of the models. If more stiffeners
in the side, bottom and top plate are used, higher
nominated forces and moments can be carried by
the structure.
The described procedure to gain the momentshear force interaction curve for a cross section is
simple and was verified by reality. For any cross

section of a ship a curve can be calculated by the
presented procedure. So the influence of the shear
force on the ultimate hull girder strength during
stranding can be evaluated.
5
RECOMMENDATION FOR FURTHER

WORK
The scaling of the moment-shear force interaction

curve should be reviewed. Numerical results are
normalised by analytical formulas.
A moment-shear force interaction curve for a
section of a vessel needs to be gained by the above
described procedure.
Than the sections will be completely modelled in the finite-element method and a stranding scenario will be simulated. The results of the
stranding simulation will be compared to the
moment-shear force interaction curve to verify
the simulation.
ACKNOWLEDGEMENTS
The work was performed within the Research
Training Group Ports for Container Ships
of Future Generations located at Hamburg
University of Technology. The project is financed
by the German Research Foundation (Deutsche
Forschungsgemein-schaft, DFG).
REFERENCES
Ansys (2008). Release 11.0 Documentation for ANSYS.
Hugenschmidt, M. (2007). Lasermesstechnik, Di-agnostik
der Kurzzeitphysik. Springer Verlag.
ISSC (2009). Committee V.1: Damage Assessment After
Accidental Events.
Lehmann, E. (2004). Grundzge des Schiffbaus.
Elbewerksttten.
Livermore Software Technology Corporation (2009).
LS-DYNA Keyword Users Manual Volume I (Version
971/Release 4 Beta).
MSC software (2008). Marc 2008 r1: Volume AE.
Petersen, C. (1990). Stahlbau. Vieweg.
Reckling, K.-A. (1967). Plastizittstheorie und ihre
Anwendung auf Festigkeitsprobleme. Springer-Verlag.
Reckling, K.-A., Dannenberg, L. & Immenktter, K.
(1984). Die experimentelle Ermittlung der Tragfhigkeit lngsversteifter Kastentrger unter reiner
Biegebeanspruchung. Schiff und Hafen; Heft 3 und 4.
455
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Dynamic analysis
MARSTRUCT.indb 457
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Methods for hull structure strength analysis and ships service

life evaluation, under extreme hydroelastic wave loads,
for a large oil-tanker
L. Domnisoru & A. Chirica
University Dunarea de Jos of Galati, Naval Architecture Faculty, Galati, Romania
ABSTRACT: This paper focuses on the numerical methods for the ship hull structure strengths and
fatigue analyses, in order to estimate the initial design ship service life period. The applied methods have
been improved in the Marstruct Project. The numerical analyses are divided in three-interlinked parts.
The first part includes the hull strength analysis method, based on 3D/1D-FEM models, under equivalent
quasi-static head wave loads. The second part presents the ship hull dynamic response analysis method,
based on non-linear hydroelasticity theory with second order wave spectrum. The third part includes the
fatigue analysis method for the initial ship hull structure, based on the long-term prediction ship dynamic
response, the cumulative damage ratio and the design S-N material curves. The numerical analyses are
carried out for a large double hull oil-tanker with 275 m length between perpendiculars. The full and ballast loading cases are analysed. The numerical results outline the extreme hydroelastic wave loads and the
ships initial service life evaluation.
1
INTRODUCTION
The present day ship design rules require the

assessment of the ship hull strength and the evaluation of the ship service life starting from the early
design steps, based on the initial ship hull structure
concept.
This study is focused on the link between: the
ship strength analysis with the finite element
method, the waves induced ship hydroelastic
response analysis and the ship structure fatigue
analysis, based on the methods developed and
improved in the frame of the Marstruct Project.
In this study, the numerical analyses are carried
out on a double hull large oil-tanker (IACS 2008,
GL 2008), with elastic girder, considering the full
and ballast conditions, under extreme head irregular wave loads. The large oil-tanker initial design
characteristics are presented in Section 2.
The nowadays ship hull structure strength rules
require to develop three-dimensional (3D) models,
based on the FEM Finite Element Method (IACS
2008, Jang & Hong 2009). Instead of developing structural models extended only on several
cargo-holds (Hughes 1988, Mansour & Liu, 2008),
the 3D-FEM full ship length models (Rozbicki,
Purnendu & Crow 2001, Domnisoru 2006,
2008) are to be developed, in order to increase
the ship structure strength assessment accuracy.
In Section 3 is presented the oil-tanker hull structure 3D/1D-FEM strength analysis.
The standard seakeeping analyses of the wave

induced ship dynamic response include only the
ship rigid hull oscillations (Bhattacharyya 1978,
Bertram 2000). For large elastic ships, the wave
induced ship dynamic response includes oscillations (low frequency) and vibration (high
frequency) components (Bishop & Price 1979).
In Section 4 the large oil-tanker wave induced ship
hull dynamic response is obtained, in the hypotheses of the hydroelasticity theory, including the
following components: the linear and non-linear
oscillation response, the springing phenomenon,
linear and non-linear steady state vibration
response, due to the ship structure-wave resonance, and the whipping phenomenon, bottom
and side slamming induced transitory vibration
response (Guedes Soares 1999, Hirdaris, Price &
Temarel 2003, Hirdaris & Ge 2005, Domnisoru
1998, 2008, Perunovic & Jensen 2005, Park &
Temarel 2007).
In order to evaluate the large oil-tanker initial
design service life, this study includes in Section 5
the ship hull structure fatigue strength analysis,
based on the Palmgren-Miner cumulative damage
ratio method (GL 2004, 2008, IACS 2008, Fricke &
Kahl 2005, Garbatov et al. 2005, Mansour & Liu
2008), with steel standard S-N fatigue design curves
and the World Wide Trade wave significant height
histogram. The large oil-tanker structural fatigue
analysis is based on the ship hull stresses induced by
the extreme wave loads, computed in Sections 34,
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under full cargo and ballast conditions with the

same probability in the travel scenario.
The numerical analyses are based on eigen program codes and Cosmos/M (SWCM 2007) FEM
program.
2
THE SHIP 1D-BEAM AND 3D-FEM

MODELS FOR THE NUMERICAL
ANALYSES
In this study is considered a large oil-tanker TK

167000 tdw, with the main dimensions in Table 1
and the ship offset section lines in Figure 1.
The double hull oil-tanker structure is designed
according to the Germanischer Lloyd Hull Structure Rules (GL 2008) and the Common Structural
Rules for Double Hull Oil Tankers (IACS 2008).
Table 2 presents the amidships structure characteristics: the moment of inertia Iy [m4], the total
transversal section area A [m2], the equivalent
shearing area Afz [m2], the neutral axis coefficient
of maximum shearing tangential stress in the side
shell K nnS [m2], the deck and bottom bending
modules WD, WB [m3].
Table 1. The large oil-tanker TK 167000 tdw main

dimensions.
LOA [m]
LBP [m]
BMLD [m]
DMLD [m]
285.00
275.00
46.00
23.80
dMLD [m]
cB
Vcargo [m3]
Dw [t]
17.622
0.834
188500
167000
Table 2. TK 167000 tdw amidships section characteristics.
WB ,D =
Iy
eB ,D
; K n
838.283
9.432
4.822
0.429
eB [m]
eD [m]
WB [m3]
WD [m3]
11.912
13.088
70.375
64.048
Table 3.
Syn n
I y tS
(1)
The material isotropic steel characteristics.
E [N/m ]
G [N/m2]
2.1 1011
8.1 1010
m[t/m3]
7.7
0.001
ReH-A [N/mm2]
Rm-A [N/mm2]
adm-A [N/mm2]
adm-A [N/mm2]
235
400
175
110
ReH-AH32 [N/mm2]
Rm-AH32 [N/mm2]
adm-AH32 [N/mm2]
adm-AH32 [N/mm2]
315
440
224
141
Table 4.
cases*.
Load
No case
1
2
Figure 1. The large oil-tanker TK 167000 tdw offset
section lines.
where: eD, eB are the distances of the neutral axis to

the deck and bottom shells, Synn is the transversal
section static moment at the neutral axis; tS is the
thickness of the side shell, S is the shearing stress
coefficient of the side shell at neutral axis, based
on the multicell tanker amidships section shearing
stresses distribution.
Based on the Germanischer Lloyds Rules (GL
2008), Table 3 presents the material isotropic steel
characteristics and the admissible stresses. The
structural damping coefficient for welded ship
structures is selected according to Johnson &
Tamita (Bishop & Price 1979).
Table 4 presents the full cargo and ballast main
loading cases, according to the Ship Classification
Society Rules for the double hull oil-tankers (IACS
2008). Figures 2a, b present the large oil-tanker
mass diagrams for the two main loading cases.
Table 5 presents the natural hull oscillation and
vibration mode frequencies, dry hull or with hydrodynamic masses (wet hull), based on 1D-FEM
model of the large oil-tanker TK 167000 tdw.
Figure 3 presents the modal form functions (rigid
and elastic) for the full cargo loading case (dry hull
at vibration modes).
The 1D-FEM equivalent beam ship girder
model (Domnisoru 1998, 2006) of the large oiltanker hull TK 167000 tdw is developed for simplified strength analysis under equivalent quasi-static
wave loads (Section 3) and ship dynamic response
analysis under irregular wave loads (Section 4),
Iy [m4]
A [m2]
Afz [m2]
Knn S [m2]
nS
S
TK 167000 tdw large oil-tanker loading
[t]
dm
[m]
daft
[m]
dfore
[m]
vs
[Knots]
Full
191680 17.622 17.742 17.492 15
cargo
Ballast 146570 13.711 15.677 11.889 16
*where is the displacement; dm,daft,dfore are the ship

draughts: medium, aft peak, fore peak; vs is the ship
design speed.
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based on the hydroelasticity theory. The equivalent ship girder 1D-FEM has 40 equal length beam
elements along the ship, so that from the original
ship offset lines (Figure 1) are selected only the
transversal sections disposed at the middle of each
element. The diagrams of the transversal section
characteristics (Table 2) are idealised with trapezoidal distributions along the ship.
The 3D-CAD/FEM model (Domnisoru 2006,
2008) of the large oil-tanker TK 167000 tdw
is developed using the SolidWorks Cosmos/M
(SWCM 2007) FEM program, for the enhanced
ship hull strength analysis (Section 3). Table 6
presents the main characteristics of the 3D-CAD/
FEM model. The 3D-FEM model (including stiffeners) is based on auto-mesh procedure with thick
triangular shell elements (SHELL3T), ensuring
the mesh convergence also on surfaces with high
curvature. Figures 4a, b, c, d present the 3D-FEM
model, full length extended. In Section 3 the
3D-FEM model boundary conditions and loading
cases are presented.
Sections 35 include the numerical analyses
results.
TK Oil-Tanker Ship Full Cargo : Mass Diagram
mx [t/m]
1400
1260
1120
980
840
700
560
420
280
x[m]
140
0
3
12
18
29
37
46
55
66
73
94
104
122
143
160
170
192
214
223
238
248
263
273
285
Figure 2a. The oil-tanker mass diagramfull cargo

load case 1.
TK Oil-Tanker Ship Ballast : Mass Diagram
mx[t/m]
1400
1260
1120
980
840
700
560
420
280
x[m]
140
Table 6. The large oil-tanker 3D-CAD/FEM model

characteristics.
0
1
19
31
39
Figure 2b.
case 2.
51
71
93
110
123
143
149
171
192
214
224
239
248
268
277
285
The oil-tanker mass diagramballast load
Table 5. TK 167000 tdw oil-tanker natural modes frequencies f [Hz].

Modes
Oscillations
Vibrations
No. Load case
0.866
0.629
0.897
0.645
1.904
1.478
2.085
1.505
3.434
2.536
3.882
2.750
1
2
Full
dry
cargo wet 0.088 0.097

Ballast dry
wet 0.093 0.100
Number of points
Number of curves
Number of surfaces
Number of nodes
Number of SHELL3T
elements
Number of element groups
Average/maximum
EL size [m]
Support condition
aft-peak node
Support condition
fore-peak node
PTmax
CRmax
SFmax
NDmax
ELmax
16310
40802
18598
31977
104275
EG
average/max
275
0.9/1.8
NDaft
5990
NDfore
4214
TK Oil-Tanker Ship Full Cargo : Natural Modes

1.00
0.80
0.60
0.40
0.20
0.00
-0.20
-0.40
-0.60
-0.80
-1.00
0.00
28.50
57.00
Mode 0 / 0.088Hz
Figure 3.
load case.
85.50
Mode 1 / 0.097 Hz
114.00
142.50
Mode 2 / 0.629 Hz
171.00
199.50
Mode 3 / 1.478 Hz
228.00
256.50
Mode 4 / 2.536 Hz
285.00
x [m]
The oil-tanker natural modesfull cargo

Figure 4a.
The large oil-tanker 3D-FEM hull model.
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the whole ship length (Figs. 4a, b, c, d), under the

equivalent quasi-static head wave loads.
The main steps of the ship strength analysis,
based on 3D-FEM model extended on the whole
ship length (Domnisoru 2006), are the following:
Figure 4b. The large oil-tanker 3D-FEM model, aft-peak

part.
the 3D-CAD ship hull offset lines generation;

the 3D-CAD ship hull structure model;
the 3D-FEM ship hull structure mesh model;
the boundary conditions on the 3D-FEM model;
Two types of boundary conditions are used: the

symmetry condition at the nodes placed in the centre plane of the ship (one side model); the vertical
support condition at two nodes placed at the ship
hull ends (in the centre plane), noted NDaft, NDfore at
aft and fore peak. For the vertical equilibrium conditions, in still water or equivalent quasi-static head
wave cases, the two vertical supports reaction forces
RFZ(NDaft), RFZ(NDfore) have to become zero.
the loading conditions on the 3D-FEM model;
Figure 4c. The large oil-tanker 3D-FEM model, cargoholds (view with the centre line longitudinal bulkhead
removed).
Three types of loads acting on the ship hull

structure are used: the gravity load from the hull
structure weight and other mass components of
the displacement; the oil-cargo or water ballast
modelled as pressure load over the cargo-tanks or
ballast-tanks inner shell; the equivalent quasi-static
head wave pressure load, acting on external ship
hull shell, for the following cases: hw = 0 (still water)
and hw 0 (wave), according to the statistical values from Ship Classification Society Rules (IACS
2008). An iterative procedure for the free floating
and trim condition equilibrium is applied, implemented with eigen GEO macro-commands file
(Domnisoru 2006), in the SolidWorks Cosmos/M
(SWCM 2007) FEM program, used as linearelastic structural solver for each iteration.
The iterative procedure includes two main
parts:
a. the free floating condition, having as objective numerical function the sum of vertical
reaction forces at the two nodes from the ship
extremities:
RFZeq = RFZ(NDaft) + RFZ(NDfore) 0
(2a)
Figure 4d. The large oil-tanker 3D-FEM model, forepeak part.
b. the free trim and floating condition, having as

objective numerical functions the vertical reaction forces at each two nodes from the ship
extremities:
RFZ(NDaft) 0
THE SHIP STRENGTH ANALYSIS

UNDER EQUIVALENT QUASI-STATIC
WAVE LOADS
RFZ(NDfore) 0
(2b)
the numerical results evaluation.
In this section, the large oil-tanker TK 167000 tdw

initial design hull structure strength is analysed,
mainly based on the 3D-FEM model extended on
The following numerical results are obtained from

the 3D-FEM ship hull strength analysis: the free
floating and trim equilibrium parameters, the ship
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hull deformations, the ship hull stress distributions

and also the prediction of the higher risk structural
domains.
For the maximum 3D-FEM equivalent von Mises
stress values in deck and bottom shells, taking into
account the hot spot domains at the intersection with
transversal bulkheads, frames and also side, doubleside and central line bulkhead panels (Figs. 9a, b),
the influence coefficients are calculated:
K3DvonM|D,B = vonM3DFEMmax|D,B/M3DFEM
(3)
Table 7. The large oil-tanker TK 167000 tdw buckling

factor and the maximum vertical deflection |wz| [m], reference wave hw = 10.692 m.
Full cargo
Ballast
Load case
Sagging
Hogging
Sagging
Hogging
Criterion
1.348
0.372
0.64
1.371
0.170
0.29
1.758
0.212
0.37
1.763
0.243
0.42
BBuckling > 1
max wz[m]
wzmax/wadm < 1
The 3D-FEM ship hull structure strength analysis is compared to the classical ship equivalent
1D-girder strength analysis (Table 8), based on
eigen program code (Domnisoru 2006).
Section 2 presents the numerical data of the
3D-FEM and 1D-girder oil-tanker models.
Table 4 and Figures 2a, b present the two
loading cases, full cargo and ballast, for the large
oil-tanker.
The external quasi-static head wave pressure,
with height hw = 012 m, step hw = 1 m is applied
on the 3D-FEM hull model, using an iterative
procedure for the vertical in plane equilibrium
condition. The sagging and hogging head
wave conditions are considered. Based on the
Germanischer Lloyds Rules (GL 2008), the Ship
Classification Society equivalent quasi-static
statistical wave height for the TK 167000 tdw
oil-tanker is hw = 10.692 m.
For the two loading cases (Table 4), the
numerical results of the ship strength analyses
are synthesized in Tables 7, 8 and Figures 59
(see Conclusions 13).
Table 8. The maximum TK 167000 tdw oil-tanker stresses, for a) the full cargo load case and b) the ballast load
case, under sagging and hogging quasi-static equivalent head wave conditions, with the reference wave height
hw = 10.692 m.
Sagging
Load case
1D-girder
Hogging
3D-FEM
3D/1D
1D-girder
3D-FEM
3D/1D
(1) Deck normal stresses |xD-max| [N/mm2]: adm-AH232 = 224

a) full:
167.75
194.25
1.16
0.748
0.866
max/adm
b) ballast:
119.02
134.97
1.13
0.530
0.602
max/adm
68.85
0.307
111.10
0.495
79.71
0.355
138.38
0.617
1.16
(2) Bottom normal stresses |xB-max| [N/mm2]: adm-A = 175

a) full:
151.46
160.77
1.06
0.865
0.919
max/adm
b) ballast:
107.45
155.80
1.45
0.614
0.890
max/adm
62.16
0.355
100.31
0.573
81.34
0.465
167.20
0.955
1.31
1.25
1.67
(3) Side shell tangential stresses, in the neutral axis of the ship transversal sections |xzSnn-max| [N/mm2]: adm-A = 110
a) full:
56.31
64.68
1.15
27.88
32.97
1.18
0.512
0.588
0.253
0.300
max/adm
b) ballast:
71.67
78.85
1.10
43.75
46.99
1.07
0.652
0.717
0.398
0.427
max/adm
(4) Deck von Mises stresses |vonD-max| [N/mm2]: adm-AH32 = 224
a) full:
167.75
184.91
1.10
0.748
0.824
max/adm
b) ballast:
119.02
124.74
1.05
0.530
0.556
max/adm
68.85
0.307
111.10
0.495
77.30
0.345
132.00
0.588
1.12
(5) Bottom von Mises stresses |vonB-max| [N/mm2]: adm-A = 175

a) full:
151.46
156.32
1.03
0.865
0.893
max/adm
b) ballast:
107.45
148.90
1.39
0.614
0.851
max/adm
62.16
0.355
100.31
0.573
73.48
0.420
155.10
0.886
1.18
1.19
1.55
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25.00
2
x [N/mm ] DECK 1D-beam Model Sagging / Quasi-static Wave / TK Oil-tanker Full Cargo
225.00
0.00
2
VON max [N/mm ] DECK 3D-FEM Model Sagging / Quasi-static Wave / TK Oil-tanker Ballast
200.00
-25.00
175.00
-50.00
150.00
-75.00
125.00
-100.00
100.00
-125.00
75.00
-150.00
50.00
-175.00
25.00
-200.00
-225.00
0.00
28.50
57.00
85.50
114.00
142.50
171.00
199.50
228.00
hw=0m
hw=1m
hw=2m
hw=3m
hw=4m
hw=5m
hw=6m
hw=8m
hw=9m
hw=10m
hw=10.69
hw=11m
hw=12m
adm
256.50
hw=7m
0.00
0.00
285.00
x [m]
Figure 5a. 1D-girder model, xD deck normal stress

[N/mm2], head wave sagging condition (hw = 012 m), full
cargo.
57.00
85.50
114.00
142.50
171.00
199.50
228.00
hw=1m
hw=2m
hw=3m
hw=4m
hw=5m
hw=6m
hw=8m
hw=9m
hw=10m
hw=10.69
hw=11m
hw=12m
adm
256.50
hw=7m
285.00
x [m]
Figure 7a. 3D-FEM model, maximum von Mises deck

stress [N/mm2], head wave sagging condition, ballast.
225.00
25.00
28.50
hw=0m
2
x max [N/mm ] DECK 3D-FEM Model Sagging / Quasi-static Wave / TK Oil-tanker Full Cargo
2
VON max [N/mm ] DECK 3D-FEM Model Hogging / Quasi-static Wave / TK Oil-tanker Ballast
200.00
175.00
0.00
-25.00
150.00
-50.00
125.00
-75.00
100.00
-100.00
75.00
-125.00
50.00
-150.00
25.00
-175.00
0.00
0.00
-200.00
-225.00
0.00
28.50
57.00
85.50
114.00
142.50
171.00
199.50
228.00
hw=0m
hw=1m
hw=2m
hw=3m
hw=4m
hw=5m
hw=6m
hw=8m
hw=9m
hw=10m
hw=10.69
hw=11m
hw=12m
adm
256.50
hw=7m
285.00
57.00
85.50
114.00
142.50
171.00
199.50
228.00
hw=1m
hw=2m
hw=3m
hw=4m
hw=5m
hw=6m
hw=8m
hw=9m
hw=10m
hw=10.69
hw=11m
hw=12m
adm
256.50
hw=7m
285.00
x [m]
x [m]
Figure 5b. 3D-FEM model, maximum xD deck

normal stress [N/mm2], head wave sagging condition
(hw = 012 m), full cargo.
225.00
28.50
hw=0m
Figure 7b. 3D-FEM model, maximum von Mises deck

stress [N/mm2], head wave hogging condition, ballast.
2
VON max [N/mm ] DECK 3D-FEM Model Sagging / Quasi-static Wave / TK Oil-tanker Full Cargo
200.00
175.00
150.00
125.00
100.00
75.00
50.00
25.00
0.00
0.00
28.50
57.00
85.50
114.00
142.50
171.00
199.50
228.00
hw=0m
hw=1m
hw=2m
hw=3m
hw=4m
hw=5m
hw=6m
hw=8m
hw=9m
hw=10m
hw=10.69
hw=11m
hw=12m
adm
256.50
hw=7m
285.00
x [m]
Figure 6a. 3D-FEM model, maximum von Mises deck

stress [N/mm2], head wave sagging condition, full cargo.
225.00
Figure 8a.
cargo.
Wave pressure at hw = 10.692 m, sagging, full
Figure 8b.
cargo.
Wave pressure at hW = 10.692 m, hogging, full
2
VON max [N/mm ] DECK 3D-FEM Model Hogging / Quasi-static Wave / TK Oil-tanker Full Cargo
200.00
175.00
150.00
125.00
100.00
75.00
50.00
25.00
0.00
0.00
28.50
57.00
85.50
114.00
142.50
171.00
199.50
228.00
hw=0m
hw=1m
hw=2m
hw=3m
hw=4m
hw=5m
hw=6m
hw=8m
hw=9m
hw=10m
hw=10.69
hw=11m
hw=12m
adm
256.50
hw=7m
285.00
x [m]
Figure 6b. 3D-FEM model, maximum von Mises deck

stress [N/mm2], head wave hogging condition, full cargo.
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Figure 9a. vonM [KN/m2], hw = 10.692 m, x = 66216 m,

sagging, full.
head wave height hw = 012 m, full cargo load

case, sagging quasi-static equivalent wave condition (Figs. 5a, b), pointing out the deck shell
hot-spot stresses from the intersections with
transversal and also vertical panels;
the maximum deck shell equivalent von Mises
stress vonDmax diagrams, based on 3D-FEM
model, for head wave height hw = 012 m, full
cargo and ballast load cases, sagging and hogging quasi-static equivalent wave conditions
(Figs. 67a, b);
the external wave pressure distribution, for head
wave height hw = 10.692 m, acting on the bottom
and side shell, based on 3D-FEM model, applied
with eigen iterative GEO macro-commands file,
full cargo load case, sagging and hogging quasistatic equivalent wave conditions (Figs. 8a, b);
the equivalent von Mises stress distribution, for
head wave height hw = 10.692 m, in the ship central part, x = 66216 m, based on the 3D-FEM
model, full cargo load case, sagging and hogging
(Figs. 9a, b).
4
Figure 9b. vonM [KN/m2], hw = 10.692 m, x = 66216 m,
hogging, full.
In Tables 7 and 8 are included the following

results:
the ship hull girder buckling factor BBuckling > 1
and the maximum ship girder deflection in vertical direction wz[m], based on 3D-FEM model,
with the admissible hull deflection value
wadm = L/500 = 0.570 m, for quasi-static wave reference height hw = 10.692 m (Table 7).
the maximum deck and bottom shell normal
stress xD,Bmax [N/mm2], based on 3D-FEM and
1D-girder models, inclusive stress ratio 3D/1D,
for quasi-static wave height hw = 10.692 m
(Table 8 (1), (2));
the maximum side shell tangential stresses at
the neutral axis xzSnnmax [N/mm2], based on
3D-FEM and 1D-girder models, inclusive
stress ratio 3D/1D, for quasi-static wave height
hw = 10.692 m (Table 8(3));
the maximum deck and bottom shell equivalent von Mises stress vonD,Bmax [N/mm2], based
on 3D-FEM and 1D-girder models, and ratio
3D/1D, for reference wave height hw = 10.692 m
(Table 8 (4),(5)).
In Figures 59 are included the following results:
the deck shell normal stress xD diagrams, based
on (a) 1D-girder and (b) 3D-FEM models, for
THE HYDROELASTIC RESPONSE

ANALYSIS
In this section, the large oil-tanker TK 167000 tdw

linear and non-linear dynamic response in irregular
head waves is analysed, based on the hydroelasticity theory, including: ship oscillation and vibration, the bottom and side slamming phenomena,
the springing and whipping phenomena, under the
following hypotheses:
the ship hull is modelled with 1D-FEM finite
element method, using Timoshenko elastic beam
finite elements (Hughes 1988);
the ship offset lines are modelled with the conformal multi-parametric transformation method
(Bishop & Price 1979);
the hydrodynamic excitation forces are modelled
according to hydroelasticity and strip theory
(2D-Flow), with non-linear and slamming terms,
based on a generalized Gerristma & Beukelman
model (Domnisoru 1998);
the hydrodynamic coefficients are calculated
based on the Porter & Vugts 2D potential fluid
flow method (Bishop & Price 1979, Domnisoru
2006);
the ship dynamic response is decomposed,
according to the modal analysis technique,
on ship oscillation (low frequency, rigid hull)
and vibration (high frequency, dry elastic hull)
modes (Bishop & Price 1979);
the restoring stiffness includes the heave and
pitch and the elastic modes terms (Domnisoru
1998, 2006);
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the excitation is the external head wave, model

Longuet-Higgins, with second order interference
components (Price & Bishop 1974, Perunovic &
Jensen 2005, Domnisoru 1998, 2006).
Based on the theoretical model, in detail presented in (Domnisoru 1998, 2006), the numerical
analyses are carried out with eigen program DYN,
including the linear STABY and the non-linear
TRANZY solvers.
The STABY module, the steady state ship
dynamic response, includes linear oscillation and
springing components. This code program module
includes the following main steps:
input ship data, natural modes, first order wave
spectra ITTC (Price & Bishop 1974);
the calculation of Longuet-Higgins time domain
wave elevation, with random components
phases;
w ( t )
wc (x, e )
( e )
et ws ( e ) i et
(4)
where e is the encountering ship-wave circular frequency of a wave component; wc,s(x,e) are the e
wave frequency domain components;
the calculation of motion equations system
terms: structural, hydrodynamic and wave excitation forces;
the solution in frequency domain of the ship linear
dynamic response on each wave component e;
the calculation of linear ship dynamic response,
based on spectral composition in time domain.
The TRANZY module, the non-linear and
transitory ship dynamic response, includes nonlinear oscillations and springing, bottom and side
slamming and whipping components.
This code program module includes the following main steps:
the ship data input and solution of STABY
module;
the calculation of the non-linear motion equations system terms;
Because the excitation force includes the
unknown non-linear dynamic response, it is necessary to use an iterative algorithm for the time
domain solution of non-linear motion equations
(Domnisoru 1998).
the solution of the differential non-linear motion
equations system, using a time domain integration procedure, -Newmark, at each iteration,
with simulation time Ts = 80s and time step
t = 0.01s (ftriggering = 100 Hz);
the ship non-linear dynamic response;

the spectral analysis of the total ship dynamic
response with the FFT Fast Fourier Transformation, short-term statistical parameters. From
the heave and pitch rigid hull modes response
results oscillation statistics and from elastic hull
modes response results vibration statistics.
The dynamic analyses are carried out for the
head waves first order spectra ITTC (Price &
Bishop 1974) with the significant wave height
h1/3 = 012 m, step h1/3 = 0.5 m, according to the
Beaufort scale Blevel = 011.
Section 2 presents the large oil-tanker TK 167000
tdw 1D-FEM girder model. Table 4 includes the
full cargo and ballast loading cases.
The numerical results for the hydroelastic response are synthesized in Tables 911
and Figures 1013, for both loading cases (see
Conclusions 47).
Table 9a. The ratios between the significant displacements and deformations %w1/3vib/w1/3osc, full cargo case
(reference h1/3 = 12 m).
x/L
%vib/osc
linear
%vib/osc
non-linear
Bottom
slamming
Side
slamming
0.00
0.50
1.00
Average
5.86
4.91
5.00
5.26
5.90
5.08
5.22
5.40
no
yes
no
yes
Slamming occurrence
Table 9b. The ratios between the significant displacements and deformations %w1/3vib/w1/3osc, ballast case
(reference h1/3 = 12 m).
x/L
%vib/osc
linear
%vib/osc
non-linear
Bottom
slamming
Side
slamming
0.00
0.50
1.00
Average
7.21
5.10
6.11
6.14
7.83
5.64
6.49
6.65
no
yes
yes
yes
Slamming occurrence
Table 10a. The maximum ratios for the significant

bending moments and shearing forces max(%M1/3vib/
M1/3osc, %T1/3vib/T1/3osc), full cargo load case (reference
h1/3 = 12 m).
x/L
%vib/osc
linear
%vib/osc
non-linear
Springing
0.25
0.50
0.75
Average
12.52
14.00
13.50
13.34
33.66
42.59
43.49
39.91
Linear:
Small
High
Non-linear:
Medium
Whipping
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Table 10b. The maximum ratios for the significant

bending moments and shearing forces max(%M1/3vib/
M1/3osc, %T1/3vib/T1/3osc), ballast case (reference h1/3 = 12 m).
x/L
%vib/osc
linear
%vib/osc
non-linear
Springing
0.25
0.50
0.75
Average
11.81
12.32
12.65
12.26
63.55
75.15
63.43
67.37
Linear:
Small
Higher
Non-linear:
Medium
Table 11b. The maximum significant stresses (dynamic

response), added to still water values, ballast (bottom
and side adm-A = 175 N/mm2 and adm-A = 110 N/mm2/deck
adm-AH32 = 224 N/mm2).
Maximum stress [N/mm2]
(taking as reference
h1/3 = 12 m)
Whipping
1/3max_LIN + |sw|
deck
1/3max_LIN + |sw|
bottom
1/3max_NL + |sw|
deck
1/3max_NL + |sw|
bottom
1/3max_LIN + |sw|
side n-n
1/3max_NL + |sw|
side n-n
Table 11a. The maximum significant stresses (dynamic

response), added to still water values, full cargo (bottom
and side adm-A = 175 N/mm2 and adm-A = 110 N/mm2/deck
adm-AH32 = 224 N/mm2).
Maximum stress [N/mm2]
(taking as reference
h1/3 = 12 m)
1/3max_LIN + |sw|
deck
1/3max_LIN + |sw|
bottom
1/3max_NL + |sw|
deck
1/3max_NL + |sw|
bottom
1/3max_LIN + |sw|
side n-n
1/3max_NL + |sw|
side n-n
Strength
criterion
h1/3 [m]
limit
Beaufort
limit
153.67
0.685 < 1
12
11
131.49
0.751 < 1
12
11
175.54
0.782 < 1
12
11
149.77
0.856 < 1
12
11
Strength
criterion
h1/3 [m] Beaufort

limit
limit
89.07
0.397 < 1 12
11
75.65
0.432 < 1 12
11
125.54
0.560 < 1 12
11
106.31
0.608 < 1 12
11
56.92
0.517 < 1 12
11
67.21
0.611 < 1 12
11
Section x/L=0.5 Wave LH & ITTC h1/3=12m

Time Record : Wave
wave [m]
7.50
6.00
4.50
3.00
1.50
50.71
0.461 < 1
12
11
56.55
0.514 < 1
12
11
0.00
-1.50
-3.00
-4.50
-6.00
-7.50
0
the ratio for the significant deformation on the

fundamental natural vibration mode and the significant vertical displacement of the ship rigid
hull oscillations %w1/3vib/w1/3osc (Tables 9a, b);
the maximum ratios for the significant bending
moments and shearing forces, on fundamental
natural vibration mode and the ship rigid hull
oscillations, max(%M1/3vib/M1/3osc , %T1/3vib/T1/3osc)
(Tables 10a, b);
the maximum significant (1/3, 1/3) normal deck
and bottom shells, side shell tangential neutral
axis stresses (according to Equation 5), added to
still water (sw, sw) stresses (Tables 11a, b).
13
1/
M13
1/
,
,B
+ swD,B
adm
W
1
,B
1/13
1/3
= T/
max
a
30
40
50
60
70
t [s]
80
The wave L-H time record (h1/3 = 12 m,
wave [m]
Amplitude Spectrum FFT Analysis : Wave

Section x/L=0.5 Wave LH & ITTC h1/3=12m
3.00
2.75
2.50
2.25
2.00
1.75
1.50
1.25
1.00
0.75
0.50
0.25
0.00
0.00
0.50
1.00
1.50
2.00
2.50
f [Hz]
3.00
Figure 10b. The wave L-H amplitude spectrum

(h1/3 = 12 m, x/L = 0.5).
K n nS
1///3maxSn n + swSn
swSn
S n
adm
20
Figure 10a.
x/L = 0.5).
In Tables 911, for simulation time 80s and

8000 records, the following statistical results are
included:
13
1/
10
(5)
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Mosc_nl [KNm]
2
x1/3nl+|ac| [N/mm ] DECK
Oil-tanker Full Cargo Section x/L=0.5 vs=15Knots Wave LH & ITTC h1/3=12m
Non-Linear Analysis Time Record : Bending Moment - Oscillation Response
Oil-tanker Full Cargo vs=15 Knots & Wave LH & ITTC
225.00
8.0E+06
200.00
6.0E+06
175.00
4.0E+06
150.00
2.0E+06
125.00
0.0E+00
100.00
75.00
-2.0E+06
50.00
-4.0E+06
25.00
-6.0E+06
0.00
0.00
-8.0E+06
0
10
20
30
40
50
60
70
t [s]
80
Figure 11a. Oscillation bending moment time record,

non-linear analysis, wave h1/3 = 12 m, vs = 15 Knots,
x/L = 0.5, full cargo case.
Mosc_nl [KNm]
28.50
57.00
85.50
114.00
142.50
171.00
199.50
228.00
256.50
h1/3=0m
h1/3=1m
h1/3=2m
h1/3=3m
h1/3=4m
h1/3=5m
h1/3=6m
h1/3=7m
h1/3=8m
h1/3=9m
h1/3=10m
h1/3=11m
h1/3=12m
Sig_adm
285.00
x[m]
Figure 13a. Maximum significant normal deck stress

[N/mm2], non-linear analysis + still water, h1/3 = 012 m,
vs = 15 Knots, full cargo case.
2
x1/3nl+|ac| [N/mm ] DECK
Non-Linear Amplitude Spectrum FFT Analysis : Bending Moment - Oscillation Response
Oil-tanker Ballast vs=16 Knots & Wave LH & ITTC
225.00
2.5E+06
200.00
175.00
2.0E+06
150.00
125.00
1.5E+06
100.00
75.00
1.0E+06
50.00
25.00
5.0E+05
0.00
0.00
0.0E+00
0.00
0.50
1.00
1.50
2.00
f [Hz]
2.50
3.00
Figure 11b. Oscillation bending moment amplitude

spectrum FFT, non-linear analysis, wave h1/3 = 12 m,
vs = 15 Knots, x/L = 0.5, full cargo.
M_nl [KNm]
4.0E+06
2.0E+06
0.0E+00
-2.0E+06
-4.0E+06
-6.0E+06
-8.0E+06
20
30
40
50
60
70
t [s]
80
Figure 12a. Hydroelastic bending moment time record,

non-linear analysis, wave h1/3 = 12 m, vs = 15 Knots,
x/L = 0.5, full cargo.
M_nl [KNm]
85.50
114.00
142.50
171.00
199.50
228.00
256.50
h1/3=2m
h1/3=3m
h1/3=4m
h1/3=5m
h1/3=6m
h1/3=8m
h1/3=9m
h1/3=10m
h1/3=11m
h1/3=12m
Sig_adm
285.00
x[m]
Figure 13b. Maximum significant normal deck stress

[N/mm2], non-linear analysis + still water, h1/3 = 012 m,
vs = 16 Knots, ballast case.
Figures 10a, b present the time record and the

amplitude spectrum for the Longuet-Higgins
(L-H) wave, with first order wave spectrum ITTC
h1/3 = 12 m, at amidships section x/L = 0.5;
amplitude spectrum for the non-linear oscillation bending moment (non-linear seakeeping
response on heave and pitch modes), head wave
h1/3 = 12 m, at amidships section x/L = 0.5, full
cargo load case;
amplitude spectrum FFT, for the non-linear
hydro-elastic bending moment, head wave
h1/3 = 12 m, at amidships section x/L = 0.5, full
cargo load case;
Figures 13a, b present the maximum hydroelastic significant deck normal stresses, both loading
cases.
6.0E+06
10
57.00
h1/3=1m
h1/3=7m
In Figures 1013 are included the following

results:
Non-Linear Analysis Time Record : Bending Moment - Hydroelastic Response
8.0E+06
28.50
h1/3=0m
Non-Linear Amplitude Spectrum FFT Analysis : Bending Moment - Hydroelastic Response
2.5E+06
2.0E+06
1.5E+06
1.0E+06
5.0E+05
0.0E+00
0.00
5
0.50
1.00
1.50
2.00
2.50
f [Hz]
3.00
Figure 12b. Hydroelastic bending moment amplitude spectrum FFT, non-linear analysis, h1/3 = 12 m,
vs = 15 Knots, x/L = 0.5, full cargo.
THE SHIP FATIGUE ANALYSIS

AND THE INITIAL SHIP SERVICE
LIFE EVALUATION
In this section, the large oil-tanker TK 167000

tdw initial service life evaluation is analysed,
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based on the fatigue strength assessment of the

ship hull structure, using the maximum stresses
obtained in the deck shell for extreme wave loads
(Sections 34).
The ship fatigue strength criterion is analysed
applying the cumulative damage ratio D method
(Palmgren-Miner method), with the steel standard
design S-N curves (IACS 2008, GL 2004, 2008).
From the short-term prediction analysis of the
ship dynamic response, the oscillation (low frequency, rigid hull modes) and vibration (high frequency, elastic hull modes) significant stress 1/3
components, function to the head waves significant height h1/3, are obtained.
In the hypotheses of a hydroelastic ship dynamic
response, for a reference time of R = 20 years, the
cumulative damage ratio D has the expression:
D = Dosc + Dvib;
M
Dosc,vib =
ni_osc,vib = pi nmax_osc,vib
Ni _ osc,vibi
i=1
; Ni_osc,vib = fSN (i_osc,vib) (6)
i _ osc
osc ,vib
i
nmax_osc,vib = 3.1536107 R fosc,vib;
i_osc,vib = 21/3i_osc,vib fc
where: fosc,vib the natural ship frequencies for oscillation and vibration modes (Table 5); nmax_osc,vib the
maximum number of cycles; pi(h1/3i), i = 1, M the
probabilities of World Wide Trade (WWT) wave
significant height h1/3 histogram (Fig. 14) (Price &
Bishop 1974); ni_osc,vib the number of stress cycles
for h1/3i; Ni_osc,vib the number of endured stress cycles
from the steel standard design S-N curves for a
stress range i_osc,vib; fc the correction for non-symmetric cycles.
For the oil-tanker the full cargo and ballast load
conditions are considered with the same occurrence probability scenario. The cumulative damage
ratio D has the following expression:
D = 0.5 Dfull + 0.5 Dballast 1;
L = 20/D
(7)
where L [years] is the estimated ship service life.
Because the significant bending moments are

obtained with a 1D-FEM/2D-Flow ship dynamic
model (Section 4) and the deck shell hot spot stresses
at intersections with transversal and vertical panels
are obtained on 3D-FEM model (Section 3), in
order to obtain an equivalent 3D/1D combined
statistical model, the significant deck equivalent
von Mises stresses 3D/1DvonM1/3 are evaluated based
on the ship significant bending moments M1Dbeam1/3
(Section 4) and the stress influence coefficients
k3DvonM (Equation 3), with next expression:
3D/1DvonM1/3_Deck k3DvonM_Deck M1Dbeam1/3
(8)
This study includes the oil-tanker initial design

structure, having not all of the structural details
defined. In this case, the numerical initial fatigue criterion check is carried out only for the longitudinal
butt weld joints of the ship hull deck shell, which
according the Germanischer Lloyds Rules (GL 2008,
Part 1, Chapter 1, Section 20C, Table 20.3) is type B1
detail category, with 125 N/mm2 the fatigue strength
reference value from steel S-N curve for 2 106 cycles.
Tables 12a, b present a synthesize of the fatigue
analyses for the large oil-tanker deck shell (type
B1 detail), using the Palmgren-Miner cumulative
damage ratio D and the design S-N curves, as
following:
the fatigue criterion check, based on stresses
from seakeeping analysis (IACS 2008), including
linear and non-linear oscillations components
(Table 12a);
the fatigue criterion check, based on stresses
from hydroelastic analysis, including linear and
non-linear oscillations and vibrations components (Table 12b).
In Tables 12a, b, the influence of the butt weld
joints welding quality (GL 2008), standard or very
Table 12a. Fatigue criterion, based on D ratio and
design S-N curves, with stresses from seakeeping analysis
(only oscillations).
WWT histogram
Full
Ballast Combined
Analyses
DSN_ full DSN_ball DSN
World Wide Trade h1/3 Histogram LTP
pi
0.40
0.35
Welding
L [years]
1D-beam model, x1/3 deck normal stress

Linear
Standard 0.430 0.365 0.397 >20
Nonlinear Standard 0.574 0.403 0.488 >20
Nonlinear Very good 0.231 0.157 0.194 >20
0.30
0.25
0.20
0.15
0.10
0.05
h1/3 [m]
0.00
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
10
10.5 11
11.5 12
Figure 14. The World Wide Trade wave height h1/3

histogram.
3D/1D model, vonM1/3 deck maximum equivalent

von Mises stress
Linear
Standard 0.623 0.835 0.729 >20
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Table 12b. Fatigue criterion, based on D ratio and

design S-N curves, with stresses from hydroelastic analysis
(oscillations and vibrations).
WWT histogram
Full
Analyses
DSN_ full DSN_ball DSN
Welding
Ballast Combined
L [years]
1D-beam model, x1/3 deck normal stress

Linear
Standard 0.439 0.365 0.402 >20
3D/1D model, vonM1/3 deck maximum equivalent von
Mises stress
Linear
Standard 0.638 0.836 0.737 >20
Nonlinear Standard 1.064 1.915 1.490 13.4
good welding, is taken into account for the initial

ship service life evaluation. Also, in Tables 12a, b
are considered the D factor differences between
1D and equivalent 3D/1D (with hot spot stresses)
models (see Conclusions 811).
6
CONCLUSIONS
Based on the numerical results from Sections 35,

for the large oil-tanker TK 167000 tdw hull structure (Section 2), the following conclusions are
resulting:
1. The buckling factor and the maximum vertical
deflection satisfy the admissible limits, based on
the 3D-FEM oil-tanker hull model (Table 7).
2. The average stress differences between the
3D-FEM and 1D-beam models (Table 8), for
the ship strength analyses with quasi-static head
wave loads (reference height hw = 10.692 m),
are: normal stress deck +17.50% and bottom
+37.25%, side tangential stress in neutral axis
+12.5%, von Mises stress deck +11.50% and
bottom +28.75%. Figures 57, 9a, b are pointing
out that the stress differences between 3D-FEM
and 1D-girder models are significant around
the transversal bulkheads structure that can not
be included in the 1D-girder model.
3. The maximum stress values obtained at ship
strength analyses with 3D-FEM model, under
quasi-static head wave loads, for both loading
cases, are smaller than the admissible values, with
ratio ,max/,adm = 0.24 0.96 1 (Table 8). The
maximum stress values are encountered in the
deck shell (Figs. 57a, b, Figs. 9a, b and Table 8).
4. The hydroelastic ship girder vertical deformations are small comparing to the ship oscillation
displacements 5.26 6.65% (Tables 9a, b).
5. Side slamming for both loading cases and

bottom slamming for ballast load case have
high probability to occur at ship extremities
(Tables 9a, b), inducing whipping with high
intensity (Tables 10a, b). The linear springing
has small intensity. The non-linear springing
has medium intensity, due to the ship high
motion amplitudes and low first natural vibration frequency (0.629 0.645 Hz, Table 5),
inducing hydrodynamic non-linearity sources.
6. From the statistical short-term prediction of
the hydroelastic ship hull response, taking as
reference the oscillation significant bending
moments and shear forces, the first order
vibration component (Figs. 11, 12a, b) represent 11.81 14.00% at linear analyses, at
non-linear analyses 33.66 43.49% full cargo
case and 63.43 75.15% ballast load case
(Tables 10a, b). The extreme wave loads are
induced mainly by the slamming and high
intensity whipping phenomena.
7. The hydroelastic ship response analyses
numerical results (Tables 11a, b), indicate that
the maximum stresses are obtained in the deck
shell (Figs. 13a, b).
8. The fatigue criterion based on seakeeping
(oscillations) stresses (Table 12a) is satisfied,
for 1D-beam model DSN = 0.194/0.488 < 1
and also for equivalent 3D/1D model
DSN = 0.367 0.869 < 1, resulting a initial service life over L > 20 years.
9. The fatigue criterion based on hydroelastic (oscillations and vibration) stresses
(Table 12b) is satisfied for 1D-beam model
DSN = 0.277 0.741 < 1. For equivalent 3D/1D
model, non-linear analysis, standard welding
quality results DSN = 1.490 > 1 and L = 13.4 < 20
years. Considering a very good welding case,
results DSN = 0.577 < 1 and L > 20 years.
10. Based on the S-N curves formulation with
slope exponent m = 3 5 > 1 (GL 2008), small
i3D/i1D stress ratios (Table 8) induce larger
Ni1D/Ni3D cycle ratios, resulting larger D3D/D1D
fatigue ratios (Table 12a, b).
11. The numerical results from fatigue analyses
(Tables 12a, b) point out that the hydroelastic
stresses have to be used instead of standard
seakeeping stresses, with non-linear equivalent
3D/1D model, in order to obtain a more realistic initial ship service life evaluation.
12. The numerical results of this study, carried out for
the initial design structure of a large oil-tanker,
based on the link between the 3D/1D-FEM
hull model and the hydroelasticity analysis with
1D-beam/2D-Flow models, are pointing out on
short-term the extreme wave loads induced in
the ship hull structure and on long term are predicting the ships initial service life.
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ACKNOWLEDGMENTS
the project MARSTRUCT, Network of Excellence on Marine Structures, (www.mar.ist.utl.pt/
marstruct/), which has been financed by the EU
through the GROWTH Programme under contract TNE3-CT-2003-506141.
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Domnisoru, L. 2006. Structural analysis and hydroelasticity of ships. Galati: University Lower Danube
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Domnisoru, L. & Domnisoru, D. 1998. The unified analysis of springing and whipping phenomena. Transactions of the Royal Institution of Naval Architects
London 140(A): 1936.
Domnisoru, L., Dumitru, D. & Ioan, A. 2008. Numerical methods for hull structure strengths analysis and
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473488.
GL 2004. Guidelines for fatigue strength analyses of ship
structures. Hamburg: Germanischer Lloyd.
GL 2008. Germanischer Lloyds Rules. Hamburg.
Garbatov, Y., Tomasevic, S. & Guedes Soares, C. 2005.
Fatigue damage assessment of a newly built FPSO
hull. Guedes Soares. C., Garbatov Y. & Fonseca N.,
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Guedes Soares, C. 1999. Special issue on loads on marine

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and three-dimensional hydroelastic modelling of a
bulk carrier in regular waves. Marine Structures 16:
627658.
Hirdaris, S.E. & Ge Chunhua. 2005. Review and introduction to hydroelasticity of ships. Report 8. London:
Lloyds Register.
Hughes, O.F. 1988. Ship structural design. A rationallybased, computer-aided optimization approach. New
Jersey: The Society of Naval Architects and Marine
Engineering.
IACS 2008. Common structural rules for double hull oil
tankers. London: International Association of Classification Societies.
Jang, C.D. & Hong, S.Y. (editors) 2009. Proceeding of the
17th international ship and offshore structures congress
(ISSC). Volumes 1 & 2. Seoul National University.
Mansour, A. & Liu, D. 2008. Strength of ships and ocean
structures. New Jersey: The Society of Naval Architects and Marine Engineering.
Park, J.H. & Temarel, P. 2007. The influence of nonlinearities on wave-induced motions and loads predicted
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Price, W.G. & Bishop, R.E.D. 1974. Probabilistic theory
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Rozbicki, M., Das Purnendu, K. & Crow, A. 2001.
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Dynamic analysis in the marine environment considering

FSIShip-like structure case
A. Martnez Cimadevilla
Technical Division, Navantia S.A., Madrid, Spain
ABSTRACT: The vibratory behaviour of marine structures like the typical case of a vessel is a complex
phenomenon that involves the evaluation of different aspects as the assessment of the external added
mass water effect and its influence on the vibration characteristics. This added mass water effect can be
properly established by considering the fluid-structure interaction due to the surrounding water.
From that evaluation, reliable dynamic parameters were derived. Two analyses types were applied: a
forced response linear dynamic analysis (harmonic acoustic finite element method) and an unsymmetric
modal analysis, both considering the Fluid-Structure Interaction (FSI).
A Lagrangian Eulerian finite element formulation was adopted for the FSI simulation.
The model employed for such analysis, was a simplified one: a model corresponding to a ship-like
structure (rectangular section hull girder). This model was considered representative enough to highlight
the main features of a marine structure vibration analysis.
In addition, a comparison between analytical values and Finite Element results related to frequencies
data was carried out. The compared values showed a good agreement.
1
INTRODUCTION
The study of the global vibratory behaviour of a

marine structure such as a ship, involves the evaluation of different effects, being perhaps the most
remarkable, the surrounding water effect, due to
its influence on the system natural frequencies and
response values.
Different techniques exist to incorporate the above
mentioned added mass water effect in a dynamic
analysis. In the present paper, the technique employed
is based on a Finite Element (FE) modelling of the
surrounding water by using acoustic fluid elements,
and the modelling of the vessel by the corresponding
structural elements. Therefore, the Fluid Structure
Interaction (FSI) that occurs due to the system
vibration can be properly represented.
A simplified model was devised for the structure.
That model corresponds to a rectangular section hull
girder, i.e. a ship-like structure (structural arrangement
consisting of a stiffened shell, transverse bulkheads
and decks). However, that simplified feature does
not represent an inconvenient to highlight the main
facts involving the analysis to be carried out.
Structural model scantlings do not fulfil a specific
standard, like rules of a classification society, but
are adequate for a suitable dynamic behaviour, i.e.
avoidance of vibration local problems due to lack
of the required stiffness.
The analyses types applied, corresponded to
a Forced Response Linear Dynamic Analysis
(Harmonic Acoustic Finite Element Method), and

Unsymmetric Modal Analysis, both considering
the Fluid-Structure Interaction (FSI).
All Finite Element (FE) calculations, have been
performed by using ANSYS Code.
Analysis results for the prediction of system
global vibratory behaviour, consisted of a data
set containing global vibration modal parameters,
harmonic pressure levels, and response curves
(displacement vs. frequency) at selected locations,
considered of interest from a vibratory standpoint.
In addition, the response curves could be used
as analytical data, in an experimental-analytical
correlation case, if necessary.
Traditionally, the Lewis method was the usual
approach to tackle with the added mass effect issue.
That method was regularly employed until the
introduction of boundary and acoustic elements in
FE codes, allowing a more adequate representation
of the mentioned effect.
Authors, like Cabos et al. (2003), have contributed to the development of analyses, contemplating
such elements.
2
2.1
MODEL DESCRIPTION
Hull girder model
Figure 1 depicts the rectangular section hull

girder global view. Basically, the main components
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Figure 1.
element formulation, outside of the fluid-structure

interface.
Fluid mesh and extent, i.e. the amount of surrounding fluid to include in the model, were studied
in order to obtain acceptable analysis results.
Figure 2 provides an exploded view of fluid
mesh model, and Figure 3 includes hull girder
model in the previous model.
Boundary conditions applied on the FE fluid
model, correspond to a non-reflecting surface, surface limiting the outer limits of the fluid model.
Hull girder global view.
3 DYNAMIC ANALYSIS CONSIDERING FSI
Figure 2.
Two types of analyses were evaluated, the first one

corresponded to a forced response analysis taking into account the vertical direction only, and
the second one to an unsymmetric modal analysis
contemplating all directions but focused to obtain
axial, horizontal and coupled modes. In this way,
the typical analyses (forced and modal) are presented together with the corresponding analysis
results, providing a complete results set.
Fluid mesh model.
3.1 Forced response dynamic analysis method

(including FSI) description
Figure 3.
Fluid mesh model & hull girder model.
are: a transversely web frame ring system together

with stiffened panels, and transverse bulkheads.
Hull Girder scantlings were developed to fulfil
an adequate dynamic behaviour, i.e. avoidance of
vibration local problems due to lack of the required
stiffness, and no specific strength standard was
applied. Considered material was steel.
Total model length is L = 252.3 m, Breadth
B = 32.2 m, Depth D = 32.4 m, and Draught T = 6.8 m
resulting in a displacement of = 56620 t.
Transverse section moment of inertia about
global y axis is 241.90 m4 and about global z axis
is 229.1 m4.
Element density and concentrated masses were
applied in order to achieve the target total weight.
2.2
A forced response dynamic analysis considering

harmonic excitations is the type of analysis that
usually is carried out to assess the vibratory
behaviour of a ship under the exciting sources.
In the present case, a simplification regarding the
exciting sources was done, and the only exciting
source considered was a vertical harmonic force
applied at the aft end bottom of the hull girder
model. Therefore, the response values will correspond to such vertical direction (global z axis).
By performing the analysis using a frequency
sweep between 0.1 and 3 Hz, range of interest for
the hull girder global modes, the ship-like structure
global vibratory behaviour can be established.
In addition, a 3% damping ratio was assumed
for the structural system ( = 0.03).
3.2 Unsymmetric modal analysis method
(including FSI) description
In the case of a model considering FSI, the system
matrices became unsymmetric at the interface,
and therefore that type of modal analysis is the
adequate to obtain the modes of interest (axial,
horizontal and coupled).
Fluid model
The fluid model has two zones, a contact zone surrounding the pressure hull, having lagrangian finite
element formulation at the fluid-structure interface, and a non-contact zone, having eulerian finite
3.3 Governing equations of Fluid Structure

Interaction (FSI)
The theoretical basis to take into account the effect
of the surrounded fluid on the vibrating structure,
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is based on the coupling of the fluid and structure

equations at the interface.
The discretized structural dynamics equation
can be formulated as follows:
C ]{u} + [ Ks ]{u} {Fs
F}
[Ms ]{u} [Cs
(1)
where:
[Ms] structural mass matrix, [Cs] structural
damping matrix, [Ks] structural stiffness matrix,
Fs applied load vector, u nodal displacement vector.
In ANSYS Code, the behaviour of the water
pressure is described with the acoustic wave
equation (Helmholtzs equation). This equation
is derived from the Navier-Stokes equation of
motion and the continuity equation, using the following assumptions:
The fluid is compressible

The fluid is inviscid (no viscous dissipation)
The flow is irrotational
There is no mean flow of the fluid
The mean density and pressure are uniform
throughout the fluid (changes of mean density and pressure in different areas of the fluid
domain are small)
{Np}: the element shape function for pressure

{Nu}: the element shape function for displacements
{n}: the unit normal to the interface S
By considering the fluid pressure acting at the
interface, the Eq. (1) for structural dynamics can
be written as:
C ]{u} + [ Ks ]{u} {Fs
F } {Ffs
F }
[Ms ]{u} [Cs
{Ffs} = The fluid pressure load vector at the interface, which can be calculated by integrating the
pressure over the area of the surface.
After integration, the following equation is
obtained:
{
1 2 P
c 2 t 2
0 u Cs 0 u
Ms
+

T
M
Mf P
0 Cf P
0 R
Ks R u Fs
+
=
0 Kf P 0
(2)
where:
P: fluid pressure, c: sonic speed in the fluid medium,
t: time, : laplacian operator.
Written in matrix notation, the discretized
acoustic wave equation (Helmholtzs equation) at
the interface is:
C ]{P} + [ Kf ]{P} {Fsf
F }
[Mf ]{P} [Cf
(3)
where:
Mf: Fluid equivalent mass matrix; Cf: Fluid
equivalent damping matrix; Kf: Fluid equivalent
Stiffness matrix. The fluid load produced by
structure displacement at the interface: {Fsf}.
That fluid load at the interface can be represented by:
s }
{Fsf
o [R ]
{u}
(4)
where:
0: mean fluid density.
Coupling matrix [R] given by:
[ ]
}{ p}T {n}d(( )
(5)
} = [ ]{ }
(7)
The complete finite element discretized equations

for the fluid interaction case are derived by
substituting Eqs. (4) and (7) into Eqs. (3) and (6).
As a result of the previous substitution, the
complete finite element discretized equations for
the fluid interaction case are written in combined
form:
The acoustic wave equation is given by:

P =
(6)
(8)
Therefore, in a FSI calculation the fluid element

at the interface generates all the matrices with
subscript f in addition to the coupling matrices
[R] and o [R]T. The matrices with subscript s are
generated by the compatible structural element
used in the model.
On a fluid-structure interface the system matrix
equations are unsymmetric due to the coupling
matrix [R], and outside the fluid-structure interface
the system matrix equations became symmetric,
the coupling matrix is null.
4
GLOBAL VIBRATION ANALYSIS

RESULTS
4.1 Forced response dynamic analysis results

Analysis results correspond to the vertical direction only (vertical excitation force). Different
excitation directions could be applied to the system and obtaining the corresponding response, if
required.
In the following, results data set is presented.
The set contains information considered relevant
to predict the system vibratory behaviour: mode
shapes, displacements and harmonic pressures at
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resonant frequencies, together with response curves

at locations of interest (displacement amplitude vs.
frequency).
Output units are: Displacements (m), Pressures
(kPa).
Table 1, summarizes system global vertical frequencies. Global modes correspond to participating modes ranging from two node (2N) through
five node (5N) mode.
Participating modes displacements are illustrated in Figure 4 through 7.
Displacements levels at each plot are in line with
expected values. The same applies to the mode
shape.
In addition, the displacements plots together
with the response curves represent a good basis to
assess analysis results consistency.
Harmonic Pressures plots apart from providing the pressure distribution at the considered frequency, contain the information to be used in an
acoustic analysis, by transforming the pressures
into sound pressure levels.
Figure 6.
4N vertical modedisplacements.
Table 1.
Figure 7.
Figure 8.
2N vertical modeharmonic pressures.
Figure 9.
4N vertical modeharmonic pressures.
Global vertical frequencies summary.
Mode
Frequency (Hz)
2N
3N
4N
5N
0.448
1.057
1.724
2.42
Figure 4.
Harmonic Pressures distribution at resonant

frequencies 0.448 Hz and 1.724 Hz, are illustrated
in Figures 8 and 9.
4.2
Figure 5.
Unsymmetric modal analysis results
Analysis results correspond to the axial, horizontal direction and coupled modes. The obtained
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modes complement the previous results data

(vertical direction) and together provide a complete dynamic results set.
Table 2, summarizes system global axial, horizontal and coupled frequencies. Global horizontal
modes correspond to participating modes ranging
from two node (2N) through five node (5N) mode.
Participating Mode Shape Displacements are
illustrated in Figure 10 through 15.
Global Hull Girder horizontal frequencies
obtained values are in line with expected typical values, i.e. horizontal frequencies are in the
1.401.50% range of the vertical frequencies values.
Figure 12.
4N horizontal mode shape displacements.
Figure 13.
Figure 14.
Axial mode shape displacements.
Figure 15.
Torsional mode shape displacements.
Table 2. Global Ax., horizontal & coupled frequencies

summary.
Mode
Frequency (Hz)
2N horizontal
3N horizontal
4N horizontal
5N horizontal
Axial
Torsional
0.645
1.476
2.423
3.416
0.665
2.429
Figure 10.
Figure 11.
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Displacements levels at each plot are in line with

expected values. The same applies to the mode
shape.
5
HULL GIRDERRESPONSE CURVES
Response curves provide specific information

at locations of interest. That information could
be used in different situations, e.g. as a predicted
analytical data against a required standard, or in
an analyticalexperimental correlation study. At
the same time response curves can be used as an
indication of system response data consistency.
Location information corresponding to the
selected nodes is depicted in Table 3 and Figure 16
below.
Resulting response curves of vertical displacements (amplitudes) vs. frequencies are illustrated
in Figure 17 through 22.
A typical commentary at each curve plot related
to the curves values fulfilment (against a required
standard) should appear, but this has been omitted
in our case due to the data base nature: simplified
model and excitation.
Nevertheless, the displacements levels are in
line with expected values. The same applies to the
curves shape.
Table 3. Hull
description.
girderresponse
curves
Location Description
A
B
C
D
E
F
Section @ 0.011L & CL, z = 32.4 m

Section @ 0.023L & CL, z = 32.4 m
Section @ 0.034L & CL, z = 32.4 m
Section @ 0.540L & CL, z = 32.4 m
Section @ 0.770L & CL, z = 32.4 m
Section @ 0.480L & CL, z = 0 m
Notes: L Hull girder total length (252.3 m); CL

Hull girder centre line; D Hull girder depth (32.4 m).
Response curves location.
Response curve A.
Figure 18.
Response curve B.
Figure 19.
Response curve C.
Figure 20.
Response curve D.
location
Curve
Figure 16.
Figure 17.
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Table 4. Vertical parameter 1rectangular

cross section.
Figure 21.
Ratio a/b
0.1
0.2
0.5
1.0
2.0
5.0
2.23
1.98
1.70
1.51
1.36
1.21
Notes: a a = B/2 (B = 32.2 m); b b = T

(T = 6.8 m).
Response curve E.
In our case a/b = 2.368, and by linear

interpolation, the obtained 1 value is 1.342.
The vertical added mass per unit length is
given by:
Amv =
1 B

2
2
(9)
= 1.025/9.81(t s2/m4)
Amv = 57.076(t s2/m2)
Hull girder mass per unit length: m = /L
Figure 22.
m = 22.878 (t s2/m2)
Response curve F.
Hull girder vertical bending frequency in air,

calculated as a free-free 2N beam frequency in air:
6
FREQUENCIES COMPARISONFE
RESULTS VS. ANALYTICAL RESULTS
fa = 0.834 Hz
In order to have an indication of the validity of the

Finite Element (FE) results, a comparison against
analytical results was carried out. The employed
parameter for comparison was the hull girder
mode frequency value.
Two analytical formulations were applied, the
first one was based on information related to the
added mass of floating rectangular cross sections,
described by Sedov (1965), and the estimation of
the two-noded vertical (and horizontal) bending
frequency corresponded to a free-free beam case.
The second one, was based on Kumai (1968) equations for the added mass and natural frequency of
the two-noded vertical bending case.
For the higher hull girder modes vertical (and
horizontal) frequencies estimation, the formula
from Johannessen & Skaar (1980) was used.
6.1
Frequency evalution based on added mass

Sedov formulation
6.1.1 Vertical case

Table 4, contains parameters for the two-noded
vertical added mass calculation of floating rectangular cross sections from Sedov (1965).
Corresponding frequency in a fluid (sea water):

fw =
1
Amv
1 +
0.5
fa
(10)
fw = 0.446 Hz
Higher modes vertical bending natural frequencies, were obtained from Johannessen & Skaar
(1980) expression:
Nnv = N2v (n 1)
(11)
where N2v is the hull girder 2N vertical natural frequency, n is the number of nodes.
It was assumed a typical block coefficient for
the ship types, and Table 5 summarizes the resulting distribution.
By linear interpolation of Table 5 values, considering a block coefficient of 1.0 (box girder case),
the derived value is 1.20.
Therefore, the Equation (11) for the present box
girder case is:
Nnv = 0.446 (n 1)1.20
(12)
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Table 5. parameter distribution.
Hence, from the obtained information, a good

agreement between the Finite Element (FE) and
the analytical frequency data is noted.
Ship type
Block coefficient (Cb)
Cargo ship
Bulk carrier
Tanker
0.68
0.80
0.82
0.845
1.00
1.02
Table 6.
Global vertical frequencies (Eq. 12 results).
Mode
Frequency (Hz)
2N
3N
4N
5N
0.446
1.025
1.667
2.354
6.1.2 Horizontal case

Table 7, contains parameters for the two-noded
horizontal added mass calculation of floating rectangular cross sections from Sedov (1965).
In our case a/b = 2.368, and by linear interpolation, the obtained 2 value is 1.734.
The horizontal added mass per unit length is
given by:
2
(T )2
2
Amh
(13)
= 1.025/9.81(t s2/m4)
Amh = 13.162(t s2/m2)
Hull girder mass per unit length: m = /L
Frequencies Comparison
2.5
m = 22.878 (t s2/m2)
2
Hull Girder horizontal bending frequency in air,

calculated as a free-free 2N beam frequency in air:
(Hz)
f ANSYS 1.5
fa = 0.811 Hz
fS
1
Corresponding frequency in a fluid (sea water):

0.5
fw =
0
2
2.5
3.5
4.5
Nd
Node Number
Figure 23. Frequency resultsFE values (black solid

line) & Eq. 12 values (blue dash line).
(Frequencies Ratio)
0.5
(14)
fa
fw = 0.646 HZ
Nnh = N2h(n 1)
1.03
R ANSYSS
Amh
1 +
Higher modes horizontal bending natural frequencies, were obtained from Johannessen & Skaar
(1980) expression:
Frequencies Comparison (Ratio)
1.04
(15)
where:
N2h is the hull girder 2N horizontal natural frequency, n is the number of nodes.
1.02
1.01
Table 7. Horizontal parameter 2rectangular

cross section.
1
2
2.5
3.5
4.5
Nd
Node Number
Figure 24.
Frequency results ratio.
The first four vertical hull girder frequencies calculated using Eq. (12) are shown in Table 6.
Frequency results from FE and Eq. 12 evaluations
(Table 1 and 6 data) are presented in Figure 23.
And the ratio FE480 / Eq. 12 frequencies are shown
in Figure 24.
Ratio a/b
0.1
0.2
0.5
1.0
2.0
5.0
1.14
1.21
1.36
1.51
1.70
1.98
Notes: a a = B/2 (B = 32.2 m); b b = T

(T = 6.8 m).
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It was assumed a typical block coefficient for the

ship types, and Table 8 summarizes the resulting
distribution.
By linear interpolation of Table 8 values,
considering a block coefficient of 1.0 (box girder
case), the derived value is 1.20.
Therefore, the Equation (15) for the present box
girder case is:
Nnh = 0.646(n 1)1.20
(Frequencies Ratio)
1.002
Ship type
Block coefficient (Cb)
Cargo ship
Bulk carrier
Tanker
0.68
0.80
0.82
0.845
1.00
1.02
0.994
2
3.5
4.5
Figure 26.
6.2
Frequency results ratio.
Frequency evalution based on Kumai

formulation
Kumai (1968) expressions for the estimation of the

two-node vertical bending hull girder frequencies
of ships, are as follows:
1.2
1 B
3T
(17)
where:
v is the virtual displacement, including added
mass of water, in kg.
= ship displacement, in kg.
B = 32.2 m, T = 6.8 m.
Global horizontal frequencies (Eq. 16 results).

Frequency (Hz)
2N
3N
4N
5N
0.646
1.484
2.414
3.41
I
N2 v =
3
vL
0.5
(18)
where:
= 1.61 106, I = 241.90 m4, L = 252.3 m.
N2v is the hull girder 2N vertical natural frequency,
in Hz.
Obtained N2v value from Eq. (18) is:
N2v = 0.498 Hz
And the Eq. (12), for the Kumai values becomes:
f ANSYS
(Hz)
2.5
Nd
Node Number
Mode
fS
0.998
0.996
Table 8. parameter distribution.
Table 9.
1
R ANSYSS
(16)
The first four horizontal hull girder frequencies

calculated using Eq. (16) are shown in Table 9.
Frequency results from FE and Eq. 16 evaluations (Table 2 and 9 data) are presented in
Figure 25.
And the ratio FE / Eq. 16 frequencies is shown
in Figure 26.
Therefore, in the horizontal case a very good
agreement between the Finite Element (FE) and
the analytical frequency results is obtained.
1.004
Nnv = 0.498 (n 1)1.20
0
2
2.5
3.5
4.5
Nd
Node Number

(19)
Calculating the first four vertical hull girder frequencies using Eq. (19), the derived results are presented in Table 10.
Frequency results from FE and Eq. 19 evaluations (Table 1 and 10 data) are shown in
Figure 27.
A greater difference exists against the FE values,
compared to the previous frequencies results
(in 6.1), in particular the N2v case.
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Figure 28 presents Figure 27 data in the form of

a ratio (ratio of FE / Eq. 19 frequencies).
In general terms, the frequencies obtained from
Kumai show an acceptable agreement in relation
to the FE values.
The above commentary is backed by the existing data of FE calculations performed on ships
and their comparison with the estimation from
Kumais formulas (N2v case). The obtained deviations in the present evaluation are in line with such
values.
Table 10. Global vertical frequencies

(Eq. 19 results).
Mode
Frequency (Hz)
2N
3N
4N
5N
0.498
1.145
1.862
2.629
2.5
(Hz)
f ANSYS
fK
1.5
0.5
0
2
2.5
3.5
4.5
Nd
Node Number

0.93
0.925
(Frequencies Ratio)
0.92
R ANSYSK
0.915
0.91
0.905
0.9
0.895
2
2.5
3.5
4.5
Nd
Node Number
Figure 28.
Frequency results ratio (FE/Kumai freq.).
Such difference could be related to the background formulation, Sedov expressions are based
on a box girder case (Cb = 1.0), however Kumai
formulas are based on ships cases (Cb < 1.0), influencing the mode added mass value.
The consequence is an artificially higher N2v
frequency estimated value, employing Kumais
formula.
CONCLUSIONS
An evaluation to predict the global vibratory

behaviour of a marine structure such as a ship
was carried out. The marine structure considered
in the analysis was a simplified one, i.e. a rectangular section hull girder (ship-like structure).
However, that element allowed us to highlight the
analysis main features involving the analysis to
be performed, namely: added mass water effect,
modal parameters and forced response analysis
results.
The technique employed for analysis was based
on the creation of a Finite Element (FE) model of
the whole system, i.e. surrounding water and structure, allowing a proper representation of the Fluid
Structure Interaction (FSI), that occurs due to the
structure vibration. Calculations were performed
by using ANSYS code.
In addition, in order to have an indication of the
validity of the obtained FE results, a comparison
related to the hull girder natural frequencies was
carried out. The mentioned comparison, involved
the calculation of hull girder natural frequencies
from analytical expressions. Two sources for such
expressions were used, Sedov (1965) and Kumai
(1968). Compared results showed a good agreement, in particular the results employing Sedov
(1965) formulation (Box Hull Girder).
The introduction of acoustic fluid elements in
commercial codes like ANSYS, date from the nineties, however code developers have carried out
periodic updates on the calculation algorithms,
and as a consequence, the presented method could
be considered a state of the art approach.
Finally, it should be noted that a usual task in
a vibration study apart from the analytical side
is the experimental side too. Consequently, the
experimental data collected during sea trials shall
allow to verify the obtained analytical response
data set validity or identify potential deficiencies if
exist, by both data sources correlation. Therefore,
confidence in the analytical results could be established. That regular correlation activity should be
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the appropriate route in achieving the method and

tool calibration goal.
REFERENCES
Aker, J.C., 2005, An Interpretation of the Physics of
Fluid-Structure Interaction in the Frequency Domain,
23rd CADFEM Users Meeting, 2005.
Baker, A.J., 1983, Finite Element Computational Fluid
Mechanics, Mc Graw-Hill Book, New York.
Bathe, K.J., 1996, Finite Element Procedures, Prentice
Hall, Englewood Cliffs.
Benson, D.J., 1992, Computational Methods in
Lagrangian and Eulerian Hydrocodes. Comp. Meth.
Appl. Mech. Eng. 1992b, 99 (23): 235394.
Cabos, C., & Ihlenburg, F., 2003, Vibrational Analysis of
Ships with coupled Finite and Boundary Elements,
Journal of Computational Acoustics, 11(1): 91114.
Cook, R.D., 1981, Concepts and Applications of Finite
Element Analysis, John Wiley and Sons, New York.
Imgrund, M., 2008, ANSYS Manual, ANSYS Release 11.0.

Johannessen, H., & Skaar, K.T., 1980, Guidelines for
Prevention of Excessive Ship Vibration, SNAME
Transactions, Vol. 88.
Kumai, T., 1968, On the Estimation of Natural
Frequencies of Vertical Vibration of Ships, Report
of Research Institute for Applied Mechanics, Vol. 16,
No. 54.
Lewis, F.M., 1929, The Inertia of the Water
Surrounding a Vibrating Ship, SNAME Transactions,
Vol. 37.
Sedov, L.I., 1965, Two Dimensional Problems in Hydrodynamics and Aeronautics, John Wiley, Interscience,
New York.
Suoli, M., et al., 2004, ALE and Fluid Structure Interaction, Materials Science Forum, Vols. 465466.
Thomson, W.T., 1998, Theory of Vibration, Prentice
Hall, Upper Saddle River.
Zienkiewicz, O.C., Taylor, R.L. & Nithiarasu, P., 2006,
The Finite Element Method for Fluid Dynamics,
Elsevier.
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An experimental study on fatigue crack propagation life of T-joint

fillet specimen considering residual stress under storm loading
S.H. Kim, K.S. Kim, J.H. Lee, C.H. Yu & W.H. You
Department of Naval Architecture and Ocean Engineering, Inha University, Incheon, Korea
ABSTRACT: Fatigue crack propagation life assessment of a cargo hold is an overriding consideration
in the design of marine vessel such as crude oil, LNG, and LPG carriers. This paper studies the crack
propagation life of T-joint welded structure on which typical fatigue cracks are frequently initiated when
the marine vessels experience the storm load. Welding residual stresses are calculated to investigate its
effects on the fatigue life. Thereafter the residual stress distribution is applied to the AFGROW life
prediction program which incorporates the loading, the welding residual stress, and the geometric shape
of the structure. The fatigue tests of the T-joint welded specimen under storm loading show the beach
mark clearly generated on the cut section of the specimen. The crack propagation life estimated based
on the beach mark are compared with that of AFGROW to validate the life prediction. Evaluation of
the remaining service is discussed in order to allow the remaining fatigue lifetime to be estimated for the
marine vessels cargo hold if the random load or the storm load is introduced to the vessel.
1
INTRODUCTION
Large welded structures such as ships and offshore

structure have many fatigue crack occurrence at
weld joints because of the stress concentrations
or weld defects. When these cracks are detected at
weld joints, it is necessary to assess the remaining
service life until the crack grows and leads to a
leakage of cargo oil or sea water on inner hull or
outer hull. It is also related with damage tolerance
design to guarantee a certain life to its complete
failure after the crack detection. In this respect,
the crack propagation approach plays a key role to
assess the remaining life and structural redundancy
and to establish the inspection planning. Also,
the reliability of fatigue life under harsh environments like storm condition comprising overloading should be guaranteed, because the offshore
plants such as FPSO have to remain in designated
location to extract crude oil or natural gas for about
20 years. It has been studied extensively about the
occurrence of fatigue crack to estimate remaining life at weld joints. Fatigue tests and fatigue
crack propagation analysis about welded parts
are carried out by Bartera et al. (2005). Kim et al.
(2004) analyzed the effects when overloads applied
in the middle of constant fatigue load to welded
structures, and proposed an improved formula for
crack propagation life.
In this paper, fatigue tests are carried out under
the storm loading in T-joint fillet which is reported
to the most frequent experience the fatigue damage

during the operation of ship and ocean structures.
Storm loading is generated based on the IACS34
wave scatter data with a storm model proposed by
Tomita et al (1995). Also, the experimental results and
analytical results according to comparison between
beach mark and analytical results are evaluated.
Finally, assessment of remaining crack propagation
life is suggested when the fatigue crack of T-joint fillet welding is initiated due to the storm loading.
2
2.1
FATIGUE TESTS
Specimen and material properties
The shape of specimen is T-joint and dimensions

of the specimen are shown in Figure 1. And the
material of the specimen was AH32 steel plate and
its mechanical properties are listed in Table 1.
2.2 Fatigue test condition
All test specimens were conducted in a servohydraulic, closed-loop mechanical test machine
with 500 kN load capacity, which was interfaced
to a computer for machine control and data
acquisition. Also all experiments were performed
based on storm loading proposed by Tomita
et al. (1995), in air and at room temperature.
Figure 2 shows the time history of storm loading
applied to the specimen.
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Table 1.
Figure 3 shows the load case of experiments to

assess the influence of storm loading, Experimental
conditions are summarized as follows:
Mechanical properties of AH32.

Youngs
modulus
Yield
strength
Ultimate
strength
Type
GPa
MPa
MPa
AH32
211
315
459
Step 1: The fatigue tests are divided into three

cases under constant amplitude loading, test
results are compared with an existing method
and S-N curve is obtained.
Step 2: Fatigue tests are performed on several
stress ranges and mean stresses.
Step 3: Fatigue tests are performed on constant
storm blocks and varying mean stress.
Step 4: Fatigue tests are performed on varying
mean stress and loading procedure considering
randomly actual sea state.
3
3.1
Figure 1.
Dimension of specimen.
Figure 2.
Time history of storm loading.
DEFINITION OF CRACK INITIATION

Measurement of strain and 5% strain
range drop
Fatigue initiation life is generally estimated based

on S-N curve based on the nominal stress, hot spot
stress and notch stress. The approach based on hot
spot stress including the geometric stress concentration is the most practical method for predicting
fatigue strength of welded joint. This study
measures structural stress based on linear extrapolation based on the strain measured at 0.5 t and
1.5 t from the weld toe proposed by DNV-RP-203
(2008) (Figure 4). 5% strain range drop method
was used to determine the initial life. The crack initiation life is defined as the number of cycles where
strain range is reduced by 95% of initial strain
range due to decreased load transfer (Figure 5).
5% strain range drop method can give an accurate
initial life in fatigue test under constant amplitude
loading, while it draws an inaccurate conclusion in
fatigue test under variable amplitude loading.
3.2
Beach mark measurement method
Though crack length on the surface can be detected

by macroscopic observation during the fatigue test,
crack length through the specimen depth is invisible.
Figure 3. Experimental loading condition.

*Mean stress changes from the first magnitude after three
storm loading blocks are given to the specimen.
Figure 4.
Hot spot stress measurement.
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Figure 5.
Figure 6a.
In order to calculate the three dimensional welding

residual stress, MSC.Marc was used. Chemical
compositions and mechanical properties of the
specimen are presented in Table 2. Also the electrode of DW-55LSR which has diameter of 1.2 mm
is used for the experiments. Chemical compositions
and mechanical properties of the electrodes are
also presented in Table 3 and Table 4. Welding
conditions are presented Table 5.
Yoo et al. (2010) has performed the finite element analysis of the welding residual stress for
the specimen tested by present study. Figure 7a
shows the temperature distribution and the
residual stresses obtained by finite element analysis. The residual stresses distribution at the hot
spot which generates the maximum stress concentration reaches the level of the yield stress
(Figure 7b).
Residual stress distribution shifts under repeated
loading. This phenomenon is called Shake down
effect and its schematic process is explained in
Figure 8. A is the location of the initial residual
stress that is similar to tensile yield stress. If Smax
applies to specimen, point A moves to point B.
If applied stress is removed, point B moves to
point C, not point A. Here again, if Smax1 applies
to specimen, point C moves, through B, to point D.
If applied stress is removed, point D finally moves
to point E. Residual stress of yield stress level is
released by several cyclic tensile loadings over the
5% strain range drop.
Measurement of initial crack length.
Table 2.
Figure 6b. Measurement of initial crack length.
The markings are formed due to the retardation

of the crack growth subsequent to the overload.
Crack initiation is defined through visual observation when the crack length on the surface
reaches 15 mm. One beach mark interval is one
storm cycles block. Therefore crack growth rate
is obtained from the measurement of beach mark
space. Figure 6ab show the beach mark inspected
on the specimen.
4
4.1
Si
Mn
Ni
Cu
Mo
0.15
0.14
0.91
0.19
0.44
0.01
0.02
0.02
Table 3.
Chemical component of DW-55LSR.
Si
Mn
Ni
0.04
0.36
1.37
0.008
0.008
1.4
Table 4.
Mechanical component of DW-55LSR.
DW-55LSR
Table 5.
RESIDUAL STRESS
Residual stress analysis
Residual stress occurs at weld joints of ships

and offshore structure due to heating, melting and cooling. It has a significant impact on
crack initiation and propagation of structures.
Chemical component of AH32.
Offset yield
strength [MPa]
Ultimate
strength [MPa]
550
585
Welding condition of FCAW*.
Current
Voltage
Speed
Arc efficiency
cm/min
230
27
50
80
*Flux core arc welding.
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where Smax = maximum nominal stress; Smin =

minimum nominal stress; SR = weld residual stress;
K = stress concentration factor; and Sy = yield
strength.
Released residual stress which is calculated by
shake down effect theory applies to crack propagation analysis with AFGROW software.
5
Figure 7a.
Figure 7b.
Figure 8.
Residual stress analysis.
5.1 Experimental results
Residual stress distribution.
Shake down effect.
course of this series. The residual stress relaxation

can be explained as follows:
1. In a loading cycle, if the applied stress, Smax, that
is larger than formerly experienced maximum
stress, the residual stress, SR, is replaced by the
following value.
SR = Sy K Smax
(1)
2. In a loading cycle, if SR + K Smin is less than SY,

i.e. if the concerning location yields under compression, the residual stress is given as
SR = Sy K Smin
COMPARISON OF TEST RESULTS WITH

ANALYTICAL RESULTS OF AFGROW
(2)
The total life is divided into crack initiation life

(Ni) and propagation life (Np) based on beach
mark measurement results. The beach mark measurement method based on actual crack lengths is
more accurate than 5% strain range drop method.
When a crack initiates far away from the extrapolated straight line of the strain gauge location,
crack initiation cycles from 5% strain range drop
are generally overestimated.
In step 2 experiments with the same mean
stress and different stress amplitude, the effect of
stress amplitude on crack initiation is dominant.
Comparison of specimens S2C1 and S2C2 shown in
Figure 9a explains that the portion of crack propagation life is low when the whole fatigue life is large.
On the order hand, the portion of crack propagation life is high when the applied loading is large.
In step 3 experiments with a different mean
stress and the same stress amplitude, the effect
of mean stress is significant but the mean stress
shift is not dominant. In step 3 case 1, case 2 and
case 3, fatigue tests are carried out to evaluate the
mean stress effect (35 MPa, 0 MPa and 35 MPa)
under single storm loading at different mean stress.
The whole fatigue life increases according to the
reduced mean stress. But in the case of crack propagation life based on beach mark, crack propagation life doesnt increase according to increasing
total fatigue life as shown in Figure 9b. Consequently, if mean stress changes into compressive
stress, initial life increases with the rate of total life.
But crack propagation life is almost not affected by
mean stress changing into compressive stress.
Meanwhile, in the case of S3C4 (70 70 MPa),
S3C5 (35 35 MPa) and S3C6 (700 MPa) to
confirm mean stress shift, crack initiation and
propagation life is almost not affected by mean
stress shift. The mean stress shift means a mean
stress change after three storm loadings.
Tests of step 4 are performed under realistic
storm loading. Storm order is randomly arranged
to reflect real sea conditions. And different mean
stress is also tested as step 3. In S4C6, storm
order is arranged by lower storm to higher storm
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Figure 9a.
opening stress intensity factor. In this regard,

Kikukawa et al. (1983) proves that Kop remains at
a high level without a decrease when overload is
applied continually by experiments. In S4C1, Kop
remains at a high level due to maximum stress of
randomly distributed storm blocks. Thus, Kop of
S4C1 is higher than Kop of S4C6 by crack closure
and applied loading of S4C1 decreases according to decreasing effective stress intensity factor.
Finally, the portion of crack propagation life of
S4C1 is lower than that of S4C6.
Step 2 experimental results.
5.2 Comparison of analysis results with beach

mark test
Figure 9b.
A crack growth analysis was performed by using

AFGROW (2006). AFGROW considers the
Forman equation, NASGROW, Harter T-method
and Walker equation which are crack propagation
theory. Material properties are selected from
database provided by AFGROW. In this study,
fatigue crack growth analysis is performed based
upon the NASGROW Equation of the fatigue
crack growth theories. NASGROW equation is
expressed as follow:
Kth
( f )

da
K
=C
K
q
dN
( R)

K max
1
K crit
n
Figure 9c.
(Random 2). All experiments of step 4 under

realistic storm loading show reasonable results as
shown in Figure 9c.
In the case of S4C1, 2, 3 and 4 to confirm mean
stress shift, if mean stress changes into compressive stress, initial life increases.
Results of the Case 1 and Case 5 which are
70 MPa and 0 MPa show that crack initiation and
propagation life increase.
In the case of S4C1 and S4C6 to confirm the
applied loading order effect, it is difficult to
make a conclusion due to lack of the number of
experiments. But in case of the comparison with
the only previous two results, crack propagation
life of S4C6 which is arranged by lower storm
to higher storm shows more increase than S4C1.
If overloading is randomly applied, crack closure
phenomenon is expected to have an effect on crack
propagation life. This phenomenon appears due to
the relationship between crack closure and crack
(3)
where a = crack length; N = fatigue life; C = Paris

crack growth rate constant; n = Paris exponent in
NASGROW; p & q = exponents in NASGROW;
R = stress ratio; f = Kop /Kmax; K = stress intensity range; Kth = threshold stress intensity range;
Kmax = maximum stress intensity range; and
Kcrit = critical stress intensity.
Figure 1011 compare the crack lengths both
observed by beach mark test and analytical results
estimated by AFGROW.
AFGROW results are compared with the beach
mark measurement in order to confirm the residual stress effect as shown in Figure 11. Residual
stress is completely released by shake down effect
when applied stress is larger than 80% of yield
strength and load ratio is high (Table 6). In case of
step 3 case 2, if the residual stress doesnt exist, the
life estimated by AFGROW is larger than that of
the experimental results. However, if the residual
stress obtained by FEA is considered, the life of
the AFGROW analysis results is similar to the life
of the experimental results. Results based on beach
mark are calculated such that inaccurate crack
lengths near initial crack are linearly extrapolated
by using the visible crack length near initial crack.
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As validity of AFGROW program was proved

by Kim et al. (2008), the residual stress can be calculated by AFGROW at the propagated crack of
the structures.
6
Figure 10. Crack growth rate both beach mark and

AFGROW without residual stress.
PREDICTION OF FATIGUE LIFE USING

THE MODIFIED PARIS LAW
This study proposes that a method predicting

fatigue life is proposed based on the modified Paris
(1963) equation, when the crack length on the surface reaches 15 mm. Paris law equation using the
stress intensity factor is modified by following
equations:
daX
= C ( K )m = C S aX
dN
NX
K
S a
1
1
2 (m 2) / 2 (m 2) / 2
ai
ain
N =
( m 2 )C ( S )m ( )m / 2 ( )m
Figure 11. Crack growth rate both beach mark and

AFGROW with residual stress.
Table 6.
Residual stress relaxation.

Residual stress
Case
R*
Ry**
Step 2
1
2
3
4
5
0.33
0.52
0.44
0.52
1
0.68
0.94
0.81
0.94
0.58
20
Step 3
1
2
3
4
5
6
0.73
1
1.38
0.52/1.93
0.73/1.38
0.52/1
0.82
0.71
0.6
0.94
0.82
0.94
15
40
Step 4
1
2
3
4
5
6
0.52
0.46/1.93
0.69/1.38
0.46/1
1
0.52
0.94
0.84
0.73
0.84
0.71
0.94
20
20
*Ratio of minimum stress/maximum stress. **Ratio of

maximum stress/yield stress.
(4)
(5)
(6)
where aX = length to the X region; daX = length

of the X region; dNX = fatigue crack propagation
life of the X region; C = Paris crack growth rate
constant; m = Paris exponent; C = redefined Paris
crack growth rate constant; m = redefined Paris
exponent; S = nominal stress range; = geometry factor; ai = initial crack length (15 mm); and
ain = invisible crack length.
Figure 12 shows the sectional view of the
specimen and Figure 13 explains the relationship
between da/dN and K in the case 1 of step 2.
X, Y and Z denote summation of the macroscopic beach mark spaces, invisible crack length
and the defined initial crack length (15 mm),
respectively.
The equivalent stress (S) considering geometry effects is calculated by daX, dNX, C and m
(Equation 4). daX means the length of X. dNX
denotes the crack propagation life of the X region.
C and m are material properties.
K is defined by the Equation (5) based on the
equivalent stress (S) and crack length (a) of
each beach mark along the X.
Figure 12. Section of the specimen in the case 1 of step 2.
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according to increasing crack opening stress

intensity factor.
Welding residual stress should be considered
to estimate the remaining service life of
structures.
A method predicting fatigue life of the defined
crack length under variable amplitude loading
is proposed based on the modified Paris
equation.
ACKNOWLEDGEMENTS
Figure 13. Relationship between da/dN and K in the

case 1 of step 2.
da/dN is also calculated by the cycle of storm

block and the length of one beach mark along the
X region.
It is possible to obtain the relationship between
da/dN and K and extrapolate the Paris equation
which can be defined by new C and m. It is also
possible to calculate the fatigue propagation life of
the Y region by fatigue life equation (Equation 6).
Fatigue life of the Z region is total fatigue life minus
the crack propagation life of the X and Y region.
7
CONCLUSIONS
Fatigue tests are carried out under the variable

storm loading to estimate the remaining service life
of the T-joint welded structure. The remaining service life obtained by fatigue tests is compared with
that of analytic method suggested by AFGROW.
The followings are found from this study:
When a crack initiates far away from the extrapolated straight line of the strain gauge location,
crack initiation life from 5% strain range drop is
generally overestimated.
The portion of crack propagation life increases
if the applied storm loading is high.
If mean stress changes into compressive stress,
initiated crack life increases with the rate of
total life. But crack propagation life is almost
not affected by mean stress changing into
compressive stress.
If storm blocks are randomly applied, the
portion of crack propagation life decreases
This work was supported by the research grant of

Samsung Heavy Industries and National Research
Foundation of Korea.
REFERENCES
Bartera, S, Molenta, L, Goldsmitha, N. & Jones, R.
2005. An Experimental Evaluation of Fatigue Crack
Growth. Engineering Failure Analysis 12(1): 99128.
Det Norske Veritas. 2008. Fatigue Design of Offshore
Steel Structures. Recommended Practice RP-C203.
Det Norske Veritas, Norway.
Harter, J.A. 2006. AFGROW User Guide and Technical Manual. AFRL-VA-TR-2006-XXXX, Air Force
Research Laboratory in United States.
Kikukawa, M, Jono, M. & Kondo, Y. 1983. Fatigue
Crack Closure and Estimation Method of Crack
Propagation Rate under Stationary Varying Loading
Conditions including Random Loading (2nd Report,
Extension of the Method to High Propagation Rate
Regime). Japan Society of Mechanical Engineers
49439A: 278285.
Kim, K.S, Shim, C.S. & Cho, H.M. 2004. A Study on Evaluation of Overload Effects on Fatigue Crack Growth.
Key Engineering Materials 261263: 11691178.
Kim, K.S, Shim, C.S, Kwon, Y.B, Ko, H.S, Ki, H.G. &
Viswanathan, K.K. 2008. A study of Crack Propagation and Fatigue Life Prediction on Welded Joints of
Ship Structure (II). Journal of the Society of Naval
Architects of Korea 456: 679687.
Paris, P.C. & Erdogan, F. 1963. A Critical Analysis of
Crack Propagation Laws. Trans. ASME. J. Basic Eng.
D85: 528534.
Tomita, Y, Matoba, M. & Kawabe, H. 1995. Fatigue
crack growth behavior under random loading model
simulating real encountered wave condition. Marine
Structures 84: 407422.
Yoo, M.J, Lee, J.H, Hwang, S.Y, Kim, K.S. & Kim, S.C.
2010. A Study of Predicting 3-dimensional Welding Residual Stress Distribution for T-joint Fillet
Specimen. Journal of KWJS 282: 6874.
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Experimental study on slamming load of the trimaran

Sheng Peng, Huangxiang Sun & Jingxia Yue
Wuhan University of Technology, Wuhan, Hubei, China
Weiguo Wu
Wuhan University of Technology, Wuhan, Hubei, China
Key Laboratory of High-speed Ship Engineering, Ministry of Education, Wuhan, Hubei, China
ABSTRACT: In order to investigate slamming load distribution and its relation to the impact velocity,
a small scale trimaran model test was performed. During the water entry from a series of heights, the
peak pressure of the main hull, side hull and wet-deck were obtained. Based on the model test and the
similarity theory, this paper proposed a reasonable and effective prediction method of the trimaran
slamming loads.
1
INTRODUCTION
Trimaran, with its large deck area and excellent navigation performance, more and more world-widespread
attention is arisen by the shipping industry. Meanwhile, trimaran suffers wave slamming load during
the high-speed sailing caused by frequent water entry
and exit, especially in the cross structure where seriously impact by the sputtered wave. Its unique structure makes the slamming study different from the
traditional wedge and plate water entry. Trimaran
slamming contains both wedged body (main-hull
and side hulls) and flat body (wet-deck) water entry.
The impact of structure rush into the water is a complex fluid-structure interaction process. In theoretical
calculation and numerical simulation, there are many
approximations, such as the provision constraints of
the end of the structure, the assumption of ideal fluid
which is inviscid, incompressible and irrotational
flow, ignoring air cushion of the bottom and so on.
Thus, a more realistic test method can reveal law of
the trimaran water impact.
Predecessors have done similar experiments
in water entry. For example, Chuang (1966) first
found that the air cushion in the flat structure into
the water plays an important role, and completed a
series of tests and shot contact moments between
structure and the water surface by a high-speed camera. To explore the relationship between slamming
pressure and velocity, Ochi (1970, 1973) did three
types of impact pressure measuring test, and draw
the slamming pressure of all the three tests are similar to be proportional to the square of the impact
speed. Norway MARINTEK Zhao and Faltinsen
(1996) did body of typical profile of the bow-flare
falling into the water experiments, the accuracy of
numerical methods of fully nonlinear theory of

hydrodynamic was verified by comparing the calculated and experimental results of the impact pressure and its distribution. Michael (2007) adopted
the method of combining the additional mass theoretical simulation and tests to study cross structure
slamming problems of a SWATH. Anders (2007)
obtained the bow slamming pressure of VISBY
stealth trimaran in a prototype testing, and returns
to slamming pressure formula of VISBY stealth trimaran according to test results. Cao (2008) measured the slamming pressure of the trimaran model
and its distribution at a free-fall water entry experiment, and indicated that the pressure of the cross
structure was higher than the main hull.
In order to investigate the slamming load distribution and the relationship between the impact
velocity and the slamming load, a small scale trimaran model test campaign of water entry from
a series of heights is performed. Based on the
similarity theory, the peak pressure of the main
hull, side hull and wet-deck are obtained. And the
peak slamming pressure prediction formula of the
trimaran is elicited by regression analysis.
2
2.1
EXPERIMENTAL MODEL DESIGN

Similarity analysis of the water entry model
2.1.1 Decision of the basic quantities

The slamming loads of trimaran are mainly fluid
force, inertia force and moment of inertia, according to the principle of the physical parameters
selecting, pressure P and bending moment M are
selected to represent the basic quantities describing
the external physical loads.
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In the stress test, to measure the normal stress

and shear stress, is selected to be representative basic quantity. Elastic modulus E, Poisson's
ratio and stiffness D, describing the basic physical properties of structural materials, only two of
them are independent. As mentioned above, trimaran model is divided into thin-shelled beams
model, so describing the physical characteristics
are liner geometric, inertia moment I and thickness
geometric .
Parameters of low-speed water entry test are:
geometric parameters l1, l2, l3, which represent
geometry features of body impacting the water
and characteristic length L; the center of gravity coordinates of the falling body xc, yc, zc, the
mass m; The initial kinematic parameters, such
as entry angle 0, initial attack angle 0, initial velocity v0, acceleration of gravity g, water
density and kinematic viscosity . Impact the
water, unsteady movement; it must also include
the time t. Because of the nature of momentum,
inertial force must be considered, and guarantee
an equal Froude number while Reynolds number
can be ignored.
test conditions should be followed. So get the

following relationship:
2.1.2 Similarity criterion

As mentioned above, the general functional
describing the slamming process of trimaran as
follow (Detailed in Appendix 1):
VS = Vm CL
M P
f , ,E, I

v0 m 0 ,gg t, Fr = 0
(1)
Equation (1) can be written as the exponential

term as follow:
M
=

E 3 4
10 11 12 13
Fr
6 7
i
0
114
Et 2
ML3 P
I
m
V
, = f L2 , , L3 , L3 , 0 , gL ,
P Li
,
,
L E V 2 L
Similarity index:
CM
3
C L C
= 1,
CP
C
1,
C EC t
C C L
Cm
CI
C L C ,
1, C 0 = 1, C Fr
C C L
= 1, C P
C CV
= 1, CV = C gC L
1
C Li
C L (5)
C = C L C EC
2.1.3 Conversion between model and the real ship

If meet the formula (5) criteria, in order to ensure
hydrodynamic similarity, Froude number must be
equal, there is:
(6)
VS: speed of the prototype trimaran

Vm: speed of the model trimaran
CL: geometry scaling ratio
Meet the dynamic similarity, there is:
CP
C CV 2
CL means PS /Pm = CL
(7)
PS: the slamming pressure of prototype trimaran

Pm: the slamming pressure of model trimaran
0 9
(2)
Similarity criteria can be directly written by

matrix as following:
That is guaranteed to derive the slamming pressure P of the prototype trimaran using this scale
based on meeting the similarity criteria:
PS = Pm * CL
2.2
ML3
P
Et 2
1 =
; 2 = ; 3 = 2 ;
L
I
m
4 5 = 3 ; 6 = 3 ;
L
L
V
7 = Fr =
8 =
;
gL
L
L E
Li
P
9
; 10 ; 11 =
L
V 2
(4)
(3)
In the Equation (3), 1, 2 are non-qualitative

criteria, and 3, 9 are qualitative criteria, which
The design of similar model
In this experiment, guided by the similarity theory,

the model design is based on the structure type
provided by the actual prototype structure and
laboratory tests experience. The length scale ratio
between prototype and the model is 6:1, while the
thickness ratio is 2:1. Model total length is 1.0 m,
breadth is 2.4 m and depth is 0.9 m.
After determining the geometric scale ratio, a
typical cross section and two longitudinal profiles
were designed to meet similarity criteria. The axis
ratio of the profile was set by 1:6, and the inertia
ratio of the section moment is 1:432, meetting with
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can ensure the self-correction of free-fall posture

when the model fall with the car along the track
into the water (see the Fig. 4).
Test equipments include piezoelectric pressure
sensor, photoelectric switch, B & K3560D & PULS
data acquisition and analysis system, high speed
digital cameras and related equipment supply and
cord. Pressure sensors arrange in the main hull,
side hull and cross structure of the trimaran, and
test the slamming pressure. Photoelectric switches
can measured the actual speed at the moment of
model attaching to the water surface.
Figure 1. Typical cross-section structure and sensor
arrangement of the model.
Figure 2.
Trimaran model.
Figure 3.
Sensors arrangement.
3.2 Experiment principle and procedues

In the experiment, to simulate slamming phenomenon, the trimaran model falls into the still water
surface to get the relative impact speed. It is in a
freefall at a height of 0.75 m, 1 m, 1.25 m, 1.5 m,
1.75 m, 2.0 m, 2.25 m, 2.5 m, 2.75 m, 3.00 m above
the water surface. Photoelectric switch is used to
test the impact speed (see Table 1) of the trimaradn
model and pressure transmitter is used to test the
slamming pressure of main hull and cross structure of trimaran model.
It would be tested 5 times in every height, and
debug the instrument to Test Status before every
test. Trimaran model is lifted to specified altitude assignment, and then the model falls down
impacting the water surface. In the process of
falling, the model first passes through the photoelectric switch which generates photoelectric
signal and transfer the signal to the collection
the slimlarity index: CI = CL3C . Figure 1 respectively model cross section diagram, where B stands
for the width of the main hull and b stands for
the width of the cross-structure. Figures 2 and 3,
respectively, the internal structure as a model built
drawings and models.
3
SLAMMING EXPERIMENT
Figure 4.
3.1 Experimental set-up

Test setup includes the water tank, test tower, carrying car and a winch with manual clutch. The external
dimension of the pool is 8.90 m 4.90 m 3.15 m,
while the inner size is 8.00 m 4.00 m 3.15 m. Test
tower, 6 meters heights with four parallel tracks, is
fixed on the top of the test tank. The carrying car
which connected with the model is fixed through
eight guide wheel mounted within the track, which
Table 1.
Experimental set-up arrangements.

Experimental and calculated impact speed.
Drop height (m)

V (m/s)
Drop height (m)
V (m/s)
0.75
2.264
2.00
3.344
1.00
2.452
2.25
3.619
1.25
2.668
2.50
3.968
1.50
2.836
2.75
4.236
1.75
3.123
3.00
4.432
Where V stands for the relative impact speed.
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Figure 5. The moment of the model impacting the

water surface.
instrument, and the collection instrument will

record the signal automatically. The model keeps
on falling, part of main hull impact the water
surface. Waves, splashed by the water entry of
the main hull, sputtering the cross structure and
side hulls, bursting out the sound of a loud slamming at the same time. Meanwhile, the collection
instrument record the I-V converter time-history
from the pressure transmitter and acceleration
transducer. After the first experiment, lift the
trimaran model to specified altitude assignment
and do the next experiment when the water surface. The process of an experiment is shown in
Figure 5.
4
Figure 7. The slamming peak pressure distribution

along the horizontal position of the main hull.
EXPERIMENTAL PHENOMENA
AND RESULTS ANALYSIS
In the experiment, main hull of the model slammed

the water surface at first. The high speed caused
high waves which splashed to the side hulls. With
the immersed depth increasing, the waves splash to
center part of the side hull and the cross structure.
Then the side hull fall into the water. At last the
cross structure fell into the water with waves
splashing in all directions.
4.1
Figure 6. The slamming pressure time history of one

test point of the main hull (drop height 3.00 m).
Figure 8. The slamming pressure time history of one

test point of the cross sturcturel (drop height 3.00 m).
Slamming pressure of main hull

and cross structure
Figure 6 is the time history graph of one measuring

point slamming pressure of the main hull, which
shows that the slamming pressure boost to the
summit, and last a extremely short time. Figure 7
shows the slamming peak pressure distribution of
the main hull. With the drop height increases, the
peak slamming pressure increases as the impact
water speed increases; slamming pressure peaked
in the B/10 to the vertical section of the main hull.
Figure 8 is a slamming pressure time history of
one test point of the cross structure at the drop
height of 3.0 m. As the slamming occurs, the
pressure increases rapidly to peak, the role of the
process is very short; followed by cross structure
Figure 9. The slamming peak pressure distribution

along the horizontal position of the cross structure.
appears second peak, which caused by the waveinduced sputtering of side hull.
Figure 9 shows the slamming peak pressure
distribution of the cross structure. With the drop
height increases, the peak slamming pressure
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increases as the impact water speed increases;

slamming pressure peaked in the the 5b/8 of the
cross structure, while the minimum value occurs in
the b/52b/5 region of the cross wet deck.
4.2
Regression of slamming pressure equation
The slamming pressure of the trimaran is determined by the impact water speed, in addition to
other nonlinear factors such as air cushions, splash
effect and so on, which have great different influence on the slamming pressure in various impact
speeds. Theoretical and experimental studies have
shown that the slamming peak pressure is linear
essentially with the square of the impact speed, so
the slamming pressure of trimaran can be used the
formula as followed:
Pm
k V 2
(8)
where:
Pm represents the slamming peak pressure, Pa
represents the water density kg/m3;
V represents the impact speed, m/s
k the factor changed with speed, reflecting the
various nonlinear factors effect on the slamming.
In this paper, the regression analysis of the coefficient k related with the slamming pressure of the
trimaran is completed based on a series of tests.
Figure 10 and Figure 11, respectively, show the
relationships between the k values and impact speed

of the main hull and cross structure, reflecting
that the nonlinear factors, such as the air cushion,
splash effect, decrease the effect on the slamming
peak pressure as the impact speed increases.
Exponential regression of k values formula was
as follows:
Main hull:
k
.
. 8 e v / 1.83776
v / 1.83854
+ 33.05073e
(9)
Cross structure:
k
.
. 8 8e v / 0.97863
v / 0.97864
+ 101.58418e
(10)
Figure 12 and Figure 13, show k values regression curves of the main hull and cross structure,
reflecting that the k value would be exponentially
decreasing trend with the impact speed increases.
The k value decreases rapidly as speed increases
at low speed, while slow down at high speed. The
change trend of k value of the trimaran reflects
Figure 12. k values regression curve of main hull.

Figure 10. Relationship between k value and the impact
speed of main hull.
Figure 11. Relationship between k value and the impact

speed of cross structure.
Figure 13. k values regression curve of cross structure.
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CONCLUSIONS
According to the experimental research, it comes

to the conclusions:
Figure 14.
Table 2.
1. In terms of the experimental results and the

regression analysis, elicit the prediction formula
of slamming peak pressure of trimaran and
obtain the law: peak pressure is proportional to
the square of the impact speed, and the effects
of nonlinear factors, such as air cushion and
splashing, is quadratic declining with increasing
of impact speed.
2. Slamming pressure of main hull and cross structure increase with the increasing of the impact
speed. The pressure of main hull is greater than
cross structure.
3. The maximum of slamming pressure is at the
place which is at a distance of B/10 from longitudinal section in center plane, and the maximum
slamming pressure of cross wet-deck is at the
place of 5b/8 in the width of cross structure.
4. The slamming pressure of the cross structure
could be smaller with appropriate combination of cross structures width and the deadrise
angles.
Typical cross section of CAOs model.
The dimensions comparison of the models.
Model
Cao
Peng
B (Width of the main hull, mm)

b (Width of the cross
structure, mm)
0 (Initial attack angle, degree)
Max pressure of the
main hull, v = 4.0 m/s (Mpa)
Max pressure of the cross
structure, v = 4.0 m/s (Mpa)
600
400
900
450
35
0.51
(3B/8)
0.66
(6B/8)
10
0.23
(B/10)
0.15
(5b/8)
REFERENCES
the effect on the slamming pressure coursed by
a variety of factors on different water impact.
Previous studies suggest that various factors effecting on slamming pressure is constant, reflecting the
k value is constant in the calculation, which would
cause some errors in the prediction of slamming
pressure on different impact speed. So it must be
extremely careful to use this method to predict the
slamming pressure.
The pressure of the cross structure is lower
than the main hull, which is in contradiction to the experimental result of Cao (2008).
Figure 14 shows the typical cross section of the
Caos model, and Table 2 compares the dimensions and results of two models. From the scenes
at the moment of water entry, it may cause by the
cancellation of the spray induced by the main hull
and the side hull interaction, which to function
as the bulbous bow in reducing the wave-making
resistance.
Anders Rosn, Karl Garme, & Jakob Kuttenkeuler.

2007. Full-Scale Design Evaluation of the Visby Class
Corvette. Ninth International Conference on Fast Sea
Transportation, Shanghai:583588.
Cao Zhenglin. 2008. Research on the slamming load of
trimaran [PhD thesis]. Wuhan: Wuhan University of
Technology.
Chuang, S.L. 1966. Experiment on flat-bottom slamming. Journal of Ship Research. 10(1):1027.
Michael R, Davis, James R. 2007. Computation of wet
deck bow slam loads for catamaran arched cross
sections. Ocean Engineering. 34:C2265C2276.
Ochi MK, Motter LE. 1973. Prediction of slamming
characteristics and hull responses for ship design.
SNAME.
Ochi MD, Bonilla-Norat J. 1970. Pressure-velocity relationship in impact of a ship model dropped onto the
water surface and in slamming in waves. AD-709071.
Zhao R, Falinsen O.M. 1996. Water entry of arbitrary twodimensional sections with and without flow separation.
Proc. 21st Symp. on Naval Hydrodynamics.
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Appendix 1.
Dimensions of physical quantities and similar constants.

Physical quantities
Material attribute
Geometry
Load
Dimension
Similar constants
Stress
Strain
Modulus of elasiticity
Poissons ratio
Density
Linear scaling
Thickness scaling
Pressure
Bending moment
Acceleration
Velocity
Time
Rotary viscosity
Kinematic viscosity
P
M
g
v
t
[FL ]
[FL2]
FL4T2
L
L
FL2
[FL]
[LT2]
LT1
[T]
[L2T1]
[FL2T]
CE
1
CE
1
CE/C1
C1
C1
CE
Froude number
Reynolds number
Fr V / gl
Re
1
1
1
C11/2
C11/2
C13/2
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Failures mode analysis of corroded steel structures subjected

to compressive load
S. Saad-Eldeen, Y. Garbatov & C. Guedes Soares
ABSTRACT: This paper analyses the failure modes based on experimental test results of multispan
corroded box-girders, representing amidships ship hull section and subjected to four-point loading.
Comparative study for three tested corroded box girder specimens with respect to collapse modes, strain
measurements, residual stresses, load-displacement and moment-curvature relationships and the effect of
different corrosion levels on structural integrity are performed.
1
INTRODUCTION
Along the ship service life, the ships hull is exposed

to different types of loads and subjected to different damage scenarios, including corrosion deterioration that reduces the structural capacity.
Corrosion deterioration reduces the strength
capacity and needs to be evaluated accounting for
the long-term structural integrity under conditions
of high temperature, inappropriate ventilation,
high stress concentration and high stress cycling.
Very high rates of corrosion are achieved in spaces
such as ballast tanks and at specific structural
details such as horizontal stringers or longitudinal and web frames. Depending on the location of
the ship structural elements, corrosion deterioration characteristics are different. Many corrosion
depth measurements have been published as for an
example by Loseth et al. (1994), Yamamoto and
Ikegami (1998), Paik et al. (2003a,b) and Garbatov
and Guedes Soares (2008, 2009).
In the past decade, there was a major worldwide concern about the continuous loss of ships
and the major contributing factor to the cause is
considered to be structural failure. The hull girder
ultimate strength is an explicit control of the most
critical failure mode for large ships.
Many research works for intact marine structures have been carried out for analysing the
ultimate strength. One of the first works in this
field was performed by Caldwell, 1965, after that
a method for ultimate strength assessment was
developed by Smith, 1977, including the effect of
buckling collapse of compressed members.
Experimental results provide first-hand information for understanding the collapse behaviours
of structures, therefore, intensive works have been
carried out to analyse the behaviour of ship hull

by a box-girder specimen loaded up to its ultimate
strength limit. The box-girder specimen has been
designed to reproduce the midship section of ships
hull subjected to a pure bending moment. Typical
elements of the box-girder are plates, stiffeners and
transfer frames.
Various box-girders have been tested during
the last decades. Reckling (1979) carried out collapse tests on seven box girders models. Ostapenko
(1981) performed a test on three box girders models
subjected to combined bending, shear and torque.
Nishihara (1984) tested eight box girder models
representing conventional type of ships as tanker,
bulk carrier and container ship. All the specimens
were subjected to pure bending.
Dow (1991) performed a collapse test on
1/3-scale welded steel hull girder model of a frigate
under sagging bending moment. Mansour et al.
(1990) carried out experimental tests for two
large-scale models, which represented two types
of ships.
Gordo and Guedes Soares (2004, 2008) reported
experimental results of the ultimate strength of
box girders. Four-point loading was applied to
obtain a pure constant bending throughout the
whole specimens. The second study demonstrated
the behaviour of box girders made of different
materials but with the same arrangement to have
a good basis of comparison and to prove experimentally the effect of material properties on the
collapse strength. The conclusion was that the
structural efficiency of the stiffened panel in compression made of high-tensile steel is lower than the
one made of mild steel. However the high-tensile
steel model obtained a good global efficiency than
the mild steel box.
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A continuation of the previous works is the one

performed by Gordo and Guedes Soares (2009)
where three box girders subjected to pure bending
moment were tested. The specimens were made of
very high-tensile steel reinforced with bar stiffeners
of the same material. The box girder was subjected
to pure bending moment, inducing tension on the
bottom and compression on the top of the box.
All of the mentioned experimental works were
dealing with intact structures. The step forward is
the study of ultimate strength of aged box girders performed by Saad-Eldeen et al. (2010a), who
carried out a test of an initially corroded multispan stiffened box girder representing a midship
section of ship hull. The box girder was subjected
to four-point loading resulting to a uniform bending moment along the specimen and the ultimate
bending moment of the tested box girder has been
compared with empirical formulae showing a good
agreement.
An continuation of the previous study is the one
conducted by Saad-Eldeen et al. (2010b) where a
box girder made of mild steel subjected to moderate corrosion was tested. The experimental results
and the collapse modes have been analyzed and
confirmed the expected the global deformation
shape and strength capacity as a result of corrosion deterioration and the reduction of the residual stresses.
An extension of the corroded box girder test was
presented by Saad-Eldeen et al. (2010c) where a
severely corroded box girder was also tested under
the same conditions. Corrosion thickness measurements have been performed and the corrosion
wastage has been fitted to non-linear time variant
degradation model. It was concluded that the load
carrying capacity and ultimate bending moment
are highly affected by corrosion deterioration of
plating and the material properties changes.
The objective of this paper is to analyse the different failure modes based on experimental results
of multispan corroded box-girders, representing amidships ship hull section and subjected to
four-point loading. Comparative study for three
tested corroded box girder specimens with respect
to collapse modes, strain measurements, residual
stresses, load-displacement and moment-curvature
relationships and the effect of different corrosion
levels on structural integrity are performed.
2
EXPERIMENTAL SET UP
The experimental results of the ultimate strength

test presented here are for specimens shaped
as a box girder with length, breadth and depth
of 1400 mm, 800 mm and 600 mm respectively
(see Figure 1).
Figure 1.
2.1
Box girder, experimental set up.
Corrosion test
Before the ultimate strength test, the box girders

were exposed to Baltic seawater without any
corrosion protection system (no coating). The
box girders were placed in large tank and seawater was pumped into the tanks continuously. The
temperature of seawater was increased and additionally oxygen depolarization sub process rate
was increased by agitation of seawater which
resulted in corrosion rate increase. Detailed information about the corrosion set up is presented by
Domzalicki et al. (2009).
A survey and measurement of corrosion thickness on the three corroded box girders plating
has been carried out to collect a data base for
the strength analysis. The corrosion data consists
of 636 measurements of corrosion thickness,
212 measurements from each box Saad-Eldeen
et al. (2010b).
The three deteriorated box girders have such a
configuration so that they may idealize the midship
section of tanker ships. The mean value of the measured corrosion depth of the deck plates (0.41, 2.31
and 2.62 mm) for initially, moderately and severely
corroded box girders respectively are compared
with the upper limit of the 95 percent confidence
interval of the corrosion depth defined by the
regression equations developed by Garbatov et al.
(2007), for deck plate of ballast tanks of real tanker
ships, revels that the initially corroded box match
the 0.2 year of deterioration, while the moderately
and severely corroded boxes are related to 17.9 and
23.3 years of deterioration respectively considering
that the coating life is 0 year.
2.2
Ultimate strength test
The box girders consist of 3 bays. The use of

multiple-bays instead of single bay allows to have
more realistic representation of ship hull and to
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Table 1.
Principal characteristics (average) of box girders.
Item
Deck
S.S.
P.S.
Bottom
Plating
Stiffener
Plating
Stiffener
Plating
Stiffener
Plating
Stiffener
Initially
corroded
Moderately
corroded
Severely
corroded
Units
4.1
25 4.4
4.0
25 4.3
3.9
25 4.3
3.8
25 4.4
2.2
24 4.1
2.7
24 4.1
3.5
24 4.1
1.9
24 4.2
1.9
23 2.7
2.5
21 3.1
2.9
21 3.2
1.8
21 2.5
[mm]
[mm]
[mm]
[mm]
[mm]
[mm]
[mm]
[mm]
avoid the effect of the boundary conditions for

the central plates, which is due to the possible
eccentricity of load and the interference between
adjacent panels.
The deck panel is stiffened with five longitudinal
flat bars with a spacing of 150 mm. The side panel
is stiffened with two stiffeners on a distance of 300
and 500 mm respectively and the bottom panel
was stiffened with one stiffener in the middle, as
may be seen in Figure 1. The box girders are made
of normal ship building steel with yield stress of
235 MPa.
The geometry configurations of the analysed
box girders are given in Table 1. The thickness
measurement survey has been performed in the
way to find out the remaining thicknesses of the
box girders structural elements. The as-built thickness of the plates and stiffeners are 4.5 mm. The
corrosion thickness is not uniformly distributed
which affects the response of the box girders.
The box girder has been mounted between two
stiff supporting arms, using bolt connections. The
box girder was subjected to four-point vertical loading. The bottom part is subjected to tension and the
upper part, deck, is under compression. The bending moment is kept constant along the box girder,
between the bolt connections. There are four points
for transmitting the load, two are located at the
supports of the arms and two are on the boundary
between the box-girder and the supporting arms.
To avoid shear effects, the load is applied on
a certain distance away from the ends of the box
girder (the connections between the box girder and
the supporting arms). The load is applied using
a 700 kN hydraulic jack and it is transmitted to
the box girder through a horizontal beam, as are
shown in Figure 1.
3
EXPERIMENTAL RESULTS
During the service life of the ship, the structure deteriorates resulting in structural elements
thicknesses diminution, which reduces the ultimate

strength.
3.1
Modes of collapse
The collapse modes of the plate panels under predominately compressive loads usually undergo
three main types, namely plate buckling, interframe flexural buckling (stiffener tripping) and
overall grillage collapse (plate and stiffener), see
Figure 2. In some cases there is an interaction
between two collapse modes, this interaction generally reduces the load-carrying capacity corresponding to a single buckling mode.
In the pre-buckling stage, the plates response
to load follows the Hookes Law where its load
displacement relationship is linear. When compressive loads reach the critical buckling load,
buckling occurs and the buckling profile of the
plate usually in the form of half-waves of approximately equal length.
Flat bar stiffeners provide very little torsional
restraint, therefore, if the plate between stiffeners buckles, the tripping starts to take place in
the stiffener. Finally, the overall collapse mode
involves the global buckling of plating, stiffeners
and transverses.
The first collapse mode observed for three boxes
was overall pre-buckling of the plating and stiffeners as one unit (see Figure 3), however, in this mode
each box behaves in different shape, due to the different level of corrosion deterioration present in
structures.
As can be seen from Figure 3(a), for initially
corroded box, only the bay no. 2 and the bay no. 3
are affected. However, the bay no. 3 in which the
achieved lateral buckling displacement in the
direction of the plate is bigger than the one in
the second bay in the direction of the stiffener.
Therefore, the global deformation was asymmetrical with respect to the middle section of the
box girder, and this can be explained with the fact
that the corrosion depth distribution was non
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Figure 2.
Figure 3a.
roded box.
Collapse modes.
Overall pre-buckling mode, initially cor-
Figure 3b. Overall pre-buckling mode, moderately corroded box.
Figure 3c.
roded box.
Overall pre-buckling mode, severely cor-
uniform around the bay no. 3 which makes it the

weakest one.
For the moderately corroded box (see Fig. 3b),
the collapse shape is well formed, the bay no. 1, 3
buckled towards the plating and the bay no. 2
towards the stiffener. The global deformation
was almost symmetrical with respect to the middle section of the box girder, which may explain
the diminution of the residual stresses during the
loading-unloading initial cycle. Additional to that
is the loss of the plating thickness at the bay no. 2,
which is much less than for other bays.
Before the progressive collapse takes place, some
local modes appear in each box girder. All the
modes relate to interframe tripping lateral torsional
buckling of the stiffeners with the formation of the
plastic hinges in both plating and stiffeners in the
deck and side panels, as may be seen in Figure 4 for
all of the box girders.
The formation of the plastic hinges in all stiffeners is explained with the fact that they were
subjected to additional load and as a result of
that the stresses raised close to yielding. After the
local redistribution of loading associated with the
formation of the first plastic hinge, the load was
transferred to the nearest stiffener promoting the
simultaneous collapse of the panel.
This type of collapse is a typical column mode
collapse related to short span stiffened panels.
Figure 4a. Interframe buckling mode (stiffeners tripping), initially corroded box.
Figure 5a. Interframe buckling mode (stiffeners tripping), moderately corroded box.
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The collapse of the compressed panel propagates

to the side structure, leading to the collapse of its
plating. Some plastic hinges also occurred in the side
stiffeners.
Due to the severe corrosion, plating perforation occurred in some locations in bottom and
deck, the severely corroded box responses in a
weak way. As the load is increasing, the formation
of the plastic hinges becomes visible especially at
the bay no. 3 (deck/port side connection), which
forced the plating to tear (see Figure 7). The reason
for tearing from one side (port side) is that, there
was a localized severe corrosion in the deck plating
near to the port side, also the bottom plating was
perforated which leads to transmit the most of the
load to the deck panel. After the local tearing of
the deck plating occurred, the deck panel plating
lost the most of its stiffness resulting to increases
of stresses. The resulting higher stresses provoked
the simultaneous fracture of the stiffeners, as may
be seen in Figure 7.
Through the final load step, the box girders fold
up in a progressive collapse (overall grillage buckling) defined with a great discharge of load accompanied by large deformation due to the formation
of plastic hinges in both plating and stiffeners at
the deck and at the deck/side connection as is presented in Figure 10.
It has to be pointed out that the net sections
did not remained plane during the plastic stage.
The axial and rotational deformations are more
Figure 8a. Overall collapse mode, initially corroded box.
Figure 9b.
roded box.
Figure 10c.
roded box.
Figure 6c. Interframe buckling mode (stiffeners tripping), severely corroded box.
Figure 7.
Severely corroded box, bay no. 3.
Overall collapse mode, moderately cor-
Overall collapse mode, severely cor-
severe in the middle of both stiffeners and plating

in the top and in the side panel of the bay no. 3
for initially and severely corroded and bay no. 2 for
moderately corroded box as shown in Figure 10.
3.2
Strain measurements
Twenty-two strain gauges have been connected to

each box. For the gauges mounted almost on the
same location in the three boxes around the centre line, i.e. at bay no. 3, the strain readings are
analyzed. Strain sign can be expressed according
to the deformation direction; therefore, positive
and negative signs belong to upward and downward deflection of plates respectively. As shown in
Figure 11, for the initially corroded box, the gauges
record large stain with negative sign which reflect
the large downward deformation happened in the
bay no. 3 as may be seen in Figure 10(a).
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For the moderately corroded box the gauge

recorded a negative sign which reflect the downward
deformation happened in bay no. 3. For the severely
corroded box the gauges, in general, recoded positive values which gives an indication that the deformation is upward as presented in Figure 10(c).
It is clear that, the general behaviour of each
gauge demonstrate the general collapse mode for
its box at bay no. 3, for example, for the moderately
box after certain loading the gauge start to record
a constant strain which gives an indication that the
bay started to be almost flat due to the shifting of
the buckling wave crest towards the central bay as
may be seen in Figure 10(b).
3.3
Residual stresses
Figure 12.
During the manufacturing, as a result of welding

processes, residual stresses are generated. Theses
stresses can be released during the service life as a
result of loading/unloading processes. An attend
was performed to release these stresses before the
ultimate strength experimental tests by conducting initial loading cycles followed by total load
discharge in the elastic stress range. As reported in
Saad-Eldeen et al. (2010ac), during the tests initial
loading cycles have been applied to release the residual stresses. The plot of the conducting initial loading cycles for the three boxes is shown in Figure 12.
As may be seen from Figure 12, as the corrosion
level increases, the area under the load-displacement
curve decrease, which reflect the diminution of the
existing residual stresses, i.e. with respect to the initially corroded box girder, the area under the curve
decreases with 67.80% and 91.75% for moderately
and severely corroded box girders respectively.
Initial loading cycles-residual stresses.
Table 2. Load-displacement and moment-curvature

relationship.
Initial
cycles
area,
[kN.m]
Load-disp.,
[kN, mm]
Moment-cur.,
[kN.m, rad/m]
Box
Area
Load
Disp.
BM
Cur.
Initial
Moderate
Severe
4016
1150
331
580.55
389.77
205.11
28.57
30.82
23.01
568.94
381.98
201.01
0.0059
0.011
0.0075
Figure 13.
Load-displacement relationship.
This gives an indication about the diminution of

the remaining residual stresses as a result of both
loading/unloading and corrosion.
3.4
Figure 11. Local strain vs. vertical displacement for
deck panel at bay no. 3.
Load-displacement relationship
The experimental results of the load-displacement

relationship are tabulated in Table 2. For the
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Table 3.
Descriptors of structural tangent flexural rigidity.
Linear
Nonlinear
Initial
Moderate
Severe
Units
1.89E + 05
7.34E + 04
8.57E + 03
8.51E + 04
2.08E + 04
7.38E + 03
4.50E + 04
2.09E + 04
7.15E + 03
[kN.m2]
is noticeable that as the corrosion level increases,

the linear range becomes less.
As the vertical bending moment increases the
curvature increase as may be seen in Figure 14.
As a result of different corrosion levels, the bending moment that the box can withstand is highly
affected, with the presence of moderate and severe
corrosion the ultimate bending moment decreases
with 32.86% and 64.67% respectively.
It may be also observed from Figure 14 that,
the tangent flexural rigidity in both linear and
nonlinear region decreases as the corrosion level
increases. The calculated tangent flexural rigidity
for the three box girders are given in Error! Not a
valid bookmark self-reference. As a result of moderate and severe corrosion, in the elastic range,
the tangent flexural rigidity decreases with 55%,
76.19% respectively.
Figure 14.
Moment-curvature relationships.
loading carrying capacity, it is evident that in the

elastic range (see Figure 13) at any certain load, the
displacement increases by increasing the corrosion
degradation level especially for severely corroded
box. Also by increasing the corrosion level the ultimate carrying capacity that the box can withstand
decreases with 32.86% and 64.67% for moderate and severe corrosion respectively as presented
in Table 2.
It may be observed from Figure 13 that there
is an initial drop in the load-displacement curve
for initially corroded box, which is following by
the collapse, the second drop down appears to be
associated with the spread of plasticity through
the second bay and the third bay. On the contrary,
the behaviour of the other boxes is different due
to the corrosion degradation. Furthermore, it is
noticeable that, the higher the corrosion level the
lower the elastic range.
3.5
Moment-curvature relationship
The experimental results of the moment-curvature

relationship are given in Table 2. In general,
before buckling and yielding occur, the momentcurvature relationship is linear until the occurrence of any of them. For the tested box girders it
CONCLUSIONS
Failure mode assessment based on the test results

of three corroded box girders has been presented.
The effect of corrosion deterioration on the collapse modes and the overall behaviour of the box
girders have been analysed. Strain gauges reading
on several locations have been analysed and compared for the three corroded boxes. The effect of
corrosion deterioration on reducing the existing
residual stresses has been observed and analysed.
With the presence of corrosion, the ultimate bending moment as well as the load carrying capacity of the box girders decreased with 32.86% and
64.67% for moderately and severely corroded box
girders respectively.
ACKNOWLEDGEMENTS
INSTITUTE, (www.marstruct-vi.com) in particular its Technical Subcommittee 2.3 on Ultimate
Strength.
The first author has been funded by the Portuguese Foundation for Science and Technology
(Fundao para a Cincia e TecnologiaFCT)
under contract SFRH/BD/46790/2008.
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Loseth, R. Sekkesaeter, G. & Valsgard, S. 1994.
Economics of HighTensile Steel in Ship Hulls.
Marine Structures 7: 3150.
Mansour, A.E. Yang, J.M. & Thayamballi, A. 1990. An
Experimental Investigation of Ship Hull Ultimate
Strength Transactions SNAME 98: 411439.
Nishihara, S. 1984. Ultimate Longitudinal Strength of

Midship Cross Section. Naval Architecture & Ocean
Engineering 22: 200214.
Ostapenko, A. 1981. Strength of Ship Hull Girders
under Moment, Shear and Torque. Proceedings
SSC-SNAME Symposium on Extreme Loads
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Paik, J. Lee, J. Hwang, J. & Park, Y. 2003a. A TimeDependent Corrosion Wastage Model for the Structures of Single and Double Hull Tankers and FSOs.
Marine Technology 40: 201217.
Paik, J. Thayamballi, A. Park, Y. & Hwang, J. 2003b.
A Time-dependent Corrosion Wastage Model for Bulk
Carrier Structures. International Journal of Maritime
Engineering 145(Part A2): 6187.
Reckling, K.A. 1979. Behaviour of Box Girders under
Bending and Shear. Proceedings of the 7th International Ship and Offshore Structures Congress (ISSC),
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Saad-Eldeen, S. Garbatov, Y. & Guedes Soares, C.
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Strength of a Box Girder Subjected to four-point
Bending Moment. Proceedings of the 11th International Symposium on Practical Design of Ships and
other Floating Structures (PRADS2010), ASME,
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Saad-Eldeen, S. Guedes Soares, C. & Garbatov, Y. 2010b.
Compressive Strength Assessment of a Moderately
Corroded Box Girder. [submitted for publication].
Saad-Eldeen, S. Garbatov, Y. & Guedes Soares, C. 2010c.
Experimental Assessment of the Ultimate Strength of
a Box Girder Subjected to Severe Corrosion. [submitted for publication].
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Practical Design in shipbuilding, Tokyo; 7379.
Yamamoto, N. & Ikegami, K. 1998. A Study on the
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121128.
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Fatigue tests of butt welds and plates edges of 80 mm thick plates

H. von Selle & O. Doerk
Germanischer Lloyd SE, Germany
J.K. Kang & J.H. Kim

Daewoo Shipbuilding & Marine Engineering Co., Ltd., Korea
ABSTRACT: Within a joint development project between the Korean Shipyard Daewoo Shipbuilding &
Marine Engineering Co., Ltd (DSME) and Germanischer Lloyd (GL) fatigue tests of 80 mm thick plates
have been performed. The objective of the fatigue tests was to investigate the effect of different post
treatment methods on the fatigue performance. Test specimens were butt welds as well as plate edges in
untreated and post treated conditions respectively. While for the butt weld specimens ultrasonic impact
treatment (UP) was applied as post treatment method the plate edge specimens were treated by chamfering
and different combinations of edge grinding, surface grinding and UP surface treatment. Material was
higher tensile steel HT40 for all specimens. The results of the fatigue tests are discussed and compared
with the values and recommendations from the Rules and corresponding guidelines.
1
SCOPE OF INVESTIGATION
The increasing size of container vessels is

accompanied by an increase of the plate thicknesses
in the upper flange of hull girder, e.g. for the coaming
and coaming top plate as well as the extensive use of
higher tensile steel. Both, increasing plate thicknesses
as well as an increased yield strength, make that the
fatigue strength becomes a limiting factor for the
design. The application of special treatment methods that result in an improved fatigue strength seems
to be one possibility to overcome this challenge.
Within a Joint Development Project (JDP)
between DAEWOO Shipbuilding & Marine Engineering Co., Ltd (DSME) and Germanischer
Lloyd (GL), fatigue tests were carried out in order
to investigate the effects of different treatment
methods on the fatigue strength of welded butt
joints as well as of cut edges. The material, the
plate thickness, the cutting and welding processes
as well as the post treatment procedures of the test
specimens have been chosen to be as close to the
shipbuilding practice as possible.
It is well known from literature, e.g. from
the IIW recommendations (Hobbacher, A.
2009, Haagensen, P.J. & Maddox, S.J. 2009) and
from various IIW documents (Weich, I. 2009,
Maddox, S.J. 2010, Marquis, G. & Bjrk, T. 2008)
that the fatigue strength of welded joints can be
significantly improved by post weld treatment
techniques. A widely spread technique is grinding.
The improving effect is the smoothening of the
notches, either of weld transition or of plate edge.
The benefit which can be addressed for design

is given in Rules and Recommendations, e.g.
Hobbacher, A. (2009), Haagensen, P.J. & Maddox,
S.J. (2009), Germanischer Lloyd. (2010).
It has to be emphasized that the effect of post
weld treatment is mainly proven for constant amplitude loading. In Marquis, G. & Bjrk, T. (2008) it
has been found the benefit decreases significantly if
structures are spectrum loaded with e.g. a straight line
spectrum which is typical for wave induced loads.
The ultrasonic hammer peening method UP
for welded joints is also well known, but it is not
so frequently used as grinding. Up to now it is not
included in Rules and Recommendations. Fields of
applications are old bridges with the aim of refitting
welded structures. In ship building industry it is not
common practice. Because the literature does not
cover the application to thick plates, this test program has been established to overcome this lack of
information. Tools for UP are shown in Figure 1.
Figure 1.
Tools for ultrasonic peening UP.
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The effect of the UP method is based on

two different mechanisms, the smoothening of
the weld toe radius and the undercut as well
as the degradation of tensile and introduction
of compressive residual stresses. Generally the
requirement for achieving a fatigue strength
improvement by post weld treatment techniques is
an effective application of the particular treatment
method within the manufacturing process.
The statements given before are also valid for
cut edges with the restriction that ultrasonic hammer peening is rather uncommon and has not been
tested in the past.
The overall test program has been subdivided into
butt weld (16 specimens)
cutted edges (32 specimens)
The butt welds have been tested in as-welded
condition as well as in post weld treated condition
using ultrasonic peening.
For the cutted edges several treatment methods
have been investigated as corner treatment by
grinding on the one hand and cut surface treatment
by disc grinding as well as by ultrasonic peening on
the other hand.
2
BUTT WELD FATIGUE TESTS
The main objective of the butt weld fatigue tests

was to investigate the effect of ultrasonic impact
peening (UP) as a post weld treatment method on
the fatigue strength.
Within the JDP altogether 16 butt weld specimens
were tested, 8 specimens in as-welded condition
and 8 specimens in UP treated conditions. The tests
were carried out under constant amplitude axial
load on the 12 MN resonance testing machine of
the Department of Ferrous Metallurgy (IEHK) at
the Rheinisch Westflische Technische Hochschule
(RWTH) in Aachen (Germany). The test frequency
was approximately 33 Hz.
To ensure test conditions that correspond to
the actual loading conditions of the coaming
and coaming top plate of large container vessels
the tests were carried out under axial loading and
stress ratio R = +0.1. The specimen thickness of
80 mm as well as the higher tensile strength steel
E40 and the electro gas welding (EGW) used for
the specimen fabrication are also typical for the
upper hatch coaming area of large container
vessels. Figure 2 shows a sketch of the butt weld
specimens. The data for the base material is given
in Table 1. Table 2 shows the parameters of the
welding process, consumables and condition.
In delivery conditions some specimen showed a
horizontal deflection and notches at the specimen
edges near the weld bead due to thermal cutting.
Figure 2.
Geometry of the butt weld specimens.
In order to avoid horizontal vibrations during

the tests in the resonance testing machine and to
prevent crack start at the edge notches mentioned
above, the specimen edges were milled. This measure reduced the specimen breadth from originally
120 mm to approx. 100 mm. The welded and UP
treated specimens were rounded in the welded area
to force the crack initiation location towards the
centre of the specimens.
The axial and the angular misalignment of all
butt weld specimens were measured by laser scanning at the Institute of Ship Structural Design and
Analysis of the Hamburg University of Technology (TUHH) before testing. Figures 2 and 3 show
typical scans of the weld surface for a specimen in
as-welded condition and in UP treated condition
respectively. As a result of the UP treatment at the
weld toes rounded channels have been generated.
As expected for the plate thickness of 80 mm the
measured misalignments were comparatively low.
The maximum of the measured axial misalignments of the specimens is 1% of the plate thickness
(mean value 0.4%) and the maximum angular distortion is 0.5 (mean value 0.14). More details and
conclusions regarding the misalignment influence
are given in the following chapters 2.12.3.
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0.35
0.012
0.045
0.018
0.0
0.0
0.03
0.02
0.01
0.08
0.14
28%
383 (AVE)
The fatigue tests of the specimens in as-welded

condition have been carried out at different load
levels. This method, the so called pearl chain
method, enables a reliable consideration of the
slope m of the regarding S-N curve. The stress
ratio of the tests was approximately R = 0.1.
At all specimen fatigue cracks initiated at one
of the upper weld toes close to but not directly at
the edges (see Fig. 4). This behaviour is typical for
butt weld specimens. Additional fine mesh finite
element investigation showed that there is a stress
peak close to the edges of the specimens which
determines the crack initiation location in the
transverse direction of the weld toes. The specimen
shape in combination with the weld reinforcement
is responsible for this.
By means of a statistical evaluation of the
fatigue test results corresponding S-N curves of the
butt weld specimens in as-welded condition have
been calculated (Fig. 5). Due to the small amount
of test results with n < 10 a fixed slope of m = 3.0
has been assumed for the S-N curves according to
512 MPa
E.L.
T.S.
2.1
0.08
408 MPa
GL E40
1.55
0.02
Ceq
TI
N
S-AL
Nb
V
Mo
Cr
Ni
Cu
S
P
Mn
C
40C [J]
Y.P.
Name
Si
Chemical composition [%]

Impact test
Tensile test
Actual material data for the base material of the butt weld specimens.
Table 1.
The misalignments mentioned before lead to

additional stresses in the specimens when axially
loaded and they are superimposed by additional
static mean stress due to clamping of the specimen
in the testing machine. To account for all stress
components during tests, all specimens were fitted
with strain gauges.
For all fatigue tests of the butt welded specimens
the final rupture of the specimen was employed as
the failure criterion. In this way the comparability
between the test results in as-welded conditions
and the test results in UP treated conditions is
ensured. Furthermore for fatigue tests of small
scale specimens this failure criterion is commonly
used in the corresponding Rules and guidelines.
In order to get information of the crack initiation
location and the crack propagation phase all fatigue
tests of the butt weld specimens have been carried
out with a special two-level load history resulting in
beachmarks on the fatigue crack surfaces.
After a certain amount of load cycles, depending
on the load level, the applied stress range was
reduced to approximately 50% of the initial value for
a small number of load cycles, e.g. 5000. This was
realized by increasing the lower stress level while the
upper while the upper stress was kept constant.
These reduced load cycles do not contribute
notably to the damage sum of the specimen but
results in clearly visible beachmarks on the fatigue
crack surface which can be further evaluated.
Figure 4 shows a fracture surface with beachmarks
on the fatigue crack surface.
Tests of the butt weld specimens in as-welded
conditions
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Table 2.
Welding process, consumables and conditions.
Process
EGW
Tandem
Brand name
Position
Diameter
DSW-50GTF
Face side
1.6 mm
Manufacturer
Current
(A)
Voltage
(V)
Speed
(cm/min)
Heat input
(KJ/cm)
375
39
3.1
608
400
42
KOBELCO
DSW-50GTR
Root side
1.6 mm
mainly due to the unintended high maximum load

stress in the range of the actual yield strength of
the material of approximately
max = 400 N/mm2.
In addition the contribution of high tensile
residual stresses to the overall load at the weld toes
has to be considered in this respect.
As a result of the statistical evaluation of the test
results the characteristic value R (or FAT-class) of
the S-N curve at N = 2 106 load cycles and a probability of survival of PoS = 97.7% is calculated to be
R = 106 N/mm2.
Figure 3. Laser scan of typical weld surfaces in as-welded

(top) and UP treated condition (bottom).
The scatter ratio between the number of cycles

for 10 and 90% probability of survival is TN = 1:1.89.
This is a relatively small value but within the usual
range observed at fatigue tests of welded joints.
From the basic S-N curve of the test results
(Fig. 5) a design S-N curve can be determined by
considering following influence factors:
residual stress state,
effect of the actual plate thickness,
additional bending stresses due to misalignment.
According to the recommendations of the IIW
(Hobbacher, A. 2009) small scale fatigue tests
should be carried out at a high stress ratio of
R +0.5 to simulate high tensile residual stresses
as they are present in a real structure. In practise it
is normally not possible to fulfil this requirement
as the yield stress would be exceeded significantly
with respect to the load cycle range usually aspired
Figure 4.
Fracture surface with beachmarks.
the IIW recommendations (Hobbacher, A. 2009).

The design S-N curve has been calculated as the
mean curve minus two standard deviations resulting
in a probability of survival of 97.7%. As it is common test practise S-N curves are also given for
probability of survival levels of PoS = 10%, 50% and
90%. The specimen U6 has been excluded from the
evaluation because the test showed low cycle fatigue
behaviour. During the test extensive yielding at the
weld toes accompanied by corresponding cyclic
plastic deformations could be observed. This was
Figure 5. Basic S-N curve of the butt welds in as-welded

condition.
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within fatigue tests. Therefore it is alternatively

recommended to reduce the fatigue strength at
2 106 load cycles by 20% if the tests were carried
out at a stress ratio of R = 0.
The standard FAT-classes or detail categories as
given in Germanischer Lloyd (2010) contain additional bending stresses due to axial and angular misalignment to a certain amount. For normal quality
butt welds a stress magnification factor of km = 1.3
is already covered by the corresponding FAT-class
or detail category R = 80 N/mm2 (type A3).
From the strain gauge measurements of the
specimens in as-welded conditions an average stress
ratio of the tests was evaluated to be R = +0.14.
This increase against the nominal stress ratio at the
tests of R = 0.1 is due to additional clamping and
bending stresses of the misaligned specimens. The
average stress magnification factor for the consideration of misalignments already covered in the
fatigue tests was measured to be km = 1.1.
In the present test results of the 80 mm thick
specimens the thickness influence for the actual
thickness is already included. In the standard
FAT class or detail category from the rules
R = 80 N/mm2, that is based on a reference thickness of 25 mm, this effect has to be considered by
a separate thickness effect factor ft. According to
Hobbacher, A. (2009) the magnitude of the thickness effect factor for 80 mm thick butt weld joints
in as-welded condition is
t n
ft =
25 mm
with n = 0.2 for butt welds resulting in ft = 0.79.
Finally this means that the fatigue test results of the
specimens in as-welded condition have to be modified
as follows, if it is intended to compare the test results
directly with the corresponding FAT-class or detail
category R = 80 N/mm2 given in Hobbacher, A.
(2009) and Germanischer Lloyd (2010).
Factors on fatigue strength accounting for
2.2
Tests of the ultrasonic peened butt weld

specimens
The fatigue tests of the ultrasonic peened (UP)

butt weld specimens were carried out similar to
the fatigue tests of the specimens in as-welded
condition. Again the nominal stress ratio of the
tests was chosen to be R = +0.1.
The measured average stress magnification factor
due to additional bending stresses due to axial and
angular misalignments was km = 1.13. The observed
stress ratio was R = +0.15 as a mean value of all
tests. This means that both the stress magnification
factor as well as the stress ratio were in the same
range as for the specimens in as-welded condition.
Contrary to the fatigue tests of the specimens
in as-welded condition the fatigue tests of the
UP treated specimens showed different crack
initiation locations. This can be interpreted as a
result of the UP treatment. While at three specimens failure started at the weld toe and the weld
root respectively, one specimen showed a failure
starting at a small surface defect beside the weld
area. The remaining two specimens showed a failure initiated at the clamping. This means that for
five from eight specimens the weld transition was
not the critical location in respect of fatigue. In
other words, due to post welded treatment other
notches became more severe than the weld toe
undercut or weld root. An example for a failure
starting at the clamping is shown in Figure 6.
The S-N curve of the fatigue tests of the
UP treated butt weld specimens is presented in
Figure 7. For the same reason as for the as-welded
specimens a fixed slope of m = 3 has been assumed
for the evaluation. As a result of the statistical
evaluation of the test results the detail category or
FAT-class was determined to be
R = 91 N/mm2.
It is commonly known that for UP treated
specimens the slope of the S-N curve decreases
The stress ratio R: 0.87 (R = +0.14 in the tests

R = +0.5 acc. to IIW recommendations)
Misalignment: 0.83 (km = 1.1 in the tests
km = 1.3 covered by FAT classes)
Thickness effect: 1.26 (=1/ft) (t = 80 mm in the
tests t = 25 mm reference thickness).
The product of these factors is 0.92, which
means that the basic test results have to be lowered
by 8% for a comparison with the basic FAT classes.
For the actual fatigue tests of the butt weld joints
in as-welded condition this results in a FAT-class
or detail category of
R = 97 N/mm2.
Figure 6. Failure starting at the clamping of an UP

treated butt weld specimens.
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Figure 7. S-N curve of the UP treated butt weld

specimens.
leading especially to a benefit in the high cycle

area. If the above mentioned limitations due to
the small number of specimens are not taken into
account the following results can be derived from
the evaluation of the UP treated butt weld tests:
Slope of the S-N curve obtained directly from
the tests: m = 8.23; detail category (FAT class):
R = 138 N/mm2.
One reason for this low characteristic value of the
S-N curve is the relatively large scatter TN = 1:4.21
of the test results due to the different failure mechanisms observed during the fatigue tests. It is questionable to treat all specimens statistically as one
population. Therefore it is not recommendable to
derive FAT-classes or detail categories R fulfilling
the requirements acc. to Hobbacher, A. (2009) from
these fatigue test results. In this respect it should be
noticed that there were no recommendations found
regarding the magnitude of the thickness effect for
UP treated butt welds. Up to now this topic has not
been investigated and is therefore a future task to
enable reliable fatigue strength assessment of UP
treated welds in thick wall structures.
When discussing the results it has to be considered that all specimens showing a clamping
failure are run out results in respect to the fatigue
assessment of the weld and the efficiency of the
UP treatment method. Modifications regarding
the stress ratio and the misalignment state were not
included in the test results presented in Figure 7.
Generally the test results of the UP treated specimens can be divided into two parts. One part where
the UP treatment of the weld toes was effective and
another part where the UP treatment of the weld
toes was not effective. This is discussed in the following chapter more in detail.
2.3
treated condition are condensed into one common

S-N diagram which is presented in Figure 8. Again
modifications of the test results due to the stress
ratio and the misalignment state have not been
considered here for both series.
This indicates that the post weld treatment process was not stable in any case. In difference to this
UP treated specimens where the failure did not
initiate in the weld area but at the clamping or at
surface defects away from the weld seam showed
a significantly enlarged life time. In this respect it
should be mentioned that these test results have
to be assessed as run outs regarding the fatigue
strength of the weld.
If the characteristic design value of the S-N
curve of the specimens in as-welded condition is
directly compared with those of the UP treated
specimens the latter shows decreased fatigue
strength. At first view this is unexpected as the
mean values (PoS = 50%) do not show this tendency.
But it can be explained by the larger scatter band
for the UP treated series.
Basically the fatigue tests showed a behaviour
that can be divided into two different performance
groups. The first performance group consists of all
specimens in as-welded conditions and of those
UP specimens where the UP treatment was not
successful or effective. All UP treated specimens
that failed from the weld toe and the weld root
belong to this group.
On the other hand all UP treated specimens that
failed from the clamping or from surface defects
away from the weld which means that the UP treatment was successful and effective are assigned to
the second performance group.
Generally it was not possible to make a decision
weather the UP treatment was successful or not by
visual inspection. So, in respect of the UP treatment
as a technique for the improvement of the fatigue
strength of butt weld joints the quality assurance
becomes one of the most challenging tasks. If it is
intended to utilize the beneficial effect of UP treatment on the fatigue strength it has to be ensured
Comparison of UP treated and as-welded

specimens
In order to investigate the effect of UP treatment on

the fatigue strength of butt weld joints the fatigue
tests results of the specimens in as-welded and UP
Figure 8. S-N diagram of butt weld specimens in as-welded

and UP treated condition.
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that the UP treatment is, under practical conditions, applied in a successful and effective way.
3
CUT EDGE FATIGUE TESTS
Within the JDP 32 cut edge specimens have been

tested in total. The tests have been performed for
four series with 8 specimens each as follows (see
also Figure 9)
1C, corner chamfering specimens
2R, corner rounded specimens
2R + G, corner rounded + surface grinded
specimens
2R + UP, corner rounded + surface treated by
ultrasonic peening
The tests were carried out under constant amplitude bending load on a 690 kN resonance testing
machine at Hamburg University of Technology
(TUHH), Ship Structural Design and Analysis.
The testing frequency was about 30 Hz. The testing arrangement is shown in Figure 10. For material data see Table 1.
The load has been chosen in a way that the
tension side has been loaded at a mean stress ratio
of R = 0.1.
Figure 9.
Figure 10.
Corner preparations by grinding.
Four point bending arrangement.
Due to the positive effect of compressive mean

stress on fatigue, crack initiation has been expected
on the tension side of the specimens.
The influence of the mean stress on the fatigue
strength acc. to Germanischer Lloyd (2010) is
shown in Figure 11.
To ensure a sound clamping in the testing
machine the specimens have been grinded in way
of supports. Strain gauges have been applied on
the tension side of the specimen which is the side
where crack initiation is likely to occur. The gauges
have been applied in the middle layer as well as
close to the specimen corners to measure additional bending stresses over the specimen height
(see Figure 10). The stress ranges at mid layer have
been adjusted to the target values according to
the test program. As the specimens and therefore
the testing arrangement was not fully symmetric additional bending at top and bottom in the
range of +/50 N/mm2 has been measured. This
results in an increased or decreased stress range
at the specimens corners respectively. As the testing arrangement did not allow a visual inspection
of the specimen surface when the testing machine
was running the testing frequency as well as the
signals from strain gauges have been used as crack
initiation indicators. In most cases a frequency
decrease has been recognized up from a very early
testing state.
With respect to the testing arrangement the
tests have been stopped when the cracks have been
propagated through 2/3 of the specimen width. The
remaining life time can be expected to be small so
the number of cycles is taken as a failure criterion.
For all cut edge specimens the applied load levels
as well as the corresponding number of load cycles
within the fatigue tests are presented in the S-N
curve in Figure 12.
The slope has been derived from the tests of all
cut edge series, based on a common evaluation for
all post treatment methods. As it has been done
for the tests of the butt weld specimens the S-N
curves are given for probability of survival levels
of PoS = 10%, 50% and 90%. Again the so-called
design S-N curves corresponding to PoS = 97.7%
Figure 11. Bonus factor for compressive mean stress on

fatigue according to Germanischer Lloyd. (2010).
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Figure 12. S-N Curve of cut edge specimensall series

(slope estimated from tests).
and the associated FAT classes (value at 2 106 load

cycles) are presented in addition. To enable a direct
comparison of the test results with the actual fatigue
assessment S-N curve for grinded cut edges from
the Rules of Germanischer Lloyd (2010) these are
also included in Figure 12 (dotted curve). Here the
increase of the fatigue strength due to the application
of higher tensile steel has been considered by means
of the material influence factor fm. According to
the Rules of Germanischer Lloyd (2010) fm = 1.13
for HT40 steel resulting in modified FAT class of
FAT 158 (m = 4.0) instead of FAT 140 (m = 4.0) for
mild steel.
As a summarization of the cut edge fatigue test
results the influence of the different investigated
post treatment procedures as well as the effect of
different slopes assumed for the fatigue strength
assessment are shown in Figure 13 allegorized by
the appertaining FAT classes. Complementary to
Figure 13 the results of the different evaluations of
the fatigue tests are given numerically in Table 2. With
respect to the Rules of Germanischer Lloyd (2010)
the fatigue tests results have been evaluated with a
fixed slope of m = 3.5 and m = 4.0. Furthermore
results for slopes directly obtained from the tests are
presented. It should be noted that the latter values
are not very meaningful as the load levels are close
together on the one hand and the number of specimen is not very high on the other hand.
Figure 13 shows that the fatigue tests results are
very sensitive to the slope m of the S-N curve that
has been used for the assessment. Especially for the
test series 2R and 2R + UP. For the series 2R the
(doubtful) slope of m = 2.5 obtained directly from
the tests leads to a much lower detail category compared to the assumption of fixed slopes m = 3.5 and
m = 4.0 according to the Rules. Contrary to this
the application of the fixed slopes from the Rules
leads to significantly lower detail categories than
obtained by applying the slope from the tests for
the 2R + UP series. This is mainly due to the large
scatter bands that result from the enforcement of
Figure 13. Evaluation of FAT classes for different treatment methods and slopes.
Table 3.
Results of the fatigue tests.

FAT Class detail R [N/mm2]
Series
m = 3.5
m = 4.0
m from test
1C
2R
2R + G
2R + UP
All
169
176
196
143
168
182
186
207
160
181
180 (m = 3.9)
143 (m = 2.5)
190 (m = 3.3)
207 (m = 6.2)
176 (m = 3.8)
the fixed slopes at this test series. In this respect it

has to be mentioned that the tests of the 2R + UP
series shows a poor correlation and a relatively
large scatter even for the slope calculated directly
from the tests (see Figure 13 TN = 1:6.73).
Under consideration of the limitations described
before the following conclusions can be drawn from
the fatigue tests of the cut edge specimens:
The results of the fatigue tests showed that the
S-N curves from the Rules lead to a somewhat
conservative assessment of the fatigue strength
of cut edges (see Fig. 12). Even if the already
described limitations of the test results are taken
into account, a modified FAT class for high quality treated cut edges seems to be reasonable.
Series 1C and 2R show a very similar fatigue
performanceno positive effect of the more
time-consuming 2R treatment could be observed
from the tests.
Surface grinding (series 2R + G) has a positive
effect on the fatigue strength.
UP surface treatment influences the fatigue
behaviourespecially the slope of the appertaining S-N curve.
In general the additional positive effect of complete surface treatment on the fatigue strength
was found to be relatively small compared to the
beneficial basic effect of corner treatment.
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Test series 2R + UP shows increased fatigue

strength if the slope obtained from the tests is
applied. Due to uncertainties of the test results
especially regarding the evaluation of the slope
of the S-N curve it is not possible to draw reliable conclusions for this post treatment method.
CONCLUSIONS
Within the JDP of DSME and GL the influence

of post treatment methods on the fatigue strength
of butt welds and thermally cut edges was investigated by means of fatigue tests. As expected the
results differ significantly between the butt welds
and the thermally cut edges. The S-N curves given
in the Rules of Germanischer Lloyd (2010) were
proven to result in a suitable fatigue assessment
including a necessary amount of conservatism. In
this respect the various uncertainties within the
actual fatigue tests and their effects on the validity
of the results have to be considered.
The fatigue tests of the butt weld specimens
showed a heterogeneous picture regarding to the
effects of UP treatment as a method for fatigue
strength improvement. In cases where the UP
treatment has been carried out in an effective way
the fatigue tests showed a shift of the critical crack
initiation location away from the weld toes and
roots towards other crack initiation points. The
latter were accompanied by a significant increase
of the fatigue strength.
At two UP treated butt weld specimens the
crack initiated at the weld toe, an indication for a
non effective UP treatment. The fatigue strength
of these cases was nearly the same as the fatigue
strength of the specimens in as-welded condition.
This means that the quality assurance becomes one
of the most important and most challenging tasks
in connection with the application of UP treatment
as a fatigue strength improvement method, especially since it was not possible to decide whether
the UP treatment was effective or not by visual
inspection. A qualification standard for workers
performing UP treatment similar to welder qualification could solve this problem. Due to the limited number of specimens and the various failure
mechanisms of the UP treated specimens and the
limitation of the test program to constant amplitude tests neither quantitative nor qualitative conclusions regarding the effects of UP treatment on
the fatigue strength under variable amplitudes
should be drawn from the actual project. To overcome this lack additional investigations and tests
would be necessary.
The results of the cut edge fatigue tests are very

sensitive regarding the applied evaluation procedure and the slope utilized for the S-N curve
estimation.
As a general result of the of the cut edge tests it
was found that high quality post treated cut edges
showed an increased fatigue strength compared
to the Rules values. Based on this a new FATclass 150 has been introduced into GL-Rules,
edition 2010.
Unexpectedly the tests showed nearly the
same fatigue strength for the 1C series and the
2R series. In this respect the tests showed that
the effect of corner treatment is more distinct
than the effect of complete surface treatment.
However, 2R treatment is to be recommended
based on the experiences of a large number of
vessels in the past.
In comparison to the series 1C and 2R, where
only corner treatment has been carried out, grinding of the complete surface area, as performed
at the 2R + G series, seems to lead to improved
fatigue strength. Due to the large scatter of the test
results and the small number of tested specimens
no reliable conclusions can be drawn from the tests
of the 2R + UP series. The influence of UP surface
treatment tends to affect mainly the slope of the
appertaining S-N curve.
REFERENCES
Germanischer Lloyd. 2010. Rules for Classification and
Construction, IShip Technology, Part 1Seagoing
Ships, Chapter 5: Structural Rules for Container
Ships, Hamburg: self publishing.
Haagensen, P.J. & Maddox, S.J. Revision March 2009.
Recommendations on Post Weld Improvement of
Steel and Aluminium Structures. International Institute of Welding, Document XIII-2200r-07.
Hobbacher, A. (Editor) 2009. Recommendations for
Fatigue Design of Welded Joints and Components.
IIW doc.182307, Welding Research Council Bulletin
520, New York.
Maddox, S.J. 2010. Improving the Fatigue Strength of
Misaligned Butt Welds, International Institute of
Welding Document XIII-2328-10.
Maddox, S.J. 2010. Fatigue Life Improvement of Steel
Fillet Welds by Hammer, Needle or Shot Peening,
International Institute of Welding Document XIII232710.
Marquis, G. & Bjrk, T. 2008 Variable amplitude fatigue
strength of improved HSS welds, International Institute of Welding Document XIII-2224-08.
Weich, I. 2009. Edge layer condition and fatigue strength
of welds improved by mechanical post weld treatment.
International Institute of Welding Document XIII2265-09.
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Study on the ultimate strength test of high speed trimaran

Weiguo Wu & Shuangxi Xu
School of Transportation, Wuhan University of Technology, Wuhan, Hubei, China
Key Laboratory of High Speed Ship Engineering (Wuhan University of Technology), Ministry of Education,
Wuhan, Hubei, China
Weiqin Liu, Xiaobin Li & Jingxia Yue

School of Transportation, Wuhan University of Technology, Wuhan, Hubei, China
ABSTRACT: In this paper, structural model test method was introduced to study the ultimate strength
of a model structure of high speed trimaran. Firstly, similarity theory with finite element method was
applied to instruct the structural model design. Then, to simulate the peak wave bending moment of
the high speed trimaran, three point bending was applied on the model by hydraulic jacks in the ultimate
strength test. Finally, The ultimate strength of the trimaran model was successfully determined from
the model test. The load-stress and load-displacement curves of the model, and the trimaran failure mode
were obtained.
Keywords:
1
high speed trimaran; ultimate strength; structure model test; similarity theory
INTRODUCTION
Trimaran is a special type of ship. Due to its excellent sea keeping and outstanding tactical performance, trimaran has a very wide prospects, such as
research ships, maritime shipping, maritime transport, exploration and rescue boats, etc. Therefore,
the ultimate bearing capacity of its complex
structure has been the concern of many researchers.
There are some common methods used to study
the hull ultimate strength, such as a direct calculation method, the idealized Structural Unit Method
(SUM), gradually collapse method, nonlinear
finite element method and model test method. On
the other hand, to completely predict the ultimate
bearing capacity by numerical simulation is very
difficult because the ultimate strength problem
involves geometric and material nonlinearities.
It is obvious that different ship types have different destruction modes. Wang, etc. proposed
similarity theory to apply to the structural model
test firstly (1986). Sun, etc. applied similarity
theory to design a model with large opening for
ultimate torsion strength test (2003). Liu, etc. also
used similarity theory to design a SWATH ship
model for transverse ultimate strength test (2009).
The destruction mode of trimaran structure is
much more complex and there is not any trimaran
ultimate strength test or study so far.
In this paper, a trimaran model test was built

for longitudinal ultimate strength test based on the
similarity theory. The obtained ultimate bearing
load from the model test can be analysis reference
to the same kind of high speed trimaran.
2
STRUCTURE MODEL DESIGN
2.1
Similarity theory
For the thin-walled marine structure, main

dimensions and material thickness have different
scale levels, so it is impossible to strictly satisfy
the geometrical similarity in the model test.
Theoretically, both the length L and the thickness
t are taken as basic physical parameters, which has
been verified by a large number of experiments.
In this study, linear scale L, the thickness , and
physical force F were chosen as the basic physical
quantities. Then the basic dimensionless system of
model test is [F, L, ].
According to the dimensional analysis method
of the similarity theory, to simulate the same load
type and boundary condition, the stress conversion
between model and actual structure should be:
C =
CM
C
, C = F
CL2Ct
CLCt
(1)
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Here: are conversion coefficients for structural

stress, moment, force, main dimensions and plate
thickness respectively.
They can calculated by:
C
CM
r/
CL = Lr /Lm
m,
M r /M
Mm
CF = Fr /Fm , Ct
Table 2.
List of materials used in model.
Steel plate
2 mm, 2.5 mm, 3 mm, 3.5 mm, 4 mm
Angle steel
Flat steel
L30 30 3, L40 40 4
30 3
(2)
tr /ttm
Here the subscripts r and m represent actual

structure and test model respectively.
Moreover, the section inertia moment and the
position of neutral axis should keep similar based
on the similarity theory as follows:
Ir
= CL3Ct
Im
er
= CL
em
(3)
Here, I is the section inertia moment of structure;

e is the distance between neutral axis and base line.
Three calculated sections and two middle sections in main hull are designed by use of the equations (1) to (3), which can satisfy the similarity
relation between test model and actual structure.
We can see from equation (3), The inertia moment
error means error between Ir and CL3Ct I m ,the
neutral axis error means error between er and
CL em. The two errors between model structure
and trimaran are considerable small, the validity
of the model design was verified. Table 1 shows the
errors of neutral axis and section inertia moment
of the designed sections.
2.2
Figure 1.
A typical transverse framework of model.
Figure 2.
A typical transverse bulkhead of model.
Model design
According to the test requirements and laboratory

conditions. The plate thickness ratio of actual ship
and model is 2:1; The linear dimension ratio is 4:1.
Steel with 235 Mpa yield stress was used to make
model. To reduce the welding stress and distortion, the angle and flat steel instead of T section or
non-standard profiles were used. Some reinforcements are reverse arrangement to ensure building
precision. The types of steel used in the model test
are listed in Table 2.
Table 1.
Section errors.
Errors
Based on the similarity relation introduced

above, the similarity ratio of neutral axis between
test model and ship is 1:4; and the inertia moment
of section is 1:128. Structural plane and section of
model ship is shown in Figures 1 and 2.
2.3 Similarity verification
Sections
Neutral axis
Inertia moment
Calculated section 1
Middle section 1
Middle section 2
0.6%
0.1%
2%
0.2%
0.1%
0.9%
1.1%
0.04%
0.1%
1.8%
To examine the similarity of the test model, the

FE analysis for both the actual trimaran and its
scale model are carried out. Only linear static
analysis was performed. Half of FEA models
were applied in the calculation of model structure
and trimaran, symmetry constraints were adopted
in the longitudinal section. The load condition
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of three point bending was determined to simulate longitudinal ultimate bending moment.
Appropriate constraints were simulated to simply
supported constraint at bow and stern, load force
was exerted in calculated section. FE model of
trimaran was established by 40406 shell elements
and 23678 beam elements; while the FE model of
test model is by 22176 shell elements only. The
Von Mises stress distribution of main structure
was compared to test the similarity of the longitudinal strength. A number of point forces were
applied on the main deck.
According to equation (1) and the dimension
ratios, it can be assumed that when the stresses
on the real structure and the model are same, the
conversion coefficient should be 1/8.
Table 3 shows stress value of different stress
points. Figures 3 and 4 show that maximum stress
Table 3.
Errors between model and trimaran.
Key stress points
Trimaran Model
(MPa)
(MPa) Error
Bottom of main hull deck

84.9
Center line of main hull deck 57.3
Side line of main hull deck
85.8
Figure 3.
85.2
57.2
86
0.35%
0.17%
0.23%
Von Mises stress contour of the ship.
Figure 5.
and Von Mises stress distribution are similar

between the ship and the model. The position of
maximum stress points are same as well. The comparison indicates that the similar model design is
applicable and reasonable.
1. Shearing or flanging was preferred than flame

cutting and welding.
2. The prefabrication and correction of shell parts
and internal frames should be done first. Proper
assembly procedures were important to control
welding procedure strictly.
3. Linear lofting and frame should be located precisely. The welding length should be as small as
possible to ensure reliable connection and effective force transmission. High efficiency electrode
and the best welding current were chosen.
4. The size of all components should be checked in
each assembly steps, and they must be corrected
immediately if any problems happened.
4.1
Von Mises stress contour of the model.
MODEL MACHINING
Model shown in Figure 5 was assembled on the

highly precise machining platform in the Ship
Structure Laboratory, School of Transportation,
Wuhan University of Technology. The precision
of the test model is sensitive to the technological process and processing methods. The following techniques have been used during the model
building:
Figure 4.
Model machining.
MODEL TEST
Load model
Hydraulic loading system was used to produce the external force on the structural model,
see Figure 6. Firstly, the model was pre-loaded
35 times to release residual stress. The maximum
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Figure 7.
Figure 6.
Loading of model test.
load was close to the yield limit. Then a three-point

bending was applied to simulate the longitudinal
ultimate bending moment. 8 Jacks were put on the
calculated section of the main hull. Two jigs were
settled to simulate simply supported constraint at
bow and stern. 11 dial indicators were uniformly
distributed along the length direction to test the
longitudinal displacement.
There were eight loading steps in this test:
2t10t (2t in every step). The strain and displacement were recorded at each step. Before the load
of each hydraulic loading system increased to 6t,
the strain and displacement data were recorded
per 2t. Then they were recorded per 1t or 0.5t until
the model collapsed. The test model was defined
as the failure limit state when a sudden and significant permanent deformation was observed accompanied with continual load noise and noticeable
reduction of the hydraulic jack loads.
4.2
Measurement points arrangement on model.
Station arrangement
Test workload on the work station was limited as

small as possible. FE analysis was carried out before
deciding the measurement points. According to
Figures 3 and 4, the surrounding region of calculated section is complex stress area.
Three-direction strain gauge was located at the
region with complex stress. Since the test model
was loaded symmetrically, strain gauges were
mainly arranged on the one side, a few points
on the another side were also arranged to check
the repeatability of the test data. A number of
strain gauges were arranged on the sections with
high stress near the calculated section bulkheads.
The strain gauges in a typical section is shown in
Figure 7.
To verify the property of the hull bending,
11 dial indicators were used to record bending
deformation (see Fig. 8).
Figure 8. Testing longitudinal displacement point

arrangement of model.
TEST RESULTS
The test phenomena is follows: (1) occasional

sounds of fracture after 8t; (2) tearing firstly happened at the bottom keel after 9t companied by
unstable and wavy deck; (3) loading force reached
the limit value when the load of each jack increased
to 10t, and the record of the pressure sensor on
hydraulic jacks reduced suddenly and couldnt
increased again. Therefore, the longitudinal ultimate load Pt is 80t or 784.8 KN. Failure mode is
shown in Figures 9 and 10.
The Von Mises stress of key measure point
on a typical section is shown in Figure 11. The
stress of selected point is excellent in the linear
elastic range. Testing point 1 is tensile, when the
load of each jack is 7.2t, the model is yield. When
the load of each jack is 6.5t, testing point 2 is
pressed to yield. When the load of each jack is
8.3t, testing point 3 is tension to yield. When the
load of each jack is 9.5t, testing point 4 which is
arranged on the longitudinal beam is yield. The
station of the bottom is yield before the station
of the deck. The facture mode of trimaran model
is bottom tearing and deck instability with a wavy
fold. the bottom was tearing before the deck was
instability, this showed that the bottom structure
should be more easily damaged than the deck in
the longitudinal sagging ultimate condition. The
main reason is that the neutral axis of model is
much more closed to the deck since there are
cross structures and side hulls in the trimaran so
that bottom section modulus is smaller than deck
section modulus.
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Figure 9.
Figure 10.
Failure mode of ship bottom.
Figure 12.
Failure mode of deck.
Load-deformation curves for test model.
Figure 13. Longitudinal displacement curve of main hull.
less than 6t, these curves are linear, the distance of

every curve is almost equivalent; when the load is
more than 6t, the trend of displacement is changed,
the distance of curves is increasing, this shown that
test model has been out of linear elasticity.
6
ANALYSIS AND CONCLUSIONS
The ultimate strength of trimaran model was studied by model test in this paper. The ultimate load
and destruction mode of model were obtained, the
gradual destructive process was recorded. Based on
the test, some results and collusions are obtained.
Figure 11. Load-stress curves of key testing point in
typical section.
From Figure 12, the curvature of load-deformation

curve in calculated section where is position of loading approach zero, this indicate that 10t is ultimate
load of trimaran model. According to Figure 13,
the fairing of these curves are well, the data of test
which is good linearity is verified. When the load is
1. The static FE model of trimaran and test

model were analyzed by MSC.Nastran, which
verify the validity of similarity theory for model
design.
2. Test loading process were designed according to
the real distribution of wave bending moment
on the trimaran, and the method of longitudinal ultimate strength test of trimaran model is
verified effectively.
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3. The longitudinal ultimate load of trimaran

model was obtained from the test. The destruction of trimaran model is bottom tearing and
deck instability with a wavy fold.
4. According to the test result, the bottom was
yield before the deck which shows that the
bottom structure of similar trimaran should
be more easily damaged than the deck in the
longitudinal sagging ultimate condition. The
main reason is that the neutral axis of model
is closed to the deck since there are cross structures and side hulls in the trimaran so that
bottom section modulus is smaller than deck
section modulus.
ACKNOWLEDGEMENTS
Sincere thanks are expressed to all members of structure department who participate in the structural
model test. Special thanks to Mr. Xueren Wu,
Mr. Xinghou Li and Mr. Zhaoxiang Yu who have
helped in the experiments.
REFERENCES
Bin Liu, Weiguo Wu. Ultimate Strength Test Study of
SWATH Ships. Proceedings of International Offshore
and Polar Engineering Conference, Osaka, Japan,
June, 2009.
Faxiang Wang, Zongliang Cheng, Junyu Ying, Wenbiao
Wang. Structure Design and Torsinal Strength Test
for Double Skin Barge Model. Shipbuilding of China.
1986.03.
Hai-Hong Sun, C. Guedes Soares. An experimental study
of ultimate torsional strength of a ship-type hull
girder with a large deck opening. Marine Structures,
16(2003)5167.
Rahman, M.K. Ultimate strength estimation of ships
transverse frames by incremental elastic-plastic finite
element analysis. Marine Structures, 11(1998)291317.
Weiguo Wu, Duan Hong. Experiment Research of
Stresses along the Junction Lines Between the Superstructure and the Deck. Journal of Ship Mechanics,
2002.06.
Xiaoqiong Huang, Li Cheng, Xionghui Yang, Xingtao
Zhou. Long Term Prediction and Analysis of Wave
Loadson Trimaran Cross Structure. Chinese Journal
Of Ship Research. August 2009.
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An experimental study on mechanical, fatigue and crack

propagation properties of IMO type B CCS materials
at room and cryogenic temperatures
C.H. Yoo, K.S. Kim & J. Choung
Inha University, Incheon, Republic of Korea
C.S. Shim
Mokpo national university, Mokpo, Republic of Korea
J.K. Kang
Daewoo Shipbuilding & Marine Engineering Co. Ltd, Goeje, Republic of Korea
D.H. Kim
Hyundai Heavy Industries Co. Ltd, Ulsan, Republic of Korea
Y.S. Suh
Samsung Heavy Industries Co. Ltd, Goeje, Republic of Korea
Y.L. Shim
ABS, Houston, USA
H.S. Urm
DNV Korea Ltd, Busan, Republic of Korea
M.S. Kim
Lloyds Register Asia, Busan, Republic of Korea
G.B. An
POSCO, Pohang, Republic of Korea
ABSTRACT: IMO type B CCS (cargo containment system) is considered for LNG FPSOs. For the
three materials of SUS304, 9% Ni steel and Al 5083-O alloy, regarded as possible candidates for IMO type B
CCS, extensive tensile, fatigue, fatigue crack growth rate and CTOD tests were carried out at room, intermediate low (100C) and cryogenic (163C) temperatures in this paper. All materials show a tendency
for initial yield and tensile strengths to increase with decrease in the temperature, while change in elastic
moduli is not as remarkable. The largest and smallest increase ratios of the initial yield strengths due to
temperature reduction are seen in SUS304 and Al 5083-O alloy, respectively. In fatigue tests, fatigue
strengths increase due to the temperature decrease for three materials. The highest increase of fatigue
strength due to the temperature decrease is observed in Al 5083-O alloy, while 9% Ni steel shows lowest
increase. In fatigue crack growth rate test, SUS304 and Al 5083-O alloy show reduction in crack propagation rate, due to the reduction in temperature, while any visible improvement of da/dN is not witnessed in
case of 9% Ni steel. In CTOD test, CTODs tend to decrease in case of SUS304 and CTODs for Al 5083-O
alloy increase with reduction in temperature.
1
INTRODUCTION
Recently, significant increase in demands for LNG

(Liquefied Natural Gas) is observed. Offshore
development of deep sea gas fields is becoming
feasible with reduction in the production costs.

As LNG FPSO (Floating Production Storage &
Offloading) concept attracts worldwide attention,
CCS (Cargo Containment System) of LNG FPSO
should be evaluated extensively for ultra-low
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temperatures and LNG sloshing impact. It is noted

that independent tank type B (IMO type B) has
best resistance against LNG sloshing among various CCS types. Stainless steel (SUS304), nickelalloy steel (9% Ni steel) and aluminum alloy
(Al 5083-O alloy) are being considered possible
candidates for IMO type B CCS materials. Though
service temperature of CCS materials is cryogenic,
tests at room temperature were also performed
because classification societies specify design reference temperature as a room temperature for IMO
type B tank. This paper presents normalized diagrams and improvement ratios for three materials
used for IMO type B tank. It is shown that the
mechanical and fatigue properties of all materials
are improved as the temperature decreases.
2
2.1
EXPERIMENT PROCEDURES
MTT (Monotonic Tensile Test)
Monotonic tensile tests were carried out at RT

(Room Temperature), LT (Low Temperature, 100C)
and CT (Cryogenic Temperature, 163C). Base
material and butt welded specimens were prepared
for stainless steel SUS304 (modified SUS304) and
9% Ni steel. Base and weld material specimens were
manufactured for Al 5083-O alloy. Specimen type
and dimensions are provided in Figure 1 and
Table 1.
Test speed is also provided in Table 1. MTT were
conducted in accordance with ASTM E8M-04 and
elastic moduli, initial yield strengths based on 0.2%
offset method, engineering tensile strengths and
true tensile strengths/corresponding strains were
obtained at each temperature.
2.2
FT (Fatigue Test)
Fatigue tests with zero stress ratio (R = 0) were performed under load control at RT and CT. FTs were
carried out under axial loading and continued until
final fracture, except for tests exceeding 1E7 cycles.
Fatigue test specimens manufactured from
SUS304 stainless steel, 9% Ni steel and Al 5083-O
alloy are listed in Table 2 and presented in Figure 2.
Number of cycles to crack initiation, number of
cycles to failure were measured. Strains were measured throughout fatigue tests by using uniaxial
strain gages to evaluate the hotspot stress and
crack initiation life. It is assumed that 5% reduction in strain at hot spot location indicates crack
initiation (Matsuoka & Fujii 1995). Hotspot
stresses based on test data (hs) were calculated
using linear extrapolation by Equation 1 (IIW 1995)
for SUS304 and Equation 2 (DNV 2008) for 9% Ni
steel and Al 5083-O alloy. Hotspot stresses of butt
welded specimens include weld-induced initial
bending stress (bend). For this reason, concept of
effective hotspot stress (hs_eff) is introduced as
defined by Equation 3 (DNV 2008).
hs = 1.670.4 0.671.0
(1)
hs = 1.50.5 0.51.5
(2)
where x = stress at x mm from weld toe.

hs_eff = mem + 0.60bend
where mem = membrane stress.
Table 1. Thickness (B) or diameter () of specimen,
specimen type and test speed.
B or
Material
Metal
mm
SUS304
Base
Weld
Base
Weld
Base
Weld
B:13
B:16
B:10
B:10
:10
:10
9% Ni steel
Al 5083-O
alloy
Specimen
type
Plate
Plate
Round
Test speed
N/sec
1070
1020
400
400
200
200
Table 2.
Weld type of specimen for each material.
Material
Weld type
SUS304
Butt weld
Longitudinal attachment weld
Transverse attachment weld
Butt weld
Butt weld
9% Ni steel
Figure 1. Geometries of specimens for monotonic
tensile tests.
(3)
Al 5083-O alloy
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(a) SUS304
Figure 2.
Geometries of fatigue test specimens.

(b) 9% Ni steel
2.3
FCGRT (Fatigue Crack Growth Rate Test)
Base, weld and HAZ metal of SUS304 (modified

SUS304), 9% Ni steel and Al 5083-O alloy were
used in fatigue crack growth rate tests carried out
at RT, LT and CT. The dimensions of compact tension specimens are shown in Figure 3. The base,
weld and HAZ metal was taken from large welded
plate (refer to Fig. 4).
COD (Crack Opening Displacement) gage was
installed on front face next to the notch to measure
the crack length. Stress intensity factor range
(K) for compact specimen can be obtained from
Equation 4.
K =
B W
(c) Al 5083-O alloy, base metal
)
3
)2
(0. 86 + 4.664 13 32 2 + 14.772 3 5 6 4 )

(4)
where = a/W; a = distance between the load line
and crack tip; W = specimen width. Finally, fatigue
crack propagation is characterized by Paris equation as shown in Equation 5.
Figure 3.
da/dN = C (K)m
2.4 CTODT (CTOD Test)
(5)
FCGRTs were performed under load control

with zero stress ratio (R = 0) at RT, LT and CT.
Paris constants (C, m) were evaluated at each
temperature.
(d) Al 5083-O alloy, weld and HAZ metal
Geometries of FCGRT specimens.
Base, weld and HAZ metals of SUS304 (modified

SUS304), 9% Ni steel and Al 5083-O alloy were
used in CTOD tests carried out at RT, LT and CT.
The base, weld and HAZ metal was taken from
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(1 ) +
2
= K2
2YS E
0.46 (
0.46W
46W + 0 56a0 + z
1
=
mY
K2
Figure 4.
)+
)Vp
(6)
+z
) 1+
0.88a0 + 0 2W
Ap
B (
(7)
Schematic view of specimen sampling.
where K = stress intensity factor; YS = 0.2% proof

strength; Y = effective yield strength; = Poissons
ratio; E = elastic modulus; a0 = average original
crack length; B = specimen thickness; W = effective
width of specimen; and z = distance of knife edge
measurement point from load line.
(a) SUS304
3
3.1

MTT (Monotonic Tensile Test)
Figures 68 show the engineering stress-strain and

true stress-strain curves at RT, LT and CT normalized by yield stress and yield strain at RT.
Figures 911 show the improvement ratios of elastic modulus, initial yield strength, engineering tensile strength, true tensile strength and true tensile
strain due to reduction in temperature for each
material. The mechanical characteristics are normalized with regard to those at RT. Regardless of
type of material and metal (base or weld), reduction
(b) 9% Ni steel
(c) Al 5083-O alloy, base metal
(d) Al 5083-O alloy, weld and HAZ metal
Figure 5.
Geometries of CTOD test specimens.
large welded plate, see Figure 4. Compact tension

specimens for CTOD tests are shown in Figure 5.
COD gage was installed on load line to measure
the CMOD (Crack Mouth Opening Displacement).
CTODs were calculated according to Equation 6
and 7 (ASTM E1290 & BS 7448, respectively).
Figure 6. Normalized stress strain curves for SUS304

at RT, LT and CT.
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Figure 7. Normalized stress strain curves for 9% Ni

steel at RT, LT and CT.
Figure 9. Improvement ratios due to reduction in

temperature for SUS304.
Figure 8. Normalized stress strain curves for Al 5083-O

alloy at RT, LT and CT.
in temperature results in increase of initial yield

strength, engineering tensile strength and true tensile strength.
In case of SUS304, true tensile strain which
can be good index for low temperature toughness largely decreases with the temperature
reduction. As for 9% Ni steel, any visible
improvement of true tensile strain of base metal
is not witnessed, but significant increase of that
of weld metal was observed. The remarkable feature of Al 5083-O alloy is that true tensile strain
increases for both base and weld metal with
reduction in temperature.

temperature for 9% Ni steel.
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temperature for Al 5083-O alloy.
3.2
FT (Fatigue Test)
S-N curves normalized by yield stress at RT are

presented in Figures 1214 where dashed black
lines are referred to IIW (IIW 2005). Solid and
dotted lines are from regression analyses of test
data using Equation 8 which uses same slope as
IIW guidance (IIW 2005). Solid and dotted lines
are regression lines of test data at RT and CT,
respectively. The data points with final fracture at
more than ten million cycles are excluded in regression analyses. In Figures 1214, nominal stress (n)
was applied to regression analysis.
log N = log a 3log
(8)
where N = number of cycles to failure; = stress

range; and log a = intercept of log N-axis by S-N
curves.
Table represents improvement ratios of fatigue
strengths according to temperature reduction. As seen
from Table 3, regardless of materials and weld
type, temperature reduction results in increases
of fatigue strength. The highest increase of fatigue
strength due to the temperature decrease is observed
in Al 5083-O alloy, while 9% Ni steel shows lowest
increase.
Figure 12. Nominal stress based S-N curves for SUS304

at RT and CT.
In case of butt welded specimens, Al 5083-O alloy

shows highest increase of fatigue strength, while
lower increase is observed in other two materials.
As for specimens with longitudinal attachments,
SUS304 and Al 5083-O alloy shows higher increase
of fatigue strength than 9% Ni steel.
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Figure 13. Nominal stress based S-N curve for 9% Ni

steel at RT and CT.
Figure 14. Nominal stress based S-N curve for Al

5083-O alloy at RT and CT.
3.3
Table 3. Improvement ratios of fatigue strengths for

three materials according to temperature reduction.
FCGRT (Fatigue Crack Growth Rate Test)
da/dN-K curves from experiments are presented

in Figures 1517. It is seen from Figures 15, 17
that at lower temperatures the threshold values of
stress intensity factors are greater and crack propagation rates are higher for SUS304 stainless steel
and Al 5083-O alloy. These tendencies are not
obvious for 9% Ni steel. Crack propagation occurs
in lower K than other materials in case of Al
5083-O alloy.
3.4
Material
SUS304
9% Ni steel
Al 5083-O
alloy
CTODT (CTOD Test)
Normalized CTODs or improvement ratios of

CTODs versus temperature are presented in
Figure 18. CTODs at LT and CT are normalized
with respect to those at RT. For SUS304 CTODs
tend to decrease with reduction in temperature
and the largest decrease of CTODs was observed
for base metal. For 9% Ni steel, base and weld
metal show a similar tendency whereas CTOD
Weld
type
n
based
hs_eff
or hs
based
Butt
Longi.
Trans.
Butt
Longi.
Butt
Longi.
1.476
1.608
1.684
1.342
1.063
1.838
1.634
1.475
1.511
1.638
1.437
1.089
2.018
1.875
for HAZ metal increases at LT compared with

that at RT and CT. CTODs for Al 5083-O
alloy tend to increase with the reduction in
temperature. The largest CTOD value was
observed at LT for base and weld metal, followed
by reduction at CT.
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Figure 15.
and CT.
da/dN-K curves for SUS304 at RT, LT
Figure 16. da/dN-K curve of base, weld and HAZ

metal for 9% Ni steel at RT, LT and CT.
Figure 18.
Figure 17. da/dN-K curve of base, weld and HAZ

metal for Al 5083-O alloy at RT, LT and CT.
CTOD improvement ratios at LT and CT.
CONCLUSIONS
Three types of materials of SUS304, 9% Ni steel

and Al 5083-O alloy are popular candidates for
IMO type B CCS. Even if it is known that mechanical properties at low temperature are superior to
those at room temperature, a lot of guidances or
regulations from classification societies still persist to use properties at room temperature. This
paper presents experimental studies on mechanical,
fatigue and crack propagation properties of base
and weld metals at three levels of temperatures
of RT, LT and CT. Improvement ratios of the
properties are presented for LT and CT as compared to RT.
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1. In monotonic tensile tests, regardless of type of

material and metal (base or weld), reduction in
temperature results in increase of initial yield
strength, engineering tensile strength and true
tensile strength.
In case of SUS304, true tensile strain which
can be good index for low temperature toughness largely decreases with the temperature
reduction. As for 9% Ni steel, any visible
improvement of true tensile strain of base metal
is not witnessed, but significant increase of that
of weld metal was observed. The remarkable
feature of Al 5083-O alloy is that true tensile
strain increases for both base and weld metal
with reduction in temperature.
2. In fatigue tests, regardless of materials and weld
type, temperature reduction results in increases
of fatigue strength. The highest increase of
fatigue strength due to the temperature decrease
is observed in Al 5083-O alloy, while 9% Ni steel
shows lowest increase.
In case of butt welded specimens, Al 5083-O
alloy shows highest increase of fatigue strength,
while lower increase is observed in other two
materials. As for specimens with longitudinal
attachments, SUS304 and Al 5083-O alloy shows
higher increase of fatigue strength than 9%
Ni steel.
3. In fatigue crack growth rate tests, at lower temperatures the threshold values of stress intensity
factors are greater and crack propagation rates
are higher for SUS304 stainless steel and Al
5083-O alloy. These tendencies are not obvious
for 9% Ni steel.
4. For SUS304, CTODs tend to decrease with
reduction in temperature and the largest decrease
of CTODs was observed for base metal. For 9%
Ni steel, base and weld metal show a similar tendency whereas CTOD for HAZ metal increases
at LT compared with that at RT and CT. CTODs
for Al 5083-O alloy tend to increase with the
reduction in temperature. The largest CTOD
value was observed at LT for base and weld
metal, followed by reduction at CT.
ACKNOWLEDGEMENTS
This work was supported by DSME, HHI, SHI,
ABS, DNV, Lloyds Register and POSCO Research
Grants under project SNAMF. The experimental
work was conducted in the INHA UNIVERSITY,
Incheon, Republic of Korea and MOKPO
NATIONAL UNIVERSITY, Mokpo, Republic
of Korea.
REFERENCES
ASTMThe American Society for Testing and Materials.
2004. E8M-04. Standard Test Methods for Tension Testing of Metallic Materials. HIS: West Conshohochen.
Baek J.H., Kim, Y.P., Kim, W.S. & Kho, Y.T. 2001.
Fracture toughness and fatigue crack growth properties of the base metal and weld metal of a type
304 stainless steel pipeline for LNG transmission.
International Journal of Pressure Vessels and Piping.
Vol. 78. pp. 351357. Elsevier.
Choung, J.M. & Cho, S.R. 2008. Study on true stress
correction from tensile test. Journal of Mechanical
Science and Technology. Vol. 22. pp. 10391051.
DNVDet Norske Veritas. 2008. Fatigue Assessment of
Ship Structures. Classification Notes. No. 30.7.
IIWThe International Institute of Welding. 1995.
Stress Determination for Fatigue Analysis of Welded
Components. IIS/IIW-1221-93.
IIWThe International Institute of Welding. 2005.
Fatigue Recommendations. XIII-1965-03/XV-1127-03.
Matsuoka, K. & Fujii, E. 1995. An evaluation method on
fatigue crack initiation life at welded joints in steel
structures. Journal of the Society of Naval Architects
of Japan. Vol. 178. pp. 513522.
Park, W.S., Kang, K.Y., Kim, J.H. & Lee, J.M. 2010.
A comparative on mechanical behavior of low temperature application materials for ships and offshore
structures. Proceedings of Autumn Meeting of SNAK.
Changwon. 2122 Oct. pp. 13001312.
Shim, K.T., Kim, J.H., Lee, K.H., Ahn, B.W. &
Kim, Y.K. 2008. A study on the fatigue crack growth
behavior of 9% Ni steels. Proceedings of Fall Annual
Conference of KSME. Pyeongchang. 17 Nov. pp.
167172.
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A study on laser assisted friction stir welding of C-Mn steel plates

Pankaj Biswas & N.R. Mandal
Department of Ocean Engineering and Naval Architecture, Indian Institute of Technology, Kharagpur, India
ABSTRACT: A comprehensive model was developed for the calculation of the thermal profile based
on frictional heating from FSW tool and absorption of laser energy on the plate surface. The calculations
showed that using a suitable laser source 75% of the desired temperature level was attained through conduction mode and the rest was attained through frictional heat. Thus achieving desired plasticizing of the
plate material, the forces required to move the FSW tool through the butt will be considerably less resulting in less wear and tear and longer life of the FSW tools. The computed temperature profile due to laser
source agreed well with the corresponding experimental data. The good agreement demonstrates that the
comprehensive model can serve as a basis for development of a feasible FSW process for shipbuilding
quality normal strength and higher strength steels.
1
INTRODUCTION
Friction Stir Welding (FSW) is a solid state joining

technique. The welds are created by the combined
action of frictional heating and mechanical
deformation due to a rotating tool. The majority
of the heat generated from the friction, i.e. about
95%, is transferred into the workpiece and only 5%
flows into the tool (Chao et al. 2003).
FSW of Aluminum and its alloys is relatively
well established. Presently friction stir welds
have been successfully produced on many of
the important commercial Al alloys including
the 1xxx (Murr et al. 1997 ), 2xxx (Christner &
Sylva 1996, Li et al. 1998), 5xxx (Reynolds 1998,
Karlsson et al. 1998, Biswas & Mandal 2009), 6xxx
(Reynolds, 1998, Karlsson et al. 1998, Lienert et al.
1998, Murr et al. 1998, Sato et al. 1999) and 7xxx
(Mahoney et al. 1998, Jata et al. 2000) families of
alloys, as well as Al-Cu-Li alloys (Kinchen et al.
1999, Jata & Semiatin 2000). FSW permits joining of most, if not all, Al alloys, including those
considered unweldable with fusion welding processes (Dawes & Thomas 1996). Moreover, friction stir welds often exhibit improved mechanical
properties relative to those of fusion welds on the
same material (Murr et al. 1998, Kinchen et al.
1999). Finally, residual stresses and distortion in
friction stir welds are typically lower than those
of fusion welds (Wang et al. 2000). The improvements in mechanical properties, residual stresses,
and distortion relative to fusion welding are
thought to stem from the lower heat input inherent
with FSW.
While most of the FSW efforts to date have
involved joining of Al alloys, there is considerable
interest in extending the technology to other

materials, including steels (Lienert & Gould 1999,
Merklein & Giera 2006). Merklein M. and Giera A.
(2006) studied FSW of thin steel aluminium hybrid
blanks.
Several numerical model of heat transfer analysis
of aluminum alloy by FSW are available in published literatures. Like, Khandk et al. (2003) developed a three-dimensional thermal model where the
heat generation was modeled based on experimentally measured torque distribution. Ulysse (2002)
modeled the effects of tool speeds, both rotational
and linear, on forces and plate temperatures during FSW of thick aluminum plates, based on a
three-dimensional viscoplastic model. Nandan
et al. reported results of a three-dimensional material flow and heat transfer model during FSW of
6061 aluminum alloy (Nandan et al. 2006). They
calculated the temperature fields, cooling rates and
the geometry of the thermomechanically affected
zone (TMAZ). The computed temperature fields
and TMAZ agreed well with the corresponding
independent experimental data.
Although several numerical models of FSW of
aluminum alloy have been reported in the literature,
most of these were not concerned with the FSW
of steel. There are a few exceptions. Nandan et al.
(2006a) reported results of a three-dimensional
material flow and heat transfer model during
FSW of 304 austenitic stainless steel (Nandan
et al. 2006b). Zhu and Chao (2004) proposed a
three-dimensional thermal model for 304L stainless
steel. Two-dimensional steady-state heat transfer
near the tool pin was modeled by Cho et al. (2005)
for the FSW of 304L stainless steel. Nandan
et al. (2007) reported on numerical analysis of
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three-dimensional material flow and heat transfer

during FSW of mild steel. In particular, they
examined the temperature fields and cooling rates
by solving the equations of conservation of mass,
momentum and energy in three dimensions with
appropriate boundary conditions.
Applications of FSW in mild steel and high tensile steels as compared to aluminum alloys remained
limited due to problems in terms of required force
and tool life. The system requires high forces to
move the tool through the plasticized material
which, in turn, wears down the tool. Attempts are
being made to solve these problems by preheating
the workpieces with laser ahead of the tool shoulder (Fujii et al. 2008, Daftardar, S. 2009). Laser
assisted FSW will thus require less force to push
the tool through the material. It would result in
faster welding speed with less tool wear.
In this present study a comprehensive model
based on dual heat source, i.e. laser heat and tool
frictional heat was developed to calculate the thermal history of the steel plates. Three-dimensional
transient finite element thermal analysis was carried out to obtain the thermal profile. To reduce
the computation time, coarse mesh was generated
away from heating line and finer meshing was used
along and near the heating line. The analysis was
carried out for 6 mm thick C-Mn steel plates.
2
2.1
By Von Mises criterion y = y / 3

In case of heat generation only through plastic
shear deformation = 0.
The overall magnitude of heat generation due
to plastic deformation at TMAZ is rather small
(Zhu & Chao 2004), hence it was neglected.
Therefore total heat due to friction and plastic
deformation is given by,
dQ = dQf + dQp
= rdA [ (p y) + y ]
Let contact = [ (p y) + y]
(3)
Therefore dQ = rdAcontact
(4)
There is no straight forward mechanism to

estimate the extent of slip. At the same time with
increase in temperature the yield strength of the
work piece material decreases resulting in reduction in heat generation from plastic deformation.
In such a situation it was felt more logical to consider pure friction and neglect the heat generation
due to plastic deformation
Hence taking = 1, Eq. (3) reduces to
contact = p
(5)
Therefore from (4) and (5), the expression for

heat generation on an elemental surface area dA at
the tool-work piece interface is given by,
HEAT GENERATION
dQ = rp dA
Heat generation from FSW tool
In friction stir welding heat is generated due to friction and plastic deformation at the tool-work piece
interface and at TMAZ. The heat generation at the
contact surfaces due to friction is the product of
frictional force and the tangential speed of the tool
with respect to the work piece. Whereas the heat
generated due to plastic deformation at the toolwork piece interface is the product of shear stress
and the velocity of the work piece material sticking
to the tool as it traverses. This velocity is actually
the tangential speed of the tool.
The heat generation due to friction on an elemental area dA at the tool-work piece interface
considering high rotational speed compared to
traverse speed of the FSW tool, is given by,
i.e. dQ = rdF
(6)
where dF = p dA
In this study all the three tool-work piece interface surfaces, i.e. tool shoulder, tool pin side and
tool pin tip were considered. Q1, Q2 and Q3 are the
components of the respective heat generated from
these interfaces as shown in Figure 1. Therefore
the total heat generated is given by,
Qtotal = Q1 + Q2 + Q3
In case of pure friction, i.e. no material is sticking to the tool, = 1.

The heat generated due to plastic shear deformation leading to work piece material sticking to
the tool is given by,
2.1.1 Tool shoulderwork piece interface

The expressions were derived considering a concave shoulder surface. The purpose of this geometric feature is to act as an escape volume as the tool
pin is plunged into the plate during the welding
operation.
The concave shoulder surface is represented by
its vertical and horizontal projected surfaces as AV
and AH respectively. Therefore for an elemental
segment,
dQp = (1 )rydA
dAV = r d dz,
dQf = rpdA
(1)
(2)
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2 RS
ppr 2 (
2
= p
3
(R
Q1
0 RP
d?
dr
(9)
dFV = p dAV, now dAV = r d dz,

Hp
Q2
Q1
dQV = r dFV
dz
Rp
RP3 (1 +
2.1.2 Tool pinwork piece interface

Heat generated from a cylindrical tool pin consists of two contributions; Q2 from the side surface
and Q3 from the tip surface of the tool pin. Heat
generated due to friction of an elemental area on
the cylindrical pin surface is given by,
rd?
Q3
3
S
ta )) ddrd
d
Therefore dQV = r2 p d dz.

Integrating dQV over the tool pin vertical side
surface one obtains,
Rs
2 HP
Q2
ppR
RP2 ddzd
0 0
= 2 p RP2 H P
(10)
Similarly the heat generated due to friction of

the tool tip surface is given by,
Figure 1. Segmental areas and heat generation on
different parts of FSW tool.
2 RP
Q3
ppr 2ddrd
0 0
Now dz = tan dr,

Therefore dAV = r d tan dr
and
2
= p RP3
(11)
3
Therefore the total heat generation is given by,
dAH = r d dr.
Qtotal = Q1 + Q2 + Q3
The forces acting on the tool shoulder surface

can be written as,
dFs = p(dAH + dAV)

= p r d dr(1 + tan )
(7)
From Eq. (7) one can observe that the concave

shoulder surface actually contributes to increased
frictional area by a factor of tan .
Therefore combining Eq. (6) and Eq. (7) the heat
generation from the elemental shoulder surface is
given by,
dQS = r dFS = r2 p d dr(1 + tan )
(8)
The heat generated through friction of tool

shoulder with the plate surface is obtained by integrating Eq. (8) from pin root radius to the outer
radius of shoulder surface.
2
3
)( +
)+
3
P
+ 3RP H P
2
(12)
In case of a flat shoulder, the heat generation

expression simplifies to,
Qtotal
2
3
(R
3
S
3RP2 H P
(13)
2.1.3 Heat source model for FSW tool

The heat source modeling for FSW tool was done
based on the following assumptions,
i. the heat input is linearly proportional to the
distance from the center of the tool,
ii. the plunging force applied to the plate surface
by the tool creates a uniform pressure over the
shoulder surface,
iii. the heat is generated from the work done by the
friction force only.
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The distribution of heat flux (Chao & Qi 1998)

over the plate surface is given as,
q( r ) =
3Qtotal r
2 RS3
fo r r0
(14)
The tool geometry used in this present study is

shown in Figure 2.
2.2
The absorbed energy is then transported across

the plate thickness by means of heat conduction.
2.2.1 Heat source model for laser heating
The power density distribution (Zhao, H. &
Debroy, T. 2001) of the laser beam was considered
Gaussian in nature and the distribution of the
absorbed laser power density on the metal surface
is given by,
r
Heat generation from laser beam
An important mechanism in laser beam heating is

the interaction of the laser beam with the material.
This interaction mechanism is influenced by many
parameters such as: the laser power Q, the intensity distribution I of this power at the surface, the
heating speed Vb, the material properties and the
wavelength of the laser radiation .
The laser energy is absorbed by Fresnel absorption at the surface of the workpiece and can be
described by an absorption coefficient , indicating a fraction of laser power is absorbed in
the plate. For steel the absorption coefficient is
of the order of 0.4 for Nd:YAG laser radiation
(Sjoerd, P. 2003) in case of conduction mode of
welding. The rest of the laser energy is reflected.
Whereas in case of keyhole welding the laser
beam energy is absorbed on the walls of keyhole
through repeated reflections on the keyhole wall.
Because of this multiple reflections keyhole mode
of welding has a high absorption coefficient of
about 80%.
In the present investigation it being a case
of only heating, it is natural that laser material
interaction will be of conduction mode. Hence
the absorption coefficient will be on the lower
side. The laser energy is absorbed in a thin layer
(40 nm) (Sjoerd, P. 2003) at the surface of
the workpiece where it is converted into heat.
2Q 2 rb
qb (r ) =
e
rb2
(15)
where is the absorption coefficient, Q is the laser

power, rb is the beam radius at the plate surface, r is
the radial distance from the beam axis. The beam
radius at various locations along the vertical axis
is given by,
1
zzM 2 2
rb = r0 1 +
2
r 0
where r0 is the beam radius at the focal point,
is the beam wavelength, z is the beam defocused
length, i.e. the distance between the focal point to
the plate top surface, and M2 is a dimensionless
beam parameter. It is given by,
M2
r0
where is the half angle of beam divergence.

To validate the heat source model as well as to
establish the absorption coefficient laser heating
was carried out on 5 mm thick mild steel plate
samples as shown in Figure 3. The heating was
10
5.8
35
10
25
Figure 2.
tool pin.
Details of tool geometry with cylindrical

Figure 3.
Laser heating on mild steel plate.
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done using a Ytterbium Fiber ( = 1070 nm)

laser source (Model YLR-2000) with a maximum power of 2 kW. The laser beam was guided
from the laser source to the workstation by an
optical fibre with output fiber core diameter
150 m. Temperature profile was recorded at
two locations 10 mm and 20 mm away from the
heating line.
Temperature recording was done using Agilent
34970A data logger. The laser parameters used are
given in Table 1. Using the heat source model as
given by Equation (15) and considering material
properties as given in Tables 2 to 4, the temperature profile was calculated and compared with the
measured data as shown in Figure 4.
Here one can observe a very good correlation
between the calculated and experimentally measured temperature data.
Table 4. Temperature dependent enthalpy

for steel.
Temperature (C)
Enthalpy (MJ/m3)
0
100
200
300
400
500
600
700
800
900
>1000
0
360
720
1100
1500
1980
2500
3000
3700
4500
5000
300
Calcutaed temperature distribution

Measured temperature distribution
250
Laser parameters.
200
Temperature ( C)
Table 1.
Parameters
Values
Laser beam radius at plate surface (mm), rb

Laser power (W), Q
Laser beam speed (mm/min), Vb
Absorption coefficient,
2.0
1000
200
0.63
150
100
50
0
0
50
100
150
200
250
300
Time (s)
Figure 4. Measured and calculated temperature profile

10 mm away from heating line.
Table 2. Temperature dependent material properties of

C-Mn steel.
Temperature
(Celsius)
Thermal conductivity
(Watt/mK)
Specific heat
(J/KgK)
0
100
300
450
550
600
720
800
1450
51.9
51.1
46.1
41.05
37.5
35.6
30.64
26
29.45
450
499.2
565.5
630.5
705.5
773.3
1080.4
931
437.93
Table 3. Temperature dependent convection coefficients for steel surfaces.

Temperature (K )
Convection coefficient (W/m2 K)
56
278
556
2778
1.815
9.079
18.15
52.66
MATERIAL PROPERTIES
In the present analysis, the material properties of

C-Mn steel were used as given by Brown & Song
(1992). Table 2 shows the temperature dependent material properties used for the transient heat
transfer analysis. Temperature dependent convection coefficients (Adak & Mandal 2003) for steel
surfaces are given in Table 3. Temperature dependent enthalpy (Mandal & Adak 2001) of the C-Mn
steel are given in Table 4.
The friction coefficients used in this study were
calculated by considering the relative velocity
between the tool and the workpiece. The relative
velocity increases from zero at the axis of rotation
(static condition) to RS at the periphery of the
tool shoulder (dynamic condition). Experimental
evidence (Nandan et al. 2006b) suggests that the
frictional co-efficient can be expressed as,
f = 0 exp( r)
In case of pure friction, i.e. no material is sticking to the tool, = 1. The value of 0 was taken
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as 0.4 and constant was 1 s/m (Nandan et al.

2006b). r is the radial distance from the tool axis to
the point in consideration.
4
THREE-DIMENSIONAL FINITE
ELEMENT MODEL
A three dimensional finite element transient thermal model was used to determine the thermal
history on the work piece based on the dual heat
source given by Equations (14) and (15). The following assumptions were made in the analysis,
i. Linear Newtonian convection cooling was considered on all the surfaces.
ii. 95% of the frictional heat was transferred to the
work piece.
The temperature profile caused by laser assisted

FSW process was simulated by considering a dual
heat source comprising of heat delivered from laser
energy and tool friction as discussed above.
Transient thermal analysis using FEM was carried out. Brick elements with fine meshing in the
weld zone were considered. The FE meshing view
of the plate is shown in Figure 5.
The laser beam was considered moving ahead
of the FSW tool. The various parameters of FSW
and laser heat source as used in the thermal analysis are given in Tables 5 and 6 respectively.
The governing differential equation is:

T T T
T
K
+
K
= C
K
+
x x y y z z
t
The following boundary conditions were applied
in the present FE model.
Initial condition: A specified initial temperature for
the entire plate,
T = T for t = 0
First boundary condition: A specific heat flow acting over weld surface for t > 0 representing the
FSW heating source,
Figure 5.
qn = qsup
Table 5. FSW parameters for welding of 6 mm thick

normal strength steel plates.
The quantity qsup is the heat supplied to the plate

due to friction at the tool-plate interface and laser
beam. qn is the normal component of heat flux
vector. Here qsup is given by Eqs. (14 and 15).
Second boundary condition: qconv represents the
heat loss due to convection from the plate surface
at temperature T. Considering hf as convection
coefficient, the heat loss qconv is given by,
qconv = hf (T T)
FE model and meshing view.
FSW tool
Laser beam
position
Rotational Traverse
ahead of
speed
speed
Plunging FSW tool
Sl. No. (rpm)
(mm/min) force (N) (mm)
1
2
3
4
5
1000
1000
1000
1400
2000
80
80
80
80
80
6500
6500
6500
5000
3800
15
20
25
20
20
Considering heat loss due to convection over

top and bottom surface (Newtons law of cooling)
qn
qconv
Table 6.
T
or k
= h f (T T ) fo t > 0.
n
It should be noted that heat flux qsup and

convection loss qconv do not occur over the same
boundary segment at the same time. Heat flow into
the boundary is taken as positive.
Laser parameters.
Parameters
Values
Laser beam radius at plate surface (mm), rb

Laser power (W), Q
Laser beam speed (mm/min), Vb
Absorption coefficient,
2.0
650
80
0.63
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The isotherms as obtained using dual heat

source are shown in Figure 6 for the welding
parameters as given in Table 5 (Sl. No. 1) and
Table 6. The laser source produced a temperature
of about 900C as shown in Figure 7. At this temperature the yield stress of low carbon mild steel
reduces to about 10 MPa as shown in Figure 8
Figure 6.
welding.
Isotherms in laser assisted friction stir
1400
Temperature rise
due to frictional heat
1000
Temperature ( C)
1200
Temperature rise
due to laser heating
800
600
400
200
0
0
25
50
75 100 125 150 175 200
(Clausen, H. B. 2000). Thus it plasticizes the material sufficiently and thereby would reduce the tool
plunging force. Subsequent friction between the
tool and the plate surface provided the additional
heat to raise the temperature to about 1200C as
shown in Figure 7.
This would enable forward movement of
the FSW tool resulting in required stirring of
the plate material to achieve welding along the
plate butt. It can also be observed from Figure 7
that the time, t85 taken to cool over the range
800500C was about 25 s. Whereas in case of
manual metal arc welding process with a heat
input of about 1.3 kJ/mm, it is around 12 s
(Nandan et al. 2007).
The effect of variation of laser beam position ahead of the FSW tool on thermal history
is shown in Figure 9. As expected with the laser
beam closer to the FSW tool, the rise in peak temperature was more. The maximum temperatures
achieved for different laser beam positions keeping other parameters constant is shown in Table 7.
Here one can see that the increase in temperature
by moving the laser beam closer by 10 mm was
only about 42C. Hence for a FSW tool having
shoulder diameter 30 mm, laser beam position was
taken 20 mm ahead of the centre line of the FSW
tool in subsequent analysis.
The effect of increasing tool rpm, keeping the
traverse speed and the laser beam position fixed
at 80 mm/min and 20 mm ahead of FSW tool
respectively, is shown in Figure 10. The maximum
temperatures achieved with the dual heat source
for different tool rpm is shown in Table 8.
The combination of weld parameters as shown
in Sl. No. 3 of Table 8 will lead to a temperature
level of 1227C. At this temperature it will be very
much feasible to carryout FSW of steel without
excessive wear and tear of the FSW tool.
Time (s)
Figure 7. Transient temperature distribution at the

center of weld line.
Laser position 15mm ahead

1200
Temperature ( C)
1000
Yield Stress (MPa)
300
250
200
150
100
800
600
400
200
50
0
200
400
600
800
1000
50
100
150
200
Time (s)
Temperature (C)
Figure 8.
Variation of yield stress with temperature.
Figure 9. Temperature distribution for

position of laser beam ahead of FSW tool.
different
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Table 7.
Welding parameters, laser beam position and peak temperature.

FSW tool
Sl. No
Plate thickness
(mm)
Rotational
speed (rpm)
Traverse speed
(mm/min)
Plunging
force (N)
Laser beam
position ahead
of FSW tool (mm)
Maximum
temperature
rise (C)
1
2
3
6.0
6.0
6.0
1000
1000
1000
80
80
80
6500
6500
6500
15
20
25
1105
1082
1063
Table 8.
Welding parameters, laser beam position and peak temperature.

FSW tool
Sl. No.
Plate
thickness (mm)
Rotational
speed (rpm)
Traverse speed
(mm/min)
Laser beam position

ahead of FSW tool (mm)
Maximum
temperature (C)
1
2
3
6.0
6.0
6.0
1000
1400
2000
80
80
80
20
20
20
1082
1151
1227
1200
Temperature ( C)
iii. The laser source would heat up the plate to

about 900C reducing the yield stress of the
material to around 10 MPa. It would result in
lesser tool plunging force with less tool wear.
iv. Laser heating with a laser power source of
650 kW along with the frictional heat of FSW
would result in a temperature level of about
1200C at the plate surface.
v. The time, t85 taken to cool over the range
800500C as observed from above analysis was
about 25 s. It is almost double to that of the
manual metal arc process with a heat input of
about 1.3 kJ/mm.
vi. The above study indicates a strong possibility of
successfully carrying out laser assisted FSW of
steel plates with reduced tool wear and tear.
Tool rpm 1000

Tool rpm 1400
Tool rpm 2000
1400
1000
800
600
400
200
0
0
50
100
150
200
250
300
Time (s)
Figure 10. Temperature distribution for dual source
with varying tool rpm at a welding speed of 80 mm/min.
ACKNOWLEDGEMENTS
6
CONCLUSIONS
The combined heating due to a laser source and

the frictional effect of FSW tool was investigated
through experiments and computer modeling. The
major findings are as follows:
i. The major part of the total heat was generated
through the laser source in the proposed laser
assisted FSW process of C-Mn steel plates. Thus
sufficient plasticizing of the plate material could
be achieved through laser preheating which
would reduce the wear and tear of FSW tool.
ii. The laser energy absorption coefficient for
shot blasted steel plates coated with zinc based
primer was found to be around 0.63.
The results reported in this paper are from a

research project carried out under funding from
Naval Research Board vide their sanction number
DNRD/05/4003/NRB/169 dated 08/10/2008. The
authors gratefully acknowledge NRBs financial
support to successfully carry out the investigation.
NOMENCLATURE
shoulder concavity angle,

half angle of beam divergence,
extent of slip,
laser beam wavelength,
density of plate material,
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c
dA
k
p
r
r0
rb
z
AH
AV
M
Q
Q1
Q2
Q3
Qtotal
RP
RS
T
laser energy absorption coefficient,

coefficient of friction,
Shear yield stress,
tool angular rotational speed,
specific heat,
elemental area,
thermal conductivity,
tool plunging force per unit area,
radial distance along tool radius/beam
axis,
laser beam radius at the focal point,
laser beam radius at the plate surface,
laser beam defocused length,
horizontal projected surfaces area,
vertical projected surfaces area,
dimensionless laser beam parameter
heat input to the work piece,
heat generated under the tool shoulder,
heat generated at the tool pin side,
heat generated at the tool pin tip,
total heat generated,
pin root radius,
outer radius of shoulder surface,
ambient temperature.
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Steel-concrete-steel sandwich structures in ship and offshore

engineering
T.J. Grafton & J.R. Weitzenbck
Det Norske Veritas AS, Technical Advisory Ship and Offshore, Hvik, Norway
ABSTRACT: Concrete is commonly used in many civil engineering structures, often re-enforced in some
way with steel, either as tensioning rods or as part of a composite structure. Composite steel-concrete
structures have been used in bridge building for many years, with rules for design freely available (British
Standards Institution, 2008a,b), and has been a topic of research for maritime structures, e.g. for arctic
structures (Matsuishi et al. 1985) or impact resistance (Iwata & Hattori 1994).
This paper explores the potential of steel-concrete-steel sandwich in floating structures and exposes
the advantages, disadvantages and challenges of using this material through two design studies. The use
of light weight concrete (with a density as low as 1000 kg/m3) is compared with more traditional higher
strength concretes (density 2500 kg/m3) and it is found that the lighter weight concrete is desirable if the
sandwich is to be competitive with steel designs on weight. The paper concludes by proposing where this
technology may have potential and suggests areas for further exploration.
1
INTRODUCTION
The use of concrete as a building material

for floating structures appears to have been
limited primarily due to the increased weight in
comparison with highly optimised steel structures and the lack of available facilities with
experience in construction of large concrete
floating structures at reasonable cost. Concrete
ships have been built and traded successfully
(Fougner 1922) but interest in concrete ships
appears to have peaked when the cost of steel has
been high and/or when there has been a lack of
availability of steel plate, for example in wartime
(Morgan 1975).
The next period of growth in the use of
concrete for a construction material at sea was
with the discovery of oil and gas deposits in the
North Sea in the 1970s. Concrete has been used
for spar platforms and floating LNG terminals
(Gerwick Jr. 1984); for floating production units
(Lanquetin et al. 2008), and for ocean going barges
(Sare & Yee 1977).
In recent years the idea of using an alternative
material, sandwiched between steel plates, to
make a composite structural element has been
bought from a topic of research to an established
technology through the efforts of Intelligent
Engineering with their patented Sandwich Plate
System, SPS, (Brooking & Kennedy 2004, and
Lloyds Register 2006). This uses a polymer as the
core material and has been popular as a repair
option for worn structures (Kennedy et al. 2003).

Such composite structures offer an opportunity
to reduce or even eliminate structural elements such as secondary stiffening and primary
girders.
The success of such structures relies on a
reduction in the complexity of the structure,
leading to easier construction, more cost efficient
construction, or both. For most seagoing applications the structural weight of the new composite
member must compare favourably to an optimised
stiffened steel plate solution.
Concrete, used in combination with re-enforcing
materials such as steel rods, is the material of choice
for large civil constructions due to the ability to
mix from base materials remotely using locally
available contractors and materials. For this type
of construction no factory is needed, even for very
large structures. All construction materials can be
delivered to the building site along with machinery required for mixing the concrete and assembly.
The main infrastructure required to build in concrete is form work, to make the shape, and heavy
machinery to place re-enforcing members and to
assist with pouring and settling of the mix. This
versatility has seen concrete dominate the civil
construction industry.
So, taking two established materials, used
everyday for large engineering constructions,
accepted readily by the industries they are used
in and supported by design rules and verification
processes is appealing, especially as concrete is a
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relatively low cost material, being around 2.3 times

cheaper than standard shipbuilding grade steel.
CAN CONCRETE BE USED FOR THE

CORE MATERIAL OF A SUCCESSFUL
LAYERED STRUCTURE AT SEA?
Layered structural elements, with a low weight

core material sandwiched between a stronger
face materials have been developed for use in
the maritime industry since the 1970s. The most
widely used example is foam cored composite as a
construction material for the hulls of small craft.
These structures are often referred to as sandwich
structures.
Sandwich structures are often used to reduce
weight, a notable engineering example being the
development of GLARE for the Airbus A380
aeroplane, a sandwich of thin elements of aluminium and fibreglass (Beumler 2004).
For a successful sandwich, the mechanical
properties of the face plates and core must be well
matched to ensure both are utilised by a similar
amount under load, so avoiding one part of the
sandwich reaching a limit state long before another,
and to give the lowest total sandwich weight for a
given load carrying capacity.
Considering the above argument the marriage
of steel with conventional concrete in a sandwich
structure is unlikely to lead to a light weight structure as their strength properties are not particularly
well matched and because concrete is not particularly light when compared with other sandwich
core materials.
Steel-concrete-steel as a sandwich structure
using a novel light weight concrete core has
been researched in some depth by Bergan et al.
(Bergan & Bakken 2005 and Bergan et al. 2006).
They propose the use of a concrete with a density
around 1000 kg/m3 instead of the heavier conventional concrete with density around 2500 kg/m3.
This reduction of density comes with an associated
reduction in strength as light weight aggregates
are added to the mix to keep the weight down.
Bergan et al. show that the adoption of this light
weight concrete significantly improves the competitiveness of the sandwich with regards to overall
weight and give examples where it could be used
for construction of ships hulls.
So, the review of existing research shows that
high structural weight has meant that steel and
concrete sandwich structures have not been seriously considered for floating marine constructions.
However, the use of a low density concrete core
appears to increase the competitiveness of the
structure with regards to weight.
STRUCTURAL OVERVIEW OF A STEELCONCRETE-STEEL (SCS) SANDWICH

STRUCTURE
The proposed steel-concrete-steel beam is a structural sandwich consisting of five elements as shown
in Figure 1.
This constitutes a sandwich panel where the faces
primarily carry in-plane loads and bending and
the core primarily carries transverse shear loads.
Sandwich panels are particularly effective in carrying
transverse loading and providing flexural stiffness.
The relevant theory is described in any textbook on
sandwich structures, for example (Zenkert 1995).
To maintain the sandwich effect there must be
sufficient adhesion in the bondlines (indicated in
Figure 1) where the shear stress at the interface
does not exceed the shear strength of the concrete
core. In practice this can be difficult to achieve with
a bond of concrete to a smooth steel surface. In the
civil engineering industry it is common to use an
additional bonding agent, for example epoxy, or
mechanical fastenings (Raina 1994).
Concrete is a much weaker material than steel,
both in compression and especially in tension. This is
highlighted by the material properties given below in
Table 1, where the best high strength concrete and
lightest low strength concrete are used as examples.
It will be apparent from this table that under
load the concrete core is significantly weaker than
the steel face plates and so if the steel plate were utilised to the maximum permissible the concrete core
may crack. This cracking can be characterised as
due either to Bending, Vertical Shearing or due to
shear transfer between the face plates and the core.
3.1
Bending cracks
If the core consists of a material that is weak in tension, the tensile bending stresses may cause cracking
of the core at a lower value of applied bending
moment than yielding of the faces. If this happens
the part of the core that experiences tensile strains
will undergo extensive cracking and contribute
1
2
3
1. Face 1: steel plate.

2. Bondline 1 between face 1
and core: adhesion of concrete to steel.
3. Core: concrete.
4. Bondline 2 between core and
face 2: adhesion of concrete to steel.
5. Face 2: steel plate.
Figure 1.
Steel-concrete-steel beam.
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Table 1.
Material properties of concrete and steel.

Density
Characteristic cylindrical
compression strength
Mean tensile strength
Youngs modulus
Type of concrete
kN/m3
MPa
MPa
GPa
Light weight
High strength
9.8
25
9
90
1.1
5
5.4
44
Density
Characteristic yield
strength
Characteristic ultimate
strength
Youngs modulus
kN/m3
MPa
MPa
GPa
78.5
235
360
206
Normal steel for

ship construction
little to the bending stiffness. This will cause a shift

of the neutral axis towards the compressive face of
the panel which should be accounted for in design.
3.2
Transverse shear failure
Transverse shear is the force acting to transit the

load from the face plate through the bonds into
the core. The bond between the steel and concrete
must be strong enough to take this load otherwise
debonding will occur. Such debonding can lead to
a catastrophic failure of the sandwich and is akin
to loosing the flange of a steel I-beam.
3.3
Vertical shear cracks
These cracks occur when the shear force transferred

from the face plate through the bond into the core
is greater than the tensile capacity of the concrete.
These cracks will eventually extend through the
core between the faces following the direction of
the shear forces at 45 degrees.
3.4
Summary
The sandwich structure can be designed using

traditional sandwich theory suited to concrete
sandwich structures, modified to take account of
cracks in the concrete core.
This cracking is clearly undesirable and should
be avoided for normal expected load conditions.
However, it is important to understand the cracking behaviour of the core material for any ultimate
limit state analysis.
4
4.1
DESIGNING A SCS SANDWICH

STRUCTURE
designer, these include composite steel and concrete

structures for civil applications (British Standards
Institution 2008a,b). In addition, Eurocode 2 on
the design of concrete structures (British Standards Institution 2007) has sections on lightweight
concrete and on design of unreinforced concrete.
The Steel Construction Institute published the
Design Guide for Steel-Concrete-Steel Sandwich
ConstructionVolume 1: General principles and
rules for basic elements (Narayanan et al. 1994).
This is the only document which was found to
address the design of elements of an SCS panel.
It provides rules for the design of sandwich elements considering ultimate and service limit states.
It does not cover the fatigue limit state.
These codes can be used with Class Society Rules,
guidance documents and standards (Det Norske
Veritas 2003, 2007, 2008 and 2010a,b) to assess an
SCS structure for use in the marine environment.
To use the above combination of standards
connectors must be provided to improve the bond
between the concrete and the steel face plates,
see Figure 2. These standards effectively forbid
adhesive bonding between layers, for example in
section 6, paragraph A502 of DNV-OSS- C502
(Det Norske Veritas 2007).
This rule set does not consider in any detail
how to join structural elements together, or how
to join structural elements to traditional stiffened
steel structures. The civil engineering standards
assume a homogeneous structure is built in
one shot rather than by assembling prefabricated
SCS panels. Thus, joining of structural elements
remains an area for further detailed investigation.
4.2 Connecting stud design
Design codes
Because steel and concrete are widely used engineering materials many standards exist to guide the
Connecting studs provide the important bonding

between the face plates and the concrete core and
transfer the shear loads into the core. The shear
stress transferred into the core should be limited
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so that the concrete surrounding the stud does not

crush due to insufficient compression strength in
the concrete. This can be a problem for light weight
concretes where the compressive strength may only
be around 9.0 MPa, see Table 1. To avoid this crushing the surface area of the stud must be increased.
Studs should be placed so that any potential
shear crack in the concrete, whose direction is
assumed to be 45 degrees from the longitudinal
axis, is crossed by a stud, see Figure 2. The stud
spacing should also be chosen to avoid wrinkling
of the face plates due to in-plane loads (sometimes
referred to as buckling in texts on sandwich
structures), see Figure 3.
The use of these studs offers one other practical advantage in that the bond of concrete to steel
between adjacent studs does not need to be good for
the structure to behave as intended. This damage
tolerance allows welding to the top plate without
concern over damage to the bond due to heat input.
As concrete has very low thermal conductivity any
such welding will not transfer heat to the opposite
steel face and therefore will not damage any coating
on the opposite face plate. Whilst suitable weld
procedures must be tested and developed, this
advantage offers opportunities to modify the build
process for the structure allowing late additions

of equipment to be included without the need for
re-coating or, possibly, additional supporting foundations (assuming the structure is strong enough to
account for the reaction forces and moments).
4.3
Tensioning of the concrete core
It is common in concrete construction to compensate for the poor tensile strength of concrete by the
use of pre or post stressing. The advantage of pre
or post stressing can be seen in Figure 4 for a SCS
beam with a high strength concrete core.
The y-axis shows the axial force used to tension
the concrete core. Plotted against the bending
moment capacity of the SCS beam this gives a
curved surface from which the optimum stressing
force can be obtained. Where the curve crosses
the x-axis (marked with a cross) is the maximum
bending capacity without applying a stressing force.
The knuckle in the curve to the right of the graph
shows the possible increase in bending capacity
by pre or post stressing. The applied load must sit
within the boundary of the curve allowing for any
factor of safety placed on the maximum bending
capacity. The graph shows that a 55% increase in
Cylindrical
studded connector
Figure 2. SCS beam with shear studs. Maximum spacing indicated to avoid complete cracking of the core between
the steel faces.
Figure 3. SCS beam with shear studs. Maximum spacing to avoid wrinkling of compression plate when subject to
in-plane loads.
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CAPACITY CURVE - SANDWICH WITH HIGH STRENGTH CONCRETE

16
Capacity curve
AXIAL FORCE (+VE) COMPRESSION [MN]
Applied load
14
Floating Point
12
Increase in bending
capacity of 55%
10
8
Pre-stressing force
6
4
2
0
-2
0,1
0,2
0,3
0,4
0,5
0,6
0,7
-4
-6
BENDING MOMENT [MNm]
Figure 4. Capacity curve for a SCS beam with a core of high strength concrete. Core thickness is 200 mm sandwiched
between two steel face plates each 10 mm thick.
CAPACITY CURVE - SANDWICH WITH LIGHT WEIGHT CONCRETE
6
Capacity curve
AXIAL FORCE (+VE) COMPRESSION [MN]
Applied load
Floating Point
Pre-stressing force
Increase in bending
capacity of 9%
2
0
0
0,05
0,1
0,15
0,2
0,25
0,3
0,35
0,4
0,45
0,5
-2
-4
-6
BENDING MOMENT [MNm]
Figure 5. Capacity curve for a SCS beam with a core of light weight concrete. Core thickness is 200 mm sandwiched
between two steel face plates each 10 mm thick.
bending capacity can be achieved for the highest

strength concrete.
However, the addition of light weight aggregates to make light weight cements reduces the
advantages of pre or post stressing considerably as
shown in Figure 5, where the additional bending
capacity is reduced to only 9%. It can therefore be
concluded that the additional effort of pre or post
stressing the concrete core is not worthwhile for
light weight concretes.
5
DESIGN STUDIES
Parametric studies were conducted to give an

indication of SCS panel performance for different cross sectional parameters, loads and boundary conditions (Weitzenbck & Grafton 2010).
Knowledge gained from these studies could therefore indicate what span was feasible to cover as well
as the expected self weight of the panels. Based on
this knowledge two typical marine applications
were selected to compare original steel design with
an SCS sandwich solution.
5.1
RoRo ship
The main deck above the machinery space of a

large RoRo car carrier was chosen. This deck was
designed to carry a range of vehicles and for a uniform load of 1.0 tonnes/m2. The deck is supported
fore and aft by bulkheads (spaced over 100 metres
apart), with longitudinal and transverse girders
supported periodically by pillars.
Two different options are considered for the
comparison, the first, number 1 in Figure 6, is
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Transverse Girder
Longitudinal Girder
Pillar
Figure 6. RoRo deck structural girder system. Shaded areas show where SCS panels would replace existing steel
structure.
an 11.4 metre simply supported panel between

longitudinal girders. The second and third aim to
optimise the design by using SCS panels over three
spans as a continuous beam (of approximately
30 metres span). The continuous beam will reduce
the bending moment and may allow a lighter
panel to carry the load. This option is number 2 in
Figure 6. The second longer span panel is designed
with both thick steel plates and thin core (2a) and
thin steel plates and thick core (2b). The light
weight concrete described previously is used to
obtain the lightest weight SCS structure.
SCS panel design is controlled by ultimate
limit state, i.e. bending and shear caused by the
local static loads from cargo and self weight.
The fatigue design life is checked for dynamic
axial forces, acting in the longitudinal direction
of the vessel, caused by global hogging/sagging
moment. As a reference, the maximum deflection
at midspan is calculated as a serviceability limit
state. The maximum deflection was found to be
75 mm, which was considered acceptable. Note
that racking loads, which can influence the size of
the transverse girders for this type of ship, have
not been considered. The concrete core and connecting studs are assumed sufficient to withstand
the local loads acting through the tyres of the
vehicles.
Table 2 shows the SCS panels proposed to replace
the existing steel structure. Options 2a and 2b, with
a continuous panel over three spans, are the most
advantageous with respect to weight and material
costs. Option 2a, with thick steel plates and thin
core, has the lightest weight and option 2b, with thin
steel plates and thick core, has the lowest material
costs. The material costs in Table 2 are based on a
material cost estimate of 300 USD pr ton concrete
and 700 USD pr ton steel. The material costs used

in the comparison are based on discussion with
shipyards in Asia and are only used only to give
an indication of the cost. The material costs for the
existing steel structure, plates, stiffeners and transverse girders, is 115 USD/m2.
The study revealed the following advantages and
challenges for replacing the existing steel structure
with a continuous SCS panel.
5.1.1 Advantages
Total depth of deck is decreased from 600 to
170 mm. This 72% reduction in deck height
gives a potential to install an extra deck, with
economical benefits, if the same reduction
applies for several decks.
Elimination of stiffeners and some girders,
reducing fabrication complexity and area of deck
for coating and fire protection (where needed).
With a well-established welding procedure the
welding of the studs will be very efficient. The
total amount of welding will also be reduced
compared to the existing steel structure.
The panel is very robust and has a large potential
to absorb energy from impact loading or rough
handling. This is especially useful for decks subjected to wheel loading.
The panel will be easier to maintain due to the
flat surfaces.
5.1.2 Challenges
Total weight of the panel is increased by 101%,
from 162 to at best 326 kg/m2.
Estimated material costs are increased by 33%,
from 113.4 to 150.7 USD/m2.
Assembly, connection and production of the
panels have to be investigated further.
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Table 2.
SCS panel design for the RoRo deck.
Boundary conditions
Depth of concrete core (mm)
Thickness of steel plates (*) (mm)
Studs:
Weight of concrete (kg/m2)
Weight of steel plates and
studs (kg/m2)
Total weight of panel (kg/m2)
Material costconcrete (**) (USD/m2)
Material coststeel and
studs (**) (USD/m2)
Total material cost (**) (USD/m2)
Maximum deflection (mm)
Simply supported
(Option 1)
Continuous
(Option 2a)
Continuous
(Option 2b)
200
10
83 mm diameter,
13 per m2
194
173
150
10
110 mm diameter,
16 per m2
144
182
235
6
66 mm diameter,
16 per m2
227
118
367
58.2
121.1
326
43.2
127.4
345
68.1
82.6
179.3
63
170.6
75
150.7
52
(*) Normal steel with 235 MPa yield strength; (**) Per metre squared of deck area.
5.1.3 SummaryRoRo deck

For a replacement of parts of the steel structure
with SCS panels the weight and material cost penalty are likely to be prohibitive. However, considering that the panel is much simpler to produce,
without intersections between stiffeners and girders, and no lugs and brackets, the total fabrication
cost may be reduced. Fabrication cost can be 25%
or greater of the total cost of the ship (depending
on ship type) with steel cost only 510%. Therefore,
there is scope to improve the cost competitiveness
of the SCS structure through simpler fabrication.
5.2
FPSO process deck
The RoRo deck study showed that SCS solutions

would struggle to be competitive if used for parts of
weight critical ship structures. Therefore, an alternative structure was chosen to see if SCS could offer
advantages on a structure where weight was less
critical. A Process Deck for a Floating Production,
Storage and Offloading unit (FPSO) was selected.
This is a deck module located on the upper part
of an FPSO containing equipment for processing
petrochemicals prior to offloading. Process decks
are located in open air, due to the risks from fire or
explosion, and are generally prefabricated and partially outfitted prior to final lift on to the FPSO.
It was hoped that the following advantages of
SCS could be utilised:
Simple build of deck as one large SCS panel,
supported by girders below.
Minimise, or eliminate other underdeck supporting structure for foundations of heavy
equipment.
Thermal barrier between process decks in case of
fire and limited protection in case of explosion.
Further, the design was to be as weight

competitive as possible with the steel equivalent.
So, once again the light weight concrete was used
in preference to the stronger heavier concrete.
Loads and dimensions for comparison are
extracted from an existing process deck on an FPSO
vessel. The static loads on the deck are caused by
operational loads and self weight from structural
elements, equipment, piping, valves etc. Large point
loads, from the operating separators, make the process deck heavily loaded in some areas. The comparison is performed for a 2.5 m wide SCS panel at the
heaviest loaded area. The dimensions of the process
deck are 18.4 m by 27.7 m. A schematic of the deck
is shown in Figure 7.
The static model for the process deck is indicated
in Figure 8, spanning in the shortest direction as
shown in Figure 7.
Because of the heavy loads and large span for the
process deck, a higher steel grade (yield 355 MPa) is
chosen for the steel plates. Two different panels are
chosen to replace the existing steel structure, one with
thin steel plates and thicker core and the second with
thick steel plates and smaller core, see Table 3. The
design of the proposed panels is controlled by bending and shear capacity in ultimate limit state. As a
reference the maximum deflection is calculated.
Table 3 shows the SCS panels proposed for the
steel deck. As before, the material costs in table 3
are based on a cost estimate of 300 USD pr ton
concrete and 700 USD pr ton steel. The steel weight
of the existing steel structure is 359 kg/m2, giving
an estimated material cost of 251 USD/m2.
In addition to the general benefits already
outlined in the RoRo deck study the following
advantages and challenges for replacing the
existing steel structure with the lightest SCS panel
(panel 1 in Table 3) were identified.
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2.5 metres
Girders
Stiffeners
SCS Panel
Figure 7. Structural arrangement of the process deck, showing underdeck stiffeners and girders. SCS panel shown
shaded. Total SCS panel assumed to be constructed of interconnected panels placed atop the existing girder system.
Figure 8.
Table 3.
Static model of the FPSO process deck, showing point loads for heavy equipment.
SCS panel design for the FPSO process deck.
Depth of concrete core (mm)

Thickness of steel plates (*) (mm)
Studs:
Weight of concrete (kg/m2)
Weight of steel plates and studs (kg/m2)
Total weight of panel (kg/m2)
Material costconcrete (**) (USD/m2)
Material coststeel and studs (**) (USD/m2)
Total material cost (**) (USD/m2)
Maximum deflection (mm)
SCS panel 1
SCS panel 2
360
10
37 mm diameter, 25 per m2
345
207
553
103.8
144.9
248.7
89
460
8
30 mm diameter, 25 per m2
444
178
622
133.2
124.6
257.8
67
(*) High strength steel with 355 MPa yield strength; (**) Per metre squared of deck area.
5.2.1 Advantages
Material costs competitive with original steel
structure.
Increased flexibility for the location of the
equipment because:
For the existing steel structure, welding directly
on one side of the plate will not damage the
steel treatment on the other side of the plate.
For the SCS panel, welding directly on the

top side of the upper plate will only damage
the bond between the concrete and the plate.
However, this concrete to steel adhesive bond is
not taken into account since studs are provided
to transfer the shear stress between the layers.
Thus, the steel treatment on the bottom surface
of the lower plate is not affected by welding.
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Better performance under explosion.

Improved heat insulation.
With a well-established production and assembly
procedure it is possible to be competitive on costs.
5.2.2 Challenges
Total weight of the panel is increased by 54%,
from 359 to 553 kg/m2.
Assembly, connection and production of the
panels have to be investigated further.
5.3
Limitations
The limitation of these comparisons is that the

main structural system used for both the conventional steel structure and the SCS panels is the same.
This system is the result of an optimization process
meant for a steel structure. In the studies SCS
panels are used in place of parts of the structure
and only the SCS panels are optimised, no changes
are made to the existing steel structure.
HOW TO EXPLOIT SCS STRUCTURES
Optimise the structure for lowest weight:

Limit panel span to avoid low utilisation of the
core. For longer spans the section modulus for
bending determines the core thickness giving a
thicker core than needed to withstand the shear
forces.
Arrange panel supporting structure (walls,
girders, etc.) to enable use of the most weight
efficient panel sizes.
Take advantage of reductions in deck height and
structural complexity to make a smaller, simpler
structure.
Minimise build costs:
Uplift methods from the civil construction
industry. For example, a one shot build where
the steel structure is assembled at the construction site and the concrete is poured in one go to
make the SCS structure.
Minimise the need for specialist infrastructure
at the build site. For example, prefabricated steel
plates with interconnecting circular sectioned
shear studs could be procured in the required
sizes and delivered to the build site. Only concreting equipment and the ability to lift and
weld the steel panels would then be needed at
the build site.
Minimise joins between SCS panels and between
SCS panels and other structure. Reduces welding and the need for new joining methods to be
qualified.
Focus on smaller and simpler structures that

can be produced using locally sourced materials,
equipment and labour.
Take advantage of other benefits:
Low thermal conductivity of concrete. Reduces
requirements for insulation.
Better impact protection (Iwata & Hattori 1994).
May eliminate the need for additional structural
protection such as fenders.
Flat interior walls. Reduces coating area.
FURTHER WORK
Before competitive SCS structures can be built

some areas of further research are needed:
Studies need to be completed to demonstrate
cost effectiveness, for both initial cost and
through life cost.
Joints between structural elements need to be
carefully designed, qualified and tested, using
for example the DNV technology qualification
process (Det Norske Veritas 2001 and 2006).
8
CONCLUSIONS
This paper has demonstrated that Steel-ConcreteSteel structure can be used in ships and offshore
structures however the challenge will be to remain
competitive on weight and cost.
To be competitive on weight light weight concrete must be used in place of more traditional
heavier concretes.
Cost competitiveness is likely to depend on
developing simple build processes that minimises
weld length and structural joints.
The most promising applications for this technology appear to be for smaller ships or barges
where local build using local resources offers significant cost advantages compared with building
at a remote shipyard. Ship types should be selected
where build and operation costs are not highly sensitive to overall weight.
Concrete has disadvantages when used in conjunction with steel in a layered plating system. Maintaining a good bond between the steel and concrete
is critical and, using todays accepted standards, can
only be obtained by using studs extending between
the two face plates. Large scale cracking of the
core due to tensile loading must also be avoided,
although with a studded solution there will be some
tolerance to cracks in the core material.
Unless a construction process can be developed that allows for the pouring of the concrete
into prefabricated steel plates representing the hull
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shape a large amount of joins will be needed to

connect prefabricated SCS panels to each other
or to conventional steel structure. As these joins
remain unproven some development work will be
necessary. The range of joints requiring verification
and qualification will be reduced with a one shot
method for pouring concrete into a steel form.
If SCS structures are to be taken further a full
technology qualification process needs to be followed relevant to the intended application and the
loads it may experience.
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MARINE 2005, P. Bergan et.al. (eds.), Barcelona.
Bergan, P.G., Bakken, K. & Thienel, K-C. 2006. Analysis
and design of sandwich structures made of steel and
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problems in engineering. C.A. Mola Soares et.al.
(eds.), Lisbon, Portugal.
Beumler, T. 2004. Flying GLARE. A contribution to
aircraft certification on strength properties in nondamaged and fatigue damaged GLARE structures.
Thesis for Doctor of Engineering, University of
Delft, Delft university press, The Netherlands, ISBN
90-407-2481-4.
British Standards Institution. 2007. Eurocode 2: Design
of concrete structures, part 11: General rules and
rules for buildings and civil engineering structures. BS
EN 1992-1-1:2004.
British Standards Institution. 2008a. Eurocode 4: Design
of composite steel and concrete structures, part 11:
Generalcommon rules and rules for buildings. BS
EN 1994-1-1:2004.
British Standards Institution. 2008b. Eurocode 4:
Design of composite steel and concrete structures,
part 2: General rules and rules for bridges. BS EN
1994-2:2004.
Brooking, M.A. & Kennedy, S.J. 2004. The performance,
safety and production benefits of SPS structures for
double hull tankers. International conference on the
design and operation of double hull tankers, Royal
Institution of Naval Architects, London.
Det Norske Veritas. 2001. Recommended practise
DNV-RP-A203, qualification procedures for new
technology.
Det Norske Veritas. 2003. Offshore standard DNV-OSSC501, composite components.
Det Norske Veritas. 2006. Offshore service specification,
DNV-OSS-401, Technology qualification management.
Det Norske Veritas. 2007. Offshore standard DNV-OSSC502, offshore concrete structures.
Det Norske Veritas. 2008. Offshore standard DNVOS-C101. design of offshore steel structures, general
(LRFD method).
Det Norske Veritas. 2010a. Recommended practise DNVRP-C203, fatigue design of offshore steel structures.
Det Norske Veritas. 2010b. Rules for the classification of

ships, newbuildings, hull equipment and main class,
part 3, chapter 1: Hull structural design, ships with
length 100 metres and above.
Fougner, N.K. 1922. Seagoing and other concrete ships.
London: Henry Frowde and Hodder & Stoughton, The
Lancet Building, 1 Bedford Street, Strand, W.C.2.
Gerwick, Jr., B.C. 1984. Implications of recent developments in concrete ships and floating structures. The
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(SNAME) STAR symposium, Los Angeles, California,
April 1113: pages 199209.
Iwata, S. & Hattori, Y. 1994. Toughness of composite
steel-concrete structure of sandwich system. Proceedings of the fourth International Offshore and
Polar Engineering Conference, Osaka, Japan: pages
355361.
Kennedy, S.J., Bond, J., Braun, D., Noble, P.G. &
Forsyth, J.D. 2003. An innovative No Hot Work approach to hull repair on in-service FPSOs using sandwich
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(OTC), OTC 15315, Houston, Texas, U.S.A.
Lanquetin, B., Dendani, H., Collet, P. & Esteve, J. 2008.
Lessons learnt from 12 years of operations of a
huge floating production unit made of pre-stressed
high performance concrete. International petroleum
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Malaysia: pages 19661980.
Lloyds Register. 2006. Provisional rules for the application of sandwich panel construction to ship structure.
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Matsuishi, M., Hattori, Y., Iwata, S., Ishihama, T.,
Yamamoto, T. & Kitazono, M. 1985. Ultimate strength
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558
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Welding of large gaps of block joints in ships using different

techniques
S. Zacke & W. Fricke
Institute of Ship Structural Design and Analysis, Hamburg University of Technology (TUHH)
ABSTRACT: When welding block joints of ships it may occur that the gaps between them are relatively
large. Furthermore high stresses due to the constraint conditions may result in high residual stresses.
Therefore an investigation was performed to determine if gap widths up to 30 mm fulfil the requirements
regarding the fatigue and fracture strength. The welding of butt joints at 250 mm wide plates was performed under definite constraints presenting the surrounding ship structure. Among other parameters
the welding method (string-bead, weaving technique) was varied. During the welding the reaction force
was measured and it was noticed that it was remarkably higher for the weaving technique compared to the
string-bead technique. Both welding techniques lead to different fracture and fatigue results. The weaving
technique seems to be more adequate when welding large gaps. A numerical welding simulation using the
weaving technique showed compressive plastic strains in the root layer that maybe reasonable for the good
results. Generally the investigations indicated a clear influence of welding technique on the fatigue and
fracture strength. The gap width did not have a significant influence.
INTRODUCTION
The welding of large gaps at block joints in shipbuilding is regulated by the classifications societies regarding the welding procedure. At present
the maximum permitted gap amounts to 25 mm.
Furthermore this gap width has to be welded with
the string-bead technique. Additionally high constraints due to the surrounding ship structure can
support the development of high and unfavorable
residual stresses and distortions. For this reason
different welding joint variants at 15 mm thick
plates were fabricated to examine their fatigue
and fracture strength. Several parameters were
investigated; three of them are presented in the
following:
Figure 1. a) Geometry of the specimens. b) Welding

techniques.
gap width (8 to 30 mm)

welding technique (string-bead technique, weaving technique)
Preloading and stress ratio R
The geometry of the specimens as well as the
investigated welding techniques are presented in
Figures 1 and 2.
2
WELDING OF THE SPECIMENS
The procedure for each investigated specimen

was the following: At first the two plates were
Figure 2.
Restraining welding set-up.
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Reaction Force Fy [kN]
butt-welded under definite constraint conditions

in a restraining welding set-up, see Figure 3.
Afterwards the welded plate was released and cut
for the fatigue tests.
The constraint achieved with the welding set-up
can be interpreted as spring stiffness that was
obtained by several onboard measurements at
block joints within previous investigations (Savu
and Huismann, 2003).
The main properties of the investigated materials are summarized in Table 1. The presented
results were obtained with the higher strength
shipbuilding steel D36.
It is assumed that the shrinkage stress of both

welding techniques is very different due to the high
heat input expected for the weaving technique.
Therefore the reaction force transverse to the
welding direction was measured during and after
welding. This load becomes part of the fatigue
tests as a preload or mean stress.
Figure 3 shows the reaction force Fy, which
ranges between 350 and 700 kN. The upper curve
characterises the weaving technique. Generally
the curve of the string-bead technique is below
that of the weaving technique. All curves depend
on the gap width, whereas the gradient is steeper
for the weaving technique, overall the gradient is
relatively small.
600
400
200
weaving D36
The butt welds having a width of 250 mm were cut

to 40 mm wide specimens, see Figure 5.
For the fatigue tests altogether three different
load types were used, two of them are described
in this paper. The difference concerns the stress
ratio R meaning the ratio between the lower and
the upper stress applied in the tests. For load
type I R is equal zero, for load type II R depends
on the measured reaction forces, see Table 2.
The reason for this procedure is to take into
account the heat-induced residual stresses that
differ for both welding techniques.
string-bead D36
0
8
15
30
gap width [mm]
Figure 3.
Reaction forces measured after cooling.
Figure 4.
Testing set-up and geometry of the specimens.
Table 1.
FATIGUE TESTS
Material properties.
Base
material
Filler
material
Steel grade
D36
FILARC PZ 6113
Yield stress fy
Actual yield stress
355 MPa
390 MPa
For protective gas

MISON 18:
460 MPa
Tensile stress
520 MPa
For protective gas

MISON 18:
460 MPa
Ultimate tensile strain
29%
Min. 22%
Welding procedure
Automatic MAG
Figure 5. Finite element model for the string-bead technique and computed stresses.
Table 2. Load types for the fatigue tests.
Load types
II
[MPa]
upper [MPa]
Stress ratio R []
270
270
0
270
Max. 400
Max. 0.325
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Fatigue Strength at 2E+06 Load

Cycles [MPa]
180
weaving technique
string-bead technique
R=0,27
R=0
Ps=10%
R=0
140
R=0
R=0,27
100
Ps=50%
R=0
R=0,32
R=0,32
107
85
111
99
96
Ps=90%
Ps=97,7%
85
78
76
60
8 mm gap width
Figure 6.
30 mm gap width
Scatter bands of the fatigue strength.
Generally one can predict or compute the

crack initiation point due the specimens bending distortion resulting from the weld process.
For the specimens welded with the weaving technique the predictions matched with the tests, for
the string-bead welded specimens, however, they
did not. The expected crack initiation point is at
the top layer, but the crack started from the root
notch. There are several possible reasons for that,
e.g. a worse notch geometry at the root notch.
Due to this the notch stresses were computed with
the finite element program ANSYS, taking into
account the actual notch geometry as well as the
bending distortions that were measured in terms
of angular misalignments.
When comparing the maximum stresses in
Figure 6 for the root and the top layer it can be
seen that both reach a similar stress level. The
unsymmetrical stress distribution on the left and
right side results from the misalignment. The flank
angles of the string-bead technique specimens
were often smaller than 135 and therefore critical.
But there were also specimens having larger flank
angle but they, too, cracked from the root. That
means the large flank angles are a possible reason
for the unexpected crack initiation location, but
due to the fact that all specimens independently
from the flank angle cracked from the root a further influence is assumed to be reasonable, i.e. the
material properties in the heat affected zone can be
an important issue.
nominal stress approachFAT90

structural stress approachFAT100
notch stress approachFAT225
Figure 7 compares the resulting FAT classes
from the nominal and local stress approaches for a
gap width of 30 mm.
For each approach and welding technique a rectangle is illustrated representing as upper or lower
boundary the result for the different stress ratios
that were tested. Referring to this it can be seen
that for the string-bead technique the FAT classes
for R > 0 are higher than for R = 0. The weaving
technique has opposite results considering the
stress ratios influence, as expected.
With regard to the rules requirements for the
three concepts it can be stated that the results of
the weaving technique fulfill the requirements.
For the string-bead technique specimens, however,
EVALUATION OF THE FATIGUE TESTS
For the evaluation the nominal stress as well as two

local stress approaches were used (Niemi, 2006),
(Radaj, 2006). The evaluation based on the nominal stress approach is independent of the local
weld geometry and the imperfections of the specimens, the result only refers to the applied load and
the number of cycles to failure. Therefore all local
effects affecting the failure of the specimens are
implicitly included in this procedure.
When extrapolating the fatigue strength for
the survival probabilities Ps = 10%, 50%, 90% and
300
R=0
30 mm gap width
FAT classes [MPa]
97.7% with a slope exponent m = 3 to 2106 load

cycles, the scatter bands shown in Figure 6 are
obtained. The figure shows that the scatter bands
are very different for the welding techniques. For
the weaving technique the influence of the raised
stress ratio R clearly leads to a reduced fatigue
strength. For the string-bead technique, however,
almost no influence regarding the stress ratio could
be found. Generally, for small gaps the weaving
technique seems to be adequate, for larger gaps the
string-bead technique has a better fatigue strength.
Regarding the influence of the gap width itself no
clear tendency could be found. It can be concluded
that the influence of the increased gap width can
be neglected.
The local approaches include geometrical
and distortion effects. The two mainly applied
approaches are the structural and the notch
stress approach. Distortion effects as the angular
misalignment are involved in both procedures. The
notch stress approach additionally includes the
local notch geometry. For the local approaches as
well as for the nominal stress approach the classification societies require a minimum fatigue
class (FAT) to fulfil (Germanischer Lloyd, 2009)
(Hobbacher, 2009):
S=String-bead technique
P=Weaving technique
200
R>0
100
R=0
S
R=0
R>0
R>0
R=0
R>0
R>0
R=0
R=0
R>0
P
0
nominal
stress
1
2
structural
stress
3
4
notch5 stress r = 16 mm
Figure 7. Comparison of the FAT classes derived from

the nominal and local approaches for 30 mm gap width.
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only the evaluation with the nominal stress

approach corresponds to the required value, the
local approaches show significantly lower fatigue
strengths than necessary.
Altogether, the results for both welding techniques are very different regarding the local concepts. The reason for the bad fatigue behaviour of
the string-bead technique specimens is the angular
misalignment. This misalignment has two effects:
Due to the downwards-bending of the string-bead
technique specimens an according bending stress
occurs when fixing the specimens in the pulsator for
the fatigue tests. Thereof resulting tensile stresses
in the top layer indicate that the crack initiation
point is there. The second and more significant
effect is the additional or secondary bending that
increases the nominal stress range during loading.
This is caused by the excentric loading due to the
misalignment and results in a bad fatigue strength
of the root.
Altogether the two main questions resulting
from the tests are on the one hand why the stringbead technique specimens cracked from the root
instead of the top and are there any reasons for
their bad fatigue results.
MATERIAL CHARACTERISTICS
One reason for the bad fatigue behaviour could

be the material properties in the weld that especially influence the fracture behaviour. First of
all hardness measurements and micrographs were
investigated.
The micrographs (Figure 8) show significant differences when comparing the welding techniques.
The microstructure of the weaving technique spec-
imens is finer and more homogeneous. That of the

specimens welded with the string-bead technique
is coarser.
The fine-grained microstructure results from a
diffusion-controlled phase transformation during
cooling, where large quantities of austenite could
be transformed. Especially for the 30 mm wide gap
specimens welded with the weaving technique a
very homogeneous micro-structure can be seen in
the root layer, this results from the high heat input
per unit length of the weld due to the large weaving
amplitude. The straight-line movement of the
string-bead technique however causes a continuous heat input for every pass having faster cooling
rates. That is why the rough phase austenite is not
totally transformed.
According to the coarse structure of the stringbead technique specimens their hardness values
are higher than those of the weaving technique
specimens. The hardness measurements presented
in Table 3 do not indicate any abnormalities and
fulfil the requirements of the classification societies.
The comparison shows an increased hardness for
the string-bead specimens by 25HV30HV.
It can be seen that there is a decreasing trend of
hardness with increasing gap width. Furthermore
the root layer has lower values than the top layer,
this results from the multiple heating of the root
according to the number of passes. This is also
the reason for the decreased hardness for the large
gap width, because the number of passes increases
with the gap width and therefore the root layer is
warmed up more often. In general the results indicate a favourable influence of increasing gap width
regarding the hardness.
Further investigations involve a chemical analysis to exclude possible inclusions or similar welding
defects. Within the scope of the chemical investigation the base and the weld material were examined.
When comparing the carbon content of the
weld for both welding techniques, it was noticed
that the string-bead technique specimens have a
higher mass content of carbon than the weaving
technique specimens. This confirms the results of
Table 3.
HV10.
Comparison of hardness measurement results

8 mm
Figure 8. Micrographs of specimens with 30 mm

wide gap.
30 mm
Gap width
Weld
HAZ
Weld
HAZ
Weaving (top)
String-bead (top)
Weaving (root)
String-bead (root)
200
222
180
205
178
205
172
201
176
207
149
171
165
211
157
186
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the hardness measurements, since a higher proportion of carbon explains the higher hardness
values of the string-bead technique specimens.
Overall, the requirements for material composition
of Germanischer Lloyd (2009) are fulfilled for all
specimens. Inclusions or other crack influencing
contents were not found.
As a main indicator for the fracture behaviour
the Crack Tip Opening Displacement values
(CTOD) were also determined. The CTOD values can be interpreted as the displacement of
the surfaces of a crack normal to the original
(undeformed) crack plane at the tip of the fatigue
precrack. Therefore three point bending tests
were performed using small specimens (cross
section 15 15 mm). The CTOD values were
measured with 5-clips (Eren et al., 2010).
Figure 9 presents the maximum CTOD values as a result of the bending tests. It was found
that the base material has the highest fracture
toughness CTOD-values within a scatter band of
0.851.05 mm. The fracture resistance of the filler
material welded with the weaving technique is in
the range of about 0.7 mm, the CTOD-values of
the string-bead technique are listed in the lower
part of the figure as columns separately for the
different gap widths. On average, these specimens
only reach half the fracture resistance of those
welded with the weaving technique, some values
were even critical.
The material characteristics were investigated
to search for any reasons that maybe have caused
the unexpected crack initiation point as well
as to evaluate the fracture behaviour. In general the
investigations confirm better material properties
for the weaving technique, especially in the root.
The partly martensitic structure and the higher
hardness of the string-bead technique specimens
in the top notch indicate a higher strength there.

The crack started in the root notch where a lower
strength is assumed. Due to this, the structure
of the weld is a possible reason for the fatigue
results.
6
SIMULATION OF THE RESIDUAL

STRESSES
To investigate further the influence of the different welding techniques several welding simulations
were done with the finite element program ANSYS.
The computation of residual stresses that maybe
influence the fatigue characteristics of a specimen
needs a detailed modelling of the welding process
and especially the welding technique. Due to this
both welding techniques, string-bead and weaving
technique, as well as a simple single-layered butt
weld process were computed. The geometrical
model was the same for all variants, see Figure 10.
The centrepiece in welding simulations is the
heat generation process. The computation subjects
range from modelling of heat generation and weld
pool phenomena, heat flow to thermal stresses and
deformations. The possibilities regarding models
for microstructure evaluation, cracking and other
phenomena that are determined by the temperature and deformation history of the material are
almost unlimited. The most limiting factor to
date is the technical capability of the operational
computer. The following computation results
are based on a relatively simple model, excluding
phase transformation. The thermal and the structural part are uncoupled. The heat input refers to
the welding parameters used in the tests for both
welding techniques. To investigate the influence of
the number of weld layers a butt weld with only
one layer was also computed. The heat input for
this model was estimated with the aim of similar
temperature distributions for all models.
Base Material D36

0,8
Weld Material Weaving Technique
0,6
0,4
0,2
Weld Material String-beadTechnique
0
8 mm gap width
30 mm gap width
Figure 9. Maximum CTOD values of A235 and

D36 steels welded by the string-bead and weaving
technique.
Figure 10.
Finite element model, cp. Figure 1.
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Table 4.
Computed variants.
Boundary condition
Fixed
String-bead (1 layer)
String-bead (20 layers)
Weaving (5 layers)
Elastic
Figure 11. Measured and computed reaction forces

after cooling.
Transverse Stress [MPa]
400
300
200
100
weaving fixed
0
-200
weaving elastic
single layer
-100
0
100
Distance to welding line [mm]
200
Figure 12. Transverse stresses of weaving technique

(fixed, elastic) and a single-layer computation along
centre path.
Transverse Plastic Strain [-]
As described before the plate was not fully fixed

during welding. That means the plate could move
perpendicular to the welding direction. This elastic
restraint has also to be assigned to the finite element model. Therefore link elements as 3-D spar
elements with the stiffness of 1.250 kN/mm that
was realised in the tests were used. To evaluate
this influence on the residual stress distribution
the fixed and the elastic restrained state was computed. An overview of the computed variants is
presented in Table 4.
To validate the simulation a comparison with
the measured reaction forces was done. Figure 11
presents the results that indicate a good accordance
for both welding techniques. Furthermore the fixed
models show significantly higher reaction forces
pointing out a clear influence of the boundaries.
As already illustrated in Figure 4 the string-bead
technique reaches lower reaction forces compared
with the weaving technique maybe resulting of the
lower energy input per unit length.
A main investigation issue of the project was
the influence of the constraint condition due to
the surrounding ship structure when welding block
joints. Though the elastic constraints of the plates
are relatively rigid due to the high stiffness range
of the link elements the influence on the stress and
strain distribution is noticeable. The transverse
stresses along a center path perpendicular to the
welding direction at half of the plate thickness are
presented in Figure 12.
Three different stress distributions are illustrated, the upper ones are simulations realizing the
0,05
0
single layer
-0,05
weaving fixed
weaving elastic
-0,1
-200
-100
0
100
200
Figure 13. Transverse plastic strains of weaving technique

(fixed, elastic) and a single-layer computation along top path.
weaving technique specimen with five layers, the

lower curve belongs to the single-one layer welding
simulation.
First of all the stress range of the single-layer
model is about 200 MPa below that of the multilayer simulations. The stresses are illustrated along
a path in the centre plane of the plate and accordingly they are membrane stresses. Obviously the
single-layer welding is hardly stressed regarding
the transverse stresses. Due to the repeated and
slow-acting heat input the five layered weaving
technique simulations are significantly affected by
transverse loading. This was also observed in the
tests as the weaving technique specimens had less
angular distortion on the one hand and high reaction forces on the other hand.
The most decisive difference between the models concerns the plastic strain distribution. To get
an impression of how significant it is to model the
actual welding technique instead of only loading
a model with a temperature distribution Figure 13
describes the transverse plastic strains along the
same cross path as before on the top of the plate.
The single-layer model has compressive strains
in the weld especially at the notches which mean
the two strain peaks. These peaks are also visible for the other two models but with a very
low strain range compared with the single-layer
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Vertical Displacement [mm]
1
single-layer
weaving fixed
string-bead elastic
0
-1
-200
-100
0
100
200
Figure 14. Vertical Displacement of weaving, stringbead technique and single-layer computation along
bottom path.
400
weaving elastic
Transverse Stress [MPa]
model. The global plastic strains, however, are

tensile for the weaving models and zero for the
single-layer model. This is due to the bending
upwards deformation of the weaving technique
specimens that was seen in the simulation as well
as in the tests. The strains of the fixed model are
generally higher than the strains of the elastic
constrained model.
The results confirm that the welding technique
must not be neglected in a welding simulation.
The location and the sign of the plastic strain
is very important for the evaluation of fatigue
results, for example. Furthermore the deformation behavior of the specimens depends on the
welding technique. Figure 14 presents the vertical
displacement for the string-bead, the single-layer
and the weaving model. The most significant difference is the deformation direction. Both stringbead welded models bent downwards and the
weaving technique specimen shows a bending
upwards.
When examining the maximum deformation
values for the string-bead and the weaving models it seems that the latter has a higher vertical
distortion. Thereby it has to be considered that
these high values are in the weld meaning that the
weld itself is compressed and bent upwards.
The global deformation is lower than that of
the string-bead technique. In the tests the angular
distortions of the fatigue specimens were measured
and the outcome was that the string-bead specimens have about twice as large deformation as the
weaving specimens. Considering the global bending
this is confirmed by the simulation.
Because of the different bending behaviour and
reaction forces the stress distribution transverse
to the weld direction is also dissimilar. Figure 15
shows the transverse stresses along a path at half
the plate thickness.
Similar to the stresses of the single-layer simulation in Figure 12 the string-bead model only
string-bead elastic
200
notch
locations
0
-200
-100
100
200
Figure 15. Transverse stresses of weaving and stringbead technique along centre path.
reaches a stress level below 100 MPa meaning there

is hardly a membrane stress in this plate. Both stress
curves explain the differences of the reaction forces
in Figure 11 as the weaving specimens are mainly
stressed in-plane with only a small bending part.
The string-bead technique specimens show large
bending deformation and less membrane loading.
This effect is traced back to the welding procedure regarding the movement of the heat source
and the heat input per unit length. Furthermore
the weaving movement connects the flanks of the
plates immediately so that the whole shrinkage and
elongation force can be distributed in both parts.
For the string-bead technique, however, at least in
the root layer there is no connection between the
plates and therefore the plate is able to deform easily due to missing constraint in the weld. The welding techniques also lead to a different distribution
of the strains. Especially plastic strains develop
mainly during the welding process and result from
the high shrinkage and elongation when the material is heated-up or cooled-down. In combination
with the deformation state at this point of time
the plastic strains are generated. Figures 16 and 17
present the transverse plastic strains along a top
and a bottom path.
In summary the plastic strain results in the
weld show small compressive strains in the top
layer and tensile strains in the root for the stringbead technique. Regarding the fatigue results
this means that there are tensile plastic strains at
the crack initiation location (bottom path) that
are assumed to have a negative influence on the
fatigue strength. The weaving technique model
shows compressive stresses in the whole weld. This
is due to the bending-up of the weld as shown in
Figure 14.
The dimension of the tensile strains is about 1%
and the goal is that this welding technique leads to
unfavourable plastic strains in the root. Therefore the
residual strains are a plausible reason for the crack
initiation at the root and the bad fatigue results.
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0,002
0
-0,002
-0,004
notch
locations
-0,006
weaving
-0,008
-0,01
-200
string-bead
-100
0
100
200
Figure 16. Plastic strains of weaving and string-bead

technique specimens along top path.
ACKNOWLEDGEMENTS
0,02
The investigations were performed within the

project Strength of block joints welded with wide
gaps in shipbuilding which was funded with public means within the programme Industrial Cooperative Research by the German Federal Ministry
of Economics and Technology via the AiF and
was coordinated by the Centre of Maritime Technologies (CMT) in Hamburg. Comprehensive
fracture tests and investigations were done by
GKSS Research Centre in Geesthacht, Hamburg.
-0,02
weaving
string-bead
-0,04
-200
properties and tensile residual plastic strains in

the root. A welding simulation for both welding
techniques shows that the latter effect only occurs
for the string-bead technique.
Generally the investigations indicate a clear
influence of the welding technique on the fatigue
and fracture strength of a weld. The gap width,
however, has only marginal effects. In the future
general investigations of different welding techniques could be done with simulations tools as the
welding simulations confirmed the experimental
results.
-100
0
100
200
Figure 17. Plastic strains of weaving and string-bead

technique along bottom path.
REFERENCES
7
CONCLUSIONS
The aim of the investigations described was to evaluate the weaving technique in comparison to the
string-bead technique used in shipbuilding practice
as well as the applicability of both welding techniques
for large gap widths welded under unfavorable constraints. The focus was on the strength properties
with respect to fatigue and fracture strength, exemplified by 15 mm thick steel specimens.
The fracture investigations regarding the material
properties pointed out that the weaving technique
leads to a more homogeneous microstructure, less
hardness values and good crack resistance values
compared to the string-bead technique. An influence of the gap width could not be found.
With respect to the fatigue tests this result
can be confirmed due to the sufficient and rule
confirming fatigue strength of the weaving technique specimens. Welding by the string-bead technique, however, leads to a surprisingly low fatigue
strength for the local approaches. The reason is
a possibly unfavorable combination of material
Eren, S.E. & Zacke, S. & Fricke, W. & Kocak, M.: Fatigue
and Fracture Strength of Ship Block Joints Welded
with Large Gaps. IIW doc. XIII-2336-10/X-1680-10.
IIW Conference, Istanbul, 2010.
Germanischer Lloyd: Classification Rules IShip Technology, Part 1; Seagoing ships, Section 20 Fatigue
Strength. Self-Publishing, Hamburg, 2009.
Germanischer Lloyd: Classification Rules IIMaterials
and Welding, Part 1; Metallic Materials, Chapter 2: Steel
and Iron Materials. Self-Publishing, Hamburg, 2009.
Hobbacher, A.: Recommendations for Fatigue Design
of Welded Joints and Components. IIW doc.1823-07,
Welding Research Council Bulletin 520, New York,
2009.
Niemi, E. & Fricke, W. & Maddox, S.J. 2006, Fatigue
Analysis of Welded ComponentsDesigners Guide
to Structural Hot-Spot Approach, Cambridge:
Woodhead Publ.
Radaj, D. & Sonsino, C.M. & Fricke, W.: Fatigue
Woodhead Publ., 2nd. Ed., Cambridge 2006.
Savu, D. & Huismann, G. Welding of Block Joints with
Large Gaps. Final Report BMBF-Research Project
03SX133B/ Part P3.1. Universitt der Bundeswehr.
Hamburg, 2003.
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Scantling optimization of ship structures considering fatigue at the early

design stage
A. Amrane & P. Rigo
ANASTUniversity of Lige, Chemin des chevreuils, Lige, Belgium
ABSTRACT: Fatigue aspects are leading criterion for the scantling optimization of ships structures.
LBR-5 software is an integrated package which performs, at the early design stage, cost and/or weight optimization of ships structures (scantling). This software takes into account structural constraints (yielding,
buckling, displacement, ultimate strength). Until now, the fatigue failure issue was not implicitly included in
the optimization loop. At the early design stage, limited information and details are available. Therefore simplified methods have to be applied. LBR-5 software provides the nominal stress, so chosen procedure uses the
nominal stress and the Miners rule. This approach requires a library of stress concentration factors for predefined typical structural details. The goal of the present work is to develop a tool for fatigue assessment that
can be integrated on LBR5 optimization process, to realize global optimization taking into account the fatigue
issues. Until now, the integration of the fatigue tool is not finished. Only fatigue verification on the optimized
structure is possible. On the present paper, the procedure adopted is presented and a longitudinal scantling of
the mid-ship section of a LNG is optimized with LBR-5. Production cost is considered as objective functions.
The optimized scantling is checked by the fatigue tool. The fatigue criterion is not respected on some panels.
Corrections are performed on these panels to have an optimized scantling without fatigue problems.
1
LBR-5 PRESENTATION
LBR-5 is the French acronym of Stiffened Panels

Software version 5.0. This software is an integrated
package which performs, at the early design stage,
cost and/or weight of stiffened ship structures,
allowing:
linear 3D analysis of prismatic structures
(generally a cargo hold),
the calculation of the most relevant limit states
of the structure in an analysis based on the general solid-mechanics,
optimization of the scantlings (plate thickness,
profile sizes, dimensions and spacing),
including the unit construction costs and the
production sequences in the optimization process (through a production-oriented cost objective
function).
LBR5 uses an analytical method (based on differential equations of stiffened plates) to compute
the overall response of the hull structure, Rigo
(2005). This method is a direct analysis of the stress
and strain of the prismatic part of the ship or a
cargo hold. LBR5 methodology for the response
calculation can be summarized as follows:
Primary and secondary stresses
Direct analysis of the stress and strain of the
prismatic part of the ship or a cargo hold or a
midship section
Primary stress (longitudinal) due to hull

bending moment
Secondary stress (transverse bending of
frames) due to waves and cargo
Tertiary stress
plate bending (simplified modelHughes
approach, Hughes (1983)
stiffener bending (simplified modelbeam
model)
LBR5 allows considering and assessing the
structural constraints: yielding, buckling, displacement and ultimate strength. Until now, the fatigue
failure issue was not implicitly included in the optimization loop.
With LBR5, only the prismatic (cylindrical) part
of the ship structure can be investigated and optimized. Generally, the model is limited by two transversal bulkheads (or cofferdams). The hull is divided
in several interconnected panels (elements), considered simply supported by the bulkheads. Figure 1
shows a typical LBR-5 stiffened cylindrical shell element and a typical stiffened plate element.
LBR-5 is composed of 3 basic modules
(OPTI, CONSTRAINT and COST), (Rigo 2001,
Rigo & Fleury 2001). The user selects the relevant constraints (geometrical and structural constraints) in external databases. When the
optimization deals with least construction costs,
unitary material, welding, cutting and labor costs
must be specified by the user to define an explicit
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structure analysis of a large structure is quite

demanding and thus represents the major portion
of computing time. LBR-5 does not have the capability of a finite element analysis and is restricted
to prismatic structures and linear 3D analysis. But,
on the other hand, LBR-5 uses explicit exact first
order sensitivities (derivatives of the constraint
and objective functions by the hundreds of design
variables). Heavy and time consuming numerical
procedures are not required. Sensitivities are
directly available as the method is based on an analytic solution of the differential equations of cylindrical stiffened plates using Fourier series
expansions. So, sensitivity formulations are known
analytically. Due to the efficient CONLIN mathematical optimization algorithm (convex linearization and dual approach), optimization of the full
structure can be performed with hundreds of
design variables and constraints using less than
1015 global structure re-analysis (iterations).
Figure 1. Stiffened cylindrical shell and plate element
for LBR5.
objective function (not empirical). For least

weight, these unitary costs are not used and the
objective function depends only on the geometrical parameters. Using all these data (constraints,
objective function and sensitivity analysis), the
optimum solution is found using an optimization
algorithm CONLIN based on a convex linearization of the non-linear functions (constraints and
objective functions) and on a dual approach,
(Fleury & Braibant 1986, Rigo & Fleury 2001).
Independent of the number of design variables
and constraints, the number of iterations requiring a complete structural re-analysis is limited to
10 or 15.
For each panel one can associate up to 9 design
variables (XI). These 9 design variables are
respectively:
Plate thickness,
For longitudinal members (stiffeners, crossbars,
longitudinals, girders, etc.):
web height and thickness,
flange width,
spacing between 2 longitudinal members.
For transverse members (frames, transverse
stiffeners, etc.):
web height and thickness,
flange width,
spacing between 2 transverse members
(frames).
Since 1980 the FEM has become a standard to
evaluate constraints on stress, displacement and
ultimate strength at each iteration. With FEM,
FATIGUE BACKGROUND
Crack propagation and fatigue aspects are leading

criterion for the scantling optimization of ships
and FPSO structures, which are submitted to
cycling loading-unloading operations. Fatigue
damage is an extremely localized phenomenon.
In particular, the welded joints are regions of
weakness in a structure for their low fatigue
strength, due to the presence of crack-like defects,
high stress concentration effects, and tensile residual stress fields caused by thermal expansion.
In general, there are several approaches for fatigue
assessment. In Figure 2, (Radaj et al., 2006), the
most important basic variants of the methods are
plotted. The simplest approach is the Nominal stress
approach. It necessitates only the knowledge of the
main dimension of the structure. But its not very
efficient when we consider real complex structures.
On those situations, other methods more relevant
can be used. These methods are structural hot-spot
stress and notch stress approaches. The fracture
mechanics approaches with J-integral or stress
Figure 2.
2006).
Method for fatigue assessment, (Radaj et al.,
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intensity factors are not commonly used due to the

extremely time-consuming structural analysis.
Nominal stress is the stress calculated in general
utilizing elementary theories of structural mechanics based on linear-elastic behaviour (beam or plate
theory) or coarse mesh FEM in the sectional area
under consideration, taking into account the stress
raising effects of the macro geometric shape of the
component in the vicinity of the joint buy disregarding the local stress raising effects of the welded
joint, such as e.g. large cut-outs. Overall elastic
behaviour is assumed. The Hot Spot stress is a
local stress at the hot spot taking into account the
influence of structural discontinuities due the
geometry of the connexion but excluding the effect
of the weld. The notch stress is the total (peak)
stress that we found at the notch (toe of the weld,
edge of cut out, ). Additionally to all the affects
considered by the hot spot stress, the notch stress
considers the effects of the weld.
The S-N curves are the most common way to
represent the capacity of the structure. It gives the
relationship between the nominal stress ranges S
and the fatigue life or number of cycles to failure N.
Fatigue cracks in welded structures appear on the
welded joints or flame-cut edges. S-N curves are
therefore given for welded joints and flame-cut
edges. The fatigue strength of structure is assessed
by evaluation of fatigue damage ratio. The damage
sum is calculated using a linear cumulative damage
theory and Palmer-Miner rule.
3
PRESENTATION OF THE PROCEDURE

ADOPTED
Due to the complexity of the ship structural details,

the notch stress approach is chosen. The notch
stress method can cover different structural
geometries and details defining fatigue strength
with one design curve.
The fatigue module has to be linked with
LBR-5 software to calculate, at the early stage
design, the fatigue damage on critical connections
of the ship structures. LBR-5 software provides
only the nominal stress. The hot spot stress will be
calculated by multiplying the nominal stress by a
hot spot stress concentration factor. In similar way,
the notch stress can be calculated by multiplying
the hot spot stress by a notch factor.
The S-N curve considered is derived from
Bureau VERITAS rules (1998), for non-tubular
joints in the as-rolled condition with no flame cut
edges and correspond to the curve B provided by
the U.K. department of Energy (1993). This basic
curve is corrected to take into account the influence of static and residual stress, the effect of
compressive stress, the influence of thickness and

the Haibach effect.
3.1
Fatigue-critical locations in ship structures
Even if LBR5 software dont consider the entire

ship structure (only the prismatic (cylindrical) part
at the mid-ship structure), a big amount of fatigue
crack occurs on this area. So, generally, maximum
stress is situated in this area because the hull girder
moment is a maximum there.
A lot of Structural details and connections are
similar between different ship types. But, there are
some special structural details witch depend on the
ship type.
In general, fatigue cracks are observed on geometrical discontinuities, such as connection between
longitudinal and transverse structures.
The end of longitudinal stiffeners, particularly brackets and cut-outs are critical details.
Connections between stiffened plates, for example
at the hopper tank in LNG carriers and cofferdam
area is also critical.
Additionally, on some cases, the ends of pillars,
girders and web frames are fatigue-critical.
3.2
Calculation of stresses at critical locations
The stress evaluation is performed within the

LBR5 software. So, its important to extract the
relevant stress for each critical detail.
Depending of the method chosen to perform
the fatigue assessment, three kinds of stresses have
to be taken into account: nominal stress, structural
hot-spot stress and notch stress, Figure 3.
3.2.1 Nominal stress
For fatigue-critical structural details nominal stress
to be considered are the principal stresses at the
Figure 3. Nominal, hot spot and notch stresses, Bureau

VERITAS (2009a).
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hot spots which form the smallest angle with the

crack rising surface. The relevant stress components depend on critical detail considered.
The number of critical details is relatively large.
So its necessary to gather these details into categories to obtain a generic approach for the early
design stage.
The critical details are divided into 5 categories:
Critical details situated at the connections of
longitudinal ordinary stiffeners with transverse
primary elements
Critical details situated on the plates connections
Critical details situated at the plate/frames
connections
Critical details situated at frames flanges
Critical details situated at the girders flanges
Of course, other details categories will be added
to this list on the future.
The relevant nominal stresses associated with
each detail category are described on the following
paragraphs.
Connection of longitudinal ordinary
stiffeners with transverse primary
elements
The critical hot spots are shown on Figure 4. The
nominal stress at the hot-spot point is the normal
stress which is perpendicular to the weld seam. In
this case, the maximum principal stress is equal to
the normal stress.
h: Nominal hull girder on the flange of the

stiffener
l: Nominal local stress on the flange of the
stiffener
3.2.1.2 Critical details situated on the
plates connections
On the plate, there is biaxial stress state. LBR5 software can provide normal and shear stresses on
both directions and on top and bottom surfaces of
the plate. So, the stress to consider is the principal
stress which is approximately in line with the perpendicular to the weld toe, i.e. within a deviation
of 60. According to IIW recommendations,
Hobbacher (2007), see Figure 6.
(1)
(2)
where 1 and 2 are principal stresses

1,2 =
x( p
+ y( p
3.2.1.1
nominal = |h + l|
( 1 , 2 )
nominal
x( p
y( p
2
p e)
+ xy ( plat
(3)
The x( plate), y( plate) and xy( plate) are normal and

shear stresses at top or bottom surface of the deck
plate.
3.2.1.3
Critical details situated at the

plate/frames connections
Lot of cracks may initiate on plate/frames connections. The stress to be considered is the maximum
is the principal stress at the hot spot.
( 1 , 2 )
nominal
(4)
where x1 and x2 are principal stresses

1,2 =
Figure 4. Typical connection of longitudinal ordinary
stiffeners with transverse primary elements, GERMANISCHER Lloyd (2007).
Figure 5.
Biaxial stress at weld toe, Hobbacher (2007).
x( p
+ y( p
/frame )
x( p
Figure 6.
y( p
2
/frame )
2
+ xy ( platee fframe )
(5)
Stresses on plate/frames connections.
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The x( plate) is normal stresses at top or bottom surface of the deck plate at the intersection
with the frame, see Figure 6.
x( plate/ frame) and xy( plate/ frame) are normal
and shear stresses at frame web/plate junction.
3.2.1.4 Critical details situated at frame flange
In certain cases, the ends of frames can be a critical
areas. The hot spots are situated on the frame
flanges (Figure 7). The nominal stress is equal to
the normal stress on the frame.
nominal
y( fra
f meflange )
y(Girderflange)
nominal KG ,
notch
0.
hs ,
(9)
KF is the notch stress concentration factor. Its

value depends on the weld geometry and shape.
For flame-cut edges, it depends on the cutting
quality, post treatment and control quality.
For welded elements, the fatigue notch factor,
equal to:
kF =
(7)
3.2.2 Hot spot stress

After calculating the nominal stress on the critical locations, the structural hot-spot stress range
hs is defined using hot-spot stress concentration
factor KG.
hs
3.2.3 Notch stress

The notch stress range can be from the following
formula, Bureau VERITAS (1998):
(6)
3.2.1.5 Critical details situated at the girders

For the ends of girder, the hot spots are situated on
the girder flange (Figure 8). The nominal stress is
equal to the normal stress on the flange of the
girder.
nominal
Values of some critical locations based on literature review (Bureau VERITAS 1998, 2009b, D.N.V.
2005, Remes et al., 2009) are presented on Table 1.
The values can be updated in the future based on
parametric FEanalysis. The user can also modify
and add new details to the library.
(8)
The value of the hot-spot stress concentration

factor depends on the type of detail. This approach
adopted requires a library of stress concentration
factors for predefined typical structural details.
,
30
(10)
: Coefficient depending on the weld configuration, and given in Bureau VERITAS (2009a),
Pt B, Ch 7, Sec 4.
: Mean weld toe angle, in degrees, without being
taken less than 30. Unless otherwise specified,
may be taken equal to:
30 for butt joints
45 for T joints or cruciform joints
For flame-cut edges, Kw may be taken equal to
the values defined in Table 2 , depending on the
cutting quality, post treatment and control
quality.
3.2.4 Fatigue damage
The damage sum is calculated using a linear cumulative damage theory and Palmer-Miner rule,
Bureau VERITAS (2009a):
(11)
Figure 7.
Stresses on frames ends.
where
N
Kp
notch
Figure 8.
Stresses on girders ends.
Number of load cycles during design life

Constant of the design S-N curve
Notch stress range
Weibull shape parameter
Coefficient taking into account of the
change in slope of the S-N curve
Complete Gamma function
The Weibull distribution witch is defined by the

Weibull shape parameter , is used as a probability
density function to describe the long term stress
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Table 1.
Hot-spot stress concentration factor KG.

Description of joint
Configuration
Concentration
factor
with non-watertight collar plate:
KG = 1.8
Connection of longitudinal ordinary stiffeners

with stiffeners of transverse primary supporting members - No bracket
with full collar plate (watertight):

KG = 1.7
Connection of longitudinal ordinary stiffeners

with stiffeners of transverse primary supporting members - With bracket
with non-watertight collar plate:

KG = 1.65
Critical details situated on the plates connections
KG = 1.8
Critical details situated at the plate / frames

connections
KG = 1.8
Critical details situated at frames and girders

flanges- No bracket
KG = 1.9

flanges- Vertical bracket
KG = 1.7

flanges- Horizontal bracket
KG = 1.65

flanges- Rounded horizontal bracket
KG = 1.5
distribution. The two slope S-N curve is defined by

the Constant Kp.
Ship structures are subjected to various types of
fluctuating loads. For fatigue assessment, the main
critical loads are induced by the wave action.
The fatigue loadings (moments and pressures)

were defined in LBR5 software by an automatic
transfer of the fatigue loads calculated by Bureau
Veritas Rules from MARS software (BV) to LBR5
optimization tool.
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Table 2. Fatigue notch factor for flame-cut edges,

Bureau VERITAS (2009a).
Flame-cut edge description
KF
Machine gas cut edges, with subsequent

machining, dressing or grinding
Machine thermally cut edges, corners removed,
no crack by inspection
Manually thermally cut edges, free from
cracks and severe notches
Manually thermally cut edges, uncontrolled,
no notch deeper than 0,5 mm
1,4
1,6
2,0
2,5
On the ships life, many loading conditions may

occur. However, many ships are navigating most of
their life on two loading conditions: full loaded and
ballast loading conditions. Consequently, unless
specific situations, fatigue analysis may be limited to
full loaded and ballast loading conditions.
With each loading condition, four Load cases
a, b, c and d are associated. Each load
case represents a combination of hull girder loads,
external sea pressures and internal inertial and
fluctuating loads, Bureau VERITAS (2009a).
For each load case, the damage is calculated
(equation (11)) and then a total damage is calculated by the combination of damage of each load
case, like following described on Bureau VERITAS
(2009a), Pt B, Ch 7, Sec 4.
4
TEST AND VALIDATION
The fatigue tool as described before calculates the

fatigue damage by using the stress calculated by
the LBR5 software. To be involved on the optimization process, it implies:
to calculate sensitivities of the Fatigue module
to the LBR5 design variables;
to integrate these into LBR-5;
to validate the integration by executing several
tests;
Until now, this work is not finished. Only
fatigue verification on the optimized structure is
possible.
A longitudinal scantling of the midship section
of a LNG is chosen to perform the optimization
with LBR-5. Production cost is considered as
objective function.
One central tank is considered in all analysis.
The structure is symmetrical, and for facility reasons only half of the tank is modelled. The tank
has a length of 40.5 meters. A 3D view of the
model is presented in Figure 9.
Figure 9.
Table 3.
3D view of the Standard design.

Technological limits.
Variable
Lower limit
[mm]
Upper limit
[mm]
Plate thickness
Frames web thickness
Frames spacing
Stiffeners web height
Stiffeners web thickness
Stiffeners flange width
Stiffeners spacing
6
5
1000
80
5
10
400
25
20
3500
460
20
100
900
The initial scantling is characterized by a weight

of 18054.74 kN and a cost of 3164759.61 . These
values are considered for a half of tank having
40.5 m of length.
Before optimization, we have the next weights:
the net weight = 16715.12 kN

the corrosion weight = 906.11 kN
the gross weight = 17621.24 kN
total weight = 18054.74 kN
The total cost estimated is 3164759.61 .

First, an optimization is performed without taking into account fatigue. Different structural constraints were used (Von Mises stress 175 MPa,
ultimate strength of the beam column, plate thickness yielding/buckling and sloshing constraints).
Also, Geometrical (Plate thickness 2 stiffener
web thickness, ) and equality (All web-frame
spacing is equal, ) constraints are imposed. The
technological limits used for the optimization are
shown in Table 3.
After production cost optimization, the weight
of the structure becomes 16627.84 kN and the cost
3001482.47 . Thus, the costs gain compared to
the initial scantling is approximately 5.25 %.
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Concerning the weight, the next values are

found:
the net thickness = 15313.81 kN

the corrosion thickness = 880.52 kN
the gross thickness = 16194.34 kN
total weight = 16627.84 kN
After optimization, the optimum scanting is used

to verify if it respect the fatigue criteria. For fatigue
assessment, different panels have been considered:
Connection of side longitudinal ordinary stiffeners with stiffeners of transverse primary supporting members
Connection of bottom longitudinal ordinary
stiffeners with floors
Connection of inner bottom longitudinal ordinary stiffeners with floors
Connection of inner bottom with transverse
cofferdam bulkheads
Connection of inner bottom with hopper tank
sloping plates
Connection of hopper tank sloping plates with
inner side plates
Figure 11. Comparison LBR5/VeriSTAR: intersection

inner bottom with cofferdam.
A comparison is done in order to validate the

fatigue results obtained with LBR-5 code by FE
results using VeriSTAR software provided by
Bureau VERITAS (Figures 1012). For the early
design stage, the results of LBR5 are acceptable.
On Table 4, are presented the damage of:
the scantling before optimization;
the scantling after optimization without fatigue
constraints;
the scantling after optimization after fatigue
corrections to avoid fatigue damage
Figure 10.
Comparison LBR5/VeriSTAR: stiffeners.
Figure 12.
Comparison LBR5/VeriSTAR: knuckles.
On the scantling after optimization without

fatigue constraints, there are fatigue problems on
the panels 8, 24, 25, 26. Stresses on those panels
increase because plate thicknesses and stiffeners
scantlings are decreased after optimization.
Therefore, corrections have to be done on those
panels to avoid fatigue cracks. To decrease the
damage values, the inertia of the stiffener with the
attached plate have to be increased for the hot
spots situated on stiffeners. For the hot spots situated on the plates, the plate thickness has to be
increased.
By correcting the scantling after optimization
process, the value of the production cost is
3015410.64 , and the gain compared to the initial
scantling is approximately 4.58%.
The correction to avoid fatigue problems
increases the cost and weight comparatively to the
scantling after optimization process by 0.51% and
1.13% respectively (Table 7).
Material cost represents the most important
part of the increase on the total. This is logical
because only the plate thickness and stiffeners
scantling was modified.
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Table 4.
Fatigue damage on the different scantlings.
Connection of bottom stiffeners with floors

Panel
3
Departure
Node
Panel
3
Arrival
Node
Panel
4
Departure
Node
Panel
4
Arrival
Node
Panel
5
Departure
Node
Panel
5
Arrival
Node
Panel
6
Departure
Node
Panel
6
Arrival
Node
Before
optimization
Optimization (without
fatigue constraints)
Optimization
(fatigue corrections)
Damage
Damage
Damage
0.44
0.41
0.40
0.36
0.35
0.32
0.32
0.37
0.40
0.37
0.37
0.34
0.34
0.33
0.31
0.36
0.38
0.36
0.36
0.33
0.33
0.31
0.30
0.35
Connection of side stiffeners with transversal frames

Panel
8
Arrival
Node
0.58
Panel
9
Departure
Node
0.7
Panel
9
Arrival
Node
0.36
Panel
59
Departure
Node
0.38
7.60
0.67
0.34
0.35
0.76
0.66
0.34
0.34
13.46
14.06
12.38
13.29
11.61
12.43
0.65
0.73
0.51
0.63
0.46
0.51
Connection of inner bottom with transverse cofferdam bulkheads

Panel
24
Arrival
Node
0.47
Panel
25
Departure
Node
0.45
Panel
25
Arrival
Node
0.48
Panel
26
Departure
Node
0.21
1.83
1.81
1.85
1.92
0.80
0.77
0.81
0.83
Connection of inner bottom with hopper tank sloping plates

Panel
28
Departure
Node
0.21
0.20
0.19
Connection of hopper tank sloping plates with inner side plates

Panel
30
Arrival
Node
0.15
0.11
0.11
Connection of inner bottom stiffeners with floors

Panel
24
Departure
Node
Panel
24
Arrival
Node
Panel
25
Departure
Node
Panel
25
Arrival
Node
Panel
26
Departure
Node
Panel
26
Arrival
Node
Table 5.
0.43
0.49
0.35
0.42
0.33
0.35
Dimensions of the panels with fatigue problems (net scantling).

Before optimization
Optimization
Panel 8
Plate thickness
Web height
Web thickness
Flange breath
Flange thickness
17.61
305
10
59
35
13.17
230.7
5.3
92.3
10.7
13.2
287.2
10.0
55.8
32.8
Panel 24
Plate thickness
Web height
Web thickness
Flange breath
Flange thickness
19
305
10
59
35
16.55
182.8
6.8
80.6
10.3
20.0
287.2
10.0
55.8
32.8
HP320 12
Dimensions (mm)
HP320 12
(Continued)
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Table 5.
(Continued )
Before optimization
Optimization
Panel 25
Plate thickness
Web height
Web thickness
Flange breath
Flange thickness
19
305
10
59
35
16.6
182.8
6.8
80.6
10.3
20.0
287.2
10.0
55.8
32.8
Panel 26
Plate thickness
Web height
Web thickness
Flange breath
Flange thickness
22
305
10
59
35
16.6
182.8
6.8
80.6
10.3
20.0
287.2
10.0
55.8
32.8
Scantling
Initial
Optimization
(without fatigue
constraints)
Optimization
(after fatigue
corrections)
Mass
[tons]
Gain in
mass
Cost
[M]
Gain
in cost
1840.44
1694.99
7.90%
3.16
3.00
5.16%
1714.13
6.86%
3.02
4.58%
HP320 12
Table 6. Initial, optimized without fatigue constraints

and fatigue corrected scantling comparison.
HP320 12
Dimensions (mm)
stress concentration factors. The difference of the

results compared to VERISTAR can be explained
by the fact that LBR-5 does not have the capability
of a finite element analysis and is restricted to prismatic structures and linear 3D analysis. For the
early design stage, the results of LBR5 are acceptable and help the designer to choose the best
solution (scantling). The remain work is finishing
the integration of the fatigue tool inside LBR5
optimization loop.
ACKNOWLEDGEMENTS
Table 7. Optimized without fatigue constraints and

fatigue corrected scantling comparison.
Scantling
Mass [tons]
Cost [M]
Optimized (without
Optimized & Corrected
fatigue
Difference
%
1694.99
1714.12
3.02
19.14
1.13%
0.02
0.51%
The authors thank the IMPROVE PROJECT

(FP6) and the associated partners as part of the
present paper has been developed in the framework
of this project.
REFERENCES
CONCLUSIONS
A fatigue tool has been developed in the framework of the IMPROVE Project. A methodology is
chosen by taking into account of the capabilities
of the LBR5 software and the need to be used early
deigns stage. Some tests were performed by comparing the results to the results obtained with
VERISTAR software provided by Bureau VERITAS. This comparison shows that the LBR5
results are not perfect and further tests must be
performed to calibrate more the fatigue module
and to add more critical details on a library of
Bureau VERITAS, 1998. Fatigue strength of welded ship

structures. Paris, Bureau Veritas.
Bureau VERITAS, 2009a. Bureau VERITAS rules, Pt B,
Ch 7, Sec 4, Paris, Bureau Veritas.
Bureau VERITAS, 2009b. Bureau VERITAS rules Pt B,
Ch 12, Sec 2, Paris, Bureau Veritas.
D.N.V., 2005. Fatigue assessment of ship structures.
Classification notes No. 30.7. Hovik, Norway.
Fleury, C. & Braibant, V., 1986. Structural Optimization:
A New Dual Method using Mixed Variables. Int
J Numer Methods Eng; 23:28.
GERMANISCHER Lloyd, 2007. GERMANISCHER
Lloyd rules.
Hobbacher, A., 2007, IIW Joint Working Group XIIIXV.
Recommendations for fatigue design of welded joints
and components. IIW document XIII-2151-07/
XV-1254-07. Paris, France.
Hughes, O.F., 1983. Ship Structural Design: A RationallyBased, Computer-Aided, Optimization Approach,
John Wiley & Sons, NY.
578
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Paik J.K. & Mansour A.E., 1995. A simple formulation

for predicting the ultimate strength of ships, Journal
of Marine Science and Technology Volume 1,
Number 1, 5262.
Radaj D. et al., 2006. Fatigue assessment of welded joints
by local approaches (second edition). Cambridge:
Abington Publishers.
Remes, H. et al., 2009. Rational models to assess fatigue
at the early design stage. EU FP6 project IMPROVEFinal Conference; 1:51 52. Dubrovnik, Croatia.
Rigo, P., 2001. A module-oriented tool for optimum design
of stiffened structuresPart I, Marine structures.
Rigo, P. & Fleury, C., 2001. Scantling optimization based

on convex linearizations and a dual approachPart II.
Marine Structures.
Rigo, P., 2005. Differential Equations of Stiffened panels
of Ship Structures and Fourier Series Expansions.
Ship Technology Research; 82100.
U.K. department of Energy, 1993. Proposed Revision to
Fatigue Guidance.
579
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Underwater noise emissions: Another challenge for ship design

M. Andr
Technical University of Catalonia, Barcelona, Spain
T. Gaggero & E. Rizzuto

University of Genoa, Genoa, Italy
ABSTRACT: The issue of the environmental impact of shipping activities is treated in this work from
the specific viewpoint of underwater noise emissions from the vessels. There has been recently a rising concern about the negative effects that this kind of emissions can have on the marine wildlife in general and
in particular on marine mammals. In these animals, acoustic communication and perception has acquired
a privileged role compared with other senses and other zoological groups. The paper examines the role in
this scenario of noise emissions from shipping and explores how their impact can be quantified, in order
to establish a target for the control of such emissions. The standards recently issued for the characterisation of underwater noise signature by commercial vessels are also reviewed. The paper builds on the first
results of the project SILENV, funded with the 7th Framework programme of the European Union.
INTRODUCTION
The problem of anthropogenic noise emissions in

the sea has been assessed only in recent years. The
marine fauna lives in a medium which poorly transmits light but through which sound propagates very
well, even over long distances. In particular marine
mammals are acoustic specialists and depend heavily
on sound for survival to communicate, to coordinate
their movements, to navigate, to exploit and investigate the environment, to find food and mates and to
avoid predators and other threats. These capabilities
are the result of an evolution of the marine fauna to
adapt to the sea habitat, whose acoustic aspects are
of a paramount importance. Anthropogenic noise
is a threat for this habitat, with negative effects that
can even imply injuries or death for single animals
directly exposed to high sound pressure levels emitted by a specific strong source (sonar, explosion).
In less acute cases, single sources can disturb the
activity of a specific population in a given area,
altering the behaviour and/or implying forced
migrations. On a larger scale, the progressive increase of the background noise in the oceans due to
a diffused network of different emitting sources
can impact the long-range communication system
of large marine mammals, with implications on the
survival capabilities of some species.
A major attention has been paid in the last decade
to acute consequences like those connected with the
impact of submarine explosions for geological explorations or the operation of powerful military sonars,
but a growing attention is now being devoted to less
acute but more long-ranging types of impact.
This aspect of the problem has been considered

mainly at a regional level, in particular for restricted
areas where a high concentration of protected species of marine mammals or fishes is present.
The growing attention towards these topics is
reflected in the number of national and international associations and treaties which deal with
this subject, among which: The International
Union for the Conservation of Nature (IUCN),
The International Whaling Commission (IWC),
The International Council for the Exploration
of the Sea (ICES), The Agreement on the Conservation of Small Cetaceans of the Baltic and
North Seas (ASCOBANS 1992), The Agreement
on the Conservation of Cetaceans in the Black
Sea, Mediterranean Sea and contiguous Atlantic
area (ACCOBAMS 1996). All these associations
and agreements have the aim of increasing the
public attention and concern about the conservation of the marine life. Among other kind of
threats, they refer explicitly to noise, underlining the need of reducing emissions of noise in
water. The issued documents, however, do not
give explicit limit levels or quieting strategies for
the various sources.
For what specifically concerns noise emissions
from ships, the topic has become officially an object
of discussion within the United Nations International Maritime Organisation (IMO) since 2001.
In the last years the Correspondence Group on
Noise from commercial shipping and its adverse
impact on marine life issued several documents,
containing also a rank of quieting strategies (IMO
2009a, 2009b, 2010).
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correlation between the shape and intensity of the

radiated spectra of underwater noise and a few
macro parameters characterising the ship.
UNDERWATER NOISE SOURCES:

THE SHIP
Marine life is threatened by the degradation in the

habitat caused by intense human activities such as
fisheries, ship traffic, pollution, and coastal development. In addition to being affected by chemical pollution, cetaceans and other vertebrates
are affected by noise pollution. At present, noise
represents a ubiquitous form of marine pollution,
especially in areas of heavy maritime traffic and
developed coasts. Intense underwater noise levels
are generated by airguns, widely used for geophysical explorations for oil and gas industry as well as
for academic and administrative purposes. Other
sources are represented by high power sonar, either
military or civil, by ship traffic, by shoreline and
offshore construction works, and by a series of
other commercial, scientific, military and industrial emissions. With the most powerful sources
(airguns, sonars, and explosions) this may lead to
direct injures to animals in the proximity of the
source. General ship traffic, heavy industries on
the coast and other human activities, on the other
side, generally do not generate such intense noise;
but this different acoustic pollution is constant
over time and may affect large areas. It may affect
seriously not only individual animals, but entire
populations. The increased background noise, in
fact, affects underwater life as airborne noise does
on terrestrial animals, human beings included.
However, considering that sound in water travels
five times faster than in air, and that the density of
the water transmits acoustic energy very efficiently
over distances much greater than in air, the underwater noise effects may extend over very large water
volumes. The knowledge that man-made noise can
affect marine life, marine mammals in particular,
and the need for a regulatory system to mitigate
such effects, has increased over the past few years,
mainly with reference to specific types of sources,
like military sonars and acoustic emissions for seismic surveys.
An increasing concern is however given nowadays to all types of noise pollution, and the attention extends to other zoological groups such as
fishes and invertebrates. Shipping noise in particular is considered to be a major source for the
increase in the overall background noise levels in
the oceans. In the following, the main sources of
noise emissions from ships will be analysed.
2.1
Macro-parameters influencing ship

underwater emissions
When considering the noise emissions from a

ship as a whole, experimental surveys suggest a
Dimensions: in general increasing dimensions

generate increased sound levels (Mitson 1995).
In general the maximum of the spectra shifts
towards higher frequencies with the decrease of
the dimensions (Kipple et al. 2004).
Speed: the noise in general increases with increasing speed (as the main sources on board operate at
a higher energy level) but it is important to underline that usually the design speed corresponds to
optimal sound level conditions. Off design conditions (for example sailing at reduced speed near
the coast) can cause higher emissions from the
propulsive plant. This is important because it
underlines that reducing the speed may not always
be the right strategy to reduce radiated noise.
Loading conditions: usually ships in ballast
conditions generate higher levels due to a larger
cavitation phenomena on propellers associated
to lower hydrostatic pressures on the blades.
Type of propeller (fixed or controllable pitch
propellers, pods): CPP seem to give more problems as regards underwater noise. There is evidence that noise level can increase dramatically
especially when pitch is altered instead of modifying the rotational rate to change the vessel
speed. This because the angle of attack is modified differently in the profiles at different radii
because of the rigid rotation of the blade. This
makes the blade work very far from the design
conditions and in some cases generates even a
negative angle of attack on a few sections, with
possible face cavitation phenomena.
Ship maintenance: underwater radiated noise
seems not to be heavily dependent on ship
maintenance. Propellers affected by fouling or
damaged may experience increased cavitation
patterns, but are usually cleaned or repaired
during dry-docking (IMO 2009a). Also other
phenomena like misalignment of the shaft are
usually detected and corrected in a short time.
In the following single sources on board that
contribute to the whole underwater signature will
be analysed in more detail.
2.2
Propellers
Propellers are probably the most important sources

of underwater noise (IMO 2009a,b). As recalled
in Carlton 2007, there are four main mechanisms
which contribute to the noise emission from propellers. Some of them are typical of cavitating propellers, other ones occur also on propellers working
in non-cavitating conditions.
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The fluctuating pressure field generated by the

blade profiles moving in water can be seen as the
sum of two effects:
The displacement of the water by the propeller
blade profile (thickness effect).
The pressure difference between the suction and
pressure surfaces of the propeller blades (lifting
surface effect).
Propellers normally operate behind the hull,
which affects the flow field at the propulsors position in a different way across the propellers disk.
Accordingly, the blade profiles work in circumferentially varying hydrodynamic conditions, represented by water velocities fluctuating in terms of
magnitude and direction. Both the above mentioned components of pressure vary along the
circular trajectory of the blades surfaces, thus
generating a fluctuating pressure field at the blade
passing frequencies and their harmonics.
In addition, a broad-band noise at higher frequencies is associated to the turbulence both in the
incident flow and at the trailing edge of the section of the blade. The resulting total emission for
propellers in non-cavitating condition is composed
of tones associated to the blade-related frequencies
and a broad band noise at higher frequencies.
As known, cavitation phenomena are related to
the possible occurrence of pressure values below
the vapour pressure and to the inherent formation
of vapour bubbles in the fluid region close to the
blade (usually on the suction side). Such bubbles
exist until the pressure rises again above the vapour
limit and feature during their lifetime a varying
volume. The cavitation volume fluctuates because
of variations in the hydrodynamic components of
the pressure field and also because of the variation
in the hydrostatic component, linked to the blade
distance from the water free surface. Both these
effects change along the circular trajectory of the
blade profiles, making in general cavitation phenomena more evident in the upper region of the
blade motion (close to the stern counter).
Due to these phenomena, two more components
are added to those previously mentioned for non
cavitating propellers, referring respectively to:
The periodic fluctuation of the cavity volumes
The sudden collapse process associated with the
implosion of cavitation bubbles when the pressure rises again over the vapour value.
Once again, these phenomena have a periodicity
linked to blade passing through the same region
(in the same hydrostatic and hydrodynamic conditions), so a part of the cavitation noise emission is
generated at the blade rate and its harmonics. The
collapse of cavitation bubbles, on the other hand,
creates shock waves and hence essentially white

noise covering a frequency band up to 1 MHz
(Carlton 2007). Above the cavitation inception
speed, shape and frequency range of the wideband
cavitation spectrum do not change appreciably
with ship speed.
Other types of noise radiation related to propellers are:
Induced vibrations: the propeller can induce
vibrations on the structure of the hull (through
the shaft connections and also via the pressure
field impinging on the closer hull areas), causing
therefore indirectly an additional emission of
waterborne noise.
Propeller singing: This is a typical phenomena affecting marine propellers. It is related
to the periodic detachment of vortices, which
induce a vibration of the blade at their resonance frequencies (tonal component). It can be
overcome by modifying the trailing edge of the
blade itself.
As the experience with naval vessels suggests,
a careful propeller design can achieve important improvements in the radiated pressure field.
Military technology, if transferred to the commercial ships, can bring a significant reduction of the
emission of this major source on board and therefore of the underwater noise pollution from shipping activities.
2.3
Machinery
Other important and powerful sources of noise on

board are represented by the propulsion and auxiliary engines.
Most of the seagoing ships are equipped with
two or four stroke diesel engines for the main propulsion and about all the ships are equipped with
four stroke diesel engines for what concerns electric power generation. Both are important sources
of noise because of the structure-borne vibrations induced in the hull through various types
of connections. This mechanical energy feeds in
turn the waterborne radiation from the hull. At
lower vessel speed, induced vibrations generated
by the operating machinery, are believed to be the
predominant noise sources at frequencies below
100 Hz (Southall et al. 2007).
Tonal components corresponding to the engine
rotational speed multiples (firing frequency) and
submultiples are present in the engine emission.
They correspond to all those phenomena that
occur within the engine itself: explosions in the
combustion chambers, inertial forces arising from
the alternate motions of pistons in the cylinders.
Higher frequency components are due to the
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piston slap, that is the impact of the piston

against the walls of the cylinder caused by reversals
in the direction of the piston side force. If installed,
reduction gear may also contribute significantly to
the noise radiation.
Diesel Electric propulsion systems are typically
adopted on passenger ships and specific military
units (submarines, mine-hunters). They offer the
advantage of a mechanical decoupling between
the electric engine mounted on the shaft and the
prime mover connected to the generator set. This
allows some more freedom in the choice of the
engine location and removes one of the most effective connections in the noise transmission path to
the hull. Additional frequency components arise
from the electric engine, depending on the quality
of the driving electric signal produced by converters, which may change as a function of load and
rotational speed of the shaft.
Gas turbines are sometimes mounted on fast
ships for their high power/weight ratio, while
vapour turbines are nowadays applied mainly on
gas-carriers to utilize the cargo boil off. In general,
turbines operate at high rotational speeds (with
emissions at higher frequency if compared to diesel engines) and large reduction gears are necessary
to operate the shaft, thus representing potential
strong emission sources.
Noise components from auxiliary machinery
and other shipboard equipment may contribute
to the ships noise overall signature, but usually at
lower levels than the propulsion systems (because
of a lower power and of better possibilities of preventing transmission of noise to the surrounding
structure). Examples of noise-generating auxiliary equipment include: air conditioning plants;
hydraulic and oil-dynamic alternative or rotating
pumps; ventilation fans.
A reduction of noise generation and propagation to water from main items of machinery can be
achieved in general by actions on the sources or on
the transmission path. Belong to the first category
the selection of a quieter type of motor or actuator
or of a quieter model of the same type; balancing
interventions on machinery can also reduce noise
at source. On the other hand the actions that can
be put in practice on the transmission path are:
important results, even though with a significant

increase in costs.
2.4
Flow noise
Noise due to the flow around the hull and in particular on the appendages, is usually overcome by
other types of underwater radiated noise. It may
become an important component in high speed
vessels for radiation inside the ship. In general flow
noise is confined to a region near the hull and does
not transmit to far distances.
3
3.1
THE SOUND FIELD AT SEA

Natural background noise
Even in the absence of anthropogenic noise sources,

the sea ambient it is not quiet due to other natural sources. Natural background noise is mainly
composed by: wind, sea state, rain and biological
sounds. As shown in Figure 1, natural background
noise could reach relatively high sound levels,
comparable to those from some anthropogenic
sources.
3.2
Propagation
The knowledge of the phenomena governing

sound propagation is a fundamental aspect for
studying underwater noise and its impact on the
marine fauna. When characterizing a noise source,
we need to know how the signal is modified travelling from the source to the transducer. On the other
hand, studying the impact of a source, we need to
know how the signal spectrum is modified before
reaching the receiver, which, in the specific case of
marine mammals, could be very far away.
Sound propagation in the sea is a very complex
phenomenon influenced by the characteristics of
the medium (water) as well as of the boundaries
(free surface and bottom).
isolation of the source from the supporting

structure via resilient mountings
dissipation of mechanical energy into heat (use
of extensive damping treatments)
application of enclosures to air-borne noise
sources (isolation)
use of sound absorbing materials (damping of
air-borne noise pressure)
Also in this case the application of military
standards to the control of noise can achieve
Figure 1. Natural background noise vs. ship traffic

noise (Urick 1983).
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efforts have been devoted to the definition of procedures for the quantification of such radiation. In
the following, a couple of recent standards will be
briefly reviewed.
0
500
1000
Depth [m]
1500
2000
2500
4.1
3000
3500
4000
4500
5000
1490
Figure 2.
1500
1510
1520
1530
1540
Sound Speed [m/s]
1550
1560
Example of a sound speed profile.
As regards the medium, the transmission of

sound is mainly influenced by the celerity profile
which corresponds to the spatial distribution of
the propagation velocity. Water pressure, temperature and salinity affect the speed profile, which varies following zones and seasons. A typical celerity
profile is shown in Figure 2.
Sound tends to converge to zones with a minimum in the velocity creating channels in which
sound travels for very long distances. For this
reason, the path followed by sound could be very
complex, making difficult to evaluate sound levels far from the source. Another important aspect
in sound propagation in the sea is represented by
the absorption due to the conversion of acoustic
energy into heat or to chemical effects involving
the salts dissolved in the water. The amount of
energy loss due to absorption is highly dependent
on frequency, in fact high frequencies tend to vanish much earlier than low frequencies.
Finally, the sound in the sea can be reflected by
boundaries (free surface and bottom). Reflections
from the free surface are influenced by several
parameters, including: the depth of the source, the
sound frequency, the height of the waves.
The depth of the source influences the so called
Lloyd frequency, below which the phase difference
between the direct and the surface-reflected paths
is less than . This effect is maximized if the free
surface is flat and perfectly reflecting. Actual conditions include diffraction effects by the perturbed
sea surface which limit the impact of the Lloyds
mirror effect. Reflections by the bottom are influenced not only by the shape but also by the composition of the bottom layers (i.e. by their capacity
of absorbing sound).
4
ANSI/ASA S12.64-2009
A standard for measurements of ship radiated

noise has been issued by the American National
Standards Institute and by the Acoustical Society
of America (ANSI/ASA 2009).
The document covers measurements of underwater sound pressure levels from ships in prescribed
operating conditions. It applies to all kind of surface vessel (with no limitations in size) transiting at
a speeds not greater than 50 kt. Possible aims for
the measurements mentioned in the document are:
to show compliance with contract requirements, to
enable periodic signature assessments and research
and development issues.
The standard offers three grades of measurement (A, B, C) which differ in terms of uncertainty, complexity and repeatability. It contains
indications on various subjects:
Instrumentation
Signal acquisition
Test site requirements
Sea surface conditions
Hydrophone deployment
Test course and vessel operating conditions
Test sequence
Post processing
In particular the layout suggested for the hydrophones (grades A and B measurements) is reported
in Figure 3.
The use of multiple hydrophones is fundamental to capture the source directivity in the vertical
plane.
MEASUREMENT OF SHIP
UNDERWATER NOISE
In parallel with the increased attention for the

impact of noise radiation from ships, growing
Figure 3.
Hydrophone geometry (ANSI/ASA 2009).
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The typical test for each operating condition

consists in a passage with the buoy at the side. In
Figure 4 the sketch of the test course is reported.
The time at which data start to be recorded is
important for the characterization of the source
directivity in the horizontal plane. In fact the time
duration of records (usually performed symmetrically around the Closest Point of Approach (CPA)
influences the range of variation of the angle
formed between the buoy-ship line and the course
of the ship. The longer the time record is, the
wider is the range of angles, thus including data
in a larger number of different reciprocal positions
between the hull and the hydrophones during the
ship advance.
4.2
DNV Silent Class Notations
In DNV Silent Class Notations (DNV 2010) a

different measurement procedure for underwater
noise is suggested. As it can be seen from Figure 5,
reporting the general layout for tests, the procedure is based on a single hydrophone, placed in the
proximity of an inclined bottom. A correction of
5 dB is suggested when the hydrophone distance
Figure 4.
Test course (ANSI/ASA 2009).
from the bottom is less than 0.2 m to account for

reflections from the bottom itself.
No reflection from the sea surface is taken into
account explicitly, but the adoption of a transmission loss of 18 log(r) to refer measured quantities
to 1 m is suggested (r = distance of the hydrophone
from the ship). The coefficient multiplying logarithm is therefore between perfect spherical (20)
and perfect cylindrical (10) spreading.
The source directivity is not considered in the
procedure.
A suggestion is contained to investigate different operating condition; in particular in addition
to straight course also measurements in thruster
operating conditions are mentioned.
By comparing the two above mentioned procedures for measurements, the ANSI/ASA one seems
to be more effective in characterizing the source,
while the DNV one seems to be prone to provide
results quite site-dependent, valid for comparisons
with other measurements performed in the same
site, but not for a full characterisation. On the
other hand, some of the requirements contained
in (ANSI/ASA 2009) about the test site (e.g. the
minimum depth under the keel) may be difficult
to be fulfilled. No information is provided in the
standard about how to proceed in the case of no
fulfillment (e.g. corrections for shallow water).
This limitation is however acknowledged in the
text, and extension of the text on the subject of
measurements in shallow water is foreseen.
Neglecting the source directivity may have
drawbacks when assessing the interaction with the
surrounding ambient during normal operation.
Directivity plays an important role in particular
when considering special aspects, like the problem
of collisions between ships and cetaceans possibly
due to acoustic shadow areas around the hull.
Considering other operating conditions in addition to normal navigation, as suggested in DNV
(2010), may be of interest, because other conditions may have a larger acoustic impact. Thruster
operation, however, seems not to be representative,
as it occurs usually in ports and is not expected to
impact the marine fauna significantly.
THE RECEIVER: MARINE FAUNA
5.1 The perception of sound by Marine mammals
Figure 5. Sketch of the measurement arrangement in

DNV 2010.
A key aspect in studying the impact of underwater noise pollution is the sensibility of the receiver,
i.e. how the marine fauna, in particular mammals,
perceive sound. Characterising the hearing capabilities of marine mammals is not a trivial task. First
of all, many species exist, each of them with different hearing sensibilities. For this reason a large
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number of tests need to be carried out. These tests

are performed in specific pools, subjecting the animals to tonal noises and recording their reactions
even at neural levels. This allows deriving a curve
of sensibility (audiogram) for the range of frequencies and amplitudes in which the animal can hear.
These audiograms are important means to evaluate the harassment due to noise. It is clear that such
audiograms can be surveyed only on species with a
small size that can be constrained for the purpose
of the test in a small space. For this reason we do
not have audiograms for large mysticetes and we can
only make hypotheses on the frequency range where
they feature a higher sensibility. This information
can be indirectly derived by the frequency ranges on
which they emit, which supposedly correspond to
the peak of sensitivity in the audiograms (troughs in
the curves). This correspondence is verified in many
cases, including human beings. In Figure 6 audiograms and communication ranges of odontocetes
are reported together with communication ranges of
mysticetes.
It is clear that mysticetes communicate at frequencies significantly lower than odontocetes.
This consideration could support the hypothesis
that the maximum sensitivity of such mammals is
shifted towards low frequencies.
5.2
The effects of anthropogenic noise
Noise can severely interfere with the life of marine

mammals. Noise pollution can cause marine mammals to abandon their habitat and/or alter their
behaviour by direct disturbance or by masking
their acoustic signals over large areas (Hildebrand
2005); higher sound levels could directly affect their
hearing capabilities by producing either temporary
or permanent hearing losses (Gordon et al. 2004).
All these effects may be critical for the survival
of marine mammals. High energy sound sources
can have immediate impacts and even trigger fatal
events, as recently evidenced by several dramatic
and well documented atypical mass stranding
events (a mass stranding is defined as 2 or more
Figure 6. Audiograms and communication ranges of

odontocetes and communication range of mysticetes.
animals stranded in the same area) of beaked

whales (e.g. Greece 1996, Bahamas 2000, Canary
Islands 2002), see e.g. Frantzis (1998). In some
cases, anthropogenic high power sound sources (up
to 250 dB re 1 Pa at 1 m distance) radiate low- to
high-frequency sound and individual animals are
exposed to high levels of sound (>160 dB re 1 Pa)
over relatively short periods of time (acute exposure), e.g. in some military sonar operations. In
other cases, potential exposure to high noise levels
can occur for longer periods, weeks and months, as
in the case of seismic surveys or some construction
works (i.e. pile driving for construction of ports,
bridges). Seismic surveys and low-frequency naval
sonar, other than high levels close to the source,
may radiate low-frequency sound over very large
areas thereby exposing populations to lower sound
levels (<160 dB re 1 Pa) over relatively long periods of time (chronic exposure). Continuous exposure to low frequency sound is also the effect of
distant shipping noise, multiple distant seismic
surveys or construction works.
Although atypical mass stranding events represent the most dramatic class of incidents related to
acute sound exposure, at least for certain marine
mammal species (beaked whales) (Frantzis 1998), it
should be remembered that the effects of repeated
non lethal exposures and of increased background
noise levels are generally unknown but may potentially have both significant short and long term
effects. Furthermore, the biology of disturbance
and the effect of noise on the fecundity of marine
mammals and their prey species are not well
understood. Noise may not always have an immediate impact on cetacean populations but may
indirectly affects them through its effects on prey
abundance, behaviour and distribution.
5.3
Masking
The process known as auditory signal masking

occurs when noise reduces, partially or completely,
the capacity to hear sound or signals. The amount
of the interference depends on the spectrum and
the temporal-spatial relationship between the signals and the masking noise, among other factors.
(Southall et al. 2007).
In particular a key point is the bandwidth of
the masker and of the masked signals and their
relative position in frequency. The situation for the
case of two relatively narrow signals is depicted in
Figure 7, where the threshold shift due to masking
is shown.
A key parameter in the quantification of the
phenomenon is the critical band, which is the
range of frequency in which the auditory system
of a given species cannot distinguish two tonal
components.
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CRITERIA FOR SETTING LIMITS

TO SHIPS NOISE EMISSIONS
In general, limits on the waterborne noise emissions from ships can be set on the basis of two different aims, corresponding to a minimisation of
the impact on the marine fauna in terms of:
behavioral changes in single individuals or
reduction in communication between members
of the same species
Figure 7.
10
Masking effects of pure tone.
Critical Bandwidth [Hz]
1/3 Octave Bandwidth

Critical Bandwidth
10
10
10
10
Frequency [Hz]
10
Figure 8. Critical bandwidth vs. 1/3 octave bandwidth

(for humans).
Accordingly, the power contents featured by a

masker within the critical bandwidth sum up in
affecting the capabilities of perceiving single tonal
components of sound in the same range. On the
contrary, masker signal components acting out of
critical bandwidth of the signal do not affect the
perception of the signal itself. A typical situation
is represented by a tonal signal corresponding to a
marine mammal vocalisation and a masker effect
due to the broadband noise emitted by a ship.
Critical bandwidths vs. the signal frequency are
shown in Figure 8 for humans. The figure shows
that the critical bandwidth follows quite closely
the line corresponding to a third-octave bandwidth
in the frequency region above 400500 Hz, while,
below that region, the critical bandwidth tends to
be constant (and larger than a 1/3 octave). In proportion, the masking effect appears therefore to be
potentially larger for low frequencies.
What above, however, refers to the human ear
and is not applicable for other species. Further, it is
noted that a direct quantification of critical bandwidths is, for large cetaceans, probably even more
difficult than a survey of audiograms.
In order to deal with the problem of fixing

limits to noise emissions, the characteristics of
sources, receivers and propagation paths have to be
modelled.
In all the cases the characterisation of the surrounding ambient (in terms of celerity profile,
bottom geometry, bottom material and natural
background noise) is needed to take properly into
account sound propagation. The absolute positions of sources and receivers are needed, too.
In a simple case, one ship, one emitter and one
receiver can be considered, while in a real case multiple ships, multiple receivers and multiple emitters
can interact with each others.
A further simplification consists in omitting the
characterisation of both the emitting and receiving
individuals and concentrating on the disturbance
(ship radiated noise spectrum). In this case it can
be set as a target that the ship at a certain distance
does not contribute more than the (natural) background noise (or, similarly, the maximum distance
from the ship at which this occurs can be set). This
approach is effective for preventing both communication and behavioural changes, but is quite
conservative; in fact it is plausible that noise levels
higher than the background noise could even not
be heard in a certain range by animals or, if heard,
could not interfere with communication.
Improving the accuracy of the model, further
elements could be introduced in the analysis in
addition to the ship radiated noise.
As regards communication aspects, if the characteristics of the emitting individual are available
(vocalisation spectrum), the target can be set in
maximising the area where the signal emitted overcomes the ship-dominated background noise. The
emitted vocalisation results to be perceivable in
such area. This condition, however, is necessary
but not sufficient to ensure that the sound is actually perceived by a receiving individual placed in
that area, because this depends also on the receiving capabilities.
If the focus is on the prevention of behavioural
changes, in addition to the ship radiated noise, the
hearing sensibilities (audiograms) of the receiver
could be characterised in order to evaluate the harassment due to noise.
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Table 1.
Categorisation of models.
Level
Impact
Ship
Emitter
Behavioural
Communication
Behavioural
Communication
Communication
x
x
x
x
x
x
x
2
3
Receiver
x
x
Increasing further the complexity of the analysis of communication problems, the characteristics of the receiver in terms of audiogram and of
critical bandwidth could be added to the information about the ship and the emitting animal. With
this approach, the space in which an individual
can actually perceive the signals from another
one, in the presence of the disturbing ship, can be
evaluated. The ratio between the volume in which
communication can take place in the presence of
the ship and the (larger) volume where communication could occur without the ship can be used as an
indicator for the intrusiveness of the ships noise.
On the basis of what above the following categorisation of possible models could be derived,
following the complexity of data requirements:
The three levels correspond to an increasing
model complexity, but the main difficulties are
represented by the characterisation of the receiver.
In fact for a large number of species, the hearing
capabilities are still unknown, in particular those
of mysticetes. It is also recalled that these characteristics vary for each species.
In the following examples of the models
described above, present in literature, will be
analysed.
6.1
ICES (level 2: behavioural impact analysis)
The International Council for the Exploration of

the Sea (ICES) was the first institution that fixed
limits for the underwater noise radiated from ships.
Starting from the cod audiogram, the ICES proposal considers the lowest point (the frequency of
maximum sensibility: 200 Hz) of the curve at 30 dB
over the threshold sensitivity (Fig. 9); the curve
was interpreted as the limit over which behavioural
effects (escaping) started to appear. This reaction
was further associated to a target distance from the
vessel of 20 m.
The point (20 m, 105 dB) was then represented
on a level vs. distance graph (Fig. 10). The slope
of line derives from the spherical dispersion law,
in fact the level increases of 6 dB when the distance halves. By this law it was found that, to fulfill
this limit, the vessel noise at 1 m must not exceed
132 dB (Fig. 10).
Figure 9. Hearing threshold for cod is shown, with indication of how this was utilised (modified from Mitson
1995).
Figure 10. Determination of the ship noise specification (at 200 Hz) from the proposed maximum acceptable
fish reaction range of 20 m. The line follows spherical
propagation [modified from (Mitson 1995)].
Finally, a limit curve in the frequency domain

(for the source level at 1 m) is produced, according
to the following procedure. The point (0.2 kHz,
132 dB), corresponding to the previous elaboration (maximum allowable noise level at 1 m) is
adopted as the knuckle of a bilinear limit curve.
The slope of the line for lower frequencies is not
zero to minimize the difficulties to designers and
builders in meeting the essential noise requirements. For high frequencies (above 1 KHz) it was
decided to use the law 130 dB-22log(f kHz) with
the aim to stay at about 6 dB over the ambient
noise (Fig. 11).
Fulfilling this limit should ensure that a ship can
approach fish stocks (in particular cods) at 20 m
without scaring them. It is noted that a justification in this sense of the curve is available only for
the point at 1 kHz, while the rest of the curve is set
on notional bases.
An extension of the concept could be to take
into account not only the minimum in the audiogram of a single species, but the whole sensitivity
curve (or even better the lower envelop of the audiograms for several species).
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Figure 11. Proposed underwater radiated noise specification at 11 knots free running for all vessels used in
fisheries research (ICES 1995).
6.2
Communication masking evaluation
As mentioned, masking effects take place in cases in

which a sound cannot be listened or distinguished
because of a disturbance generated by another
sound. The amount of masking effects depends on
the characteristics of both masking and masked
sounds, in particular: frequency range, level of
sound and relative phases between sounds.
In the case of marine mammals communication
we can consider the broadband noise due to ship
traffic as masking noise and the noise vocalizations
of cetaceans (more concentrated in frequency) as
the potentially masked signal. In order to evaluate
the effect of masking due to ships traffic we can
consider that sound and noise are simultaneous.
The model suggested in Clark 2009 takes into
account in principle the whole communication
problem, including, even though in a simplified
way, both the characteristics of the emitting and
receiving individual. The underlying idea is to consider the difference between the communication
space in a pre industrialization natural background
noise condition and the communication space in
nowadays background condition. To this aim, the
sonar equation can be used in order to evaluate
the signal to noise ratio in the frequency range of
interest, which varies from species to species.
To evaluate if a vocalization in a given band can
be heard, the energy of the two signals (ship noise
and mammal emissions) in the band of interest can
be evaluated. In the comparison, the previously discussed concept of the critical bandwidth has to be
taken into account. In Clark (2009) a 1/3 bandwidth
is used as a first approximation, but the actual critical bandwidth for mysticetes is unknown.
the oceans. This global problem affects in particular

large marine mammals in their long-range communication capabilities, based on low frequency
signals. Disruption in intra-species communication
may lead to problems in mating and, on the long
range, to impairment of the survival possibilities
of such species.
On the other hand, at a more local level, the
whole marine fauna of a given location can be
affected by noise emissions from intense shipping activities in that area (as well as from other
local anthropogenic sources). These impacts can
reflect, too, in behavioural changes of whole populations in specific locations and to a local loss of
biodiversity. This is seen to be a problem f.i. in
areas of particular naturalistic interest, where, in
addition to the normal traffic passing by, a higher
concentration of cruise ships and pleasure crafts
tends to be present.
A concern has risen in the international community about these negative effects and about
how to limit them. The strategies to be followed
for the two classes of problems (global and local)
are probably different, the former one pointing at
a reduction in the emissions of the worlds fleet,
the latter focusing on more selected classes of
ships and locations. In both cases, however, more
refined means for the prediction of sound transmission in the sea are needed, together with an
improved insight in the actual sensitivity of the
marine fauna in general (and specifically of mysticetes) to the ship-generated broadband noise.
A proper quantification of the impact of ships
noise could be used to assess the benefits connected to a given reduction in the noise emissions and would allow to set rational targets. Such
rational targets should in principle be set on the
basis of a cost benefit analysis, weighting properly
the reduced environmental impact of ships and the
increase of costs to achieve it. A viable alternative
to a proper cost benefit analysis is, on the other
hand, to set objectives for the noise containment in
a notional way, based f.i on the existing best practice and on a progressive reduction of limits.
In any case, new challenges are at the horizon
for the shipbuilding industry as regards the limitation of underwater noise emissions, in view of the
reduction also of this aspect of the ships environmental impact.
ACKNOWLEDGEMENTS
CONCLUSIONS AND FUTURE

PERSPECTIVES
The noise emitted by ships in water has certainly

a responsibility in raising the background noise in
This work was developed in the frame of the collaborative project SILENVShips oriented Innovative soLutions to rEduce Noise & Vibrations,
funded by the E.U. within the Call FP7-SST-2008RTD-1 Grant Agreement SCP8-GA-2009-234182.
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REFERENCES
ACCOBAMS 1996. Final Act of the Negotiation Meeting to adopt the Agreement on the Conservation of
Cetaceans of the Black Sea, Mediterranean Sea and
Contiguous Atlantic Area, Monaco.
ANSI/ASA 2009. ANSI/ASA S12.64-2009/Part 1, Quantities and Procedures for Description and Measurement of Underwater Sound from Ships- Part1:
General Requirements.
ASCOBANS 1992. Agreement on the Conservation of
Small Cetaceans of the Baltic And North Seas, United
Nations, New York.
Carlton, J.S. 2007. Marine Propellers and Propulsion.
Burlington: Butterworth-Heinemann.
Clark, W.C., Ellison, W.T., Southall, B.L., Hatch, L., Van
Parijs, S.M., Frankel, A. & Ponirakis, D. 2009. Acoustic Masking in marine ecosystems: intuitions, analysis,
and implication. Marine ecology progress series 395:
201222.
DNV 2010. Det Norske Veritas: Rules for Classification
of Ships, Silent Class Notation, Part 6, Chapter 24.
Frantzis, A. 1998: Does acoustic testing strand whales?
Nature, 392:29.
Gordon, J., Gillespie, D., Potter, J., Frantzis, A.,
Simmonds, M., Swift, R. & Thompson, D. 2004: The
effects of seismic surveys on marine mammals. Marine
Technology Society Journal, 37:1634.
Hildebrand, J.A. 2005. Impacts of Anthropogenic
Sound. In: Reynolds, J.E. et al. (eds.). Marine Mammal Research: Conservation beyond Crisis. The Johns
Hopkins University Press, Baltimore, Maryland. pp
101124.
IMO 2009a. Document MEPC 59/19, Noise From Commercial Shipping and its Adverse Impacts on Marine
Life.
IMO 2009b. Document MEPC 60/18, Noise From Commercial Shipping and its Adverse Impacts on Marine
Life.
IMO 2010. Document MEPC 61/19, Noise From Commercial Shipping and its Adverse Impacts on Marine
Life.
Kipple B., Gabriele C. 2004. Galcier Bay Watercraft
NoiseNoise Characterization for Tour, Charter, Private and Givernment Vessels, Naval Warfare Center,
Technical Report NSWCCD-71-TR-2004/545.
Mitson, R.B. 1995. Underwater noise of research vessels:
review and recommendations. ICES Cooperative
Report 209.
Southall, B.L., Bowles, A.E., Ellison, W.T., Finneran, J.J.,
Gentry, R.L., Greene Jr., C.R., Kastak, D., Ketten, D.R.,
Miller, J.H., Nachtigall, P.E., Richardson, W.J.,
Thomas, J.A. & Tyack, P.L. 2007. Marine mammal
noise exposure criteria: Initial scientific recommendations. Aquatic Mammals, 33(4):411522.
Southall, B.L. & A. Scholik-Schlomer. 2008. Final report of
the NOAA International Conference: Potential Application of Vessel-Quieting Technology on Large Commercial Vessels, 12 May 2007. Silver Spring, USA.
Urick, R.J. 1983. Principles of underwater sound.
New York: McGraw-Hill.
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Normative framework for noise emissions from ships: Present situation

and future trends
A. Badino, D. Borelli, T. Gaggero, E. Rizzuto & C. Schenone
University of Genoa, Genoa, Italy
ABSTRACT: The work addresses the problem of the ship noise emissions towards the inner part of
the vessel and towards the external space. In the former case, the focus is on the air-borne and structureborne transmission to living and working spaces on board. Limits and regulations are devoted primarily
to the preservation of the workers health and integrity and to the attainment of comfortable conditions in
resting and recreational spaces for crew and passengers. As regards airborne noise emissions from the ship,
the main concern is for the inhabitants of the living areas near ports and along the coast in case of heavy
ship traffic. Finally, noise emissions in water are considered; in this case, the concern is about their negative
impact on the marine wildlife. The present situation in terms of national, regional and international
requirements and the trends in the normative framework for the various emissions are highlighted.
1
INTRODUCTION
The noise produced by transportation means is a

general problem of todays life, which takes always
the double aspect of emissions towards the inner
part of the vehicle and towards the external space.
This is a common feature for road vehicles, trains,
airplanes and ships. In the specific case of surface
marine vehicles, external acoustic pollution takes the
shape of airborne as well as waterborne emissions,
while the internal transmission is particularly
complicate, due to the complexity and dimensions
of the ship structures, which feature shapes and
scantlings differ from the other vehicles.
The problem of noise impact on board ships
was addressed for the first time in the 80s. The
first document formalising provisions regarding the
control of noise exposure for workers on board was
the Code on noise levels on board ships, issued
by the International Maritime Organisation (IMO)
in 1981. This document was born with the aim to
stimulate and promote noise control on board ships
focusing on workers health. Subsequently, in the 90s,
the main Classification Societies have addressed the
problem from the viewpoint attaining passengers
comfort too. This latter aspect plays today an
important role in the design and construction of
cruise ships, ferry boats and leisure crafts.
The interest on noise pollution from ships is
today quite high at European level, prompted
by complaints from inhabitants of densely
populated areas near ports, channels and coasts.
The subject however features a less defined
normative framework: at the moment only Directive
2003/44/EC for recreational crafts is available,
while the problem of noise emitted from ships in

port areas is covered only by requirements issued
by local authorities in a rather inhomogeneous
way. Noise emissions in water are a comparatively
new aspect which has not been so far addressed in
detail as regards commercial ships; but the rising
concern about the safeguard of marine fauna and
biodiversity pushed international organism to consider the impact of marine traffic on sea inhabitants, in particular on marine mammals which base
their whole life on acoustic communications.
The state of the art of the knowledge of the phenomena involved in the various kinds of emission
is quite different, also as a result of the time elapsed
since their negative effects were realised and therefore studied and regulated. The degree of the
present knowledge is reflected also into the number
and the effectiveness of the indicators that are
available to quantify the impact of such emissions
and, accordingly, to enforce limits and regulations
to keep these effects within acceptable values.
In the following an analysis of the main norms
concerning noise emissions from ships will be
provided.
2
NOISE AND VIBRATION INSIDE

THE SHIP
2.1 ILO (International Labour Organisation)

The International Labour Organization (ILO) is the
tripartite UN agency that brings together governments, employers and workers of its member states
in common action to promote an improvement of
working conditions throughout the world.
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Given the very broad mission of the organization,

the aspect of noise and vibration for workers is
treated in very general documents, covering a large
number of issues, not in details. Some of these
documents are inherent to workers in general,
some to specific classes of workers.
the basis of all subsequent regulations regarding

noise on board. For this reason, it is a fundamental
document and will be analysed in more details.
The purpose of the code is to ensure suitable and
safe conditions for workers on board preventing
consequences of noise exposure. The code covers
various aspects of the noise control:
2.1.1 ILO MLC Maritime Labour Convention

For what concerns specifically workers in the shipping sector, the following documents were issued by
the ILO within the Maritime Labour convention.
Measurement procedures for noise levels,

including: survey positions, equipment specifications, signal processing, environmental and
operating conditions for the vessels
Limits on maximum acceptable noise levels for all
spaces to which seafarers normally have access
Characterisation of sound insulation performances and procedures for the experimental
evaluation
Characterisation of the performances for
personal ear protection devices and inherent
minimum limits.
2.1.1.1 Guidelines on the prevention of N&V

General suggestions on the countermeasures to
be taken in order to reduce the noise impact on
board are provided (e.g. accommodation spaces
as far as possible away from machinery, use of
acoustic insulations, soundproof control rooms in
machinery spaces).
2.1.1.2 Guideline on exposure to noise
Guideline B4.3.2 suggests the competent
authorities, ship-owners and seafarers to address
the problem of noise on board ships with the
objective of improving the protection of seafarers
from the adverse effects of exposure to noise.
2.1.1.3
Convention on the work in the fishing

sector
The ILO Convention N. 188 (ILO 2007a) on the
work in the fishing sector suggests the competent authority to take measures to limit excessive
noise and vibrations in accommodation spaces in
accordance with relevant international standards.
In particular it suggests (for vessels of 24 metres
in length and over) to ensure adequate protection
to fishers from the effects of noise and vibrations
including the effects for N&V induced fatigue.
2.1.2
Recommendation (work in the fishing

sector)
The ILO Recommendation N.199 (ILO 2007b)
suggests that noise levels for working and living
spaces, which are established by the competent
authority, should be in conformity with the guidelines of the International Labour Organization on
exposure levels to ambient factors in the workplace
and, where applicable, the specific protection recommended by the International Maritime Organization, together with any subsequent amending
and supplementary instruments for acceptable
noise levels on board ships.
2.2
IMO normative framework
2.2.1
IMO Resolution A.468(XII) code on

noise levels on board ships
The IMO (1981) was the first document issued by
IMO regarding noise limits on board; it constitutes
2.2.1.1 Application
The code applies to ships in service (at port or at
sea) with seafarers on board. It does not apply to
passenger spaces. Ships covered are:
New ships with gross tonnage 1600 tons
Existing ships with GT 1600 as far as reasonable and practicable to the satisfaction of the
Administration
New ships <1600 GT as far as reasonable and practicable to the satisfaction of the
Administration.
2.2.1.2 Measurements
Specifications contained in the code cover, as mentioned, the various aspects of the measurement
procedure. In particular there are sections devoted
to the identification of:
Measurement locations in the various spaces on
board
Equipment characteristics [reference to standards IEC 651 (1979), IEC 179 (1973)]
Aspects of signal processing [IEC 225 (1966)]
Documentation of the surveys
Provisions for the safety of personnel performing measurements.
The provisions of this part suffer from the technical obsolescence of the reference standards.
2.2.1.3 Operating conditions
A key point is also represented by the identification
of the ship conditions during the surveys of noise
levels. Two classes of conditions are covered: at sea
(navigation) and at port. They will be reviewed in
more details in the following:
Conditions at sea: The identification of operating conditions at sea include environmental
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conditions, general aspects of the whole ship

(loading conditions, propulsion power) and specific information about single plants and inherent
running conditions as well as regards the outfitting
of the spaces. In more details, typical conditions
correspond to:
Table 1. Limits on sound pressure levels imposed by

IMO Res. A.468(XII).
Wind force 4 and sea state 3 should not be

exceeded
Loaded or ballast condition
Machinery running at design service shaft speed;
CPP in normal seagoing position
All auxiliary machinery, navigation instruments,
radio and radar sets, etc., normally, or likely
to be, in use at any one time should operate
throughout the measurement period
Measures in spaces containing diesel enginedriven generators, fire pumps or other emergency
equipment should be taken with the equipment
operating
Mechanical ventilation and air conditioning in
normal operating conditions
Doors and windows in general closed
Spaces should be furnished with all necessary
equipment.
Work spaces
Limits
Space
type
Navigation
spaces
Accommodation
spaces
Conditions at port: The identification of operating

conditions at port includes:
Cargo handling equipment operating
For vehicle carriers noise levels should be measured in cargo spaces during loading and discharging operations
Measures in machinery spaces with auxiliary
operating.
2.2.1.4 Noise limits
Limits on noise are imposed in terms of A-weighted
acceptable levels. The use of A-weighted levels
(which is a standard procedure for industrial
broad-band noise) is however balanced by further
prescriptions if in accommodation spaces there
are subjectively annoying low frequency sound or
obvious tonal components. In that case the ISO
noise rating (NR) number should also be determined and the limits specified may be considered
as satisfied if the NR number does not numerically
exceed the specified A-weighted level minus 5.
A similar prescription is given for machinery spaces
if a 105 dB(A) level is exceeded.
Maximum acceptable sound pressure levels dB(A):
In this part the maximum noise levels in dB(A)
allowed in a space are reported in Table 1. A note
specifies that noise levels well lower than the maximum levels are desirable.
Time exposure limits: The philosophy of the noise
exposure limits is to ensure that seafarers will not
be exposed to an Leq (24) exceeding 80 dB(A). The
Leq (24) is defined in Equation (1).
Service spaces
Leq (
Spaces
dB(A)
Machinery spaces
(continuously manned)
Machinery spaces (not
continuously manned)
Machinery control rooms
Workshops
Non-specified work spaces
Navigating bridge and
chartrooms
Listening post,
including navigating
bridge* wings
and windows
Radio rooms
(with radio equipment
operating but not
producing audio signals)
Radar rooms
Cabins and hospital
Mess rooms
Recreation rooms
Open recreation areas
Offices
Galleys, without food
processing equipment
operating
Serveries and pantries
Spaces not specified
90
) = 10log10
75
85
90
65
70
60
65
60
65
65
75
65
75
75
90
pA ( )
d
24h 24 h p0
1
110
(1)
where pA = instantaneous A-weighted sound pressure; p0 = reference pressure.

In spaces where the level exceeds 85 dB(A) the
use of ear protection and/or the limitation of
exposure in terms of time are prescribed. A detailed
representation of the exposure limits is given in
Figure 1. As it can be noted, the partition of the
graph zones follows the mentioned two criteria
combining values of the two quantities:
Time duration of exposure: none (forbidden)/
occasional/daily
Ear protection: none/muffs/plugs/muffs + plugs
Moreover on the y-axis the maximum acceptable
noise levels (corresponding to an exposure time of
zero minutes) are reported, while moving along the
x-axis the time variable takes over and limits are set on
the exposure time allowed for a certain noise level.
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Table 2.
Insulation index required by IMO (1981).

Insulation index
Space
dB
Cabin to cabin
Mess rooms, recreation rooms
to cabins and hospitals
la = 30
la = 40
Table 3. Ear protectors characteristics imposed by IMO

(1981).
Reduction
Type of ear
protection
Figure 1.
Ear plugs
Ear muffs
Ear plugs +
ear muffs
Time exposure limits given by IMO (1981).
The slope of the curves ensures that the energy

perceived by the seafarer never overcomes the
amount given by a time of exposure of 24 hours
at a level of 80 dB(A): in fact the level increases of
about 3 dB(A) halving the time of exposure (and
5 dB(A) by dividing it by three).
It is here noted that the Leq (24) level has been
more recently confirmed by the World Health
Organisation to be strongly correlated with the
ability of the noise hazard to damage human hearing (WHO 2004).
2.2.1.5
Acoustic insulation between

accommodation spaces
In the code there are indications not only regarding
the receiver (the seafarers) but also the transmission
path. In particular limits for the airborne insulation
index for bulkheads and decks are given. The noise
insulation index is defined in Equation (2).
la
l 10
log
W1
[dB]
W2 W3
(2)
where W1 = incident acoustic power; W2 = acoustic

power transmitted to the receiving ambient through
the wall; W3 = acoustic power transmitted to the
receiving ambient through boundary elements or
other components.
According to ISO Standard R717, insulation
index should comply at least with the values given
in Table 2.
2.2.1.6 Ear protection and warning information
In the document there are also prescriptions on
ear protectors and warning notices that should be
placed on board.
Protectors have to ensure the following insertion loss (see Table 3), expressed in terms of overall
dB(A)
20
30
35
Octave band centre frequency
kHz
0.125 0.25 0.5 1
Ear plugs
Ear muffs
0
5
5
12
10
20
3.15 4
15 22 22
30 30 30
6.3
22 22
30 30
dB(A) reduction and dB reduction in frequency

(Octave bands).
2.2.2 IMO resolution A.343
(IX)Recommendation on methods
of measuring noise levels at listening posts
This recommendation (IMO 1975) reports further
instructions on measuring strategies and instrumentation. In particular it refers to International
Electrotechnical Commission (IEC) standard 179
and 225 for what concerns the sound level meters
and it gives indications on the environmental conditions at the point of measure (wind between 5
and 10 knots). It suggests limits on the background
noise levels in the listening posts during measures.
2.2.3 SOLAS international convention
for the safety of life at sea
As known, the SOLAS Convention issued by IMO
(IMO 1974) in its successive forms is generally
regarded as the most important of all international
treaties concerning the safety of merchant ships.
Provisions as regarding noise control are contained in Chapter II-1 part C Reg. 36 with title
Protection against noise which makes directly
reference to IMO (1981) and that is integrally
reported below: Regulation 36 Protection against
noise.
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Measures shall be taken to reduce machinery

noise in machinery spaces to acceptable levels as
determined by the Administration. If this noise
cannot be sufficiently reduced the source of excessive noise shall be suitably insulated or isolated or
a refuge from noise shall be provided if the space
is required to be manned. Ear protectors shall
be provided for personnel required to enter such
spaces, if necessary.
2.2.4
Comments and future trends about IMO

noise control framework
As it can be noticed, the IMO noise control framework is still based, through IMO (1974) Chapter II-1
Reg. 36, on the IMO (1981) reported above. Despite
the age, the Code still represents a valid reference
from a normative point of view even though in the
preamble of the Code it is stated that: The Code is
not intended for direct incorporation by reference
or reproduction in national legislation although it
could provide a basis for such legislation.
The code has been actually largely referred to by
national requirements on noise on board ships and
is deemed to cover comprehensively the subject of
noise control on board. The technical part regarding
equipments and, to some extent, the signal processing
is, on the other hand, obsolete. At IMO, a debate
on the update of the general framework for dealing
with noise aspects is undergoing in the Maritime
Safety Committee through the sub-Committee on
Ship Design and Equipment [see documents IMO
(2007b) and IMO (2009a)].
In the proposal currently discussed (formulated
by all European Countries plus the EU Commission: see the mentioned documents) the update
regards mainly:
A reformulation of SOLAS Chapter II-1 Reg.
36, aimed at making the noise limits mandatory
through the insertion of a more explicit reference to IMO (1981).
A reformulation of parts of IMO (1981), in
particular:
Introduction in Chapter 2 of the requirement
of noise predictions at design stage, to be verified after construction (or modification) and
with regular controls during the ship life.
New noise limits in Chapter 4.2, with some
minor changes in the definitions of the classes
of spaces on board and a reduction of 5 dB of
the limits in most of them.
In Chapter 5, it is proposed to introduce noise
exposure limits by taking into account ISO
(1990).
In Chapter 6, it is proposed to include more
severe requirements for airborne sound insulation (about 5 dB increase, with slight changes
in the definitions of the cases).
Other updates, regarding more technical aspects

concerning e.g. measurements and equipment are
not yet formalized, but they are foreseen as output
from future activities of working and correspondence groups within the Ship Design and Equipment Sub-Committee.
2.3 Class societies: comfort class notations
In the 90s, Classification Societies introduced in
their Rules additional, not mandatory, class notations dealing with comfort on board ships. These
COMF notations are based on standards and
guidance notes relating to noise and vibrations
criteria. The aim of these additional notations is
to evaluate the shipboard habitability and to assess
with an independent certification the comfort of
crew and passengers on board all kind of ships. In
general, three grades of comfort are present in the
Comfort Classes, each of them with different limit
values. Comparing these limits with the IMO ones
(as regards crew spaces, the only ones treated in
IMO 1981) it is noted that the limits of the lower
comfort grade are close to the IMO original limits
while in the higher grades limits are lower. The provisions of Comfort Classes cover mainly:
Measurement procedures
Limits on noise and vibration for crew
Limits on noise and vibration for passengers
Limits on acoustic insulation
Limits on impact noise levels.
2.3.1 Criteria for fixing limits

For what concerns measuring procedures, the rules
of the Classification Societies, with some exceptions, suggest to carry out measures in standard
conditions, i.e. on straight course at design speed
or 85% of MCR. Low speed or manoeuvring conditions are not taken into account.
Noise limits are fixed in dB(A); this means a limit
on the total power perceived (i.e. filtered by means
of the A-filter). Ships are subdivided in different
categories as a function of type, length and speed.
The general criteria used to assign a limit value
to a space are:
The type of use of the space
Private (cabins)
Public
The noise level we expect to find
High (discotheque)
Medium (restaurant)
Low (libraries)
The time spent by passengers in the space
Long stay (cinema, theatre, cabin)
Medium stay (restaurant)
Short stay (shop)
Passage (corridor).
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As regards the noise insulation index and the

impact noise level, limits are fixed in function of
the characteristics of the spaces separated by the
wall. For instance, if on one side there is a discotheque and on the other one a cabin, the insulation
index must be higher than in the case of cabin to
cabin separation.
In general the Comfort Classes focus on the same
aspects of the IMO (1981) but they contain lower
limits as a result of the availability of more modern techniques to reduce noise impact and of new
standards of comfort requested by passengers.
2.4
Comments on requirements for noise onboard
For what concerns noise inside the ship, limit levels

are mainly fixed, for the various locations, on the
perceived power [instantaneous levels in dB(A)].
By instantaneous is here meant a value that is
obtained from a short term average [of the order of
minutes]. In the documents devoted to workers health
(in particular IMO 1981), limits are fixed on the total
amount of perceived energy during the working shift.
In fact, requirements are set in terms of both sound
pressure levels and exposure time. Limits are fixed
in order not to overcome reference equivalent levels
corresponding to a continuous exposure to a given
level for a given duration [f.i. in IMO (1981): 80 dB(A)
for 24 hours (LAeq(24) = 80 dB(A)]. Problems in applying this approach are represented by the difficulty in
evaluating precisely exposure times and levels for the
various categories of workers.
Both methods described above do not capture
possible concentrations of energy in time or frequency. Therefore, the annoyance due to intermittent sounds or tonal components may not be
adequately reflected in the indicators so far used
in the rules.
Moreover, the general trend towards a reduction
of broad-band noise levels has probably enhanced
the effect of these components concentrated in
time and/or in frequency.
3.1 ISO standards

The following international standards apply to
the measurements for assessing the radiated noise
from ships:
EN ISO 2922:2000 Measurement of airborne
sound emitted by vessels on inland waterways
and harbours
EN ISO 14509-1:2009 Small craftAirborne
sound emitted by powered recreational craft
Part 1: Pass-by measurement procedures
EN ISO 14509-2:2007 Small craftAirborne
sound emitted by powered recreational craft
Part 2: Sound assessment using reference craft
None of these standards, however, contain limits
or requirements to be fulfilled.
3.2 European regulations
As regards the European legislative framework,
the acoustic indicators currently adopted for
assessing environmental noise are mainly focused
on noise classified in two large categories: mobile
sources (like road-traffic, rail-traffic and aircraft
around airport) and stationary sources, like
those represented by industrial plants or whole
settlements.
Ships are not specifically mentioned; in principle, however, they belong to both categories as said
before. Two main European directives deal with the
problem of airborne noise: the European Directive
2002/49/EC (EU 2002) and the European Directive
2003/44/EC (EU 2003b). The first one applies to
environmental noise to which humans are exposed
in particular built-up areas, in public parks or other
quiet areas in urban agglomerations, in quiet areas
in open country, near schools, hospitals and other
noise-sensitive buildings and areas. The indicators
used are Lden and Lnight (day-evening-night levels),
that are equivalent levels defined as follow:
Lden
NOISE EMISSIONS IN AIR
Air noise pollution from ships affects people living

near ports or channels interested by intense shipping traffic. When the ship is characterised as a
whole source, it must be considered as a moving
source during navigation in ports or channels and a
fixed source at quay. Within the ship, main sources
of airborne noise are: funnels, air intakes, air dischargers and in general all those openings which put
the internal sources (ventilation systems, engines) in
communication with the external environment. In
the following a brief review of the normative framework existing at different levels will be provided.
l
log
Lday
12 10 10 + 4 10
24
Lnight
+ 10
i
Lev . + 5
10
+ 8 10
10
(3)
where Lday, Levening, Lnight are A-weighted long-term

average sound level as defined in ISO (1987).
The aim of these indicators is to correlate the
measurement of sound pressure level and the percentage of people who have negative effects on
their health due to a prolonged exposure to an
examined noise source.
In EU (2003b) limits for airborne noise are given
for recreational crafts in function of the engine
power (see Table 4). Such limits are to be measured
according to, ISO (2007), ISO (2009).
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Table 4. Airborne noise limits given by EU

directive 2003/44/EC.
3.3
Single engine power
Maximum sound
pressure level @ 1 m
kW
PN 10
10 < PN 40
PN > 40
dB
67
72
75
National regulations
The Italian legislation follows the EU (2002) directive issuing the Legislative Decree no. 194/2005,
defining the same acoustic indicators and the same
tools of acoustic planning. Currently, the Italian
legislation has not yet defined the sound limits as
required by EU (2002) directive.
Regarding the assessment of noise emitted by
recreational crafts, the Italian legislation follows
the European Directive 2003/44/EC issuing the
Legislative Decree no. 171/05, defining the same
limits for the maximum sound pressure level emitted by this type of vessels. No indications are available for other units.
Also the Spanish legislation follows the EU
(2002) directive. In Royal Decree 1367 the noise
limits are defined for the three day periods (day,
evening and night) but not for Lden.
Finnish, Swedish and English legislations have
different regulations from EU (2002), but none of
them give specific limits for airborne noise.
3.4
Comments on airborne noise
As above recalled, only recreational crafts, small

crafts and watercrafts are covered by norms. Limits
for ships are not provided, but measurement procedures for all kind of ships on inland waterways
and harbours are given in ISO (2002).
The main problems in defining limits for airborne noise radiated from merchant and passenger ships are due to the complexity of the source
characteristics and of the transmission path.
In addition to the mentioned problem of the
moving source, ship dimensions are often comparable with (if not larger than) the distance from the
receiver. The propagation path is dominated by 3D
effects and in particular by the local morphology
of the surroundings: orography, building geometry. This situation of strong coupling between
the source and the environment, which in addition differs from case to case, makes it difficult to
characterise the source as such and therefore set
requirements on it. On the other hand, whether
limits set in the receiving positions comply or
not with specifications, strongly depends on the

particular boundary conditions (f.i. the harbour
geometry and orography). The approach of setting
limits on the receiving position is however followed
in the case of other moving sources, like in the case
of railway transportation, in which pertinence
belts, centred on the source line (railway), define
different limits, decreasing with the distance.
A further problem, in urban areas of ports, is
the superimposition of ships airborne noise on
noise from all other sources: the choice to consider
ships as a category of urban noise sources or to
submit them to a specific regulation can conduce
to different environmental policies. The management of such a matter, together with the definition
of the authority responsible for its application, is
a fundamental aspect to get an effective control of
port noise.
4
NOISE EMISSIONS IN WATER
The problem of noise emissions in water from

ships has been treated in military ships for the purpose of limiting the acoustic signature and then
the detectability of the ship. More recently, investigations about the impact of military sonars on the
marine wildlife have been carried out as a consequence of the correlation of massive beaching of
mammals to military activities in the same area.
As regards commercial ships, the impact of
noise on marine fauna, considered only in the last
few years, is mainly represented by long range and
long term effects.
At IMO level some recent documents (described
below) regarding underwater noise from ships and
its impact on marine fauna have been issued.
4.1
IMO framework
IMO deals with the problem in the following documents in chronological order:
IMO (2001). The purpose of these Guidelines
is to provide guidance to Contracting Parties to
the International Convention for the Prevention
of Pollution from Ships, 1973, as modified by
the Protocol of 1978 in the formulation and submission of applications for the designation of
Special Areas under Annexes I, II, and V to the
Convention. In the Guidelines noise is explicitly
mentioned in the list of pollutants.
IMO (2007a), IMO (2008). This information
paper sent both to the Marine Safety Committee
and to the Marine Environment Protection Committee advises of the issue of noise generated by
international shipping and its potential adverse
impact on marine life. It requests Member
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Governments to note this information; informs

all interested entities, in particular those from the
shipping industry, shipyards, and ship builders
of this issue, and invites them to participate in
the ongoing dialogue regarding identification of
potential adverse impacts associated with vessel
noise and the potential mitigation of those
impacts.
IMO (2009a). This document assesses the incidental introduction of noise from shipping
activities in the oceans. Main underwater noise
sources from ships are analyzed.
IMO (2009b). This document is the report of the
Correspondence Group on the issue of Noise
from commercial shipping and its adverse
impact on marine life. The Correspondence
Group was established to identify and discuss
ways to minimize the incidental introduction of
noise from commercial shipping operations into
the marine environment and to reduce potential
adverse impacts on marine life. In the document
the potential contribution for each of the ship
components to the radiated sound power are
analysed.
IMO (2010). This document is the report of the
Correspondence Group on the issue of Noise
from commercial shipping and its adverse impact
on marine life. In the document it is established
to treat underwater noise sources according to
their relative contribution. In particular since
shipping noise in characterised by spectral signature which clearly relates to propellers the
committee agreed to concentrate on propeller
cavitation and to link it to ship speed, loading
conditions etc. Moreover The Correspondence
Group addressed the demand for further
research activities and drew up a ranking of
quieting strategies.
4.2
Figure 3. Abstract of limit curves by DNV Silent Class

Notation for different ships.
Figure 4. Schematic drawing of measuring situation

for surface vessel by DNV Silent Class Notation (DNV
2009).
ICES: international council for the

exploration of the sea
The very first attempt to fix limits of underwater

noise emissions from ships came from the International Council for the Exploration of the Sea
in its Cooperative Research Report 209 issued in
1995. The document contains a limit curve (Fig. 2)
for fishing research vessels derived from the cods
audiogram. The aim of this limit curve is to select
vessels that can come close to fishes without disturbing them.
4.3
Figure 2. Proposed underwater radiated noise specification at 11 knots free running for all vessels used in
fisheries research (Mitson 1995).
Classification societies
As regards Classification Societies a very recent regulation issued by Det Norske Veritas (DNV Silent
Class Notation) represents the first attempt to fix
limits to underwater emissions. This document

gives indications on both measurements procedures and limits of underwater emissions. Limits
are given in function of vessel typology; in Figure 3
an abstract of limit curves is reported.
In the regulation a measurement technique
for underwater noise is described (Fig. 4). In this
configuration measurement could be affected by
reflection from the free surface and the bottom.
A correcting factor is suggested to take into account
these effects but they are not given in function of
bottom slope, bottom composition, sea state and
other parameters influencing reflection. This need
that measurements in different locations could give
different results.
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Other standards for underwater noise emissions

measurements have been issued, such as the recent
ANSI-ASA S12.64-2009/Part 1 Quantities and
Procedures for Description and Measurement of
Underwater Sound from ShipsPart 1: General
Requirements in which a complete procedure to
characterise the acoustic underwater signature of
ships is given.
4.4
Comments on underwater noise
As regards underwater noise, no limits or norms

exist so far, even if the introduction of local limits on
underwater noise emissions, particularly in special
protected areas, is foreseen in the next future, due
to an increasing concern about the conservation of
marine mammals. Only ICES tried to fix limits for
ships starting from the characteristics of a specific
receiver (cod), but the wide differences between the
hearing sensibility of different species suggest to
consider a more varied target. The prediction of
noise levels at a distance from the source is further
complicated by the transmission of sound in the
ocean, which is influenced by a great number of
parameters often unknown. Moreover, the real
impact of noise on the marine fauna is not yet
clarified in all its aspects, mainly as regards long
term effects.
5
5.1
CONCLUSIONS AND FUTURE TRENDS

Noise inside the ship
As regards noise inside the ship, the present

regulatory framework is to a large extent still based
on the IMO (1981) which focuses on the limitation of the total perceived acoustic power [dB(A)],
even if the possible relevance of tonal components
is also recognised. Moreover time duration of the
exposure is considered for crew. This is the so called
noise dose. With this approach the attention is
focused on the receiver and in particular on the total
amount of energy perceived during working hours
by the seafarer, who can be subjected to different
levels for different periods. The noise dose concept is currently widely used in the industrial field
and could be systematically extended to ships.
Comfort classes focus mainly on the same aspect
of limiting the total perceived acoustic power but
lowering limits. The noise dose is not treated.
About the noise exposure for workers, the evolution of industrial regulations towards lower limit
values and the attention to the peak levels of noise
(impulsive component), as in case of the European
Directive 2003/10/EC (EU 2003a), indicates a trend
that will probably be extended to the shipping
sector in a near future.
To increase the acoustic comfort for passengers

and crew, an improvement on regulations should
move in the direction of a more specific evaluation
of the sound characteristics. This means focusing
on the characterisation of the effects of:
frequency spectra
tonal components
intermittent sound
These elements deeply influence the sound wellness on ships. To evaluate and analyse the correlate noise annoyance, several methods are in use
in the civil field (Beranek, 1988), whose use can
be extended to ships. Some of them are reported
below:
Noise Criteria (NC) method

Balanced Noise Criteria (NCB) method
Room Criteria (RC) method
Room Criteria Mark II (RC Mark II) method
Room Noise Criteria (RNC) method
Without going into details about these methods,

their main aim is to evaluate the noise harassment
characterising the quality of the signal on the
basis of its frequency distribution.
Another important improvement in regulations
could be the enclosure of non-standard measuring
conditions. As reported in Chapter 2.3, COMF
classes regulations, prescribe to carry out measures
in standard conditions, leaving the possibility to
make measurements in additional different conditions to the owners discretion. Experience actually
suggests that often low speed navigation (e.g. coasting for cruise ships) and manoeuvring (e.g. thrusters operations) are more noisy situations because
the whole propulsion chain works far from design
conditions.
5.2 Noise in air
Specific regulations fixing limits for noise radiated
in air from ships do not exist. However, a growing
attention to noise pollution is forcing international
bodies to deal with the problem. In the future,
measurement procedures and limits for air radiated
noise should be fixed. The ship is a complex 3D
source which cannot be easily modelled because
sources of air noise (see Ch. 3) could be located at
higher levels in the case of funnels (about 50 metres
and over for biggest ships) or at lower levels in
the case of ventilation systems. Moreover, during
navigation in ports or channels the sources are in
movement. All these aspects increase the difficulties
in defining limits and measurement procedures.
In fact, accurate measurement procedures should
include surveys at altitudes comparable to altitudes
of sources (e.g funnels) and receivers (e.g. upper
floors of buildings), in positions therefore not
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easily reachable. Furthermore measures should

also be carried out while the ship is travelling.
5.3
Noise in water
The topic of underwater radiated noise is the newest

in the field of noise pollution from ships. The
main problem in fixing limits for such emissions
is the characterisation of the receiver. In fact, the
species living in the oceans have extremely different
sensitivities due to different goals for which they use
sound (for more details see e.g. Andr et al. 2011);
moreover it is very difficult to collect sufficient
data to compute audiograms especially for species
that spend the major part of time submerged.
As regards, for instance, mysticetes, it is known that
they are able to produce sound at very low frequencies (about 20 Hz or less) in order to communicate
with other individuals at long distances, but do not
exist enough data to compute an audiogram of sensitivity. On the other hand, odontocetes produce
sounds at very high frequencies (until 100 kHz) for
echolocation and due to their size, which allows
laboratory experiments, many audiograms are
available. For these reasons a unique approach for
fixing limits it is not still reached.
ACKNOWLEDGEMENTS
This work was developed in the frame of the
collaborative project SILENVShips oriented
Innovative soLutions to rEduce Noise & Vibrations,
funded by the E.U. within the Call FP7-SST-2008RTD-1.
Grant Agreement SCP8-GA-2009-234182.
REFERENCES
Andr, M., Gaggero, T., Rizzuto, E. 2011. Underwater
Noise Emissions: Another Challenge for Ship Design.
MARSTRUCT 2011.
Beranek, L. 1988. Noise and vibration control. Institute
of Noise Control Engineering.
DNV 2009, Det Norske Veritas: Rules for Classification
of Ships, Silent Class Notation, Part 6, Chapter 24.
EU 2002, Directive 2002/49/EC of The European
Parliament and of The Council, 25 June 2002.
EU 2003a, Directive 2003/10/EC of the European
Parliament and of the Council, 6 February 2003.
EU 2003b, Directive 2003/44/EC of The European
Parliament and of The Council, 16 June 2003.
ILO 2006. ILO MLC Maritime Labour Convention.
ILO 2007a. ILO Convention No.188 concerning work in

the fishing sector.
ILO 2007b. ILO Recommendation No.199 concerning
work in the fishing sector.
IMO 1974. SOLAS International Convention for the
Safety of Life at Sea.
IMO 1975. Resolution A.343(IX) Recommendation on
Methods of Measuring Noise Levels at Listening
Posts.
IMO 1981. Resolution A.468(XII): Code on Noise Levels
on Board Ships.
IMO 2001. Resolution A.927 (22). Guidelines for the
Designation of Special Areas Under Marpol 73/78
and Guidelines for the Identification and Designation
of Particularly Sensitive Sea Areas.
IMO 2007a. Document MEPC 57/INF.4 Shipping noise
and Marine Mammals.
IMO 2007b. Document MSC 83/25/13, Proposal for
protection against noise on board ships.
IMO 2008. Document MSC 84/INF.4, Shipping Noise
and Marine Mammals.
IMO 2009a. Document DE 53/10, Proposals for the
development of amendments to SOLAS regulation
II-1/36 and a revision of the Code on noise levels on
board ships.
IMO 2009b. Document MEPC 59/19, Noise From
Commercial Shipping and its Adverse Impacts on
Marine Life.
IMO 2009c. Document MEPC 60/18, Noise From
Commercial Shipping and its Adverse Impacts on
Marine Life.
IMO 2010. Document MEPC 61/19, Noise From Commercial Shipping and its Adverse Impacts on Marine
Life.
ISO 1987, ISO 1996-2, AcousticsDescription, measurement and assessment of environmental noise Part
2: Determination of environmental noise levels.
ISO 1990, ISO 1999, AcousticsDetermination of
occupational noise exposure and estimation of noiseinduced hearing impairment.
ISO 2000, UNI EN ISO 2922, Measurement of airborne
sound emitted by vessels on inland waterways and
harbour.
ISO 2007, UNI EN ISO 14509-2, Airborne sound emitted
by powered recreational craft.
ISO 2009, UNI EN ISO 14509-1, Airborne sound emitted
by powered recreational craft.
Mitson, R.B. 1995. Underwater noise of research vessels:
review and recommendations. ICES Cooperative
Research Report, 209.
Parson, Chris et al. 2004. Oceans of noise 2004. WDCS
Science Report.
WHO 2004. Occupational noise: Assessing the burden
of disease from work-related hearing impairment at
national and local levels. World Health Organization.
Geneva.
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Methods and criteria to manage airborne outdoor ship noise

M. Biot & L. Moro
Division of Naval Architecture and Marine Technology, Department of Mechanical Engineering
and Naval Architecture, University of Trieste, Trieste, Italy
ABSTRACT: The present study has been performed by the University of Trieste within the BESST
European Project with the aim to design an operational procedure for predicting ships outdoor noise
in harbour. Procedure is here outlined in all its steps from the pre- to the post-processing phase and its
effectiveness is proved. Method is implemented by application to a comprehensive case study. Numerical
simulations are performed by exploiting a selected commercial software suited for acoustic mapping on
noise emission in open field conditions. Results are then discussed with the aim to check operational
procedure and computational tool. Basing on the same results, suggestions on the proper technique to
approach the topical subject of ships outdoor noise in harbour are given. Paper starts with an introduction
covering the matter of ships noise pollution in harbour and how it is today managed.
1
1.1
THE PRESENT FRAMEWORK

The ship as a noise source
In past decades European ports have become

increasingly complex industrial areas. From simple
piers for loading and unloading cargo and people
embarking and disembarking, ports have developed
in areas with many industrial activities that are
sources of noise. Moreover, in the last years, several
ports have been expanded, becoming closer to
residential areas. This is causing a constant increase
in noise pollution for residents in those areas.
Ships are one of the main noise sources in ports.
The increasingly dominant role played there by
ships is due to both growth of the maritime traffic
and power installed on board. On board we can
find different noise sources, the primary ones are
the ventilation/conditioning plants and especially
all machinery in engine rooms.
The main part of the outdoor noise during
harbour stay comes from the Diesel generator
engines exhaust placed at the top of the funnel.
In second place, there are the inlets/outlets of
each station of the HVAC (Heating, Ventilation
and Air-Conditioning) system, which radiates
noise from outer openings usually placed, for the
majority of merchant vessels, on the upper deck.
HVAC inlets/outlets contributing significantly to
the outdoor noise are those related to the engine
rooms: intakes for air supply to diesel engines and
auxiliaries and outlets of extractor fans.
Among the different types of merchant ships, those
requiring running a lot of engines and equipments
during their stay in harbour are of major concern as
far as noise pollution is considered. That is the case
of cruise and ro-ro/pax vessels, where large systems

need to be supplied to guarantee to passengers a lot
of onboard duties, like the huge air conditioning
system, which outer openings placed on the ships
sides give a hard contribution in increasing outdoor
noise in the surroundings.
Onboard mechanical systems which are essential
for the operation of ship at quay may not be totally
silenced. Sources of transient noise like transverse
propulsion units may likewise regarded as inevitable,
being them related to the ships manoeuvring.
Or may not, as ships could be assisted by tugs, but
which solution is less noisy for people living in the
residential areas close to port is an open question.
With regard to noise, the time at berth is usually
significantly longer than the maneuvering time,
so it may be considered more significant.
Secondary noise sources, like hydraulic pumps
and winches, are those generating low noise power
levels; they may also work with frequent starts and
stops. Due to inherent difficult in treating them by
limits and rules, they are commonly neglected as
individual noise sources and are considered as a
lump source.
Other noise sources may also generate airborne
noise, like ancillary onboard devices and activities
(e.g. public address systems, organised events on the
open deck of cruise vessels). Anyway, ships designers
are not directly involved in attempt of silencing them.
That even holds in cases of noise due to quay
based appliances for cargo handling or to the
wheeled cargo itself, which could be a major cause of
radiating noise from the ship to the surroundings.
An important study on the present state of ships
noise pollution in port has been carried out by
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Lloyds Register ODS for the Danish Environmental

Protection Agency (Lloyds Register ODS 2010).
As for the engine exhausts, it states that the sound
power levels vary between 135 and 142 dB(A), while
the ventilation fans radiate with levels from 81 to
110 dB(A). Engine exhaust noise typically varies
about 10 dB from full load to no-load condition, on
the other hand, if a fan is not operated at the design
conditions the sound power will generally increase.
1.2
The case of cruise ships
The typical positions of the noise sources on

board a cruise ship are shown in Figure 1. Most
noise sources are located near the funnel: in this
area are placed the openings for both the engine
and auxiliary rooms ventilation systems (and for
the combustion air supply of the main engines
and auxiliaries). Moreover, at the level of funnel
foundation, the engine rooms exhaust air fans are
sited. Other important noise sources are the air
conditioning openings usually located along the
ships side for about the whole ships length.
The Diesel engine exhausts, often placed at the
top of the funnel, significantly affect the level of
noise propagating even at large distances in the
surroundings. Funnels top is indeed the highest
and not shielded ships radiating source. Moreover,
the great part of the energy content of the radiating
noise generated by Diesel generator engines is
related to the lower frequencies, which are very
hard to be silenced. The frequency content of the
exhaust noise from a given Diesel generator engine
mainly depends on factors related to the engine
itself (the number of cylinders) or to the generator
(the fixed speed of the alternator shaft). As for the
last factor, because AC-current generated onboard
is either 50 Hz or 60 Hz and because marine alternators onboard large cruise ships commonly have
pole pairs in number of 4 to 7, the typical diesel
generator engine speeds range from about 500 to
750 rpm (slower speed engines in larger vessels).
The most significant sound pressure levels
are associated to frequencies equal to the firing
Figure 1. Position of the noise sources onboard a

cruise ship.
frequency and its harmonics, so the majority of the

engine exhaust noise is at low frequencies, that is in
the frequency range below the 250 Hz octave band.
In general, the energy content of sound radiated by
fans is centered on frequency bands higher than those of
the engine (from 250 to 2000 Hz band). So, noise radiating from ships to surrounding areas is mainly due to
engine exhaust in the low to medium frequency bands
and to air fans in the medium to high frequency
bandsand the latter is more easily silenced.
By summing up, outdoor airborne noise pollution due to a large cruise vessel staying in port
is very invasive for a series of reasons: the huge
power delivered by engines for ships equipment,
the great amount of air treated by the onboard
HVAC systems, and the high energy content at the
lower-frequencies sound bands.
1.3
How to characterize onboard noise sources
Noise emanating from ships in harbours has about

the same characteristics of an industrial noise and,
as far as outdoor airborne noise is considered, ship
may be treated like an industrial noise source.
From an engineering point of view, the most
practical methods are the ones based on pressure
measurements, while determination of onboard
sources sound power levels using sound intensity
are not common (ISO standard reference: EN ISO
9614).
The Directive 2002/49/EC called Environmental
Noise Directive (EP&C 2002) suggests to mapping
harbour areas by measurement methods applied
for industrial noise in accordance with one of
the following ISO standards: ISO 8297:2006, EN
ISO 3744:2009 and EN ISO 3746:2009. The first
is applied when several sources are emitting, the
second is used in free-field environments over
a reflecting plane and the third is effective for
noise level measurements of sources emitting in a
partially reverberant surrounding.
Among them, the EN ISO 3744:2009 Acoustics
Determination of sound power levels of noise using
sound pressureEngineering method in an essentially free field over a reflecting plane (ISO 2009)
appears the most suitable standard procedure to
derive the ships noise source power levels. The
standard is permitted for measurements over a
reflecting plane outdoors, just like in the case of a
ship berthed at a quay.
In the EN ISO 3744:2009 standard a method is
specified for estimating the sound power level produced by a source in terms of SPL measures taken
on a measurement surface enveloping the source. In
cases when the hypothesis of free field is not strictly
fulfilled, proper corrections are considered.
Methodology hereinafter described may used
for characterizing one by one each onboard noise
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source. On the other hand, the same procedure

may be applied to the ship as whole, that is
by considering the ship as a single large noise
source.
First of all, a reference box considering
possible reflecting planes is defined as an envelope of the source, and the box diagonal d0 is
considered as the source characteristic dimension.
The microphones lie on a measurement surface
(a hemispherical surface or a rectangular parallelepiped) which envelops the reference box at a proper
distance d. The A-weighted SPL value, averaged
from frequency band pressure levels taken on the
measurement surface, is given by
LAp
LApi
10
1 N
= 10 log i =1 10
N
(1)
where LApi is the A-weighted SPL measured at

the i-th microphone position and N is the number
of microphone positions. The same expression is
valid for calculating background noise level LApB.
In the case of ships, as strong discrete frequency
component are emitted by main noise sources,
it is recommended to perform calculation using
one-third-octave band A-weighted values. The LAp
needs to be corrected for background noise and for
actual test environment:
LAp, corrected
LAp B LAp
10
LAp + 10 log 1 10
K 2A
(2)
where K2A is the near-field correction to account

for the influence of reflected or absorbed sound
on the surface sound pressure level, calculated as
suggested in the standard. Finally, the sound power
level LW of the source is given, according to the
far-field law, as
LW
LA
Ap
p corrected + 10 log
S
S0
(3)
where S is the area of the measurement surface

and S0 is the reference area equal to one metre. The
rule sets the positions of the key microphones and
of those required in case of high directivity sources
(e.g. like in the case of the high frequency noise
radiated by ships funnels).
On the basis of the measures taken by the array
of microphones, also the directivity index of the
source may be assessed.
Sound power level values estimated according

to the EN ISO 3744:2009 standard are suitable for
characterizing the onboard noise sources with the
aim of performing numerical analyses, so opening
the door to the opportunity of the prediction of
ships noise pollution in real ports and harbours.
Other ISO standards are specific for the
assessment of airborne sound emitted by vessels
in inland waterways and in ports and harbours.
The one valid for ships is the EN ISO 2922:2001
Measurement of airborne sound emitted by vessels
on inland waterways and harbours (ISO 2001).
For ships staying in port the significant noise
parameter is the A-weighted sound pressure level
LAeq measured under the validity of far-field law
hypothesis and roughly corrected for background
noise. The standard defines the position of
microphones, to be placed 25 metres (2 metres)
from the ships side and at several points around
the vessel.
By summing up, the EN ISO 2922:2001 standard
proposes to characterize the noise pollution by the
SPL values measured by an array of microphones
placed along the ships side. No other information
may be drawn from the test, so making that
ineffective when the noise levels at some distances
need to be estimated, like in ships noise pollution
evaluations. Anyway, by applying the standard in
a proper way, a systematized collection of data
may be obtained, which may be used to create a
statistical correlation between noise emitted by
ships and noise pollution in port and harbour.
1.4 Which role for ships designers?
Other than the subject of noise as loss of comfort
inside the ships spaces, the noise radiated to air
and water is matter of great concern just in recent
years. The framework in which designers are
moving is actually very poor. Standards and rules
are not so structured to effectively support design
stage. The lack of a well-established approach to
control noise pollution, the missing of shared limits
and finally the scarce interest given to the subject
by shipowners is being decisive to lead designer to
pass over.
The need to assist design process is clear in the
mandate of recent European projects about noise
pollution, where ship comfort designers carved out
a prominent space for themselves, aware of the
importance of getting predictive tools for treating
noise pollution in the early design phase. Their aim
is to be ready to comply any forthcoming regulation
based on realistic acceptance limits.
Designers of ships comfort are often involved
as people the more experienced in managing the
noise concepts and the more knowledged with
onboard noise sources and noise path mechanism.
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So, comfort designers are today entering the subject

of outdoor noise pollution. More often, instead
to perform prediction analyses, they are involved
in trouble-shooting and control measures after
delivery of ships. That is the case of a contingent
liability to comply with local rules if ship is the
cause of noise pollution to surroundings residential
areas when staying in a harbour.
Standards defining noise limits and assessment
criteria are expected. A series of essential prerequisites are to be fulfilled by the new standards to be
of practical use, that are the ease identification of
the exciting sources, the repeatability and reliability
of measurements, and the manageability of the
assessment procedure. That is what ships designers
demand.
In the meantime, the only option for designers
to get ready to face the expected rules about ships
noise pollution in harbour, is to learn lesson from
the sailing ships recently built.
Two actions are compulsory: to make on field
measurements of noise emitted by ships berthed
in ports, and to try to predict the noise levels in
the ships surroundings by means of numerical
analyseswhich need to be set by direct measurements. Commercial software tools are indeed
available for open field noise simulations (such as
CadnaA and LMS Raynoise): they just need to be
implemented for carrying out specific simulations
of the environmental noise radiated from ships.
2
2.1
THE PREDICTION PROCEDURE

The choice of the theoretical approach
In predicting the outdoor noise of a ship staying

in port, a mathematical model to correctly identify
the characteristics of the specific acoustic field
around the ship needs to be defined.
Since analytical approaches are available only
for a very few number of acoustic problems, those
involving noise radiating in exterior and interior
fields with simple geometrical shapes, to study a
complex acoustic field, as that around the ship, it is
necessary to resort to numerical methods.
Several numerical prediction techniques are
available, each of them is appropriate only for
a limited number of situations, depending on a
number of general factors.
To make a correct choice of the most suitable
method for a given real problem many aspects
have to be considered. First of all, the maximum
wavelength of the sound phenomenon must
be compared with the main dimensions of the
radiation space. If the radiation space is much
larger than the sound wavelength, we talk about
an open field condition problem. Under the open
field assumption, neglecting the wave nature of

sound leads to accurate simulations, and the sound
simulation may be carried out using geometrical
acoustics methods.
In the geometrical acoustics methods it is
assumed that sound waves behave like sound rays,
exactly as in geometrical optics, where light waves
behave like light rays (Desmet & Sas 1966).
The outdoor ship noise may be classified as
an exterior, open field condition, time-harmonic
problem of an uncoupled vibro-acoustic system.
The open field condition hypothesis for the
cruise ships outdoor noise is justified by the
assumption that the maximum sound wavelength
radiated by the ships noise sources is related to
the firing frequency of diesel engines, which usually falls within the 63 Hz octave band. In effect,
as that is the lowest frequency octave band of the
sound spectrum with significant energy content, a
maximum significant wavelength is expected at no
less than about 15 meters in standard environmental conditions, much less of the main dimensions
of the acoustic field, generally of the same order
of the ships length.
Among the different methods used in geometrical acoustics, the most powerful and efficient
are the hybrid ones that merge the best features of
the Mirror Image Source Method (MISM) and of
the Ray-Tracing Method (RTM).
The hybrid methods are the so called Beam
Tracing Methods (BTM). The main advantage of
beam tracing is its intrinsic geometric coherence,
since each beam represents an infinite number of
potential ray paths emanating from the source.
BTM does not suffer from the sampling deficiency
of the ray tracing, as receivers are points, not
volumes. Computational complexity due to image
source generation is balanced by simplicity of the
tracing approach. The triangular beam method
has to be preferred (Funkhouser et al. 2004).
2.2
The computation scheme
The geometrical acoustics concepts are the core

of the software tool (LMS Raynoise) hereinafter
employed in the outdoor airborne ship noise
computation. The software uses a hybrid BTM
based algorithm. Its typical applications comprise
industrial noise control.
Resorting to geometrical acoustics, the first
action is to generate the geometry model by
making use of a commercial CAD software tool.
Geometry model need generally to be set up by
level surfaces.
Noise field active elements are then generated
within the CAE software tool on the basis of the level
surface geometry model. They are called polygon
elements and are obtained by associating to each
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level surface a set of frequency-dependent material

properties (e.g. transmission and absorption coefficients). Diffraction edges are simply accounted for
by the software by searching the shortest broken
line between source and receiver (first order
diffraction path). In case, environmental characteristics are also set out.
It is worth pointing out that role of user is decisive,
as goodness of outcomes is very dependent on
numerical simulation setting. The most important
calculation parameters in numerical geometrical
acoustics are the reflection order, and the number
and type of rays.
The most appropriate values for these very
important parameters depend on the general characteristics of acoustic field. For instance, in an exterior acoustic field, a low number of rays leads to a
poor mapping, whereas a too high number of rays
could lead to numerical complications. Conical or
triangular beams may be used and no significant
difference is generally observed in the outcomes in
case of open field conditions.
Finally, on the basis of the input data and settings, a mapping of the acoustic field for each
frequency octave band is obtained. The acoustic
quantities, such as SPL values, are computed on
given field points planes.
2.3
Remarks on the operational procedure
The proposed procedure to predict outdoor

airborne ship noise in harbour is detailed in the
flow chart of Figure 2. Main phases of procedure
are hereinafter discussed.
Noise field study starts from the problem definition. In the first phase of the analysis, the main
onboard sources should be identified in terms
Figure 2.
of nature and location. At the same time, the

main characteristics of the ships outer geometry
(i.e. ships side layout, upper deck arrangement and,
in case, funnel geometry) along with the layout of
the harbour (buildings, different obstacles, other
ships) need to be defined.
The following action is the determination of
sources sound power level and directivity based on
octave frequency band. They may be determined
according to EN ISO 3744:2009 or ISO 9614-2:1998
(ISO 1998). Measures taken in accordance with the
EN ISO 3744:2009 standard are generally more
practicable.
The following phase is the generation of the
3D geometry model and of the noise field active
polygons, which describe the behavior of bodies
lying in the acoustic field.
For each body that part of the outer surface
which interacts with sound radiation needs to
be generated with proper accuracy. The layout
of the surface model of the ships side (or sides)
overlooking the harbour area should reproduce
the actual athwartship extent of each deck, as that
strongly affects the noise field pattern close to ship.
Diffraction, which is a very important component
of the outdoor noise field close to the ship, needs
to be taken into account.
A too accurate modelling could even be deleterious, as for instance in the cases of air gratings
and openings on bulwarks, which should generally
be neglected.
Once noise field model has been fully settled,
the consistency between the actual acoustic field
and the numerical model needs to checked.
First of all, each noise source should be set by
checking correspondence between calculated and
measured SPL values on proper field points planes.
Operational procedure flow chart.
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For each noise source, adjustments of the sound

power level octave-band spectrum (and, in case, of
directivity and emission angle) have to be recursively carried out till SPL corrections become negligible, within the lower frequency bands at least
(Moro 2010).
If simulation results are judged not to be accurate
enough, an in deep setting is then required, which
could lead to change noise field parameters (e.g. by
adding diffraction edges) or ray tracing parameters.
In general, fineness of mesh does not affect noise
field mapping if not in spatial accuracy.
3
3.1
THE CASE STUDY

General description
To show effectiveness and accuracy of the above

mentioned procedure, a case study has been
developed. A large passenger ship has been considered as the only noise source in the whole acoustic
field; for the outdoor noise prediction, the typical
onboard noise sources have been accounted. The
ship is considered to be moored in an Italian
harbour, at different berthing posts along the quays
of a dock. Around the ship, for an extent of about
a ships length measured in all directions, the quays
are free from obstacles except for a small built-up
area. Small houses where noise pollution has to be
checked are within a distance that ranges from 0,5
to 1,5 ships length.
To set the sources, data available to the shipbuilder have been used together with data collected
by near-field measurements aimed at supplement
the shipbuilder data, and taken according to
EN ISO 3744:2009. In other words, in case study
discussed, sound power levels have been calculated
from sound pressure level measures. Noise sources
characteristics have been set by considering proper
read-out points in the near field, where direct
measurements were taken.
As for the properties of materials, absorption
coefficients were defined by assuming standard
values derived from scientific literature, while the
transmission properties have been considered not
necessary to solve the specific acoustic field.
Among all the noise sources which take part in
the ships overall noise, those have been disregarded
which, because of their low sound pressure levels,
negligibly contribute to the overall noise field in
the ships surroundings.
3.2
better understanding of a complex field noise as

that generated by many sources. The considered
ships sources are: the Diesel generator engine
exhaust source, located on the tip of the funnels
wing, the engine rooms exhaust air fans (outdoor
openings) source located at the base of the
funnel and the air conditioning system (outdoor
openings) source distributed along the ships side.
Preliminary analysis was carried out near the
ships side, with the ship moored at a quay free from
buildings. The field-points plane lies on the ships
transverse section at the middle of the funnel and
it extends for 100 meters from the ships side into
the quay (see Figure 3).
Outcomes of the simulation of noise field generated by the Diesel generator engine exhaust source are
shown in Figure 3. SPL calculated at about 5 meters
from the duct upper outlet is 71 dB(A). SPL values
reduce moving away from the funnel because of the
sound divergence from the source. Specifically, in
the area near the ships side at quay level the general
noise field is modified because the ships superstructure, scattering the sound waves, creates a shadow
area. Inside the shadow area, near the quay edge,
SPL values lower to a minimum of 36.7 dB(A). The
transition from the shadow area to the main field
area is very localized and the SPL gradient is very
high; at about 5 meters away from the ships side
at the quay level, SPL values grow very quickly to
41 dB(A). At the reference point located 2,5 meters
in height and 40 meters away from the ships side,
the SPL value is equal to 46.8 dB(A).
The shadow area due to ship superstructures
may be properly identified by setting the diffraction
parameters. A further simulation has been carried
out neglecting the diffraction due to the ships superstructure: if the diffraction edges are not defined,
the shadow area is not properly characterized and
the SPL values drop to 7.8 dB(A), that is a physical
nonsense.
Preliminary noise field simulations
Before to proceed to the simulations of the case

study, a preliminary analysis has been carried
out to determine the contribution of each
source to the overall noise generated by the ship
in harbour. The study is a very useful tool for a
Figure 3.
exhaust).
Mapping of the SPL values (noise source:
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Simulations carried out on the other sources

show that a similar noise field pattern is given by the
two sources placed at the funnel (marked shadow
area at the quay edge), while the air conditioning
system source generates a homogeneous noise field.
The SPL values relevant to all the ships sources
are shown in Figure 4. SPL octave-band spectra
are calculated at 2,5 meters in height from the
quay level, at the distances of 10, 25 and 50 meters
from the edge of the platform. Curves of SPL
spectra clearly show extension of shadow area.
The difference in shape of calculated SPL spectra
is due to lacking of direct field-noise components
near to quay edge, where only diffuse components
are calculated. Reduction of sound energy is especially associated with high frequencies.
A series of comparisons has been made between
single source SPL spectra and overall SPL spectrum
at the reference point placed at 10 meters from the
quay edge (see Figure 5). One of the most important
results is that comparing overall SPL spectrum and

that referring to the air conditioning system source,
at the lower frequencies, just at 10 meters form ships
side contributions of upper sources prevailwhile
from 4 to 8 kHz, the energy contribution is almost
entirely given by air conditioning system source. As
the latter may be disregarded in the noise field far
away the ship, the contribution of air conditioning
system source may be neglected in predicting outdoor noise generated by the ship in harbour.
Contribution of the diesel engines exhaust
gas source to the overall outdoor noise was then
estimated. A clear predominance of the engine
rooms exhaust air fans source over the engines
exhaust gas source (difference in overall SPL equal
to 24.5 dB(A) @ 50 meters from quay edge) has been
derived. Figure 5 shows the all sources SPL spectrum
compared with the engine rooms exhaust air fans
SPL spectrum at 50 metres. That allows considering
negligible the energy contribution of the latter source.
This result is not in line with commonly experience,
which points out that exhaust noise is predominant.
3.3
Figure 4.
air fans).
Computed SPL values (noise source: all,
In the simulations carried out for the overall outdoor prediction, the field points plane has been
placed in front of a building. Even tough in a real
case study prediction, analysis should be carried
out by collecting and discussing SPL outcomes
on the whole area of interest as, for instance, the
entire front of one or more buildings, in what
follows, SPL outcomes will be considered on a
single read-out point, in order to make more clear
explaining the procedure.
Outdoor noise predictions have been carried out
while the cruise ship is moored in a dock at different
berthing posts. The most interesting berthing post is
that for which direct measurements have been taken
(Station 1). Case 1 simulation gives at the analysis
point an overall SPL value of 46.4 dB(A).
The read-out plane is partially covered by buildings and so the noise level results to be attenuated
on the entire plane. The distance effect is prevailing on that barrier effect and the SPL values
decreases according to distance from the ship. At
the right side of the building face a maximum of
47.30 dB(A) has been computed. The latter value
is slightly lower than the true value obtained by a
direct measurement, which gave 48,5 dB(A). The
little discrepancy may be due to a higher level of
the high-frequency background noise measured on
site, probably due to very local sources.
3.4
Figure 5. Computed SPL values (various noise sources).
Noise field simulations
Final considerations
By summing up the outcomes for the different

berthing positions (from Station 1 to Station 7), a
trend of outdoor noise generated by the ship may
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Figure 6. Computed SPL values, ship berthed at stations

1 to 7.
A prediction procedure has been outlined

and comparison made between calculated and
measured SPL values proves accuracy of proposed
method and validates it as a powerful tool for
reliable predictions.
In the case study, SPL values relevant to each main
source were derived from on field measurements.
On the other hand, when SPL spectra are available as a shipyards proprietary database collecting
data of each significant onboard noise source,
the procedure can be effectively applied just in
the design phase assuming that type, power and
arrangement of plants have been defined. That
allows estimating effectiveness of different noisesources configurations and, when simulation gives
to high overall SPL at fixed reference read-out
locations around the ship, corrective actions may
be studied.
REFERENCES
Figure 7.
Layout of ship and surroundings area.
be outlined, so defining which of the berthing posts

gives the lowest noise pollution on the buildings
in the surroundings residential area. In Figure 6
the overall SPL values as drawn from numerical
simulations are shown, distances are measured
from ships aft perpendicular to the reference
building (the port layout is shown in Figure 7). If a
noise limit has been defined, permissible berthing
posts may be identified.
CONCLUSIONS
The main focus has been addressed to assess

the impact of the mechanical noise sources of
passenger ships, and to identify noise parameters
that would correlate noise levels with community
annoyance in the harbour proximity.
Desmet W. & Sas P., 1966. Introduction to numerical

acoustic. Proceeding of the International Seminar on
applied acoustics. Leuven, Belgium.
European Parliament and Council, 2002. Directive
2002/49/EC of the European Parliament and of the
Council of 25 June 2002 relating to the assessment and
management of environmental noise. Official Journal
of the European Communities L 189, 1225.
Funkhouser T. et al., 2004. A beam tracing method
for interactive architectural acoustics. Journal of
Acoustical Society of America 115 (2): 739756.
International Organization for Standardization, 1998.
ISO 9614-2:1998AcousticsDetermination of sound
power levels of noise sources using soundintensity
Part 2: Measurement by scanning. ISO, Geneva,
Switzerland.
International Organization for Standardization, 2001.
EN ISO 2922:2001AcousticsMeasurement of
airborne sound emitted by vessels on inland waterways
and harbours. ISO, Geneva, Switzerland. International Organization for Standardization, 2009. EN
ISO 3744:2009AcousticsDetermination of sound
power levels of noise using sound pressureEngineering
method in an essentially free field over a reflecting
plane. ISO, Geneva, Switzerland.
Lloyds Register ODS, 2010. Noise from ships in ports.
Possibilities for noise reduction. Danish Environmental
Protection Agency, Environmental Project No. 1330.
Moro L., 2010. Setting of on board noise sources
in numerical simulation of airborne outdoor ship
noise. Proceeding of the 9th Youth Symposium on
Experimental Solid Mechanics, Trieste, Italy: 9296.
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Shape design optimization of fluid-structure interactions using SPH

and geometrically exact interfaces
Hyun-Seok Kim, Min-Geun Kim & Seonho Cho
ABSTRACT: Fluid-Structure Interaction problems are solved by applying a smoothed particle hydrodynamics method to a weakly compressible Navier-Stokes equation as well as an equilibrium equation
for geometrically nonlinear structures in updated Lagrangian formulation. The geometrically exact
interface, consisting of B-spline basis functions and the corresponding control points, includes the high
order geometric information such as tangent, normal, and curvature. The exactness of interface is kept
by updating the control points according to the kinematics obtained from response analysis. Under the
scheme of explicit time integration and updated Lagrangian formulation, the required shape design
velocity should be updated at every single step. The update scheme of design velocity is developed
using the sensitivity of physical velocity. The developed sensitivity analysis method is further utilized in
gradient-based shape optimization problems and turns out to be very efficient since the interaction pairs
of particles determined in the response analysis can be directly utilized.
1
INTRODUCTION
The FSI problems are multi-physics problem

between structure and fluid. It is important to
consider exact interface between structure and
fluid because the inaccuracy of traction, pressure,
and velocity condition at interfaces may cause
failure in analysis.
The Smoothed Particle Hydrodynamics (SPH)
method, a particle based Lagrangian method, is
appropriate for large deformation problems since
it is very efficient for transient dynamic analysis;
all the equations of motion can be constructed by
the summation of nearby particles on evaluation
position instead solving algebraic system
equations. In this paper, SPH method considering
the exact geometric interface is employed for the
response analysis and developing the shape Design
Sensitivity Analysis (DSA) for the transient
dynamic FSI problems.
To impose exact kinematic and dynamic boundary
condition, we construct CAD based interface such
as B-spline curves, since grid based approximation
has the limitation of geometric information such
as tangent and normal vector. Since the interface
can be updated directly from the response analysis,
no more approximation to determine the interface
forces is necessary. Once the interface is defined at
initial configuration, it can be moved by directly
updating the control points of B-spline curves
using the interface velocities. The collocation
and design independent properties of SPH kernel

function easily update the design velocity using the
velocity of particles. The developed DSA method
is very efficient since the particle interaction pairs
determined in the SPH response analysis can also
be utilized in the DSA. The analytical design sensitivity using the SPH method can reduce the numerical noise and consequently yield accurate design
sensitivity.
2
SPH FORMULATION
The SPH method is applied to a weakly compressible Navier-Stokes equation as well as an

equilibrium equation for geometrically nonlinear
structures (Antoci et al. 2007). In the SPH method
the domain is represented by a set of arbitrarily
distributed particles. Each discrete particle has the
representative material properties, such as mass m,
density , etc., and its function value is approximated
by averaging the function values at all particles
within the compactly supported domain weighted
by a suitable kernel function. The compactly supported domain is characterized by the smoothing length scale h which is usually a constant in
incompressible media. In this paper, the the dimdimensional cubic spline function is employed as
the kernel function for the computational efficiency
(Monaghan & Lattanzio 1985). The index dim
represents dimension of the system.
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Wab W (
= ddim
h
dim
ab ,
h)
3 | ab | 2 3 | ab | 3
|x |
+
, 0 ab 1,
1
2
h
h
h
3
1
| x ab |
|x |
,
1 ab 2,
2
4
h
h
| x ab |
> 2,
0,
h
(1)
where ()ab = ()a ()b. For two-dimensional system, the dimensional parameter dim is defined as
2 = 10/7.
3
3.1
GEOMETRICALLY EXACT INTERFACE
Geometrically exact initial interface.
However, in this paper, a geometrically exact

initial interface is directly defined, Figure 2, by the
B-spline curve of CAD geometry as Equation 3.
Definition of initial interface
In the SPH approach, the interface is approximately constructed using the distribution of particles as shown in Figure 1, where the red and
green dots are respectively the initial interface and
pseudo boundary particles that are the outmost
ones of solid domain. The approximated interface
particle xinta is defined as a constant distance in the
direction from the solid particles on the pseudo
boundary s to the fluid domain as Equation 2.
(the index inta means particle a that is defined
on the interface).
x int a = x a + 12 dnn a ,
Figure 2.
(2)
where xa is the position of particle a at pseudo

boundary; d is the minimum distance between the
solid and fluid particles at the initial configuration;
na is the approximated normal vector evaluated at
the pseudo boundary particle xa.
x int a
i =0
, p (
)Pint
int i ,
(3)
where Ni,p(a) are pth-degree B-spline functions

and Pinta are the corresponding control points.
is called knot vector and it is defined in
parametric space. When we utilize pth order
B-spline curve, we are able to obtain (p k) times
continuous differentiability at a knot of multiplicity k (Piegl & Tiller 1997). Therefore, employing
geometrically exact interface, we can immediately
obtain the tangent vector at the interface by
using the derivative of basis function defined as
Equation 4.
i p (
)=
p
Ni p 1( )
i + p i
p
Ni +1 p 1( ).
i + p +1 i +1
(4)
3.2 Update of interface
Figure 1.
Approximated initial interface.
In the method of approximated interfaces a constant distance d is obtained at initial configuration.

The initial interface evolves to a deformed configuration, where a pseudo boundary is defined
at every time step. A normal vector on the pseudo
boundary is obtained by a liner approximation
using the information of neighboring particles.
Finally, the interface is updated for the deformed
configuration. Note that the fixed distance d and
the approximated normal vector could cause
troubles in the process of time integration, which
will be discussed in numerical example section.
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In this our research, the initial interface is directly

defined by the B-spline curve in Equation 3 without
the pseudo boundary. And it is updated using the
kinematics obtained during the response analysis.
The velocity of interface particles is obtained by
the SPH interpolation of the solid particles as
Equation 5.
b vbWh ( x int
m
( x intt
b Wh (x
mb
v int a =
xb )
(5)
xb )
where denotes the shape design parameter

defining the transformation T. The shape design
velocity is defined as Equation 11.
n
N 1 v int ,
(6)
where N is a (n + 1) (n + 1) matrix consisting of

B-spline components as Equation 7. (the index "int"
means a vector that is defined on the interface).
N0, p ( ) N1 p (0 ) N n p (0 )
N0, p ( ) N1 p (1 ) N n p (1 )
N=
.

N0, p (n ) N , p (n )
N n, p (n )
d x
dT (
, )
=0
T ( x, )
=0
. (11)
=0
Since the update Lagrangian formulation is

employed, the design velocity has to be updated
at each configuration. The perturbed position at
configuration (n + 1) can be written as
Using the relation of velocities between the

interface particle and the control point, we obtain
the velocity of control interface as Equation 6.
P int
( )
n +1
n+1 t
n t
x = n x +
(12)
v dt.
Using the definition of Equation 11 and the

shape sensitivity of velocity, the updated design
velocity is written as
n +1
d(
n +1
n+1
d(
=00
(7)
= +
=0
n+1
t
nt
d n+1t
n v dt
d t
=0
v dt
(13)
A new interface can be updated using the velocity of interface particle vint as Equation 8.
If a central differencing scheme is employed,

the updated design velocity is obtained as
Equation 14.
n +1
x int = x iint
nt + v int.
(8)
Using Equation 6 and the fact that xint = N Pint,

the new interface can be rewritten in terms of the
control points as Equation 9.
)
x int N Pint N (Pin
intt Piint
nt
int
N P int . (9)
vt
(14)
d n a
= mb ( n a n b ) a nWab
d t = 0
b
+ t mb ( n v a n v b ) ( a nWaab )
SHAPE DSA
T ( n x, )
n+ 12
The shape sensitivity of rate of change in density,

acceleration for fluid particles and acceleration for
solid particles are shown through Equation 15 to
17. The details are in Ha and Cho (2010).
Due to the highly nonlinear characteristic of

transient dynamics, the finite difference sensitivity
(Haug et al. 1986) requires very small perturbations
of design. Nevertheless, the design sensitivities
become inaccurate due to the accumulation
of numerical noise induced from very small
perturbation. Therefore, an analytical shape DSA
method using a direct differentiation method (Haug
et al. 1986) is developed and utilized in a gradientbased shape optimization for the FSI problems.
Consider the shape variation of a configuration n
with the domain mapping T: nx nx(nx), nx n
as Equation 10.
n
= n +
n ( n x ),
(10)
(15)
fluid
i
d n v a
t
=0
= mb
b
+
n
n
a2
pb
b3
pa
a2
+ mb
b
pa
pb
b2
pa
a3
l a nWaab
b + ab
pb
b2
+ ab l (
( a Wab ) + ( f a )
(16)
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n v asolid

d t = 0
n
n
n a
b
a n
n 2 + n 2 n 3 a
a
b
a
a nWab
= mb
n
b n
n
n
b
n 3 b + ab l + ab
b
n a n b n
n
n
n
+ mb
+
+ ab l + abb (
( a Wabb ) + ( f a )
n 2
n 2
a
b
b
d
(17)
5
5.1
NUMERICAL EXAMPLES
High order geometric information
In the previous section, it was mentioned that due

to the inaccurate normal vector obtained at the
interface may cause trouble. Now we will show this
phenomenon through a numerical. Let us consider
two-dimensional model consists of a solid domain
that is fixed at its top and bottom and a fluid
domain example as show in Figure 3. For each solid
and fluid domain, we used 606 particles and 2,121
particles. The time step is set as 5 106 second. The
solid domain has the following properties; Poisson
ratio of 0.4, bulk modulus of K = 4 MPa, and shear
modulus of G = 0.854 MPa. The fluid domain is
assumed inviscid and incompressible, which has
the properties; density of f = 1,000 kg/m3, artificial
compressibility modulus of = 2 106 N/m2,
instead of actual one = 2 109 N/m2.
The performances for the same example and at
the same time step of the approximated method,
Figure 4, and the proposed method, Figure 5,
are compared. Initially, both methods provide
Figure 4.
Approximated method.
Figure 5.
Proposed method.
accurate normal vectors at the interface. However,

after certain time integrations, the approximated
method, Figure 4, shows inaccurate normal vectors
while the proposed method, Figure 5, still shows
the accurate ones. Due to the inaccurate normal
vectors, the interface forces are also calculated
inaccurately. Thus, some fluid particles are penetrating to the solid domain in the approximation
method whereas no penetration of fluid particles is
observed in the proposed method.
5.2 Importance of analytical sensitivity
Figure 3. Two-dimensional example consist of solid

and fluid domain.
Now, we will introduce the importance of analytical

sensitivity. Let us consider a water-jet impacting a
plate made of rubber material. All of other properties are same as in Section 5.1, except the bulk
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modulus, K = 1 MPa, for solid domain to be a

rubber material. The thickness (0.005 m) of plate is
selected as a design parameter and the x-directional
velocity of each solid particle as a performance
functional. In Figures 6 and 7 the analytical shape
variations of Vx in solid particles, Figure 7, are
compared with finite difference ones, Figure 6,
as varying the perturbation amount, which varies
from 102 % to 1012 % of the initial design. Note
that, to reduce the effect of numerical noise due
to the small amount of perturbations, the shape
variation instead of shape sensitivity is selected as
a comparison measure.
From numerical experiments, the following
remarks are obtained; Firstly, the agreement
between the analytical variations and finite
difference variations is improved as reducing
the perturbation amount from 102 % to 106 %.
However, further reduction to 1012 % could result
in poor agreement. Secondly, the distribution and
value of shape variations by finite differencing are
not symmetric even for symmetric design problems
and it significantly depends on the perturbation
amounts. On the other hand, those of analytical
shape variations are symmetric and show similar
tendency regardless of perturbation amounts.
Therefore, if the shape optimization is performed
with the finite difference sensitivity, it could result
in a premature result or even experience convergence difficulty due to the inaccurate sensitivity.
However, the analytical shape sensitivity always
provides a correct design direction.
5.3 Shape optimization of corrugation panel

Consider a simplified two-dimensional container
tank filled with fluids as shown in Figure 8. The
simplified part of corrugation structure and fluids
are selected as the design domain of interest.
The fluid velocity is also simplified to v = (2.5,
5.0) m/sec and the top and bottom of panel are
assumed fixed. 12 control points are used for the
SPH model design of corrugation panel (Fig. 9).
1,806 particles (6 301) are used for the solid
domain and 3,171 particles (151 21) for the fluid
domain. A constant time step of 1.5 106 sec
is used.
The objective function is to minimize the strain
energy of corrugation panel,
N
(n
Min ( )
a)(
a)
(18)
n a =1
where N is the number of particles and n is the

number of time integration. And there are 8 constraints used to limit the coordinates of control
points,
gi =
( xi
xi ) + ( yi
yi )
0.010636
1.0, ( i
(19)
and
gi =
( xi
xi + 3 )2 + ( yi
0.010636
yi + 3 )2
1.0, ( i
(20)
The design variables are the x coordinates of
control points 1, 2, 3, 8, 9, and 10,
b = (x1, x2, x3, x8, x9, x10)T
Figure 6.
Finite difference variations.
Figure 7.
Analytical variations.
(21)
As a result of shape design optimization,

the strain energy in the corrugation panel is significantly decreased from 4.56745 1002 to
3.65608 1002. The optimization history of the
objective function and constrains are shown in
Figures 10 and 11.
The deformed shapes and x-directional normal stresses in the initial and optimal designs are
shown in Figure 12. As the result of the shape
design optimization, not only the strain energy
has been decreased but also the maximum of
x-directional normal stress decreases by 16.59%,
the stress concentration at the circled area in the
initial design is released in the optimal design as
shown in Figure 13.
Furthermore, the same reciprocal properties are
applied between the particles by using the SPH
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Figure 8.
Simplified corrugation panel model.
Figure 12. Comparison of deformed shapes and

x-directional normal stresses.
Figure 9.
Figure 10.
SPH corrugation panel model.
Optimization histories.
Figure 13.
Release of stress concentration.
Table 1. Computation time for response and

sensitivity analysis.
Figure 11.
Optimization histories.
Response analysis
Sensitivity analysis
2476.4 sec
338.6 sec
kernel function. Therefore, we can use the same

pairs of interacting particles for sensitivity analysis
that are already defined in response analysis. The
computation time for each response and sensitivity
analysis are shown in Table 1.
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ACKNOWLEDGEMENTS
CONCLUSIONS
The FSI problems are solved by applying a smoothed

particle hydrodynamics method to a weakly compressible Navier-Stokes equation as well as an
equilibrium equation for geometrically nonlinear
structures in updated Lagrangian formulation. The
CAD-based geometrically exact interface includes
the high order geometric information such as tangent, normal, and curvature. The exactness of interface is kept by updating the control points according
to the kinematics directly obtained from the solid
particles. In the SPH framework, the analytical
shape sensitivity based on the direct differentiation
is derived from the strong form, considering the
design dependency of the kernel function and the
interface conditions. Under the scheme of explicit
time integration and updated Lagrangian formulation, the required shape design velocity should be
updated at every single step. The update scheme of
design velocity is developed using the sensitivity of
physical velocity. Through some numerical examples, the necessity and efficiency of the analytical
shape DSA method is discussed. The developed
sensitivity analysis method is further utilized in
gradient-based shape optimization problems and
turns out to be very efficient since the interaction
pairs of particles determined in the response analysis can be directly utilized.

Foundation of Korea (NRF) funded by the
Ministry of Education, Science and Technology
(Grant Number 2010-18282). The support is gratefully acknowledged.
REFERENCES
Antoci, C.A., Gallati, M., & Sibilla, S. 2007, Numerical
simulation of fluid-structure interaction by SPH.
Computers and Structures, 85: 879890.
Haug, E.J., Choi, K.K., & Komkov, V. 1986, Design
Sensitivity Analysis of Structural Systems. Orlando:
Academic.
Ha, Y.D., & Cho, S. 2010, Efficient design sensitivity
analysis of incompressible fluids using SPH projection
method. Structural and Multidisciplinary Optimization,
40(1): 307318.
Monaghan, J.J., & Lattanzio, J.C. 1985, A refined particle method for astrophysical problems. Astronomy and
Astrophysics, 149: 135143.
Piegl, L., & Tiller, W. 1997, The NURBS Book. 2nd edn.
New York: Springer.
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Finite element-based shape optimization of an asymmetric steel

sandwich panel joint
D. Poli, D. Frank & A. Klanac
as2conalveus ltd., Rijeka, Croatia
S. Ehlers
Aalto University, School of Science and Technology, Marine Technology, Espoo, Finland
ABSTRACT: The continuous demand for efficient structures contributes to the development of lightweight steel structures, such as steel sandwich panels. However, these thin steel sandwich panels need to
be joined to one-another and to conventional structures. Hence, an appropriate joint shape needs to be
identified with an as low as possible equivalent stress level due to the joints sensitivity to fatigue. Therefore, the aim of this paper is to identify the optimum joint shape using a finite element-based optimisation
procedure together with a B-spline based parametric joint shape. The optimization is performed with two
objectives, i.e. to minimize the stress and mass of the joint. As a result, a series of optimum joint shapes
and their characteristics will be presented and discussed, followed by an outlook of future work aspects
related to the joint fabrication and welding.
1
INTRODUCTION
Lightweight structures, such as steel sandwich

panels, have been developed in recent years to
account for the continuous demand for efficient
ship structures. Furthermore, the utilization of
lightweight steel sandwich panel structures results
in a lower centre of gravity of the ship and contributes to the modularization of the production process (Roland and Reinert 2000, Kujala and Roland
2002). However, this utilization of lightweight,
respectively thin, structures introduces new obstacles concerning the joining process of such panels,
either to each other or to adjacent conventional
structures (see Figure 1).
Therein, it can be seen that the integration of
the lightweight structures need to enable a flat surface on one side, e.g. a deck structure, which can be
joined by conventional welding from a single side.
However, the resulting asymmetric joint shape
causes an increase in stress due to the introduction
of secondary bending. Hence, the fatigue strength
Sandwich panel
Figure 1.
Asymmetric joint
Conventionally stiffened panel
Concept of a sandwich panel joint.
of the sandwich joints was investigated by Kujala

et al. (1998), Ehlers (2004) and Fricke et al. (2009).
However, these investigations concentrated on the
fatigue life estimation of geometric discontinuities
due to welding, respectively local stress increases,
for pre-existing joint shapes.
Therefore, there exists a need to identify the most
suitable joint shape at first and thereby to reduce
the global stress in the joint due to the asymmetric loading distribution. In this respect, the actual
weld geometry will not be considered during the
optimization procedure, because it will be assumed
that the increase in the weld will be similar for all
joint shapes, thus allowing a qualitative comparison only.
Hence, a finite element based shape optimization
procedure will be presented in this paper to identify
the most suitable asymmetric joint shape. The joint
geometry will be represented by a B-spline basedparametric model containing the variables to be
optimized using the ANSYS parametric design
language. This approach will result naturally in a
smooth and continuous shape of the joint; whereas
an element removal based topology optimization
would require extensive post-processing.
The genetic algorithm (Goldberg, 1989) VOP
(Klanac and Jelovica, 2009) will be used for the
optimization procedure. In the current study, the
conflicting objectives will be the mass of the joint
and the stress in the joint. The elastic stress in
the joint will be evaluated with the finite element
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program ANSYS. The optimisation procedure will

be validated with an initial study of a triangular
joint, which will converge to optimum solution
known a priori for the given boundary conditions.
As a result, a series of optimised asymmetric
joint shapes will be presented and compared with
each other in terms of stress and mass. Furthermore, the robustness of the optimisation procedure will be discussed and future implementation
aspects of the optimised joint are presented.
2
THE FINITE ELEMENT-BASED SHAPE

OPTIMISATION
2.1
The parametric joint shape
The asymmetric joint models are created with

B-spline curves defined by three points (start, centre and end) as presented by the parameters shown
in Figure 2.
The centre point of the B-spline curve presents
the radius of curvature and the coordinates of the
point are defined based on the origin, which is in
the top right corner of the joint. The start- and
end curvature is defined as the tangent to the global coordinate system, e.g. the top B-spline curve
is defined as a tangent to the global axis at origin.
This approach allows defining the B-spline curvature as concave, convex or Stype joint shapes in
the whole rectangular domain.
The internal shape of the joint is obtained by
offsetting the outer curves according to the variable thicknesses of the corresponding section. As
a result of the variable thickness of the joint sections, the joint shape is found to be geometrically
feasible if the internal curves intersect within the
external joint shape, otherwise the geometry is
infeasible. Speaking concretely, geometry will be
considered infeasible if ANSYS cannot generate
area and/or mesh.
All edges in the joint, including the internal
edges, are rounded with a radius of 0,5 mm. Hence,
the joint parameters can occupy any form within

the rectangular domain (dotted line) defining the
length and the height of the joint (see Fig. 2).
Figure 2 shows the principal joint shape together
with the optional section marked in grey, L and H
present joint length and height, while s1x, s1y, s2x,
s2y, s3x and s3y are coordinates of the B-splines.
The thickness of each section is defined with t1, t2
and t3 and the internal radius of curvature fr. Joint
discretization and boundary conditions
The discretized domain contains the joint steel
joint depicted in Figure 2 ideally connected to
a faceplate pair of a sandwich panel on the left
hand side and to a conventional plate section on
the right hand side. Thus, allowing a reasonable
application of the boundary conditions as shown
in Figure 3.
The right hand side of the joint is subjected
to a unit displacement of 0.1 mm in x-direction
while the displacement in y-direction is prohibited. The left hand side of the joint, respectively
the faceplate pairs, are fixed in x- and y- direction. As a result of these symmetrical boundary
conditions, the appearance of secondary bending
is enabled.
The joint and the connecting structure are modelled primarily with eight-nodded quadrilateral
plane-strain elements, with parabolic interpolation.
The element size is 0.5 mm throughout the whole
model. The module of elasticity is set to 210 GPa
and the Poisson ration is set to 0.3, both parameters are kept constant during the optimisation.
2.2 The optimisation procedure
The objective of the optimisation procedure is to
minimize maximum Von Mises stress at the element
level and to reduce the mass of the joint as a result
of the change in shape of the joint. To illustrate
the procedure, the length L and the height H are
kept constant at 150 mm and 60 mm respectively to
allow a straightforward comparison of the results.
L
s2x
y
t1+t3
t1+t3
s3x
t3
fr
t1
s1y
s2y
H
s3y
t2
s1x
Figure 2. The parametric joint shape (grey section is

optional).
Figure 3. Discretized joint and applied boundary

conditions.
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Hence, the optimisation problem consists of 12

variables, namely H, L, s1x, s1y, s2x, s2y, s3x, s3y,
t1, t2, t3 and fr according to Figure 2. No other
constraint is considered except the geometric feasibility, if the design is infeasible, a fixed large constant is assigned for its objective value.
The optimisation procedure comprises several
software tools: the optimization algorithm VOP,
the finite element software ANSYS to obtain the
critical Von Mises element stress in the joint, subroutines to calculate mass of the joint analytically,
the results data storage application and a routine to
control the overall optimisation process. Therefore,
a VB.NET application is created to sequentially
execute the genetic algorithm VOP followed by the
ANSYS structural evaluation and the storage of
the design data into an MS EXCEL-file while the
optimization process is ongoing (see Fig. 4).
In detail, VOP GA evaluates the fitness of the
design alternatives per generation and creates a new
generation by mutation and crossover of existing
designs from the previous generation. The resulting joint variables are passed to the ANSYS input
file using the parametric design language to obtain
the critical Von Mises in the joint. The mass of the
joint is than assessed analytically by multiplying its
cross-sectional area with a steel density of 8 t/m3.
The weight factor for the stress is set to 0.9 and to
0.1 for the mass which means that stress minimization is ninetime more preferred than mass. As
a result, the variables of each design are stored in
the MS EXCEL-file and the optimum solution can
be obtained.
y
x
y
x
Figure 5. Shape transform from solid triangular joint

to the optimal solid rectangular with constant thickness.
Table 1. Parameter range definition for test joint and

optimal values [mm].
Min
Max
Optimum
slx
sly
s2x
s2y
s3x
s2y
0
60
4
11
138
85
0
60
4
0
126
0
0
60
3
11
138
60
0
60
0
1
0.9
mass
0.8
stress (min mass)
0.7
mass(min stress)
stress
0.6
0.5
0.4
2.3
0.3
Optimization procedure validation
0.2
The optimization procedure is validated with a

solid version of the joint shown in Figure 2, thus
having no interior edges. The objective of this
optimization is to convert the initial solid triangular joint into a solid rectangular with constant
thickness, which is known to be the best solution
(see Fig. 5). Therefore, the joint height, H, of the
joint is kept as a variable together with the B-spline
variables s1x, s1y, s2x, s2y, s3x and s3y.
VB.NET
application
Results.xls
Figure 4.
ANSYS
The optimization procedure.
VOP
0.1
0
0
10
20
30
40
50
60
70
80
90
100
Generation
Figure 6. Mass- and stress progression during the

optimisation process.
This optimization for the purpose of validation

converged within 100 generation using a population of 40 design alternatives. The initial population
was generated by a random selection of variables
within the range defined in Table 1 in discrete 1 mm
steps. As a result, the optimum design variables are
shown in Table 1, where the B-spline curves converged to straight-line segments. Furthermore, it
can be seen in Figure 6 that the mass and the stress
were reduced simultaneously during the optimisation, thus indicating that the choice of weight factors results in a set of non-dominated minimum
mass and stress design alternatives for this joint
shape optimisation.
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To visualize the progression of the optimisation

procedure, the Von Mises stress and the mass of
the joint is normalized with the maximum occurring stress and mass respectively. Furthermore,
Figure 6 includes the progression of the objective
stress (solid black line) and the corresponding mass
(dash-dot line), as well as the objective mass (solid
grey line) and the corresponding stress (dotted
line).
3
Figure 8.
Minimum stress alternative (case 1).
Figure 9.
Minimum mass alternative (case 1).
THE OPTIMAL JOINT
Using the optimization procedure described

above, the asymmetrical joint shapes (Fig. 2) are
optimised including the grey section (Case 1) and
excluding the grey section (Case 2). The initial
population was generated by a random selection
of pre-defined variables for each case, see Table 2.
The B-spline variables are altered in discrete steps
of 2 mm and the section thicknesses in discrete
steps of 1 mm. Furthermore, the variable fr is kept
constant at 0.5 mm for case 1.
3.2
3.1
Case 1
The shape optimization converged within 110 generations with a population of 40 design alternatives. The minimum stress alternative was found in
generation 71 and the minimum mass alternative
was found in generation 94, see Figures 7, 8 and 9
and Table 3.
The shape optimization converged within 110 generations with a population of 40 design alternatives. The minimum stress alternative was found in
generation 97 and the minimum mass alternative
was found in generation 95, see Figures 10, 11 and
12 and Table 4.
3.3
Table 2. Variable range definition for joint at case 1 and

case 2 [mm] (gray values are used only in the case 1- gray
section).
slx
sly
s2x
s2y
s3x
s3y
t1 t2 t3 fr
Min
11
Max 138
Step
2
0
60
2
0
126
2
0
60
2
11
138
2
0
60
2
1
8
1
1
8
1
1
8
1
1
16
1
1
0.9
mass
0.8
stress (min mass)
0.7
mass (min stress)

stress
0.6
0.5
0.4
0.3
0.2
0.1
0
0
10
20
30
40
50
60
70
80
90
100
110
Generation
Figure 7.
(case 1).
Optimization progress through generation
Case 2
Discussion on the optimised joint shapes
The principal finite element based shape optimisation resulted in the joint shapes shown in
Figures 8, 9, 11 and 12. Because the actual loading
condition was simplified to a unit displacement,
the purpose of this optimisation lies in the visualization of the rational assessment of the influence
of the shape on the stress and mass reduction. The
choice of boundary conditions allows some asymmetric loading distribution due to the asymmetric
geometry, but it remains for future work to identify if this simplification sufficiently represents
the panel-to-surrounding-structure connection.
However, due to the asymmetric support secondary bending is invoked resulting in the swan-neck
type of joint shape.
Considering the very simple boundary/loading
condition, the B-spline n2 is probably almost
completely unaffected by the optimization process.
The similarity of the shape for both minima alternatives in each case confirmed this. Thus indicating that case 2, without the additional grey
section, is the preferred joint shape. Additionally,
the results clearly indicate that the joint shape with
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Table 3.
Optimal variables solutions (case 1).
Generation
slx
sly
s2x
s2y
s3x
s3y
t1
t2
t3
Mass
Stress
71
94
122
88
60
46
14
12
38
38
64
98
50
26
1
1
4
1
1
1
0.270
0.181
0.014
0.024
1
0.9
CONCLUSIONS
mass
0.8
stress(min mass)
0.7
mass (min stress)
Figure 10.
(case 2).
Optimization progress through generation
This paper presented a finite element-based shape

optimisation procedure for steel sandwich panel
joints. Therefore, the optimisation procedure was
described, validated and used to identify joint
shapes having a reduced stress and mass. As a
result, the obtained joint shapes are presented and
technical feasibility is discussed.
Furthermore, the identification of the optimised
joint shape illustrates the basic principles of the procedure. In the future, the procedure can be applied
to determine also the principal joint dimensions
in practical applications, namely the joint length
and height, considering shape limitations and various boundary conditions. Additionally, further
research should concern the production complexity and production cost to obtain optimized and
industrially feasible steel sandwich panel joints.
Figure 11.
Minimum stress alternative (case 2).
REFERENCES
stress
0.6
0.5
0.4
0.3
0.2
0.1
0
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
Generation
Figure 12.
Table 4.
Minimum mass alternative (case 2).
Optimal variables solutions (case 2) [mm].
Generation slx
97
95
sly s3x s3y t1 t3 fr Mass Stress
136 58 86
72 56 78
48
40
1
1
1
1
1 0.095 0.007
1 0.073 0.016
the minimal mass is most feasible from a production and technological point of view and may be
assembled from two curved plates or obtained by
extrusion. Furthermore, the geometric- and material discontinuities should be included to assess the
stress increase at these local hot spots.
Ehlers, S., 2004, Design of Steel Sandwich Panels Joints

with Respect to Fatigue Life, STG Summer Meeting
in Szcezin, pp. 6568.
Fricke, W., Paetzold, H. & Zipfel, B., 2009, Fatigue
Tests and Numerical Analyses of a Connection of
Steel Sandwich Plates, Welding in the World,, Vol. 53,
No. 7/8, IIW-1954-08 (ex-doc. XIII-2244r2-08).
Goldberg, D.E., 1989, Genetic Algorithms in Search, Optimization and Machine Learning, Addison-Wesley.
Klanac, A. & Jelovica, J., 2009, Vectorization and
Constraint Grouping to Enhance Optimization of
Marine Structures, Marine Structures, Vol. 22, No. 2,
pp. 225245.
Kujala, P., Kotisalo, K. & Kukkanen, T., 1998, Fatigue
of All Steel Sandwich PanelsApplications on Bulkhead and Deck Structures of a Cruising Ship, Proceedings of Practical Design of Ships and Mobile
Units, The Hague, pp. 879887.
Kujala, P. & Roland, F., 2002, Recent Developments in
Design and Production Methods of Steel Sandwich
Panels, Proceedings of 3rd International Shipbuilding Conference, St. Petersburg, Krylov Shipbuilding
Research Institute, pp. 134142.
Roland, F. & Reinert, T., 2000, Laser-welded Sandwich
Panels for the Shipbuilding Industry, Proceedings
of Lightweight ConstructionLatest Developments,
London, pp. 112.
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Hull/superstructure-interaction in optimized passenger ships

H. Remes, J. Romanoff, P. Varsta, J. Jelovica & A. Klanac
Aalto University School of Science and Technology, Espoo, Finland
A. Niemel
STX Europe, Turku, Finland
S. Bralic
Brze Vise Bolje d.o.o, Zagreb, Croatia
H. Naar
MEC Insenerilahendused, Tallinn, Estonia
ABSTRACT: The paper investigates the interaction between the hull and the superstructure in optimized passenger ships when exposed to bending loads. The investigation is done using the Coupled Beams
theory which extends the basic beam theory to account vertical and shear stiffness between various decks.
Optimization of passenger ship with respect to weight and Vertical Centre of Gravity (VCG) is carried
out to create a set of Pareto-optimal solutions. The responses of these designs are compared in detail. The
investigation shows that the vertical and shear coupling between different decks significantly affects the
response of the passenger ships and changes load carrying mechanism of the hull girder. In the weight
optimal design the vertical bending moment is shared equally by the hull and the superstructure, while
in VCG optimal design the neutral axis approaches bottom plating of the ship considerably increasing
the share of load carrying of the superstructure. This means that the global response evaluation needs
to include vertical and shear coupling along whole length of the ship, and thus the simplified 2D section
models are not adequate for the conceptual design of passenger ship structures.
1
INTRODUCTION
The size and structural complexity of passenger

ships has been increased dramatically during last
30 years. Thus, the design of a novel passenger ship
is often restricted by the limited reference database
and rational methods (see for example Hughes,
1980, 1983) to assess ship structural performance
must be applied even in concept design stage. For
structural design of passenger ships this means
that Finite Element (FE)based analyses techniques are needed (ISSC, 1997). These approaches
are time-consuming and do not allow large changes
in the steel general arrangement of the ship without constructing and analyzing new FE-model.
Therefore methods have been developed for structural design of passenger ships which utilize both
speed of analytical methods and flexibility of
numerical methods.
Structural optimization in conceptual design
stage of hull girder obeying classical beam theory is
typically done with 2D-section models (e.g. Klanac
and Jelovica, 2009; Rigo, 2001). Recently, this
approach has been extended to passenger ships by
correcting the normal strain distribution along the

height of the hull girder (e.g. Andric and Zanic,
2010; Richir et al. 2007a&b; Zanic et al. 2007,
2010; Caprace et al. 2010). This update is done
using separate 3D FE analysis of the ships initial
design and by assuming that the shape of the
normal strain distribution does not change considerably between different designs. As optimization
has moved from single-objective optimization
towards multi-attribute optimization, the different Pareto-optimal designs can differ considerably by scantlings from each other. This means
that the coupling between the hull and the superstructure can be also very different. Therefore, this
approach to make correction to the 2D-section
model to assess primary response during multiobjective conceptual design optimization becomes
questionable.
One major issue in passenger ship primary
response is shear deformation between different decks (e.g. ISSC, 1997; Fransman, 1988;
Naar 2004). In case of multi-deck structures this
problem could be solved using so-called zigzagbeam theories, see for example Reddy (2004),
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Carrera (2003, 2005). However, in passenger ships

the different decks and hull do not necessarily have
equal deflections (Bleich 1952, Naar 2004) meaning that so-called layerwise theory of Reddy (2004)
needs to be applied. Naar et al. (2004) developed
and validated a method from this category of
beam theories; they included both shear and vertical coupling between decks to model bending
behaviour of multi-deck passenger ships. However,
they did not study the load carrying mechanisms
when the scantlings of the ship are changed during
the structural optimization.
Therefore, the present paper aims through a
case study to investigate the differences on hullsuperstructure interaction between prismatic ships
that have been optimized for different objectives.
The designs considered are weight and Vertical Centre of Gravity (VCG) optimal, where the difference
could be assumed to be considerable by intuition;
while weight optimum aims to distribute the material far from neutral axis, the VCG optimal design
positions material towards bottom of the ship. The
primary response is calculated by Coupled Beams
(CB) theory developed and validated with FEM by
Naar et al. (2004) and added to the local response
and strength models by Niemelinen (2007) and
Mantere (2007). This structural analysis model
is coupled with genetic algorithm by Klanac and
Jelovica (2009) to establish the Pareto front; this
is done within ConStruct-software environment
(Remes, 2009). The hull-superstructure interaction
is studied by comparing the deflections, curvatures,
shear strains and normal stresses of different decks.
In addition the deck forces, neutral axis variation
along the length of the ship and bending moments
carried out by the hull and the superstructure have
been investigated.
2
2.1
STRUCTURAL OPTIMIZATION
Global response
The global response of the ship is evaluated using

the Coupled Beams method developed by Naar
et al. (2004), see Figure 1. The main idea is to divide
the hull girder to number of longitudinal beams that
can deform both by bending and shear and which do
not need to deflect the same amount. These beams
can have in length direction one or several different
sections making it possible to have changes on the
cross-sectional properties along ship length. Each
of these sections is composed of macro-elements,
whose properties are obtained from pre-defined
material and profile tables (Niemelinen, 2007).
The coupled beams are connected to each other by
shear and vertical springs to model slip or vertical
deformation between the decks.
Figure 1. Structural hierarchy used for conceptual

structural analysis with CB method.
The discretization of hull girder to coupled

beams is done by defining hard points in the
cross-section, i.e. typically the intersections between decks and bulkheads/girders. These hard
points act as reference axis of beam property
calculations. The extent of the beam in horizontal (y) and vertical (z) direction is defined by
the mid-nodes of each strake. After these points
are defined the cross-sectional properties of the
beams, i.e. area (A in Fig. 1) and second moment
of area (I in Fig. 1), can be calculated from the
macro-element definitions. In addition to these the
shear and vertical spring stiffness between beams
can be defined. The hull girder is then exposed to
loading, p(x), at one of the coupled beams (CB1
in Fig. 1). The coupling springs between various
beams distributes this loading to entire hull girder
solving the problem for deflections and nominal
stresses at each beam.
2.2
Local response and strength
The tertiary stresses arising from the loads applied

on decks and bulkheads are calculated using the
basic Euler-Bernoulli beam and Kirchhoff plate
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theory and their analytical solutions, the details

are given in (Mantere, 2007). These stresses are
added to those induced by hull girder bending and
compared with the analytical strength criteria for
yielding and buckling (Niemelinen, 2007). Thus,
vibratory response and comfort criteria are not
considered in the optimization.
2.3
Optimization with genetic algorithm
The division of hull girder to several macroelements results in large number of design variables.
In addition, the design space of multi-attributes
has a non-convex shape. Therefore, evolutionbased optimisation algorithms are most suitable.
The ConStruct platform uses the Genetic Algorithm with vectorization and constraint grouping
(Klanac and Jelovica, 2009) to create the Pareto
surface for the given optimization problem.
Case description and selected optimum
designs
The load carrying mechanism of weight and VCG

optimal designs is studied with prismatic PostPanamax cruise ship having length L = 275.73 m,
B = 42.68 m, and H = 43.75 m; the main frame is
presented in Figure 2 and the ship is the same as
presented in Naar et al. (2004).
The web frame spacing is S = 2730 mm
and the longitudinal girders are y = 4000 mm,
y = 11480 mm and y = 17600 mm form the centre
line. The loads are selected according to DNV rules
(2007) and it covers the vertical bending moment
(Mt,s = 4400 MNm and Mt,h = 8400 MNm), external pressure loads and deck loads; see Figure 2.
This information is used to create the Pareto front
which is presented in Figure 3. The differences in
plate thicknesses for weight and VCG optimum
designs is presented in Figure 4, while the dimensions and materials of optimum designs are summarized in Table 1 together with the objectives.
From Figure 3 it is seen that the VCG optimum design has 19% lower VCG than the weight
optimum. The VCG optimum has 26% higher
weight than the weight optimum. Figure 4 and
Table 1 show that the scantlings of weight and
VCG optimal designs are considerably different.
While in VCG optimal design only the inner thick
bulkhead forms the backbone of the superstructure, in the weight optimal design also the outer
bulkhead has considerable thickness. The decks
and the double bottom of VCG optimal design
at the hull are much thicker than in weight optimal design. The main difference from the view
point of hull superstructure interface, i.e. recess,
is that the VCG optimal design has plate thickness of 13 mm while the weight optimal design has
Figure 2.
loads.
The main frame of the case ship with decks
23
Vertical centre of gravity [m]
2.4
W opt.
22
21
20
19
18
17
VCG opt.
16
40
45
50
55
60
Weight [ton/m]
Figure 3. 2D-presentation of the Pareto front for the

selected case.
thickness of 9 mm. The active constraints in both

designs are yielding and buckling due to shear at
x = L/4 and due to normal stress at x = L/2. Thus,
these two alternatives have considerably different
main frames and are therefore good alternatives
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Figure 4.
Comparison of the weight and VCG optimum designs.
Table 1. The weight and VCG optimal designs. First line indicates the plate thickness, stiffener spacing
and yield strength of the material, while the second line indicates the bulb flat dimensions and material. The
units are mm and MPa.
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two compare the differences in responses between

different Pareto-optimal designs.
3
3.1
COMPARISON OF WEIGHT AND VCG

OPTIMUM DESIGNS
General
The comparison is carried out by analyzing first

the responses (deflections, curvature, shear strains
and stresses) at deck level and then by analyzing
the hull and the superstructure as a whole.
3.2
Displacements and stresses
In Timoshenko beam theory the beam can deflect

due to bending moment, M, and shear force Q.
The total deflection, W, is then
W = WM + WQ
(1)
where WM and WQ are the deflections due to bending moment and shear force respectively. In beam
theory it is commonly assumed that all fibers
(i.e. decks) deflect the same amount. According to
Bleich (1952) this assumption is not necessarily valid
and therefore the total deflection between different
decks is selected for item to be investigated.
The normal strain, , is related to the curvature,
, of the beam by relation:
= z
d 2w
forces of each deck and location of the neutral axis

can be calculated; neutral axis is considered as the
location of zero stress, is associated with vertical
bending and the distance is measured from the
base line of the ship. These can be used to calculate the bending moments carried out by the superstructure and the hull.
It has to be noted that the hull girder under consideration is prismatic meaning that all the variations in response at longitudinal (x) direction are
due to beam bending behaviour where shear and
vertical flexibility are taken into account. All the
results are presented for hogging.
3.2.1 Vertical and shear flexibility
Figure 5A presents the comparison of total deflection, according to Eq. (1), of the double bottom,
deck at recess area (D5) and the upper most deck
(D11) for the weight and VCG optimum designs.
Figure 5B shows how this total deflection develops
between different decks. Figure 6A presents the
curvature and 6B the shear strain for double bottom, recess (D5) and top deck (D11).
Figure 5A shows clearly that the double bottom,
recess area (D5) and the superstructure (D11)
(2)
dx 2
where z is vertical coordinate. Similarly the shear

strain is defined as
dw
(3)
dx
Expressions (2) and (3) are used to identify the

differences between various decks on curvatures
and shear strains. This way the vertical and shear
coupling between different decks can be analyzed.
The normal stress at the hull girder can be obtained
from Eq. (2) with Hookes law. In present case the
material is considered to be the steel with the same
Youngs modulus for the entire ship. Therefore,
strain comparison can be skipped and only normal
stresses are compared. Then, the vertical distributions of normal stresses of the hull girder are analyzed at various locations along ships longitudinal
axis. From these stresses the loads carried out by
each deck can be calculated with the knowledge
from Table 1. From these stresses the membrane
Figure 5. A) the total deflection of double bottom,

recess (D5) and top deck (D11). B) relative deflection difference for various decks.
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Figure 6. A) Curvature and B) shear strain of double

bottom, recess (D5) and top deck (D11).
deflect differently; although the general shape is

the same the magnitude of deflection varies
considerably. Figure 5B also reveals that the deflection from double bottom up to deck D5 or D6
decreases gradually, but after this it remains constant at the superstructure; in weight optimal design
the deflection is constant from D6-D11 while in
VCG optimal design this happens between D7-D11.
Thus, the vertical coupling between these parts of
the entire hull girder is clearly seen and varies based
on the design.
Figure 6A shows that the curvatures of the two
optimal designs vary considerably. It also shows
that the curvature is not constant within decks
of one design; at the recess the curvature is considerably lower than in bottom or top deck. The
shear strains in Figure 6B show that the recess area
deforms under shear considerably more than in the
bottom or top decks. It is also seen that the shear
response is affected considerably by the design,
i.e. weight optimal design has higher shear strains
than the VCG optimal design. This is supported
by the fact that the plate thickness at the recess
area is considerably higher in VCG than in weight
optimum design.
3.2.2 Normal stresses, forces and moments

Figure 7 shows the vertical variation on the
normal stresses at x = L/8, L/4, and x = L/2.
Multiplying these stresses with areas of the decks
given in Table 1 the decks forces can be obtained.
Figure 8 shows the deck forces for each deck at
these same longitudinal locations and Figure 9
presents the variation of neutral axis along ship
length. Figure 10 shows the variation of the bending moment along ship length.
Figure 7 shows that the normal stress response
varies considerably between different longitudinal
sections of the ship; the same can be seen when the
weight and VCG optimal designs are compared.
While at x = L/2 and x = L/8 the normal stress has
piecewise linear normal stress along z-direction, at
x = L/4 the normal stress is nearly linearly distributed. It is also seen that the weight optimal design
has higher stresses at the bottom and top deck (D11)
than the VCG optimal design. When the deck forces
are looked at from Figure 8 and the position of neutral axes from Figures 7 and 9, it is apparent that
the top most deck and the bottom contribute the
most to the global bending moment. From Figure 9
it is clearly seen that the neutral axis is constant in
weight optimal design and located at the intersection
between the hull and the recess area where also the
vertical centre of gravity is located. In VCG optimal
design the neutral axis if found to vary along ship
length, differs from VCG and is located at maximum 9 m below that of the weight optimum design.
Figure 10 shows that the bending moment is evenly
distributed between the hull and the superstructure
in weight optimal design, but in VCG optimal design
the hull carries about 30% of the moment at the midship while the contribution varies along ship length.
Figure 7. The normal stress at x = L/8, L/4 and L/2 for

VCG (dotted line) and weight (dashed line) optimum
designs.
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Figure 8. Deck forces at x = L/8, L/4 and L/2 for VCG

(dotted line) and weight (dashed line) optimum designs.
Figure 9. Comparison of neutral axis along ship longitudinal (x) axis.
Figure 10. Bending moment variation along ship longitudinal (x) axis.
DISCUSSION
The purpose of the present investigation was to

study the interaction between the hull girder and
the superstructure of optimized, prismatic passenger ships. Coupled beam method developed
by Naar (2004) was used to assess the structural
response while optimization was carried out by
Genetic Algorithm developed by Klanac and
Jelovica (2009) utilizing the strength criteria from
Niemelinen (2007). The optimization was performed for weight and vertical centre of gravity.
The interaction was considered by looking at the
deflections, curvatures and shear strains, normal
stresses and axial forces carried out by each deck of
the prismatic ship. Also the variation of the bending moment along ship length was considered.
The investigation shows clearly that the vertical and shear coupling are important phenomena
to consider during the optimization. Depending
on the scantlings of the structure this coupling
can change considerably. The investigation also
shows that the coupling is different at different
longitudinal sections of the ship. This means that
the entire ship length needs to be modelled in the
optimization and the approaches using section
models and pre-defined deck efficiencies cannot be
used when multiple-objective design optimization
is concerned. The investigation also shows that in
weight optimal design the neutral axis converges to
the vertical centre of gravity. This way the global
bending moment is carried out 50/50 by the hull
and the superstructure; in present case the main
dimensions are such that about 50% of the crosssectional area is in the superstructure and 50% at
the hull. In VCG optimal design the neutral axis
approaches bottom plating which leads to situation where the superstructure carries out considerably larger share of the global bending moment
than the hull; in present investigation this division
is 70/30. In addition it is seen that the neutral axis
varies along ship length even though the ship is
prismatic.
The present investigation was carried out on
idealized, i.e. prismatic, ship and optimized without considering fatigue issues or bending response of secondary structures, i.e. web frames and
girders. To remove the prismatic assumption from
the design the theory by Naar (2004) would need
further development to account non-prismatic hull
beams. Alternative is to use 3D-FEM which is still
not today a good tool for concept design. To take
into analysis the fatigue issues, a concept design
method for fatigue needs to be established. The
bending response of secondary structures would
mean in cruise vessels that the vibration criteria
should be included into the optimization. The
items are left for future work.
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ACKNOWLEDGEMENTS
The research presented in the paper was carried
out in Finnish research project funded by Tekes,
STX Europe and Napa Ltd. The financial support
is gratefully appreciated.
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Model for Multi-Deck Ships in Concept Design Stage,
Ocean Engineering, Vol. 37, 2010, pp. 688704.
Bleich, H.H., Nonlinear distribution of bending stresses
due to distortion of the cross section, Journal of
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Caprace, J.D., Bair, F. & Rigo, P., Multi-Criteria Scantling Optimization of Cruise Ships, Ship Technology
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2010, pp. 210220.
Carrera, E., A Unified Formulation to Assess Theories
of Multilayered Plates for Various Bending Problems,
Composite Structures, Vol. 69, 2005, pp. 271293.
Carrera, E., Historical Review of Zig-Zag Theories for
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Review Vol. 56, No. 3, May 2003, pp. 287308.
Det Norske Veritas, Direct Strength Analysis of Hull
Structures in Passenger Ships, October 2007.
Fransman, J., The influence of passenger ship
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Transactions of RINA 1988, pp. 112.
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method for the rational design of ship structures.
Journal of Ship Research 24(2): 10113.
Hughes, O., 1983. Ship structural design: a rationally-based,
computer-aided optimization approach. New York:
Wiley, p. 566.
ISSC, Committee II.1Quasi-Static Response, 13th
International Ship and Offshore Structures Congress,
1822 August 1997, Trondheim, Norway, pp. 158165.
Klanac, A., & Jelovica, J., Vectorization and constraint
grouping to enhance optimization of marine structures, Marine Structures 22(2), 2009, pp. 225245.
Mantere, H., Strength Analysis for the Design of Local
Ship Structures in Concept Stage, Masters Thesis.
Helsinki University of Technology, Department of
Mechanical Engineering, Ship Laboratory, 2007.
Espoo.
Naar, H., Varsta, P. & Kujala, P., A theory of coupled

beams for strength assessment of passenger ships,
Marine Structures Vol. 17, No. 8, 2004, pp. 590611.
Niemelinen, M., Computational Method for Evaluation of Hull Girder Strength in Concept Design
Stage, Masters Thesis. Helsinki University of Technology, Department of Mechanical Engineering, Ship
Laboratory, 2007, Espoo.
Reddy, J.N., Mechanics of Laminated Composite Plates
and Shells Theory and Analysis, 2nd Edition, CRC
Press, pp. 726738.
Remes, H., Klanac, A., Varsta, P. & Ehlers, S.,
ConStructPlatform for Conceptual Structural
Design, Proceedings of the IMPROVE Conference, Dubrovnik, Croatia, 1719 September 2009,
pp. 8690, University of Zagreb, Croatia. pp. 8690.
Richir, T., Caprace, J.D., Losseau, N., Bay, M.,
Parsons, M.G., Patay, S. & Rigo, P., Multicriterion
Scantling Optimization of the Midship section of a
Passenger Vessel Considering IACS Requirements,
10th International Symposium of Practical design of
Ships and Other Floating Structures, Houston, Texas,
2007, pp. 758763. Ref. b.
Richir, T., Losseau, N., Pircalabu, E., Toderan, C. &
Rigo, P., Least Cost Optimization of Large Passenger Vessel, Proceedings of the 1st International
Conference on Advancements in Marine Structures,
Glasgow, 2007, pp. 483488. Ref. a.
Rigo, P., Least-Cost Structural Optimization Oriented
Preliminary Design, Journal of Ship Production
17(4), 2001, pp. 202215.
Zanic, V., Andric, J. & Prebeg, P., Decision Support
Methodology for Concept Design of Multi-deck Ship
Structures, 10th International Symposium of Practival design of Ships and Other Floating Structures,
Houston, Texas, 2007, pp. 468476.
Zanic, V., Andric, J., Prebeg, P., Stipcevic, M. & Piric, K.,
RoPax Structural Design-Multi Level Decision Support Methodology, 11th International Symposium
of Practival design of Ships and Other Floating
Structures, Rio de Janeiro, Brazil, 2010, pp. 490501.
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Optimization of monopile offshore wind structures

A. Thiry, F. Bair, L. Buldgen, G. Raboni & P. Rigo
University of Lige, ANAST, Lige, Belgium
ABSTRACT: As industrialization is essential for large-scale offshore wind deployment, a computerized

methodology to optimize the scantling of monopile steel structures has been developed using a genetic
algorithm. The objective functions of this tool are minimization of the structure weight and production
costs. The constraints implemented are mainly related to structural stability under extreme loads, resonance check of the wind turbine support and fatigue strength at welded connections between shells and
stiffeners. This optimization should be invoked at the preliminary stage of the offshore project in order to
assess the impacts of the structure design on the fabrication and installation costs.
1
INTRODUCTION
Since the very beginning of the century, wind

market has started to move offshore. Indeed oceans
locations offer a higher wind quality and the visual
impact of wind farms is significantly reduced.
Offshore wind power is now expected to represent
an important share of the future power supply
both in Europe and worldwide, reducing dependency of industrial countries toward fossil fuels.
The main driver behind the methodology exposed
in this paper is the improvement of classical steel
solutions dedicated to monopile structures used in
offshore wind industry (Fig. 1). A structural optimization tool has thus been implemented to investigate
the gains in terms of weight and production costs
generated by the use of high tensile steel for shells, as
well as longitudinal and circumferential stiffeners.
Figure 1.
Steel monopile offshore wind turbines.
GENERAL SCHEME OF THE

OPTIMIZATION TOOL
The flowchart of the optimization tool described

in this paper is presented on Figure 2. The input
data implemented by the designer of the project
are the starting point of the computation. They
are related to the environment at the offshore location, the characteristics of the wind turbine and
the scantling of the support structure (without any
consideration about the underground part of the
monopile).
The set of selected design variables and input
data are then used as a basis to assess the objective function (weight or production cost) and the
constraints (structural integrity) of the monopile
structure.
Figure 2.
algorithm.
General
scheme
of
the
optimization
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A genetic algorithm finally combines these

two elementsobjective function and structural
integrityover a certain number of iterations
in order to find the optimum scantling of the
support structure placed in the given external
conditions.
3
3.1
INPUT DATA
Environment
Environmental data summarizes the characteristics of the site, data related to fatigue analysis and
load cases considered for the ultimate limit state
analysis.
Firstly, site data contains the values for water
depth d, the power law exponent characterizing
the vertical distribution of wind speeds over the
tower height, the densities of the air a and of the
sea water w.
Secondly, for fatigue concern a distinction is
made between waves and wind actions. On one
hand, waves participation is presented under the
form of a list of sea states (or scatter diagram), each
one being characterized by a significant wave height
HS, a mean zero up-crossing period TZ and a percentage of occurrence of the sea state PSS. On the
other hand, spectrums of punctual tower top loads
are used to describe fluctuating wind loadings on
the structure.
Finally, data related to ultimate limit states are
listed under the form of a series of environmental situations and their associated wind and waves
conditions: average wind speed at hub height Vhub,
water level elevation d compared to the mean still
water level MSL (elevation due to tide or storm for
example), wave height Hw and period Tw and a set
of punctual tower top loads.
3.2
Support structure
The monopile offshore wind tower considered in the

study is an assembly of several conical or cylindrical tubular segments. The segments themselves are
made of shell rings linked together with butt welds.
Each shell ring is characterized by a shell thickness,
upper and lower diameters, a height, a steel grade
and a category of detail for the butt weld.
Four framing systems are envisaged for the
scantling of shells belonging to the same tower
segment: unstiffened, longitudinally stiffened, ring
stiffened or orthogonally stiffened shells.
3.3
Figure 3.
monopile structure: the hub height Hhub, the

number of blades n, the rotor diameter drotor, the
weight of the rotor-nacelle assembly mTop, the technical design lifetime of the turbine and its range of
rotational speed.
The interface of the optimization tool is presented on Figure 3.
4
4.1
ASSESSMENT OF CONSTRAINTS
Generals
The constraints implemented in the optimization

process are typically divided in two categories: geometrical and structural constraints.
The first type of constraints refers to geometrical requirements such as equality of shell rings
diameters in one segment or decrease of shell
thicknesses and diameters while progressing to the
top of the monopile structure.
The second type represents structural constraints
related to the verification of the structural integrity
of the offshore wind turbine towards fatigue, ultimate
limit states and resonance phenomena. The verification of those constraints requires the use of either
quasi-static or dynamic analysis of the structure.
4.2
Wind turbine
Some general data of the wind turbine are taken

into account for this preliminary design of the
Screen shot of the optimization tool.
Building the 2D dynamic model
In order to perform dynamic analyses, a simple

2D dynamic model made of concentrated masses
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connected together with a translational spring is

built on the base of the scantling (Fig. 4). Nodes
are located at the intersection between shell rings
and are characterized by two degrees of freedom:
one horizontal translation xi and one in-plane
rotation i (vertical translations are not taken into
account as they are supposed negligible compared
to horizontal translations). The model is perfectly
clamped at a distance from the sea bed level equal
to the height of the first shell ring. This assumption allows the designer to take into account the
length required for the complete soil restraint to
develop around the monopile.
The aerodynamic damping generated by the
rotor is modeled with a single dashpot connected
to the tower top degree of freedom in translation
and the structural damping is expressed as a combination of the generalized matrixes of masses
[M*] and rigidity [K*] (Rayleigh damping).
The value and the distribution of masses of the
wind turbine are not supposed to change. Thus,
cases where the offshore structure is covered with
a layer of ice or marine growth are excluded from
the dynamic analysis.
Basically, the simplicity of the chosen dynamic
model is justified by two considerations. On one
hand, the optimization process requires a great
number of iterations that should not take too
much computation time. And, on the other hand,
loss of accuracy in the results is not a major problem as the methodology is dedicated to early stage
design.
of the support structure are defined respectively

from thegeneralized eigen values and eigen
vectors V of the matrixes of masses [M] and
rigidity [K]. The Campbell diagram related to
the excitation frequencies for the rotor motion
(1n) and the blades passing (3n for a 3-bladed
wind turbine) can then be used to check if resonance of the support structure is avoided within
the rotational speed range of the wind turbine
(Fig. 5).
4.4 Fatigue check
4.4.1 Generals
Fatigue strength is verified at each structural
detail of the support structures (butt welds, ringstiffener connections, etc.) thanks to the Miner
rule (chech that cumulative fatigue damage
Dfat < 1).
In addition, the procedure developed for fatigue
analysis assumes that wind and waves effects are
completely uncoupled. Hence, the total cumulative fatigue damage Dfat results from the addition
of the fatigue damages due to wind actions Dfat,wind
and waves actions Dfat,wave.
Concerning the characteristics of the wind
tower, structural members are supposed to be continuous and steel is considered as an isotropic and
homogeneous material.
Excitations are likely to occur at frequencies that

are close to the natural frequencies of the offshore
wind turbine, leading to resonance phenomena.
Natural frequencies and corresponding modes
4.4.2 Fatigue due to waves actions

Over its life, the offshore wind turbine will experience series of sea states, each one generating
cyclic loadings and being responsible for a certain
percentage of the total cumulative fatigue damage due to waves Dfat,wave in the structural components. Thus, for each sea state listed in the scatter
diagram, the equations governing the dynamic of
the structure and the stress range histogram at the
Figure 4. The 2D dynamic model of the offshore wind

turbine studied in the optimization process.
Figure 5. Campbell diagram for a 3-bladed offshore

wind turbine.
4.3
Resonance of the support structure
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nodes are solved using stochastic dynamic theory

in the frequency domain.
In the first step of the computation, a fully
developed sea at infinite fetch is assumed and
the Pierson-Moskowitz wave spectrum PSDH
(equation 1) is generated at each frequency step for
the concerned sea state.
1
PSD
SDH f ) =
(f
H s2
e
4 Tz4 f 5
)4
(1)
where HS = significant wave height of the sea state;

TZ = mean zero-up crossing period; f = frequency.
Secondly, the value of the power spectral density of the water particles acceleration PSDaw,i is
deduced from the Pierson-Moskowitz spectrum
PSDH according to equation 2.
1 (
PSD
SDaw ,i f ) = PSD
S H f )
2
kwave ( z*i ))
sin h( kwave d )
(2)
where kwave = wave number; zi* = vertical position

of the node i from sea bed level; d = water depth;
i = numbering of the node in the dynamic model.
Once the water particles acceleration spectrum
PSDaw,i is established for each underwater nodes
of the model, the distribution of hydrodynamic
inertia loads spectrum is computed in the matrix
[PSDFwave]. Each element PSDFwave,i,j of this matrix
results from the Morison formulation and the
coupling between nodal forces inherent to the stochastic theory (equation 3).
PSD
S Fwwave ,ii
Ai PSDaaw ,ii Aj PSD

S aw
aw
=
0
for
i j nuw
for
i j > nuw
(3)
where nuw = number of shell rings located below

the mean still water level; A = parameter allowing
calculation of wave loads and distribution of
these loads on the nodes of the dynamic model
(see equation 4).
Ai
D 2
Cm w i LF ,i
4
The systems of equations are solved in the

modal basis to get the power spectral densities of
bending moments PSDM,wave in the structure at each
frequency step. Power spectral densities of normal
stresses PSD,wave,i in the structural details are then
deduced using simple beam theory (see example on
Fig. 6).
In the next step of the computation, the Rayleigh
counting method is invoked to assess the number of
fatigue cycles nwa and their associated stress range
Swa,k characterizing the sea state (equation 5).
nwa (
wa , k )
w
Td
m2
m0
( PRayeigh
(P
Rayeig
gh ( Swa , k + 1 )
PRayeig
Rayeigh
gh ( Swa , k ))
(5)
where Td = duration of the concerned sea state;

m0 = variance of the power spectral density of normal stresses PDS,wave,i at node i; m2 = third spectral
moment of the power spectral density of normal
stresses PDS,wave,i; PRayleigh = probability of occurrence of the stress range Swa,k.
Figure 7 shows the normal stress range histogram
(nwa, Swa,k) obtained from the power spectral density
of normal stresses at the clamping point presented
on Figure 6.
At the end, the normal stress range histograms
associated to each sea state are summed and conventional S-N curves based on the detail category
are used to assess the cumulative fatigue damage
due to waves DFat,wave.
4.4.3 Fatigue due to wind action
For the preliminary design procedure developed in this study, wind loads coming from the
rotor-nacelle assembly are completely uncoupled from the dynamic of the support structure.
(4)
where Cm = hydrodynamic inertia coefficient (taken

equal to 2); w = sea water density; Di = diameter of
the structure at node i; LF,i = length of the part of
structure submitted to the waves load above and
below the node i.
Note that the hydrodynamic drag term is not
taken into account in the analysis of wave induced
fatigue. This is due to the fact that sea conditions
considered for the fatigue analyses are less severe
than in extreme wave conditions, making the
hydrodynamic inertia load predominant in the
Morison formulation.
Figure 6. Power spectral density of normal stresses at

the clamping point of a structure when HS = 0.25 m and
TZ = 4 s.
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Mx: bending moment in Oyz-plane;

Mz: torque in z-direction.
For each load case considered in the design procedure, those distributions of internal loads result from
the superposition of the three following actions:
1. Action of wind on the rotor and nacelle;
2. Action of wind pressure over the height of the
emerged tubular structure;
3. Action of waves on the substructure.
Figure 7. Normal stress range histogram of normal stresses at the clamping point of an offshore wind
turbine.
Physically, this approach means that the transfer

between the 3D wind speeds field and the tower
top loads is performed considering that the turbine
is connected to an infinitely rigid support. As a
result, the value of the cumulative fatigue damage
due to wind DFat,wind is only based on the variations
of tower top loads and their associated number of
cycles nwi.
These loads are first extrapolated over the height
of the structure to obtain the range of bending
moment Mwind,i at each node i (see equation 6).
wind
i ,i
F
Fx ,top
o
M y,top
o
(6)
where Fx,top = range of axial load at tower top;

My,top = range of bending moment at tower top;
zi = distance between the concerned structural
detail and the top of wind tower.
The histogram of normal stress ranges Swind,i is then
computed on the basis of the section characteristics
(equation 7) and the Miner rule is finally applied to
assess the cumulative fatigue damage DFat,wind.
Swiind ,i =
Mwiind ,i
The 3D configuration of these three actions is

presented on Figure 8.
Similarly to the procedure developed for the
assessment of fatigue strength, wind loads on
the rotor and nacelle are first replaced by a set
of equivalent punctual loads multiplied by safety
coefficients and directly applied at the top of the
offshore wind turbine.
Secondly, a pseudo-elastic calculation is performed to assess wind loading on the tubular
structure. A power law profile is chosen for the distribution of wind speed vwind and the corresponding wind pressures qsd,wind are evaluated according
to equation 8.
1
qsd ,wind
i ( z ) = a Cw
wind
ind
2
press
2
wind
i (z)
(8)
where a = air density; Cwind press = safety coefficient

on wind pressures; vwind= wind speed given by the
power law distribution; z = vertical position.
The resulting drag load WSd,wind drag per meter
applied at height z is found from expression 9.
(7)
Wi
where Wi = section modulus at the level of the

structural detail i.
4.5
Ultimate limit states
4.5.1 Design loads

The ultimate limit state analysis implemented in
this early optimization design stage considers six
distributions of internal loads which are:
Fx: shear force in x-direction;

Fy: shear force in y-direction;
Fz: vertical force;
My: bending moment in Oxz-plane;
Figure 8. Distribution of wind and waves actions

considered for the ultimate limit state analysis.
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Wsd ,wind
wind
i drag ( z ) = cd ( z ) qsd ,wind ( z ) D( z )
(9)
where cd = drag coefficient calculated from specifications prescribed by [5]; D = diameter of the
tubular structure at height z.
This drag load is to be multiplied by a gust
response factor G to account for the dynamic amplification of the structure response (equation 10).
Wsd ,wind
i
presss ( z )
pres
= GW
Wssdd ,wind ddrag ( z )
(10)
where WSd,windpress = design load due to wind pressure on the tower.

In the third part, the computation of internal loads
due to waves is performed through a dynamic analysis of the support structure in the time domain.
The water elevation characterizing a load case
is taken into account and a regular wave profile is
generated from the wave height Hwave and period
Twave introduced in the environmental data.
The values for horizontal velocity vw and acceleration aw of water particles at each time step are then
derived from the linear wave theory (Airy) corrected
with the Wheeler stretching formulation in order to
describe their kinematics in terms of instantaneous
surface elevation (see equations 11 and 12).
vw ( z, t )
d z*
cos h kwave
d (t )
2
1
Hwave
2
sin h ( kwave d )
Twave
2
cos
t
(11)
T
wave
aw ( z, t )
d z*
2 cos h kwave
d (t )
2
1
Hwave
2
sin h ( kwave d )
Twave
2
(12)
sin
t
t
wave
where Hwave = wave amplitude; Twave = wave period;

kwave = wave number; d = water depth including
water elevation; z* = z-position from sea bed level;
= instantaneous surface elevation; t = time.
The water particle kinematic is used to assess the
hydrodynamic drag (equation 13) and inertia loads
(equation 14) that are finally summed together to
assess each component Fwave,i (t) of the load vector
[F
Fwave] at time t.
Fi , wave ddrag (t ) =
1
2
where w = water density; Cd = hydrodynamic drag

coefficient; Cm = hydrodynamic inertia coefficient;
Di = outer diameter of the monopile at node i;
Li = exposed height at node i; zi: height of the node i.
The displacements vector x of the structure at

the time step t result from the superposition of the
eigen modes weighted by their respective dynamic
amplification factors qk (equation 15). Dynamic
amplification factors are assessed iteratively on the
basis of the structure and load vector thanks to the
Newmark method.
nddt
x(t ) = qk (t ) V k
k =1
(15)
where qk(t): dynamic amplification factor of the
mode k; V k kth eigen vector of the structure.

The displacement vector is then used to assess
the evolution of internal loads of the support structure submitted to waves actions and the maximum
values observed over the simulation are listed.
The distributions of internal loads obtained for
each load case are finally combined to find the
envelop diagrams of the support structure.
4.5.2 Structural check
The strength of each shell ring submitted to the
design loads defined in the previous paragraph is
checked according to the specifications given in
DNV [4] or Germanischer Lloyd rules [3]. The following failures modes are considered:
Shell buckling of unstiffened shell rings;
Panel stiffener buckling of longitudinally stiffened shell rings;
Panel ring buckling of transversally stiffened
shell rings;
Overall buckling of orthogonally stiffened shell
rings.
An additional constraint is also implemented
for the overall buckling of the column.
5
5.1
DESCRIPTION OF THE OPTIMIZATION

PROCESS
Design variables
The design variables selected for the optimization

process are divided in two categories:
w Cd Di Li | vw ( zi t ) | vw ( zi , t )
(13)
Shell ring variables: shell thickness, lower and

upper diameters of the ring, steel grade;
Segment variables: number and profile of longitudinal and ring stiffeners distributed respectively over
the circumference and the height of the segment.
Di2
Li aw ( zi ,t )
4
(14)
The height of shell rings and segments are not

supposed to change during the optimization as
Fi , wave iinertia (t ) = w Cm
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they are considered as geometrical data fixed by the

designer and the manufacturer of the structure.
5.2
Description of the optimizer algorithm
The algorithm chosen for the problem presented in

this paper is a Genetic Algorithm (GA). Genetic
algorithms are search algorithms that work via
the process of natural selection. They begin with
a sample set of potential solutions which evolves
towards a set of more optimal solutions after
several iterations. Within the sample set, poor solutions tend to die out while better solutions mate
and propagate their advantageous traits, introducing better solutions into the set (though the total set
size remains constant). A little random mutation
guarantees that a set wont stagnate while filling up
with numerous copies of the same solution.
In general, genetic algorithms tend to work
better than traditional optimization algorithms
because they are less likely to be led astray by
local optima. This is because they dont make use
of single-point transition rules to move from one
single instance to another in the solutions space.
Instead, GAs take advantage of an entire set of
solutions spread throughout the solution space, all
of which are experimenting upon many potential
optima.
However, a few criteria must be met in order for
GA to work effectively:
The assessment of how good a potential solution is compared to other potential solutions
must be relatively easy;
The breaking of a potential solution into independent discrete parts must be possible;
Genetic algorithms are best suited for situations
where a good answer will suffice, even if it is
not the absolute best answer.
In the methodology developed in this study,

the equation implemented to assess the fitness value combines the criteria of weight/cost
minimization and the criteria related to the
constraints (equation 16). The relative importance of each term is set thanks to a weighing
coefficient fP.
Pj k
j 1
nc
(16)
where Fitk = fitness value of the solution k;

k = criterion of objective function minimization
given by the ratio between the minimum value of
the objective function and the value of the objective function for solution k; Pj,k = penalty associated to the constraint j for the solution k (see
equation 17); nc = number of constraints; = fP;
= 1/fP; fP = weighing coefficient.
Pj k = C max, j k
1 C
j k

if the constraint j is satisfie

f d
if not
(17)
where Cmax,j,k = maximum permissible value for the

constraint j in the solution k (for example the maximum permissible stress to avoid shell buckling of
unstiffened panels) and Cj,k = value found for constraint j in the solution k (for example the design
Von Mises stress computed in the ultimate limit
states analysis of the solution k).
The goal of the optimizer is to increase the fitness: this is done while decreasing the weight (or
the cost) and satisfying as much structural constraints as possible.
6
5.3
nc
Fitk = k
OPTIMIZATION OF A 5 MW OFFSHORE
WIND TURBINE
Evaluation of potential solutions
The fitness function is responsible for performing the evaluation of solutions compared to each
other. Basically, this module returns a positive integer number, or fitness value, that reflects how
optimal the solution is: the higher the number, the
better the solution.
The fitness values are then used in a process of
natural selection to choose the potential solutions
that will survive in the next generation and those
that will die out. However it should be noted that
natural selection process does not merely select the
top x number of solutions. Instead, solutions are
chosen statistically so that it is more likely for a
solution with a higher fitness value to be selected,
but it is not guaranteed. This tends to correspond
to the natural world.
6.1 Generals
The computerized tool has been tested on the
scantling of a 5 MW offshore wind turbine. The
characteristics of the support structure, environmental conditions, optimisation parameters and
results are described hereafter.
6.2 Characteristics of the offshore wind turbine
The main characteristics of the wind turbine are
summarized in the Table 1.
The initial monopile support structure considered in the study is made of steel S235 and its general dimensions are listed in Table 2.
Concerning the dynamic of the structure, the
logarithmic decrements on the first mode due
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Table 1.
turbine.
Characteristics of the 5 MW offshore wind
Table 3. Wind parameters for dynamic pressure zone

IEC IA.
Description
Value
Unit
Description
Value
Unit
Wind turbine power

Number of blades
Rotor diameter
Nacelle mass (incl. rotor
blades)
Speed range
5
3
118
390
[MW]
[]
[m]
[tons]
Reference wind speed Vref

Average wind speed Vave
Intensity of turbulences I
37.5
10
0.18
[m/s]
[m/s]
[]
414.2
[min1]
Table 4. Values of cumulative fatigue damages for the

initial scantling S235.
Table 2. Characteristics of the initial monopile support

structure (steel grade S235).
Description
Value
Unit
Hub height (above MSL)

Tower length (above MSL)
Length between MSL and seaground
Height of shell ring below seaground
Outer shell diameter at top
Outer shell diameter at seaground
Shell thickness at top
Shell thickness at seaground
Weight
80
77
30
5
4
5.7
25
115
902.1
[m]
[m]
[m]
[m]
[m]
[m]
[mm]
[mm]
[tons]
to structural and aerodynamical damping were

assumed equal to 0.012 and 0.01 respectively.
6.3
Environmental conditions
6.3.1 Data related to fatigue analysis

The scatter diagram taken into account to assess
wave induced fatigue is made of 15 typical sea
states observed in the North Sea [1].
Fluctuating wind loads were calculated by an
external bureau of study for the wind turbine placed
in a dynamic pressure zone IEC IA (see Table 3).
The cumulative fatigue damages due to wind
and wave action for each butt weld of the structure
are listed in the Table 4. Note that the category of
detail for butt welds is set to 112.
6.3.2 Data related to ultimate limit states
Time domain simulations were performed by the
bureau of study with the software NREL aerodyn
to establish the set of extreme tower top loads due
to the wind action coupled with the rotor dynamics.
These data are not presented in this paper for confidentiality reasons.
The distribution of extreme wind speeds over
the tower height is based on the power law coefficient with an exponent equal to 0.14 and the
highest occurring wind speed Ve50 at hub height for
a recurrence period of 50 years (equation 18).
z-position
Section [m]
Dfat,wave
[]
Dfat,wind
[]
Dfat
[]
23
22
21
20
19
18
17
16
15
14
13
12
11
10
9
8
7
6
5
4
3
2
1
9.154e-9
1.077e-5
1.235e-4
3.534e-4
7.260e-4
0.002
0.003
0.004
0.005
0.006
0.009
0.009
0.012
0.014
0.017
0.019
0.020
0.021
0.019
0.014
0.012
0.012
0.012
8.425e-4
0.007
0.023
0.030
0.040
0.068
0.083
0.085
0.101
0.106
0.124
0.117
0.138
0.139
0.150
0.161
0.156
0.152
0.130
0.091
0.082
0.070
0.070
8.425e-4
0.007
0.023
0.030
0.041
0.070
0.086
0.089
0.106
0.112
0.133
0.126
0.150
0.153
0.167
0.180
0.176
0.173
0.149
0.105
0.094
0.082
0.082
Ve
110 (tower top)

105
100
95
90
85
80
75
70
65
60
55
50
45
40
35 (MSL)
30
25
20
15
10
5 (seaground)
0 (clamping)
1 25 Vreff
62, 5
m
s
(18)
The extreme wave profile considered in the

optimization process is a regular wave profile characterized by a wave height Hw and wave period Tw
equal to 10 m and 14 s respectively. No current or
water elevation compared to MSL were assumed
in this load case.
Figure 9 shows the envelop diagrams of internal loads generated by the software for the initial
scantling S235 placed in the environment described
previously.
6.4 Optimization parameters
The optimization carried out was based on the
minimization of the structural weight of the offshore wind structure.
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Table 5.
S355.
General characteristics of optimal scantlings
Description
Value
Unit
Diameter at top
Diameter at seaground
Shell thickness at top
Shell thickness at seaground
Structural weight
4
5.3
22
94
712.5
[m]
[m]
[mm]
[mm]
[tons]
Figure 9. Envelop diagrams of internal loads for the

initial scantling S235.
Figure 10. Evolution of weight and production cost

during the optimization process of the structure S355.
As the methodology aims to highlight the advantages of using high tensile steel in offshore structures,
this optimization was performed on an unstiffened
structure made of conventional steel grade S355.
The design variables selected for the process were
the shell thickness (ranging from 8 to 150 mm),
lower and upper diameters of shell rings (ranging
from 4 to 6 m). Optimizations based on the variation of number and profiles of stiffeners were not
envisaged.
6.5
Optimization results
The evolution of the structural weight and production cost during the optimization process for the
unstiffened structure made of steel S355 is presented on Figure 10. It can be seen that the convergence to the optimum solution is ensured after
about 1000 iterations.
The general characteristics of the optimum
solutions made of steel S355 are summarized in
the Table 5.
Figure 11. Drawings of initial scantling S235 and

optimal scantlings S355.
In this optimum scantling, the values of shell

rings diameters are slightly lower than in the initial
scantling but only for the lower part of the structure (see Fig. 11).
On the other hand, the shell thicknesses are
significantly lower in the optimal solution S355.
This leads to weight and cost reductions equal to
21% and 20.4% respectively compared to the initial
scantling made of steel S235.
CONCLUSIONS
In this paper, an optimization tool dedicated to the

early design stage of steel monopile offshore wind
turbines has been described. Constraints related
to the structural integrity of the support structure
are assessed and an optimum solution in terms of
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weight or production cost is obtained thanks to a

genetic algorithm.
The dimensions of the support structure are
reduced while using high tensile steel instead of
normal steel grade. As an example, the optimization tool showed that the saves in terms of weight
and production cost can reach about 20% when
steel grade S235 is replaced by steel S355.
Finally, a certain number of elements could be
added to the methodology in future developments.
First, the optimization process could be extended
to the scantling of the underground part of the
support structure. Second, if the coupling between
fluctuating wind loading and structure dynamic is
considered at each step of the iteration process, the
accuracy of the cumulative damage found from the
fatigue analysis would be improved. And finally,
some phenomena such as irregular wave profiles,
marine currents, ice and marine growth formation
could be taken into account in ultimate limit state
analyses.
REFERENCES
Eurocode 1: Bases de calcul et actions sur les structures,
May 1995.
Guideline for the Certification of Offshore Wind Turbines,
Germanischer Lloyd WindEnergie, edition 2005.
Khn M. 2001. Dynamics and Design Optimisation of
Offshore Wind Energy Conversion System, PhD Thesis,
Delft University of Technology, Section Wind Energy,
Department of Civil Engineering.
Khn M., Cockerill T.T., Harland L.A., Harrison R.,
Schntag C., Van Bussel G.J.W. & Vugts J.H. 1998.
Opti-OWECS Final Report Vol. 2: Methods Assisting
the Design of Offshore Wind Energy Conversion Systems, Delft University of Technology, ISBN 90-7646803-6.
Recommended Practice DNV-RP-C202Buckling Strength
of Shells, Det Norsk Veritas, October 2002.
Van der Tempel J. 2006. Design of Support Structures for
Offshore Wind Turbines, PhD Thesis, Delft University
of Technology, ISBN 90-76468-11-7.
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Isogeometric shape optimization of design-dependent structures

Minho Yoon, Bon-Yong Koo & Seonho Cho
ABSTRACT: Using an isogeometric approach, a continuum-based shape optimization method is developed for elasticity problems. To obtain efficient and precise adjoint shape sensitivity, precise normal and
curvature information should be taken into account in shape sensitivity expressions, especially for designdependent problems. In this approach, the basis functions generated from NURBS are directly used to
construct a geometrically exact model in response and shape sensitivity analyses. Refinements and design
changes are easily implemented within the isogeometric framework. The isogeometric design sensitivity
analysis provides more accurate sensitivity of complex geometries including higher order terms. Also, it
vastly simplifies the design modification without communicating with the CAD geometry during optimization process. We demonstrate some numerical examples, where the accuracy and efficiency of the isogeometric sensitivity are verified by the comparison with finite difference one. Also, numerical examples
for design-dependent design problems are demonstrated to verify the applicability and effectiveness of
the proposed method.
1
INTRODUCTION
Typically in Finite Element (FE) based engineering

analysis, designs are embedded in CAD systems
and the FE meshes are generated from the CAD
data. The geometric approximation inherent in the
mesh may lead to accuracy problems in response
analysis and more adversely in design sensitivity analysis. Piecewise linear approximation of
geometry is the root cause. Even though a mesh
is constructed, further refinement requires tedious communication with the CAD system during
design iterations. The objective of isogeometric analysis is to develop an analysis framework,
employing the same basis functions as used in
the CAD systems and thus embedding the exact
geometry.
A continuum-based shape optimization method
using the isogeometric approach is developed
for elasticity problems. To obtain efficient and
precise adjoint shape sensitivity, correct normal
and curvature information should be taken into
account in shape sensitivity expressions, especially for design-dependent problems. However, in
conventional finite element methods using linear
interpolation functions, the normal and curvature
information is generally inaccurate or missing due
to lack of inter-element continuity of design space.
In the isogeometric approach, the basis functions generated from NURBS are directly used to
construct an exact geometric model in response
and shape sensitivity analyses. Refinements and

design changes are easily implemented within the
isogeometric framework, which maintains exact
geometry without subsequent communication
with a CAD description. In addition to the benefits of isogeometric analysis, the isogeometric
design sensitivity analysis has the following advantages: Firstly, it provides more accurate sensitivity of complex geometries including higher order
effects such as normal and curvature information.
Secondly, it vastly simplify the design modification of complex geometries without communicate
with the CAD geometry during optimization process. Since the NURBS basic functions are used in
the isogeometric response and sensitivity analyses,
design modifications are easily obtainable using
the adjustment of control points.
2
2.1
ISOGEOMETRIC ANALYSIS
NURBS basis function
Since the details about an isogeometric analysis

method are described in many former researches,
a brief overview will be given in this section. In the
one-dimensional case, a knot vector is given as
= {1, 2, , n+p+1},
(1)
which is the set of the knots i in a parametric

space. p is the order of the basis function and
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n is the number of control points. Then, the total

number of knots in the knot vector is n + p + 1.
From this knot vector, B-spline basis functions are
defined using the recursive formula as
Ni ,0 ( ) =
1 if i < i +1
0 otherwise
(2)
x() = WI ()BI
and
Ni
Body force f and surface traction t are applied

in the domain and on the traction boundary t
respectively, where c, z, and bar z represent material
tensor, displacement, and virtual displacement.
Using an isoparametric mapping, geometric
point and response are expressed, in terms of
NURBS baiss functions and control points, as
i
Ni
i p i
( )
Ni
p 1
( ) ,
1 p 1
( ) +
i
i
p +1
and
p +1
i +1
p = 1, 2, 3,
z() = WI ()zI.
(3)
Next, a B-spline curve is obtained from the

linear combination of B-spline basis functions
and corresponding control points, which are the
coefficients for each B-spline basis. For the given
n pairs of p-th order B-spline basis functions Ni,p
defined by Eqs. (2) and (3) and corresponding
control point coordinates Bi , the B-spline curve is
defined as
Ni p ( )Bi .
i p (
M j q )Bi j ,
(5)
i =1 j =1
S ( , )
i =1 j =1 k =1
Elasticity problems
Using the principle of virtual work, an equilibrium

equation for elasticity problems is expressed as
( )),
a( , )
Z,
d (12)
I ,J
T
1
zJ WJ b J d
^ 1
T
zJ WJ J d .
(13)
Note that the domain and boundary are still in

a continuum form and constructed by the combination of NURBS basis functions and control
points.
cijkl zi, j zk ,l d
ISOGEOMETRIC SHAPE
OPTIMIZATION FOR
PRESSURE LOADING
In the gradient-based shape design optimization

problem, the exact evaluation of shape design
sensitivity is very important, since it determines
one-dimensional search direction during optimization. Therefore, inaccurate sensitivity information
causes slow convergence rate or even yields the
completely wrong shape.
For the fixed loading case, the shape design sensitivity equation is derived as
(7)
where the bilinear strain energy and linear load

forms are defined, respectively, as
a( , z )
: C : z I TWI
Ni p )M j q ( Lk ,rr )Bi j ,k, (6)
respectively, where Ni,p(), Mj,q(), and Lk,r() are

B-spline basis functions in the , , and coordinates, respectively, with given knot vectors = {1,
2, , n+p+1}, = {1, 2, , m+q+1} and = {1,
2, , l+r+1}.
2.2
T
J WJ
and
i =1
S ( )
a( , )
(4)
Similarly, the B-spline surfaces and solids are

defined as a tensor product of coordinates as
(11)
Note that the NURBS basis functions are not

interpolatory. The variational equation (7) can be
written as
( )
C ( )
(10)
(8)
and
cijkl zi, j zk ,l d
= cijkl zi ,mVm, j zk ,l d
cijkl zi, j zk ,mVm,l d
fi ,m ziVm d
+ fi zV
V
d
+
t
z
zV
V
i m,m
i,m i md
+ (ti zi )Vm nm d ,
(14)
( ) =
+ t ti zi d .
(9)
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where , V, n, and are displacement sensitivity,

design velocity field, normal vector, and curvature,
respectively. On the other hand, if we consider the
pressure loading case, i.e. ti pni , the sensitivity
equation is modified as
cijkl zi, j zk ,l d
= cijkl zi ,mVm, j zk ,l d
cijkl zi, j zk ,mVm,l d
cijkl zi , j zk ,lVm,m d
+
fi zzV
iVm ,m d
+ ( p, jV j ni zi + pV
V j j ni zi pVi j n j zi )d .
(15)
As we can see in the last integral term in Eq. (15),

the exact evaluation of normal vector is very crucial for the precise sensitivity calculation. In the
isogeometric-based shape sensitivity analysis, normal vectors can be precisely calculated from the
geometrically exact geometry using NURBS basis
functions. The limitation of Eq. (14) is that it can
only be applied in normal perturbation case, which
preserves normal vectors along the design boundary.
However, in a real engineering case, loading directions can be changed according to the design modification. In this sense, Eq. (15) can be useful in the
design-dependent pressure loading problems.
In order to verify shape design sensitivity
expressions for pressure loading cases, the quarter
model of a circular pipe is introduced as shown in
Figure 1. Internal pressure of P is applied inside
the inner hole, and symmetric boundary condition
is given. Due to the symmetry, only the displacement sensitivities in x-direction for control points
1 to 6 are considered. For the sensitivity verification, analytic sensitivities from Eqs. (14) and (15)
are compared with finite difference sensitivities.
Figure 2.
Table 1. Shape design sensitivity for non-normal design

perturbation.
DOF FDM
(A)
1x
2x
3x
4x
5x
6x
7.839E-6 374.495 2.938E-5 99.895

1.721E-5 74.575 1.284E-5 99.971
8.634E-6 132.037 1.140E-5 99.969
5.778E-5 32.304 1.868E-5 99.924
1.681E-6 485.470 8.181E-6 99.769
1.995E-5 70.629 1.411E-5 99.870
Shape sensitivity models.
2.935E-5
1.283E-5
1.140E-5
1.866E-5
8.162E-6
1.409E-5
(B)
In order to generate non-normal shape design

velocity field, only three control points on the
oblique line are perturbed as shown in Figure 2.
When pressure loading is applied along the curved
boundary, the direction of loading is simultaneously changed under this non-normal perturbation.
In Table 1. analytic sensitivities are also compared
with finite difference sensitivity. In the third column,
analytic sensitivity for a fixed traction loading case
is obtained, which shows large disagreement with
finite difference as shown in the fourth column.
This is because Eq. (14) does not express the direction change of loading. However, analytic sensitivity for a pressure loading case still shows very
good agreement compared with finite difference
sensitivity as shown in the last column.
4
Figure 1.
Non-normal design perturbation.
NUMERICAL EXAMPLE
For the isogeometric analysis, a rectangular structure

which left boundary is subjected to non-uniform
pressure load is considered. The model consists of
231 control points (262 DOF) and the order of a
basis function is quadratic. The plane stress analysis is utilized with a thickness of 1 mm. Material
properties are given as: E = 207.4 Gpa, = 0.3.
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The bottom of plate is fixed and the magnitude of

pressure load is decreased as y coordinate increases.
For this initial model, an isogeometric analysis is
performed, and von-Mises stress distribution is
shown Figure 3(b).
For the given rectangular model, a shape design
optimization is performed to minimized the compliance, satisfying the requirement that the volume
is less than or equal to the initial volume. The optimization problem is stated as:
minimize C
d ,
(16)
subject to V
d Vinitial ,
(17)
uilower ui uiupper.
(18)
In Eq.(18), ui is the perturbation amount of each

shape design parameter form the initial shape. For a
comparison purpose, finite-element method based
optimization is performed. The shape optimization
that is based on the finite element method, an unrealistic irregular shape can be obtained (Braibant
and Fluery, 1984). After 8 gradient calls and 177
function calls, the optimal shape based on FEM is
obtained as shown in Figure 4. As expected, some
non-smooth and wiggly boundary at the 2nd step
of the optimization history is observed.
The result of shape optimization based on isogeometric method is presented in Figure 5. After
6 gradient calls and 122 function calls, the optimal
shape is obtained. The comparison between FEM
based case and isogeometric based case is presented in Figure 5.
The reduction of computation cost based on
isogeometric is 31% of the FEM based case. Furthermore, any non-smooth boundary during optimization process is not detected. From above the
result, the advantage when using the isogeomeric
(a) Initial model
(b) 2nd step
Figure 4.
(c) 6th step
Optimization history based on FEM.
(a) Initial model
(b) 3rd step
Figure 5.
method.
(c) 6th step
Optimization history based on isogeometric
(a) Optimization history
(b) Computation
Figure 6. Comparison between FEM and Isogeometric

based optimization results.
optimization is assured, in terms of fast convergence and exact representing of loading.
(a) Model description
(b) Initial analysis
Figure 3. Rectangular plate subject to non-uniform

pressure load.
CONCLUSIONS
We presented some demonstrative numerical examples for shape optimization, where the accuracy
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and efficiency of the isogeometric sensitivity is

compared with finite differencing. Also, the shape
optimization of designdependent structures is
demonstrated to verify the applicability and effectiveness of the proposed method. It turns out that
the shape optimization method yields physically
meaningful results.
ACKNOWLEDGEMENTS
Foundation of Korea (NRF) funded by the Ministry
of Education, Science and Technology (Grant
Number 2010-18282). The support is gratefully
acknowledged.
REFERENCES
Braibant V & Fluery C, 1984, Shape optimal design
using B-splines. Comput Methods Appl Mech Eng,
44:247267.
Choi KK & Kim NH, 2004, Structural sensitivity analysis and optimization: Volume 1, Linear systems &
Volume 2, Nonlinear systems and applications, Springer,
New York.
Cho S & Ha S, 2009, Isogeometric shape design
optimization: exact geometry and enhanced sensitivity,
Structural and Multidisciplinary Optimization, 38(1):
5370.
Hughes TJR, Cottrell JA & Bazilevs Y, 2005, Isogeometric
analysis: CAD, finite elements, NURBS, exact geometry and mesh refinement, Computer Methods in
Applied Mechanics and Engineering, 194:41354195.
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MARSTRUCT.indb 649
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Combination of primary loading effects under various wave

scatter diagrams
Nian-Zhong Chen
ABS, Houston, USA
Ge Wang
ABS, Shanghai, China
C. Guedes Soares & A.P. Teixeira

CENTEC, Instituto Superior Tcnico, Lisbon, Portugal
ABSTRACT: A case study was conducted to investigate the extreme value of the combination of
Still-Water Bending Moment (SWBM) and Vertical Wave-Induced Bending Moment (VWBM).
Three wave scatter diagrams, namely ABS Base 1, Base 2, and one from IACS Rec No. 34, were used for
the prediction of the extreme value of the VWBM based on the extreme value theory and Response
Amplitude Operators (RAOs). The SWBM is modeled as an alternating renewal pulse process. The pointcrossing method, load coincidence method, and Ferry Borges-Castanheta method are utilized for the
prediction of the extreme value of the combination of SWBM and VWBM. A sample tanker under sagging condition is utilized for the case study and results show that for the predicted extreme values of the
combination of SWBM and VWBM: 1) the results predicted based on the wave scatter diagram of ABS
Base 1 are higher than those predicted based on ABS Base 2 or IACS; 2) the results based on the wave
scatter diagrams of ABS Base 2 and IACS are very close; 3) the point-crossing method and load coincidence method yield almost identical results; 4) The Ferry Borges-Castanheta method yields higher values
than those predicted by the point-crossing method or the load coincidence method; 5) the highest value
with a design period less than 20 years is 93.3% of the total design bending moment, which is predicted
by the Ferry Borges-Castanheta method based on the wave scatter diagram of ABS Base 1.
1
INTRODUCTION
There is a continuing and pressing need to develop

practical solutions and engineering tools that reasonably qualify the structural condition of a ship,
taking into account the structural degradation and
the cumulative loading effects over the life of the
vessel. Risk and reliability-based approaches hold
the promise of being practical methods for evaluating hull structural integrity and on which to
base a Hull Integrity Management (HIM) program.
The Structural Reliability Approach (SRA) has
also demonstrated that it has the potential to take
into account many of the uncertainties associated
with structural degradation (Chen and Wang,
2009) and loading effects. Once established, such
risk and reliability-based tools could contribute to
the implementation of a more effective maintenance strategy by a ship owner or operator.
A key input to SRA is the extreme value of the
combination of primary loading effects, such as
Still-Water Bending Moment (SWBM) and Vertical

Wave-Induced Bending Moment (VWBM). Due to
the fact that SWBM and VWBM are two different
stochastic load processes that vary with time, it is
practically impossible for both maxima of SWBM
and VWBM to happen simultaneously.
To investigate the extreme value of the combination of SWBM and VWBM, Sding (1979) modeled
the SWBM as a normal variable and the VWBM
an exponential variable and then combined the
two variables. This approach is in general a simplified way to model SWBM and VWBM that are
physically two stochastic processes. Guedes Soares
(1992) investigated the combination of SWBM
and VWBM using the Ferry Borges-Castanheta
method (Ferry Borges and Castanheta, 1971) and
point-crossing method (Larrabee, 1981). In his
work, the SWBM is modeled as an alternating
renewal pulse process (Guedes Soares, 1990a, b) and
the long-term VWBM is assumed to follow a Weibull
distribution (Guedes Soares and Moan, 1991).
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Wang and Moan (1996) conducted a comparison

of different methods for predicting the load combination between SWBM and VWBM using various probabilistic models for SWBM and VWBM.
Recently, Huang and Moan (2005, 2008) proposed
an approach of load combination prediction for
SWBM and VWBM in which SWBM in different
voyages and the time variation of VWBM are modeled as Poisson square wave models.
In this paper, a case study is conducted to investigate the extreme value of the combination of
SWBM and VWBM. In the work, the SWBM is
modeled as an alternating renewal pulse process.
The extreme value of VWBM is calculated based
on the extreme value theory, RAOs, and three
wave scatter diagrams, namely ABS Base 1, ABS
Base 2, and IACS Rec No. 34. The point-crossing
method, load coincidence method (Wen, 1977),
and Ferry Borges-Castanheta method are used for
prediction of the extreme value of the combination
of SWBM and VWBM.
M sw,T
1
sw
sw
/N )
3.1 Probability distribution function of maxima

with positive value
If a random process X(t) of dynamic responses
of a ship is stationary and Gaussian with zero
mean and the variable of the maxima with positive
values of the process is represented as , the probability density function and the cumulative distribution function of the non-dimensional variable
H E / m0 can be given by (Ochi, 1973):
f( )=
(1)
where sw and sw are the mean value and the standard deviation of SWBM. (.) is the standard normal cumulative distribution function.
To account for the time dependency of SWBM,
an alternating renewal process is used herein.
In the process, the time a ship spent during voyages and in port is modeled as two pulse processes,
respectively. The rate of occurrence of load pulses
in a time unit, that is, the arrival rate of the process,
is given by:
1
1 + 2
VERTICAL WAVE-INDUCED
BENDING MOMENT
The VWBM is usually calculated by means of:

1) Rule value, which is normally specified by
IACS; or 2) direct calculation based on the wave
scatter diagrams and RAOs. In this paper, the
extreme value of VWBM is calculated according to
the extreme value theory, RAOs and wave scatter
diagrams.
STILL-WATER BENDING MOMENT
Normally, the SWBM can be calculated according

to the relevant loading cases. The maximum value
of SWBM calculated from all the loading cases is
usually regarded as the extreme value of SWBM in
the lifetime of a ship.
Previous studies (Guedes Soares, 1988) have
shown that the normal distribution might be
appropriate to represent the statistical variability
of the SWBM. Therefore, the characteristic value
or the probable extreme value of SWBM during
N voyages in a reference period T might be defined
by (Moan, 2006):
2
2+
1 1
1+ 1

1 2
1 2 exp 1

(4)
where is the bandwidth parameter of the spectrum defined by Cartwright and Longuet-Higgins
(1956), which is given by:
F ( ) =
= 1
m22
m0 m4
(5)
where
0 S ( | Hs Tz , )Ld ( | )d
m2 2S ( | H s Tz , )L
)L2d ( | )d
0
m4 = 4S ( | H s Tz , )L2d ( | )d
0
m0
(2)
where 1 and 2 are the mean values of the duration

of the voyages and the time in port, respectively.

2
exp
p 2
2
1 + 1 2
2
1 2

+ 1 2 exp 1

(3)
2
(6)
where
frequency
S wave spectrum
Ld dynamic response of the ship
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Hs significant height for the sea state

Tz zero up-crossing wave period for the sea state
wave heading angle
3.2
Most probable extreme value
Let (1, 2, ,n) be a random sample of size n of H.

Then, let (1, 2, , n) be an ordered sample of i
with 1 < 2 < < n. The probability density function of n is thus given by (Ochi, 1981):
g ( n ) nnff ( n ) F ( n )
n 1
n
(7)
The most probable extreme value can thus be

obtained by letting the derivative of g(n ) with
respect to n be zero:
f ( n ) F ( n ) + (nn
3.3
f ( n ) = 0
2
(8)
LOADING COMBINATION
The point-crossing method, load coincidence

method, and Ferry Borges-Castanheta method are
used for predicting the combined extreme value of
SWBM and VWBM.
4.1
Point-crossing method
For a scalar stationary process X(t), if the level a is

not time-dependent, the upcrossing rate can be
given by Rices formula:
+
v + (a ) =
S( ) =
16 5
fX X ( x , x )
fXX (a,x
x)
1 1
The Bretschneider spectrum is used herein for the

prediction of the extreme value of VWBM, that is:
5 4
p
exp
4
(10)
where fXX x, x ) is the joint probability density

function of X(t) and X (t ).
If X(t) = X1(t) + X2(t), and X1(t) and X2(t)
are mutually independent continuous processes,
it follows that:
Wave spectrum
5H s2 p4
x fXX (a x ) dx
fX
2X 2
(a x1, x x1 ) dx1dx1
(11)
Then,
(9)
v + (a ) =
x1 =
fX
where p is the modal (peak) frequency corresponding to the highest peak of the spectrum.
Three wave scatter diagrams are utilized herein for

prediction of the VWBM. Two of the wave scatter
diagrams are from ABS, namely ABS Base 1 and
ABS Base 2 (ABS, 2010). Another one is from IACS
Rec No. 34 (2010), which is called IACS herein.
The wave data from ABS Base 1 and Base 2
are determined based on the unrestricted service
wave environment. ABS Base 1 is represented by
the North Atlantic wave data developed by Walden
(1964) for site-specific analysis. ABS Base 2 is represented by the North Atlantic route wave data
from ABS wave database for route-specific analysis.
The wave data from IACS Rec No. 34 is represented
by the North Atlantic data derived from BMTs
global wave statistics.
Based on the sea states provided in the wave scatter

diagrams and the dynamic responses of the ship
from RAOs, the extreme value of VWBM is then
calculated according to the formulae of the extreme
value given in Section 3.2.
2X 2
(x
(a x1 x2 ) ddx2dx1dx1
2X 2
x f
x1 1 X1X1
x f
x1 2 X1X1
) dx2dx1dx1
( x1 x1 )
(12)
The integral shown in Eq.(12) is usually not easy

to calculate analytically. However, the upper bound
of v+(a) can be derived as (Larrabee, 1981):
v + (a )
+
v ( y ) fX 2 a y dy
d
1
+
v ( y ) fX1 a y ddy
2
(13)
where vi+ is the upcrossing rate of the process

X i(t). fX i (.) is the probability density function
of Xi(t).
If X1(t) or X2(t) has a discrete distribution, this
upper bound formula provides an exact solution.
In general, the solution of the upper bound formula
is exact, if:
P [ X i (t ) 0
3.5 Vertical wave-induced bending moment
x1 = x1 = x 2
fX
3.4 Wave scatter diagrams
x = x
4.2
d X j (t ) < 0 ] = 0
(14)
Load coincidence method
For two non-negative impulse type processes X1(t)

and X2(t) with the pluses returning to zero, Wen (1977)
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proposed an approximate formula for prediction

of the upcrossing rate of the X(t) = X1(t) + X2(t) as
follows:
v + (a ) m (a ) + m 2 2 (a )
+ m m 2 ( 1 + 2 ) 12 (a )
(15)
where mi is the mean pulse arrival rate of the process Xi(t), and:
where Msw,T , Mw,T, Mc,T are the characteristic values

of SWBM, VWBM, and combined extreme bending moment with a time period T, respectively.
However, to compare the Mc,T and the total
design bending moment Md, a factor is introduced
herein as:
=
Mc,T
(19)
Md
i (a ) 1 FX i (a )
12 ( )
2 (a ) + 1(a u ) fX 2 u )du
(16)
where fX i (.) and FX i (.) are the probability density

function and the cumulative distribution function
of Xi(t).
Studies of Wen (1977, 1990) show that the load
coincidence method usually provides conservative
results and the method can be applied for the combination of Poisson processes, intermittent processes, and pulse and intermittent process, etc.
4.3
Ferry BorgesCastanheta model
Ferry Borges and Castanheta (1971) proposed a

simple but practically accurate load combination
model in which the combined stochastic process is
represented by a sequence of rectangular pulses of
fixed duration and the intensities of pulses are
modeled as random variables.
Therefore, for a combined process X(t) = X1(t) +
X2(t), if there are m occurrences of process X2(t)
during each occurrence of X1(t), the cumulative
distribution function of the maximum combined
value of X(t) when there are n occurrences of X1(t)
during the time period T is given by:
Fmax,T ( x ) =
FX ( x x )
fX ( x ) ddx
(17)
The Ferry BorgesCastanheta model has been

shown to be a sufficiently good estimate of the
cumulative distribution function of a long-duration
combined stochastic load process (Turkstra and
Madsen, 1980).
4.4
The load combination factors for SWBM and

VWBM are usually defined as follows:
sw =
w =
c =
Mw,T
M ssw,T
Mc,T M sw
s ,T
Mw,T
Mc,T
M sw,T
Mw,T
CASE STUDY
A sample tanker is utilized for this case study.

In this study, only the sagging condition is considered and the SWBM is modeled as an alternating
renewal pulse process in which the average duration of one voyage and the average time in port of
the tanker are assumed to be 12 and 1.8 days,
respectively.
The VWBM is calculated based on wave scatter
diagrams, RAOs and the extreme value theory.
There are three wave scatter diagrams utilized for
the calculation. Two are from ABS (Base 1 and
Base 2) and the other is from IACS Rec No. 34.
The point-crossing method, load coincidence
method, and Ferry Borges-Castanheta method are
used for prediction of the extreme value of the
combination of SWBM and VWBM.
The principal dimensions of the tanker and
the stochastic properties of SWBM and VWBM
are shown in Tables 13, respectively. Note that the
mean value of the SWBM in Table 2 is normalized
by the total design bending moment Md, which is
defined as 100 units.
Table 1.
(18)
The principal dimensions of the tanker.
Nomenclature
Value
Length btw perpendiculars (m)

Beam (m)
Depth (m)
230.0
32.3
18.3
Table 2.
Load combination factors
Mc,T
Stochastic properties of SWBM.
Distribution type
Normal
Mean value
Coefficient of variation
23.4
0.3
Table 3.
Stochastic properties of VWBM.
Distribution type
Shape parameter
Weibull
0.809
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The calculated results are shown in Figures 1

and 2, and Table 4. Figure 1 shows the relationship
between the ratio and the design period T for
wave scatter diagrams, in which = Mc,T /Md where
Mc,T is the combined extreme value of SWBM and
VWBM with a design period T and Md is the total
(a)
Wave scatter diagram: ABS Base 1

0.95
0.9
0.85
(a)
Point Crossing Method

0.95
0.8
Ferry Borges - Castanheta Model

Load Coincidence Method
0.9
0.75
0
10
15
20
Design period (year)
0.85
(b)
0.8
Wave scatter diagram: IACS
0.75
0
10
15
0.9
20
0.85
(b)

0.95
0.8
0.9
0.75
(c)
0.8
15
20
10
15
0.9

0.75
0
10
0.85
20
0.85
(c)
0.8
0.95

0.9
0.75
0.8
0.75
0
10
15
20
0.85
Figure 2. Relationship between the ratio predicted

by different load combination methods as a function
of design period T ( = Mc,T /Md. Mc,T the combined
extreme value of SWBM and VWBM with a design
period T; Md the total design bending moment).

10
15
20

Figure 1. Relationship between the ratio and the
design period T for wave scatter diagrams ( = Mc,T/Md.
Mc,T the combined extreme value of SWBM and VWBM
with a design period T; Md the total design bending
moment).
design bending moment. Figure 2 shows the relationship between the ratio predicted using different load combination methods as a function of
design period T. Table 4 shows the ratios with a
design period of 20 years.
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Table 4.
The ratio with a design period of 20 years.
For the sample tanker, the case study shows:
Wave scatter diagrams

ABS
Ferry Borges
and Castanheta
model
Point-crossing
method
Load coincidence
method
Base 1
Base 2
IACS
0.933
0.894
0.888
0.909
0.874
0.869
0.909
0.874
0.869
= Mc,T /Md Mc,T the combined extreme value of

SWBM and VWBM with a design period T; Md the
total design bending moment.
It can be seen from Figure 1 that: 1) the predicted

extreme values of the combination of SWBM and
VWBM based on the wave scatter diagram of ABS
Base 1 are higher than those predicted based on
the scatter diagram of ABS Base 2 or IACS; 2) the
results based on the wave scatter diagram of ABS
Base 2 and IACS are very close.
Figure 2 shows that: 1) the point-crossing
method and the load coincidence method yield
almost identical extreme values of the combination
of SWBM and VWBM; 2) the Ferry BorgesCastanheta method yields higher extreme values of
the combination of SWBM and VWBM than
those predicted by the point-crossing method or
the load coincidence method.
Both Figure 1 and Figure 2 shows that the predicted extreme values of the combination of
SWBM and VWBM with a design period less than
20 years are all lower than the total design bending
moment. As seen in Table 4, the highest is 0.933,
which is predicted based on the Ferry BorgesCastanheta method and the wave scatter diagram
of ABS Base 1.
CONCLUSIONS
A case study to investigate the extreme value of the

combination of SWBM and VWBM was performed. Three wave scatter diagrams, namely ABS
Base 1, ABS Base 2, and one from IACS Rec
No. 34, were used for the prediction of the extreme
value of the VWBM based on the extreme value
theory and RAOs. The point-crossing method,
load coincidence method, and Ferry BorgesCastanheta method were utilized for the prediction
of the extreme value of the combination of SWBM
and VWBM.
The predicted extreme values of the combination of SWBM and VWBM based on the wave
scatter diagram of ABS Base 1 are higher than
those predicted based on the wave scatter diagram of ABS Base 2 or IACS.
The predictions based on the wave scatter
diagrams of ABS Base 2 and IACS are very close.
The point-crossing method and the load coincidence method yield almost identical extreme values of the combination of SWBM and VWBM.
Ferry Borges-Castanheta method yields higher
extreme values of the combination of SWBM
and VWBM than those predicted by the pointcrossing method or the load coincidence method.
The predicted extreme values of the combination
of SWBM and VWBM with a design period less
than 20 years are all lower than the total design
bending moment. The highest predicted value is
93.3% of the total design bending moment.
ACKNOWLEDGEMENTS
Many thanks to Dr. Lyuben D Ivanov for his valuable discussion on the load combination methods
and Dr. Roger Basu and Mr. Jim Speed for improving the manuscript. The views expressed in the
paper are those of the authors and do not necessarily reflect those of ABS.
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237:212232.
Chen, N.Z. & Wang, G. 2009. Fracture Mechanics
and Reliability Based Inspection Planning for Ship
Structures, The 10th International Conference on
Structural Safety and Reliability, Osaka, Japan,
pp. 20172024.
Ferry-Borges, J. & Castanheta, M. 1971. Structural safety.
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Portugal.
Guedes Soares, C. 1990a. Stochastic Modelling of Maximum Still-Water Load Effects in Ship Structures.
Journal of Ship Research 34(3):199205.
Guedes Soares, C. 1990b. Stochastic models of load
effects for the primary ship structure. Structural Safety
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Guedes Soares, C. 1992. Combination of primary load
effects in ship structures. Probabilistic Eng Mech 7:
103111.
Guedes Soares, C. & Moan, T. 1988. Statistical analysis
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96:129156.
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in the Long Term Distribution of Wave Induced
Bending Moments for Fatigue Design of Ship Structures. Marine Structures 4:295315.
Huang, W., & Moan, T. 2005. Combination of global
still-water and wave load effects for reliability-based
design of floating production, storage and offloading
(FPSO) vessels. Appl Ocean Res 27:127141.
Huang, W., & Moan, T. 2008. Analytical method of
combing global longitudinal loads for oceangoing ships. Probabilistic Engineering Mechanics 23:
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Association of Classification Societies, www.iacs.org.
Larrabee, R.D., & Cornell, C.A. 1981. Combination of
various load processes. J Struct Div ASCE 107:223238.
Moan, T., Shu, Z., Drummen, I., & Amlashi, H. 2006.
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loads. In: SNAME Annual Meeting, Ft. Lauderdale, FL.
Ochi, M.K. 1973. On prediction of extreme values.

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Soding, H. 1979. The prediction of still-water wave bending
moments in containerships. Schiffstechnik 26:2441.
Turkstra, C.J., & Madsen, H.O. 1980. Load combination
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Walden, H. 1964. Die Eigenschaften der Meerswellen in
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Uncertainty assessment of the ultimate strength of a stiffened panel

Y. Garbatov, M. Tekgoz & C. Guedes Soares
ABSTRACT: The objective of this work is to analyze various uncertainties related with the prediction of
the ultimate strength of a stiffened panel. The effect of different structural parameters on the uncertainty
is evaluated based on Monte Carlo simulation and an ANOVA methodology is used to determine the
most relevant parameters. The ultimate strength is predicted by the finite element method and the influence of plate thickness, Young modulus, yield and ultimate tensile strain of material, the shape of the
initial geometry imperfection and slenderness ratios are accounted for.
1
INTRODUCTION
A ship structure is basically an assembly of stiffened panels and an estimation of the maximum
load carrying capacity or the ultimate strength of
these elements is of high importance for the safety
assessment and economical design of the structure.
It is well recognized that the ultimate strength is a
base for structural design (Paik et al. 2006).
Stiffened panels behaviour under the effect
of compressive loads is particularly important
because the failure is generally in an unstable
mode, which has harmful consequences from the
point of view of safety.
Stiffened panels are fundamental structural components in marine structures. Typical examples are
the hull girder and superstructure of a ship and the
deck of offshore platforms. Parameters of major
importance for the behaviour of stiffened plates are
length/width ratio of the panel, stiffener geometry
and spacing, aspect ratio of the plate between stiffeners, plate slenderness, residual stresses, initial distortions, boundary conditions and type of loading.
The possible failure modes of a stiffened panel
under longitudinal compression may be classified
as plate buckling and ultimate collapse, interframe
flexural buckling of the longitudinal stiffeners and
restrained torsional buckling of stiffeners (Guedes
Soares and Sreide 1983).
However, most structures are designed to prevent overall grillage buckling. For short panels,
local plate buckling may be the critical mode and
for a long panel inter-frame flexural buckling of
the stiffener with associated plate flange becomes a
potential failure mode. Panels with heavy stiffeners
will follow a column mode of collapse.
A vast amount of research has been carried
out on the behaviour of stiffened plates in the
last decades. Analytical formulations have been

developed mainly for design purposes. The development of non-linear computer programs has
rendered possible in-depth studies of the effect of
different imperfections.
The ultimate strength of ship plates is very
important from the design and safety viewpoint
because the collapse loads of plates can often act
as an indicator of the ultimate strength of the
whole stiffened panel in ship structures.
Guedes Soares (1988a), and Guedes Soares
and Gordo, (1997) studied several approaches and
proposed design equations for the compressive
strength of plate elements and stiffened panels
under uniaxial loading. Expressions resulting from
the same type of approach have been derived for
plates subjected to transverse and to biaxial loading by Guedes Soares and Gordo, (1996 a,b).
That type of expressions were used for the reliability assessment of plates by Guedes Soares and
Silva, (1992), who compared the results with the
ones of using other formulations.
Guedes Soares and Kmiecik, (1993) have shown
that assessing the plate strength with a more accurate non-linear finite element code would lead to
the same general type of results although with
different numerical values. They have adopted a
Monte Carlo simulation to represent the variability of the plate ultimate strength as a result of the
variability of several of its governing parameters,
which was an alternative to the procedure used in
Guedes Soares (1988b). However they reproduced
the variability of the initial imperfections that
existed in a database of plate measurements.
In design and during the service life, the structure is required to have an adequate margin of
safety accounting for various uncertainties due to
natural variability, inaccuracy in procedures used
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for the evaluation and control of load effects, in

structural response and also variation in building
procedure.
The load-carrying capacity of structures is normally evaluated using simplified design formulations or by using more refined computations such
as nonlinear elastic-plastic large deformation finite
element analyses with special modeling related to
geometrical and material properties, initial imperfection, boundary conditions, load application and
finite element mesh size.
In the present work experimental design techniques are used for Monte Carlo simulations that
generate samples of random values of the various
parameters, accounting for the balance among
them. For each set of values finite element calculations are made to determine the corresponding
plate ultimate strength. The factors used in the
experimental design are plate thickness, the Young
modulus, the yield stress, the ultimate tensile strain
of material and the shape of the initial geometry
imperfection, which are the most important factors as was demonstrated in earlier studies.
Secondly an analysis of variance is applied to
study the generated dataset of ultimate strength
and to determine the most significant factors. The
analysis of means is examined by the F-ratio, which
is the ratio of between-groups variance divided by
within-groups variance. The F-ratio effectively provides an estimate of the extent to which the distributions from two (or more) groups or conditions
overlap. The more the distributions overlap the less
likely it is for the means to differ and vice versa.
When the means of each group are same, the
F- ratio will be very small. As the difference between
the groups means increases, so the distribution
overlap decreases. The between-groups variance
becomes larger about the within-groups variance as it is increased the difference in the means.
The F-ratio increases as the p-value decreases and
the difference in the means increase (Montgomery,
1997).
Finally, the uncertainties induced by the input
parameters in the ultimate strength assessment are
also evaluated.
The factors that have been identified as the most
important ones are the ones that need to be included
in the design equations that will be developed.
Furthermore if an uncertainty analysis of the type
of the one done by Guedes Soares (1988b) is to be
done, the present results can be used to identify
which variables to include in the analysis.
2
FINITE ELEMENT MODELLING
A typical longitudinally stiffened panel element,

originally bounded on each end by a transverse
frame and on the sides by girders, is modelled as a

unit panel representing the whole grillage structure.
The ultimate strength of a unit panel is analyzed
based on the finite element method performed
with the commercial software ANSYS (2009),
which enables modelling of elastic plastic material properties and large deformations. Eight-node
quadrilateral shell elements are used to model the
plate and stiffener.
The kinematic assumption was large displacement and rotation but small strain. The material
modelling is assumed to be bilinear elastic-perfectlyplastic with hardening. Both a load-displacement
control method and an automatic-displacement
control method were used in the solution scheme.
The applied load is uniaxial compression.
The initial geometry imperfection is generated
with static deformed geometry. Linear buckling
analysis or linear static analysis with prescribed
displacements was performed before the incremental load-displacement analysis.
Stiffened plates with the plate mean slenderness
equal to = 2.14 are analyzed. The aspect ratio l/b of
the plate is 5.55. The stiffener in the stiffened plate
has cross section of a standard type L bar. The
area of the stiffener, A is approximately 33 percent
of the area of the plate, b t. The non-dimensional
mean slenderness ratio, of the stiffened plate calculated with a full plate width is = 0.44.
For a stiffened plate of a length l, width b and
thickness t, the plate and column slenderness is calculated by (Faulkner, 1975):
=
b y
t E
and =
l y
E
(1)
where y is the yield stress, and E is the Youngs

modulus and = I A is the radius of gyration
for a plate with full width. The length of the stiffened panel is 4480 mm and breadth is 807 mm
respectively. The flange thickness and breadth are
15 mm and 90 mm and for the web are 11 mm and
250 mm respectively.
The boundary conditions of the stiffened plate
were modelled as simply-supported avoiding rigid
body motion. V = W = Ux = 0 were imposed at all
the nodes located at the transverse edge where the
load was applied. V = W = Ux = 0 were imposed at
all the nodes located at the transverse edge opposite the one where the load was applied. V = W = 0
is assumed for all the nodes located at longitudinal
edges.
The size of mesh used is relatively coarse and
the choice of its size considers not only the objective to get the best possible solution for the ultimate strength, but also to achieve relatively quick
convergence in the solution. A part of the analysis
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w ( x, y )
mx ny
w0 sin
sin
i
l b
(2)
3.500E+06
3.000E+06
Load, [N]
2.500E+06
1.500E+06
0.000E+00
0.000
0.003
0.006
0.009
Displacement, [m]
0.012
Figure 1. Effect of plate thickness on load

displacement (E = 210 GPa, y = 315 MPa, T = 500 MPa,
w0 = 4.9 mm, m = 1 and n = 1).
3.500E+06
3.000E+06
2.500E+06
2.000E+06
1.500E+06
1.000E+06
Young Modulus=1.80E11 Pa
5.000E+05
0.000E+00
0.000
0.002
0.004
0.006
0.008
Displacement, [m]
0.010
0.012
Figure 2. Effect of Young modulus on load

displacement (t = 15 mm, y = 315 MPa, T = 500 MPa,
w0 = 4.9 mm, m = 1 and n = 1).
3.500E+06
3.000E+06
Load, [N]
2.500E+06
2.000E+06
1.500E+06
1.000E+06
Yield Stress=3.00E+08
5.000E+05
0.000E+00
0.000
ULTIMATE STRENGTH ASSESSMENT
The ultimate strength of a structure is defined as

the point beyond which an additional increment of
applied loading cannot be supported.
The case considered is a simply supported longitudinally stiffened plate subjected to axial loads
acting at its short edges, which can represent the
deck plating of a ship under bending moments.
Each of the five parameters studied is considered
at its reference value and a lower and higher value is
chosen to asses its influence on the ultimate strength.
Figures 1 to 5 present the load-displacement curves
Plate thickness=0.014 m
5.000E+05
where l is the length of the panel and b is the breath

of the panel. x and y are the Cartesian coordinates
of the any location over the plate. m and n are wave
numbers, and w0 represents the quantity of initial
deflection. The shape of the initial imperfections
is defined by the coefficients m and n, where n is
a constant which has a value of one and m ranges
from one to six.
3
2.000E+06
1.000E+06
Load ,[N]
is using Monte Carlo simulations that need to

perform relatively high number of calculations,
which are very much time consuming. The balance
between the mesh size and the number of simulations was defined to achieve acceptable output.
However, due to the fact that the objective is
to analyze to the contribution of different factor uncertainties in the calculation of ultimate
strength it is important that all the calculations are
performed under the same conditions.
The focus here is to analyze the effect of different parameters contributing to the ultimate
strength response. The analysis includes the effect
of the variation of the plate thickness A, the Young
modulus B, the yield stress C, the ultimate tensile
strain of material D, and the shape of the initial
geometry imperfection E. These are the variable
identified by Guedes Soares, (1988b) as the most
important ones contribution to the uncertainty of
predictions.
Six sets of initial geometric imperfections are
defined with distorted profile in the plate and outof-straightness in the stiffener. Faulkner, (1975) and
Smith et al. (1988) have reported that the imperfections in a plate can be assumed to be proportional
to 2. They suggest that the initial deformation
w0 for the average imperfection can be calculated as
w0 = 0.12t. The maximum permissible camber tolerance, wmax, for a standard shape is usually assumed
to be 0.2% of the length of the length. The initial
geometry imperfections have been modelled as:
0.002
0.004
0.006
0.008
Displacement, [m]
0.010
0.012
Figure 3. Effect of yield stress on loaddisplacement

(t = 15 mm, E = 210 GPa, T = 500 MPa, w0 = 4.9 mm,
m = 1 and n = 1).
of the ultimate strength response for different values of each of the input parameters. It can be seen
that while some variations produce changes in the
ultimate strength, others do not.
The variation of the plate thickness is significant (Fig. 3) and the effect of the shape of the
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3.50E+06
1 2 3 4 5 6
0.80
Normalized ultimate strength
3.00E+06
Load,[N]
2.50E+06
2.00E+06
1.50E+06
1.00E+06
0.70
0.65
5 R R R A A A
6 R R R A A A
0.60
Ultimate tensile strain=5.00E+08
,0.002
,0.004
,0.006
,0.008
,0.010
,0.012
Figure 4. Effect of ultimate tensile strain on load

displacement (t = 15 mm, E = 210 GPa, y = 315 MPa,
w0 = 4.9 mm, m = 1 and n = 1).
3.500E+06
3.000E+06
2.500E+06
2.000E+06
1.500E+06
1.000E+06
m=1, n=1
m=2, n=1
m=3, n=1
m=4, n=1
5.000E+05
0.000E+00
0.000
0.003
0.006
0.009
Displacement,[m]
3
4
Ranked yield stress
Figure 6. Box plot and null hypothesis acceptance/

rejection of the yield stress.
Dsiplacement,[m]
Load, [N]
0.75
5.00E+05
0.00E+00
,0.000
1 A A R R R R
2 A A R R R R
3 R R A R R R
4 R R R A A A
0.012
Figure 5. Effect of initial imperfection shape on load

displacement (t = 15 mm, E = 210 GPa, y = 315 MPa,
T = 500 MPa and w0 = 4.9).
considered include waves longer than the fundamental buckling mode. The plate ultimate strength
may be larger than that of a perfect one, when the
initial geometric imperfection shape is much different from the original collapse mode, having thus a
strengthening effect. This may be explained with
the fact that such an initial imperfection shape will
disturb occurrence of the plate collapse mode.
However, one of the parameters most strongly
influencing ultimate strength, in addition to the
ones already discussed is the slenderness (Faulkner,
1975, Guedes Soares, 1988 a,b). The effect of slenderness is significantly important for the variation of ultimate strength and for the uncertainty
induced into the structural response and is included
into the study presented here.
4
initial geometric imperfections is insignificant,

because the shapes chosen do not correspond to
the most weakening ones. It is known that in other
cases its effect is significant (e.g. Guedes Soares
and Kmiecik, 1993).
The variation of Young modulus and ultimate
tensile strain has been demonstrated small effect
(Figs. 4 and 6) while the yield stress has a moderate
effect on ultimate strength (Fig. 5).
However Figures 1 to 5 show the effect of any
individual parameter conditional to the fixed value
of other ones involve in the study. To get complete
study of the effect of different parameters chosen
here, all of them are kept in the present analysis.
The initial geometric imperfection pattern in the
longitudinal direction is a multi half-wave shape
and that in the transverse direction is one halfwave shape. The ultimate strength becomes significant only when the stiffened panel is subjected to
the initial geometry imperfection with a half wave
number larger than 5 because the aspect ratio in this
example is 5.5. It is known that when the number
of the half waves is decreasing, it does not reflect
in the ultimate strength reduction because all cases
MONTE CARLO SIMULATIONS
Monte Carlo simulation (Hammersley and

Handscomb, 1975, Rubinstein, 1981) is used for
generating a set of plate parameters before evaluating deterministically the ultimate strength of
each of the stiffened panels defined by the sets of
random inputs. This method is used because the
ultimate strength analysis is complex, nonlinear
and depends on more than just a couple uncertain
parameters.
By using random inputs, the deterministic model
of the ultimate strength is essentially turned into a
stochastic one. Monte Carlo simulation is categorized as a sampling method, because the inputs are
randomly generated from probability distributions
to simulate the process of sampling from an actual
population. The probability distributions for the
input parameters are chosen in the way that most
closely matches the existing data and best represents the current state of knowledge.
The procedure of Monte Carlo simulation
corresponding to the uncertainty propagation
are defined in several steps: create a parametric
model, y = f(x1, x2, , xq); generate a set of random inputs, xi1, xi2, , xiq; evaluate the model and
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Table 1.
Pdf
Mean
COV
Min
Max
used here is the Fishers least significant difference

(LSD) method. The Fisher LSD method compares
all pairs of means with the null hypotheses H0:i = j
for all i j using the t-statistics (Montgomery,
1997).
Assuming a two-sided alternative hypothesis,
the pair of means i and j would be declared significantly different if:
Statistical descriptors.
A
mm
GPa
MPa
MPa
N*
15
0.08
N*
210
0.12
N*
315
0.1
N*
500
0.1
N*
0.416
0.12
U**
1
6
yi y j > LSD
SDij ,
Normal probability density function; **Uniform probability

density function.
store the results as yi; repeat the previous two steps

for i = 1 to n; analyze the results using histograms,
summary statistics, confidence intervals, etc.
In the study presented here, uniformly distributed random numbers are used as an input for
a normal distribution function to represent the
uncertainty in a ultimate strength model originating from the uncertainty in plate thickness A, the
Young modulus B, the yield stress C, the ultimate
tensile strain of material D, and column slenderness E. The shape of the initial geometric imperfection F is modelled as a uniform distribution
function. The statistical descriptors of the parameters are given in Table 1.
In order to obtain an error less than 2% in the
Monte Carlo simulations, 550 samples have been
produced for each parameter involved in the ultimate strength calculation.
5
LSD
SDij
t /
, DF
FW
where DFW is the within group degree of freedom,

MSE is the within group mean square and ni, nj is the
number observation in groups i and j respectively.
The results for null test for pair wise comparisons of the means are equal or not are given in
Figures 6 to 12 (right), where R is for rejection
and A is for acceptance of the null hypothesis
and Figures 6 to 12 (left) shown the box plot of the
studied input parameters vs. normalized ultimate
strength.
It has to be pointed out that the plate thickness and plate slenderness ratio ranks are fully
rejected by the null hypothesis for any par i j
demonstrating a significant effect on ultimate
strength. Figure 6 shows a mixed behaviour of
FACTORIAL ANALYSIS
At this point it is interesting to make comparisons of

the means (Bailey, 2008) of the plate ultimate strength
as a function of the input random parameters the
plate thickness A, the Young modulus B, the yield
stress C, the ultimate tensile strain D, of material,
column slenderness E, plate slenderness ratio F and
the shape of the initial geometry imperfection G.
The input parameters A to F are ranked into six
levels from 1 to 6 where any level range, r = i + 2, is
defined by:
(3)
when i = 3 then Mean = min and when i = 2 then

Mean = max.
A null hypothesis, H0:1 = 2, H0:1 = 3 etc.,
where 1 is the parameter effect, is tested by the use
of the analysis of variance, knowing that some of
the parameter levels means are different. When the
F-test p-value is less than the limit at 0.05 level,
the null hypothesis is rejected. To study this issue
multiple comparisons are analyzed. The method

rejection of the ultimate tensile strain.
0.80
Mean + iStDev < r M + (i + 1) StDev, i [3, 2]
(4)
1 1
MS
SE +
ni n j
2 3 4 5 6
1 A R R R R R
0.75
2 R A R R R R
3 R R A R R R
0.70
4 R R R A R R
0.65
5 R R R R A R
6 R R R R R A
0.60
1
3
4
5
Ranked plate thickness

rejection of plate thickness.
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1 2 3 4 5 6
0.80
1 A A A A A A
2 A A A A A A
3 A A A A R A
4 A A A A A A
0.75
0.70
0.65
5 A A R A A A
6 A A A A A A
0.60
1
3
4
5
Ranked Young modulus

rejection of the Young modulus.
0.80
Figure 13.
0.75
2 A A R A R A
3 A R A A R A
0.70
4 A A A A R A
0.65
5 R R R R A R
6 A A A A R A
0.60
1
2
3
4
5
Shape of initial imperfection

rejection of the shape of initial geometry imperfection.
0.80
1 A A A A A A
0.75
2 A A A A A A
3 A A A A A A
0.70
4 A A A A A A
0.65
5 A A A A A A
6 A A A A A A
0.60
1
2
3
4
5
Ranked column slenderness ratio

rejection of the column slenderness ratio.
0.80
Interaction plot.
1 A A A A R A
0.75
0.70
0.65
0.60
1
2
4
5
Ranked plate slenderness ratio
2 3
4 5 6
A R R R R R
R A R R R R
R R A R R R
R R R A R R
5
6
R R R R A R
R R R R R A
The statistical importance of the ultimate

tensile strain and the shape of initial geometry
imperfection in shown Figures 7 and 10 revealed
similar behaviour. Figure 9 shows that the ranks
35 demonstrate statistical importance for the variation of Young modulus on ultimate strength.
Figure 11 shows that the null hypothesis fully
accepted any par combination of column slenderness ratio ranks demonstrating that the variation of this parameter, in the range that has been
defined here, statistically is not producing different
results.
The main effects of different parameters are
plotted in Figure 13 where the means of the normalized ultimate strength for each level are shown.
The results plotted in Figure 13 confirm the ones
already discussed above with respect to the null
hypothesis acceptance/rejection. The effect of plate
thickness and plate slenderness ratio is large. Yield
stress and ultimate tensile strain reveal significant
effect and the Young modulus and the initial imperfection shape demonstrated almost no effect.
In this analysis, for all levels of the ranked
parameters, from 1 to 6, averaged over all levels of
ultimate tensile strain show good linear interaction
between most of the pairs, but not all plots show
parallel lines demonstrating a change in the importance trend of the par.
6

rejection of the plate slenderness ratio.
the effect of the yield stress, demonstrating that

for any rank par i j where i [1, 3] j [3, 6]
(due to the symmetry of the acceptance/rejection
matrix only the upper triangular one is discussed)
the null hypothesis is rejected revealing the statistical importance of the specified ranks.
UNCERTAINTY ASSESSMENT
Uncertainty is associated with the range of values

that can reasonably be attributed to the analyzed
quantity. When uncertainty is evaluated, the level
of confidence has to be indicated. It is expected
that the values of the variable actually lie within
the range defined by the uncertainty interval.
The uncertainty is also a consequence of
the unknown sign of the random effects and
is therefore expressed as an interval about the
result. It is evaluated by combining a number of
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0.80
0.75
0.70
0.65
0.60
0.80
0.75
0.70
0.65
0.60
1
2
3
4
5
Ranked plate thickness
2
3
4
5
Ranked Young modulus
Figure 14. Marginal plot of plate thickness (left) and

Young modulus (right) vs. normalized ultimate strength.
0.80
0.75
0.70
0.65
0.60
0.75
0.70
0.65
0.60
1
2
3
4
5
6
Ranked column slenderness ratio
1
2
3
4
5
6
Ranked plate slenderness ratio
Figure 16. Marginal plot of column (left) and plate

(right) slenderness ratio vs. normalized ultimate
strength.
0.80
0.75
0.70
0.65
0.60
1
2
3
4
5
Shape initial imperfection
Figure 17. Marginal plot of shape imperfection vs.

normalized ultimate strength.
correspondingly, the higher the level of confidence

the value lies within that interval.
To present the 95% confidence intervals on each
individual mean is defined as:
i = + i,
i = 1,2, a
(5)
A point estimator of i is i = Yi . It may be

assumed that errors are normally distributed; each
factor average is normally distributed with a mean
i and a variance 2/n. Thus, if 2 were known,
the normal distribution may be used to construct
a confidence interval. Using MSE as an estimator of 2. The square root of MSE is the Pooled
StDev, based on the confidence interval and the
t-distribution, since
(Yi i )
MS
SE
n
(6)
where the t-distribution has a(n 1) degrees of

freedom.
This leads to the 100(1 ) percent confidence
interval on the mean of the ith treatment i, which
leads to:
0.80
0.80
uncertainty components. The components are

quantified either by evaluation of the results of
several repeated analyses or by estimation based on
data from records of previous measurements.
In most cases, repeated analyses are distributed about the average in the probability distribution, in which there is a greater probability the
value lies closer to the mean than to the extremes.
Uncertainty components quantified by means
other than repeated analyses are also expressed as
standard deviations, although they may not always
be characterized by the normal distribution.
The marginal plots and the scatter of the ranked
plate thickness, the Young modulus, the yield stress,
the ultimate tensile strain, column and plate slenderness ratio and the shape of the initial geometry imperfection vs. normalized ultimate strength are given in
Figures 14 to 17. This is used to define a nominal or
characteristic measure of capacity that corresponds
to a specified percentage below the probability curve
for the corresponding random variable.
The method of combining the uncertainty
components is aimed at producing a realistic
rather than pessimistic combined uncertainty.
This usually means working out the square root
of the sum of the squares of the separate components (the root sum square method). The combined standard uncertainty may be reported as it
stands (the one standard deviation level), or, usually, an expanded uncertainty is reported. This is
the combined standard uncertainty multiplied by
what is known as a coverage factor. The greater
this factor the larger the uncertainty interval and,
0.75
0.70
0.65
0.60
1
2
3
4
5
Ranked yield stress
yi t /
Figure 15. Marginal plot of yield stress (left) and

ultimate tensile strain (right) vs. normalized ultimate
strength.
+ t /
MS
SE
i yi
n
MS
SE
,a ( n
n )
n
,a ( n
(7)
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Probability plots and the calculated 95%

percentile and 95% confidence intervals are shown
in Figures 18 to 24, where the ultimate strength is
presented as a function of different parameters
and their ranks.
0.6
0.7
0.8
95
95
3
0.7462
99.9
99
95
90
50
95
0.7603
1
95
99.9
3
95
99.9
99
99
90
90
50
0.7384
0.8
95
1
0.1
6
0.7506
0.7
0.7377
0.6
Percent
10
95
95
50
95
90
0.1
0.1
0.6
95
0.7
0.7625
10
0.7493
99
0.7300
99.9
0.7481
0.7946
Percent
10
0.8
95
0.6
0.7
0.8
50
Figure 21. Probability plot of normalized ultimate

strength conditional to ranked Young modulus.
1
0.1
0.6
0.7
0.7295
0.7348
10
0.8
0.6
0.7
0.8

0.6

strength conditional to ranked yield stress.
0.7
0.8
95
3
0.7522
95
99.9
99
95
90
50
0.7437
5
95
90
50
99
10
90
50
0.7400
5
95
1
0.1
95
95
0.1
10
95
95
0.1
0.6
50
0.7421
99
99.9
0.7331
90
0.7479
95
0.7524
99.9
99.9
99
0.7160
95
10
3
0.7332
95
Percent
0.8
0.7519
0.7
2
Percent
0.6
1
0.7
0.8
0.6
0.7
0.8

0.7488
0.7536
10
1
0.1
0.6
0.7
0.8
0.6
0.7
Figure 22. Probability plot of normalized ultimate strength conditional to the shape of initial
imperfections.
0.8

strength conditional to ranked ultimate tensile strain.
0.50
0.6
0.7
2
95
95
95
1.00
0.8
0.6845
0.75
0.7541
95
99.9
99.9
99
95
90
99
50
95
90
10
99.9
99
95
90
95
90
95
0.7458
99.9
99
0.1
6
0.7558
95
0.7396
0.7186
0.6661
1
0.1
95
95
50
10
1
1
0.1
0.6
0.7
0.1
0.7758
0.7368
10
0.8
0.6
0.7
0.50
0.75
0.7506
50
0.7394
Percent
10
0.8202
Percent
50
1.00
0.50
0.75
1.00
0.8

strength conditional to ranked plate thickness.

strength conditional to the ranked column slenderness
ratio.
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0.6
0.7
0.8
95
3
0.7556
95
99.
99
95
90
50
0.7358
0.7770
4
99.9
99
95
90
0.6992
Percent
10
1
0.1
95
95
50
1
0.1
0.6
0.7
0.6816
0.7172
10
0.8
0.6
0.7
0.8

strength conditional to the ranked plate slenderness ratio.
It can be observed form Figures 18 to 24 and

Figure 2 that the standard deviations of ultimate
strength as a function of studied parameters along
ranks show relatively small variation. If the standard deviations are averaged for all ranks, the smallest one is calculated for plate thickness followed
by plate slenderness, shape of initial imperfection,
ultimate strain, column slenderness, the Young
modulus and yield stress.
However the standard deviation shows more
than just possible range around the estimated
Table 2.
mean value, but also tells how stable the estimate mean value is and what the degree of
uncertainties is.
The analysis performed here may also be used
to define a nominal or characteristic measure of
capacity that corresponds to a specified percentage
below the probability curve for the corresponding
random variable. For instance, one may base characteristic strength or capacity on a lower bound or
95% exceedence value, while a characteristic load
or demands may be based on an upper bound or a
5% exceedence value.
CONCLUSIONS
This work analyzed the influence of plate thickness, Young modulus, yield and ultimate tensile
strain of material, column and plate slenderness
and the shape of the initial geometric imperfection
of stiffened plate.
The analysis pointed out that the plate thickness
and plate slenderness ratio ranks are fully rejected
by the null hypothesis for any par i j demonstrating a significant effect on ultimate strength.
A mixed behaviour of the effect of the yield stress
on ultimate strength demonstrated that for some
ranks the null hypothesis is rejected revealing
the statistical importance of the specified ranks.
The statistical importance of the ultimate tensile
Statistical descriptors of normalized ultimate strength conditional to the ranks of different parameters.
Rank
Yield stress
Mean
StDev
N
0.731
0.038
11
0.714
0.028
69
0.705
0.026
209
0.699
0.026
179
0.691
0.023
66
0.688
0.051
16
Ultimate tensile strain
Mean
StDev
N
0.674
0.026
7
0.695
0.023
89
0.700
0.026
181
0.706
0.026
186
0.708
0.027
72
0.707
0.029
15
Plate thickness
Mean
StDev
N
0.644
0.014
11
0.667
0.011
76
0.693
0.016
186
0.715
0.014
197
0.732
0.014
65
0.750
0.015
15
Young modulus
Mean
StDev
N
0.696
0.026
15
0.702
0.027
75
0.699
0.024
183
0.704
0.028
188
0.708
0.026
77
0.706
0.034
12
Shape of initial imperfection
Mean
StDev
N
0.705
0.026
89
0.710
0.026
94
0.700
0.024
83
0.706
0.028
86
0.690
0.026
93
0.703
0.024
105
Column slenderness ratio
Mean
StDev
N
0.724
0.058
5
0.701
0.032
84
0.703
0.026
204
0.701
0.023
172
0.704
0.022
67
0.702
0.029
18
Plate slenderness ratio
Mean
StDev
N
0.748
0.017
27
0.725
0.018
87
0.710
0.015
180
0.691
0.016
175
0.672
0.016
64
0.654
0.016
17
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MARSTRUCT.indb 667
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strain and the shape of initial geometry imperfection revealed similar behaviour. The null hypothesis fully accepted any par combination of column
slenderness ratio ranks demonstrating that the
variation of this parameter, in the range that has
been defined here, statistically is not producing different results.
The main effects of different parameters have
confirmed the conclusions derived based on the
null hypothesis for acceptance/rejection.
The uncertainties introduced to ultimate
strength calculation by different parameters have
been demonstrated by probability plots. The smallest standard deviations of ultimate strength, averaged for all ranks, is calculated for plate thickness
followed by plate slenderness, shape of initial
imperfection, ultimate strain, column slenderness,
the Young modulus and yield stress.
The analysis performed may be used to define a
nominal or characteristic measure of capacity that
corresponds to a specified percentage below the
probability curve for the corresponding random
variable.
ACKNOWLEDGEMENTS
INSTITUTE, (www.marstruct-vi.com), in particular, its Technical Subcommittee 2.3 on Ultimate
Strength.
REFERENCES
ANSYS, 2009, Online Manual, Release 11.
Bailey, R., 2008, Design of Comparative Experiments,
Cambridge University Press.
Faulkner, D., 1975, A Review of Effective Plating for
use in the Analysis of Stiffened Plating in Bending and
Compression, Journal of Ship Research, 19, pp. 117.
Guedes Soares, C. & Sreide T.H., 1983. Behaviour of

Stiffened Plates under Predominantly Compressive
Loads, Int. l Shipbuilding Progress, 30, pp. 1327.
Guedes Soares, C. & Silva, A.G., 1992, Reliability of
Unstiffened Plate Elements Under In-Plane Combined Loading, Proceedings of the 11th International Conference on Offshore Mechanics and Arctic
Engineering (OMAE92), ASME, pp. 265276.
Guedes Soares, C. & Kmiecik, M., 1993, Simulation
of the Ultimate Compressive Strength of Unstiffened Rectangular Plates, Marine Structures, 6,
pp. 553569.
Guedes Soares, C., 1988a, Design Equation for the
Compressive Strength of Unstiffened Plate Elements
with Initial Imperfections, Journal of Constructional
Steel Research. 9, pp. 287310.
Guedes Soares, C., 1988b, Uncertainty Modelling in
Plate Buckling, Structural Safety, 5, pp. 1734.
Guedes Soares, C. & Gordo, J.M., 1996a, Compressive
Strength of Rectangular Plates Under Biaxial Load
and Lateral Pressure, Thin-Walled Structures, 24,
pp. 231259.
Guedes Soares, C. & Gordo, J.M., 1996b, Compressive Strength of Rectangular Plates Under Transverse
Load and Lateral Pressure, Journal of Constructional Steel Research, 36, pp. 215234.
Guedes Soares, C. & Gordo, J.M., 1997, Design
Methods for Stiffened Plates Under Predominately
Uniaxial Compression, Marine Structures, 10(6),
pp. 465497.
Hammersley, J. & Handscomb, D., 1975, Monte Carlo
Methods, London, Methuen.
Montgomery, D., 1997, Design and Analysis of Experiments, John Wiley & Sons Inc.
Paik, J., Brennan, F., Carlsen, C., Daley, C., Garbatov, Y.,
Ivanov, L., Rizzo, C., Simonsen, B., Yamamoto, N. &
Zhuang, H., 2006, Condition Assessment of Aged
Ships, 16th International Ship and Offshore
Structures Congress, Committee V. 6, University of
Southampton, 2, pp. 255306.
Rubinstein, R.Y., 1981, Simulation and the Monte
Carlo Method, J Wiley & Sons, New York.
Smith, C., Davidson, P., Chapman, J. & Dowling, P., 1988,
Strength and Stiffness of Ships Plating under In-plane
Compression and Tension, Trans. RINA, 130.
668
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Safety analyses for bulk carriers using metamodels of still water loads
P. Georgiev
Technical University of Varna, Bulgaria
ABSTRACT: This paper presents an approach that combines metamodeling technique and MonteCarlo simulation for safety analyses of still water loads for bulk carriers. The approach is applied to study
the influence of deviations from cargo loading plan on net load of double bottom and still water bending
moments. As example a Handymax BC-A type ship is used. The metamodels approximate the work of
installed on board mandatory loading instrument and give the relation between the distribution of cargo
and the trim and still water bending moments in controlled sections. The Monte-Carlo simulation uses
the fitted metamodels to obtain a rich set of statistical data that permit preparing event tree analysis for
possible overloading of double bottom and the evaluation of likelihood for exceeding of permissible
bending moments.
1
INTRODUCTION
In the last two decades the attention of IMO and

IACS has been focused on various kind of legislation leading to improvement of safety of bulk
carriers.
At the beginning of 1996 came into force amendments called the Enhanced Survey Programme
(ESP) in order to enhance bulk carrier inspection.
In December 2002 the Maritime Safety Committee
(MSC) adopted amendments to SOLAS chapter
XII and the 1988 Load Lines Protocol. The revisions of bulk carrier safety concern, bow height
and reserve buoyancy, fore deck fittings, water level
detectors and pimping arrangements, hatch covers
and securing mechanisms, harmonized notations
and design loading conditions, means of access,
immersion suits, free-fall lifeboats, double side skin,
using of loading instrument for ships with length
over 150 m capable of providing information on
hull girder shear forces and bending moments.
Following the 1998 publication of the report
into the sinking of the bulk carrier Derbyshire,
the Maritime Safety Committee initiated a further
review of bulk carrier safety, involving the use of
Formal Safety Assessment (FSA) studies to help
assess what further changes in regulations might
be needed. FSA is a structured and systematic
methodology, aimed at enhancing maritime safety,
including protection of life, health, the marine
environment and property, by using risk analyses
and cost benefit assessment (MSC 2007). The main
steps in FSA are: identification of hazards; risk
analysis; risk control options; cost benefit assessment; and recommendations for decision making.
All revised and newly developed rules are implemented in Common Structural Rules (CSR) for
bulk carriers that are applicable for ships contracted for construction on or after 1 April 2006.
For the ships are to be assigned one of the following additional service notations: BC-A; BC-B or
BC-C. For BC-A ship design loading conditions
shall include at least one cargo loaded condition
with specified holds empty, with cargo density
3.0 t/m3, and the same filling ratio in all loaded
cargo holds at maximum draught with all ballast
tanks empty. Additionally, CSR define procedure
for determination of hold mass curves that specify the maximum and minimum mass of cargo in
each cargo hold and in any two adjacent holds as a
function of the draught at middle position.
In the operation of ships, the BLU (Bulk Loading and Unloading) Code provides guidance to
masters of bulk carriers, terminal operators and
other parties concerned with the safe handling,
loading and unloading of solid bulk cargoes. In
resent years the ship operators have experienced
increased pressure from terminals to load cargo
as quickly as possible. INTERCARGO carried
out a confidential survey of ships masters and
the main conclusions (MSC 2008) are: there are
terminal instructions, requiring a 14-hour turnround and 16,000 t/hr loading rate, for capesize
bulk carriers; the maximum loading rate should
be approximately twice the ballast pump capacity,
i.e., typically 10,000 t/hr; the BLU Code is not
being universally applied.
The loading condition and loading/unloading
plans are prepared by on-board loading instrument
and the results to a great extent depend on the
input information for cargo distribution between
the holds. According to the conclusions of ISSC
2006 (ISSC 2006), based on (Rizzuto 2006) for dry
bulk cargoes, no accurate and direct measurement
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of cargo level in hold is available. The information

has always been derived from the final draft surveys.
This type of data, however, does not help in finding out the cargo weight distribution in the various
compartments. Even in the event of a very accurate
monitoring of drafts, it is not possible to derive the
actual distribution of cargo in every single hold.
Discrepancies from the loading plan in content of
single holds are expected to be substantial but are
not quantifiable by the crew. At the present stage of
the investigation, no model has been developed to
quantify these uncertainties for bulk carriers.
Taking into account the above, the research
questions for the investigation is: What is the
influence of deviation from loading plan on still
water loads and are there any hazards? At the
same time, according to FSA methodology for
hazard identification and risk analyses where data
is unavailable, calculation or simulation and analysis techniques could be used. These techniques are
fault tree and event tree analysis, failure mode and
effect analysis, what if analysis, etc.
The present study combines metamodeling
technique, on-board loading instrument and
Monte-Carlo simulation for safety analyses of bulk
carriers and to answer the question. This combine
approach is proposed by Georgiev (2010) for probabilistic presentation of bending moments.
As example ship a 42700 tDW Handymax bulk
carrier type BC-A with main dimensions Lpp/B/D =
177/30/16.2 m and five cargo holds is used.
2
2.1
METAMODELING TECNHIQUE
Background
Statistical techniques and design of computer

experiments are used successfully in ship design
(Georgiev & Damyanliev 2005, Georgiev 2008). The
basic approach is to construct approximation of the
analyses code (software) i.e., to construct a model of
the model or metamodel (Kleijnen & Sargent 2000).
The main steps of the metamodeling process are as
follows: 1) Determine the goal of the metamodel;
2) Identify the inputs ant their characteristics;
3) Specify the domain of applicability; 4) Identify
the output variable and its characteristics; 5) Specify
the metamodel; 6) Specify a computer experimental design; 7) Fit the metamodel; 8) Determine the
validity of the fitted metamodel.
The left hand side of Figure 1 presents schematically the metamodeling technique.
2.2
Metamodels of still water bending

moments and trim
The Still Water Bending Moment (SWBM) depends

on cargo distribution. The uncertainties in this
distribution lead to uncertainties in calculated by
Figure 1. Connection between metamodeling tecnique

and Monte-Carlo simulation.
the loading instrument SWBM. The example ship is

equipped with ALCOS v. 2.5 (Auto Loading Computer On-board System) loading instrument, developed
by specialist from Technical University of Varna
and in the metamodeling process it is considered as
computer simulation. The goal of the metamodels
is to obtain the relationship between the amount of
cargo in the holds and SWBM and the trim of the
ship. The metamodels will eliminate the necessity
of calculation by loading instrument of thousands
loading conditions in Monte-Carlo simulation.
For present study an alternate loaded condition
(holds No 1, 3 and 5 are loaded) with cargo density
3.0 t/m3. However, variability in bending moments
due to different cargo distribution could occur only
when the cargo holds are partially filled. The cargo
loading plan is at 100% consumables and zero trim.
The input variables for the metamodel are deviations dPi, i = 1,2,3 from planned amount of cargo
in the three loaded holds. For each deviation three
values are considered: 10%, 0 and +10%. The
coded values in range (1,1) are calculated by the
following formula:
xi =
dP
Pi
, i = 1, 2, 3
10
(1)
The amount of cargo in each hold is obtained by:

Pi
xi / 10)P
)P0i
i = , 2, 3
(2)
where P0 is the planned amount of cargo.

The output variables are SWBM at different
sections related to the permissible ones and the
trim. Fitting of metamodels is based on RSM
(Response Surface Methodology). Polynomial
regression is chosen due to its transparency and
simplicity and expected low order of non-linearity
of considered responses. The response surface
( ) is presented by:
y
b0 + x T b
x T Bx
(3)
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Table 1. Polynomial regression coefficients for studied

responses.
x1
x2
x3
x1
x2
x3
0.018583
0.021596
0.001311
0.003580
0.016679
0.016678
b0 =
1.368173
0.251147
0.979926
0.859706
x1
x2
x3
0.001536
0.000809
0.000946
0.003450
0.001600
0.003963
b0 =
0.096288
0.091438
0.008829
0.758067
0.000241
0.000567
0.002706
0.001191
0.002969
b0 =
0.125465
0.164884
0.023898
0.601142
0.000310
0.000131
0.001735
0.000675
0.001683
b0 =
0.109279
0.087475
0.022291
0.963968
Trim, m
Fr.93,
x1
x2
x3
0.001424
x1
x2
x3
0.001129
Fr.129,
Fr.165,
The Monte-Carlo simulation calculates the fitted

metamodels for trim and SWBM each time using
different randomly-selected values for the amount
of cargo in holds.
In reality, the process of cargo loading is monitored by the crew and terminal representatives. To
take into account the human factor, the following constraints for the total amount of cargo and
obtained trim are accepted:
3
Pi Qmax
Qmin
In this model it is assumed linear effects in x

and, two-factor interaction and pure quadratic
term in x (the term xTBx).
One of the important steps in computer experiment is the selecting a design with and appropriate number of runs and levels for each variable to
ensure sufficient design space coverage. The present
study uses uniform design proposed by Fang
(2006). The designs are marked by Un(qs) where
n = number of experiments, q = number of levels
and s = maximum number of factors. Designs for
different number of factors, levels and experiments
could be taken from (www.math.hkbu.edu.hk/).
For present study U15(33) design was used.
Installed on-board loading instrument ALCOS
was used to calculate the responses. It is necessary to
evaluate and to record the results for only 15 loading conditions that take less than 15 minutes time.
The least squares estimates for trim and SWBM for
eight frames are made by JMP software. Table 1
presents the polynomial coefficients for trim and
SWBM at the muddle of holds No 2, 3 and 4.
For deterministic computer experiment where
a random error does not exist, the metamodel
accuracy is checked by the modelling error that
is the discrepancy between the true output Y
from the simulation model and Y from the metamodel. The maximum modelling error for SWBM
is less than 0.2% from the permissible values and for
trim the maximum error is 17 mm (Georgiev 2010).
(4)
where Qmin is the minimum amount of cargo taken

as 97% from the planned one, Qmax is the maximum
amount limited by summer draught, tmin is the maximum aft trim accepted as 0.005 L = 0.88 m and tmax
is the maximum trim to bow equal to 0.04 m.
For the input variables a double truncated normal distribution with lower and upper truncation
point ZL = ZU = 2, mean zero and truncated standard deviation T = 5% is accepted. Using the tables
(Khasawneh et al. 2005) this corresponds to normal
distribution with mean zero and = 5.684%. For
samples generation RiskAMP MS Excel Add-in
was used (http://www. riskamp.com/). To investigate
how accurate are the particular estimates five samples with 10,000, 20,000, 30,000, 40,000 and 50,000
runs are generated. Additionally, the investigated
range of trim is subdivided into smaller ranges
as follows: T1: [0.19 0.04); T2: [0.42 0.19);
T3: [0.65 0.42); T4: [0.88 0.65). To prepare
the calculations by the metamodels and to sift
out the feasible points a small computer program,
written in Pascal was used.
The number of feasible points at different starting number of runs is shown in Table 2. The total
number of feasible points is about 25% from starting number of runs.
The distribution of cargo is shown in Figure 2.
The graph includes the histogram for T1 trim range
and fitted normal probability distributions for others.
One can see the correct relation between the cargo
mass in the three holds in bubble plot. The mass
of cargo in middle hold 3 is greatest (bigger circles)
Table 2.
MONTE-CARLO SIMULATION
The connection between the Monte-Carlo simulation and fitted metamodels is shown in Figure 1.
Number of feasible points for trim ranges.

Trim range
No of
runs
10 10
20 103
30 103
40 103
50 103
3
tmi
t iim tm
min
n trim
max
ax,
i =1
T1
T2
T3
T4
Total
696
1430
2197
2869
3565
676
1347
2034
2674
3415
567
1158
1797
2416
3012
501
1020
1465
1950
2397
2440
4955
7493
9909
12389
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MARSTRUCT.indb 671
2/18/2011 5:56:16 PM
800
1000
-T1
-T2
-T3
-T4
800
600
400
200
0
11200
11600
12000
12400
12800
0
12400 12800 13200 13600 14000 14400 14800 15200
13200
Cargo mass, t
Cargo mass, t
a)
1200
Hold No 5
Frequency
800
400
b)
-T1
-T2
-T3
-T4
1000
600
Hold No 3
Frequency
200
600
Frequency
400
-T1
-T2
-T3
-T4
Hold No 1
200
0
12000 12400 12800 13200 13600 14000 14400
Cargo mass, t
c)
a, b, c) Cargo distribution for different trim ranges; d) Bubble plot for cargo distribution in the holds.
when the mass in hold 1 and 5 are smallest (bottom

left corner) and vice versa (top right corner).
An approximate (1)100% confidence interval
for unknown population mean m is
/2
0.4
and
w
wr = a
99%CI-Fitted function
wr %
0.8
(5)
where is sample mean, is standard deviation,

N is number of runs, and z1/2 is the number that
(z) = ( denotes the standard normal c.d.f). It
is common practice in simulation to use and report
the absolute (wa) and relative (wr) widths of the
confidence interval (CI), defined as
2 z1
95%CI-Fitted function
0.6
z1 / 2
wa
1.0
RelativewidthofCI,
Figure 2.
0.2
0
-T1
-T3
-T2
-T4
wr=19.255N-0.4917
R2=0.997
wr=14.686N-0.4921
R2=0.997
1000
2000
3000
4000
Numberofruns, N
Figure 3. Relative width for 95% and 99% confidence

for cargo mass in Hold No 3.
(6)
In Figure 3 the relative width in percent (wr) for

= 5% and = 1% significance levels is shown. The
results include all trim ranges and as one can see
from the trend lines, the accuracy of estimation
of the mean is proportional to N0.5. The maximum relative width of CI is less than 1% and goes
down to less than 0.4% at 50,000 starting runs.
The descriptive statistics for mass of cargo distribution in the holds at T1 range for sample size
N = 3565 are shown in Table 3. The table presents
the planned and maximum permissible (MaxLoad) amount of cargo.
Table 3. Descriptive statistics for mass of cargo in holds

at T1 trim range.
Item
Hold 1
Hold 3
Hold 5
Plan P0, t
MaxLoad, t
12536
12536
13884
13884
13186
13.835
, t
95% CI, t
99% CI, t
, t
CoV,%
Skewness
Ex. Kurtosis
12446.0
9.6
12.6
291.9
2.3
0.0001
0.1283
13818.4
18.3
24.0
556.8
4.0
0.0314
0.4916
13141.5
+11.2
14.7
341.7
2.6
0.0299
0.2440
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MARSTRUCT.indb 672
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4
4.1
For conditional probability of B, given that Ti

has occurred the following is valid:
SAFETY ANALYSES
Possible overloading of double bottom
According to CSR, the maximum allowable or

minimum required cargo mass in a cargo hold, or
in two adjacently loaded holds, is related to the net
load on the double bottom. This load is a function of draft, cargo mass in the cargo hold, as well
as the mass of fuel oil and ballast water contained
in double bottom tanks. The relation between the
draft and the load is given by hold mass curves prepared for every single hold and for two adjacent
holds as well. In operation the maximum allowable
cargo mass shall be limited to MHD that is the maximum cargo mass allowed to be carried with specified holds empty at maximum draught.
The event tree analysis method is used to analyse the probability of occurrence (Kuo 2007). The
events are examined using a binary logic (Yes/No)
and the process goes in one direction to derive outcomes. The tree consists of nodes, branches and
leaves. The probability of the outcome is obtained
multiplying along the branches (Figure 4).
At present study, we consider two events. Let
event B is the overloading of double bottom and
T is the trim range. The overloading exists when
the mass of cargo is greater than maximum permissible from corresponding hold mass curve. The
two events are considered as not independent and
the conditional probability of B, given that T has
occurred is given by
P(B T ) =
P(B T )
, P (T ) 0.
P (T )
(7)
Let the trim ranges Ti i = 1,2, ,4 are events

that partition the whole trim range T. Following
the theorem of the total probability we obtain
4
P ( B ) = P B Ti P (Ti ), i = 1, 2, ..., 4
i =1
(8)
P ( B Ti ) =
P ( B Ti )
, P (Ti ) 0; i = 1, 2, ..., 4
P (Ti )
(9)
In case where it is necessary to reverse the order

in conditional probabilities the Bayes theorem is
used:
P (Ti B ) =
P (Ti )P B Ti
P(B )
),
i = 1, 2, ..., 4
(10)
The masses of cargo in the holds are considered

as not independent and the event of overloading
is labelled B1, B3 and B5. The outcome for every
branch is marked with a string that includes the
number of trim range and combination of three
characters (1 or 0) that represent the overloading in holds No 1, 3 and 5 respectively. The sample
with total 12389 points is used and the event tree
is shown in Table 4. The last column includes the
values of product rules.
Having the results from the event tree we can
draw different conclusions. The probability of
overloading of every separate hold and combination of holds for whole trim range is shown in
Figure 5. The probability that there is no overloading is about 31% and probability for overloading
of hold No 3 (the middle hold) is about 39%.
Conditional probabilities for overloading of
every hold separately at given trim region can be
seen in Figure 6. From that figure several conclusions can be drown:
The probability to have no overloading is greatest (42%) at trim range T3: [0.65 0.42) m;
An overloading of hold No 3 (that is with greatest probability of about 39%) could be expected
rather at trim range T2 or T3 than T4;
The overloading of hold No 1 is most probable
(30.1%) at trim range T1: [0.19 0.04) m.
The information obtained from the event tree
analyses could be useful during the operation of
the ship to stress the crew attention to most critical
places during the cargo loading and how to interpret the situation in case of considerable deviation
from cargo plan. The same information could be
used during the design process to evaluate the vulnerability of the ship to the deviations from cargo
loading plan.
4.2
Figure 4.
Event tree for two events A and B.
Still water bending moments
During the Monte-Carlo simulation for feasible points the SWBM is calculated by fitted
metamodels. Descriptive statistics and confidence
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Table 4.
Event tree for overloading of double bottom.
Ti
B1
1369/3565
B3
3565/12389
2196/3565
811/3415
2604/3415
406/3012
3415/12389
3012/12389
2606/3012
156/2397
2241/2397
2397/12389
B5
228/1369
1141/1369
1403/2196
793/2196
37/811
774/811
1488/2604
1116/2604
1/406
405/406
1306/2606
1300/2606
0/156
156/156
1036/2241
1205/2241
Outcome
0/228
228/228
67/1141
1074/1141
0/1403
1403/1403
0/793
793/793
Y
N
Y
N
Y
N
Y
N
1111
1110
1101
1011
1011
1010
1001
1000
0.0
0.01840
0.00541
0.08669
0.0
0.11325
0.0
0.06401
0/37
37/37
154/774
620/774
0/1488
1488/1488
0/1116
1116/1116
Y
N
Y
N
Y
N
Y
N
2111
2110
2101
2011
2011
2010
2001
2000
0.0
0.00299
0.01243
0.05004
0.0
0.12010
0.0
0.09008
0/1
1/1
273/405
132/405
13/1306
1293/1306
36/1300
1264/1300
Y
N
Y
N
Y
N
Y
N
3111
3110
3101
3011
3011
3010
3001
3000
0.0
0.00008
0.02204
0.01065
0.00105
0.10437
0.00291
0.10203
Y
N
Y
N
Y
N
4111
4110
4101
4011
4011
4010
4001
4000
0.0
0.0
0.07199
0.00046
0.00302
0.05292
0.01264
0.05244
155/156
1/156
56/1036
980/1036
234/1205
971/1205
No
100
H1only
H3only
1.2
H5only
60
40
Probability, %
80
39.4
30.1
20
22.2
43.6
42.9
18.2
32.7
4.4
6.5
27.4
42.0
27.1
0
T1
T2
T3
T4
Figure 5. Probability (%) of overloading of every cargo

hold and combination of holds.
Figure 6. Probability for overloading of separate holds

at given trim range T1T4.
interval for the mean at all controlled sections for

trim range T1 are shown in Table 5. The last two
rows include values for SWBM for the planned
loading condition and location of the section. The
relative width of 95% confidence interval for three
sections and corresponding trend line are shown

in Figure 7. The least accuracy of estimation of
the mean is obtained for frame 129. The frame is
located at the middle of the ship and the standard
deviation of SWBM for this frame is greatest.
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Table 5.
Descriptive statistics for SWBM at trim range T1.

Frames
Statistic
Fr. 75
Fr. 86
Fr. 93
Fr.111
Fr.129
Fr.139
Fr.147
Fr.165
Fr.183
,
95% CI 102,
99% CI 102,
,
CoV, %
Skewness
Ex. Kurtosis
0.5259
0.089
0.117
0.0271
5.2%
0.0512
0.4256
0.7732
0.138
0.182
0.0421
5.4%
0.0582
0.4047
0.8483
0.171
0.225
0.0522
6.2%
0.0584
0.3919
0.7473
0.258
0.339
0.0785
10.5%
0.0596
0.3858
0.5907
0.301
0.395
0.0916
15.5%
0.0604
0.3851
0.6292
0.287
0.377
0.0873
13.9%
0.0601
0.3783
0.7302
0.256
0.336
0.0780
10.7%
0.0591
0.3672
0.9520
0.195
0.256
0.0593
6.2%
0.0561
0.3335
0.6449
0.110
0.145
0.0335
5.2%
0.0538
0.3238
Plan,
0.5372
0.7845
0.8595
0.7579
0.6010
0.6399
0.7413
0.9639
0.6515
X/L
0.3245
0.3721
0.4023
0.4801
0.5579
0.6011
0.6357
0.7135
0.7913
3.0
16
wr = 42.475N-0.5013 ; R2=0.9956
wr = 24.328N
-0.4971
1.5
1.0
; R =0.9966
12
Relativewidth, wr,%
2.0
14
wr = 64.005N-0.5038 ; R2=0.9946
2.5
10
8
6
- CoV
-
0.5
Fr. 111
Fr. 129
1000
2000
Fr. 165
3000
x/L
0.0
0.3
4000
Number of runs, N
0.4
0.5
0.6
0.7
0.8
Figure 8. Standard deviation and CoV along ship length.
Figure 7. Relative width (wr) for 95% confidence for

SWBM for three frames.
1.0
0.8
SWBM, -
The standard deviation and CoV are biggest

at the middle sections. From Figure 8 one can see
that the maximum standard deviation is about 9%
from the permissible SFBM and CoV is about 16%.
The most important remark based on the
descriptive statistics of SWBM is illustrated in
Figure 9. The plot includes the SWBM related to the
permissible values for initial loading condition (the
plan), and obtained for controlled sections mean
and mean 2 . The shaded area corresponds to
95.45% of all possible values for SWBM that could
exist for this trim range. Due to the deviation from
cargo plan and uncertainties in cargo distribution
we will have a range of possible SWBM values.
For frame 165 (X/L = 0.71) there are values greater
than the permissible ones (rounded rectangle) and
overloading may occur. The relative frequency for
max permissible
0.6
0.4
2
+2
0.4
0.6
Plan
0.2
Figure 9.
x/L 0.8
Region around the mean value of SFBM.
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MARSTRUCT.indb 675
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such overloading for considered trim ranges is as

follows: T1780/3565 = 0.22; T2741/3415 = 0.22;
T3576/3012 = 0.19 and T4362/2397 = 0.15.
The curve for mean values is very close to the
curve of the plan i.e., the values obtained by loading instrument. For all frames the samples for
SFBM have negative excess kurtosis that shows
distribution with lower, wider peak around the
mean and thinner tails. A negative skew for all
frames indicates longer left tail in the distribution,
but the values are very small and one can conclude
that the data are not skewed.
CONCLUSIONS
It has been recognized nowadays that the safety

of the ship is permanent concern of IMO, IACS
and world maritime community, especially in case
of bulk carriers where much is done. The present
investigations worldwide are based on the new
FSA methodology whose goal is to discover hazards and quantify the risk.
In this study an attempt has been made to combine metamodeling technique and Monte-Carlo
simulation to investigate the influence of uncertainties in cargo distribution on still water loads.
These uncertainties originate from possible deviations from cargo plan during loading of cargo.
For bulk carriers with length over 150 m it is mandatory to have installed loading software on board.
The loading computer should check compliance with
the limits not only for the global still water bending
moment and shear force but also in the local strength
diagram for the hold. The local strength diagram
stipulates the limits with respect to:
The allowable cargo intakes in each individual
cargo hold as a function of the actual draught;
The allowable cargo intake for two adjacent
cargo holds as a function of the actual draught.
In most cases the cargo mass and consumables are
given by the user as input to the loading computer.
The work of loading instrument is approximated by
metamodels that give very accurate results.
The Monte-Carlo simulation calculates the fitted
metamodels for trim and SWBM each time using
different randomly-selected values for the amount
of cargo in holds. To take into account the role of
the crew during the loading some constraints concerning the trim range and total amount of cargo
are accepted. The constraints eliminate about 75%
from the number of starting runs. Notwithstanding,
the obtained relative width of 95% confidence
interval with reasonable number of starting runs
(50,000) is less than 0.3% for the mean of cargo
mass in the holds and less than 1.1% for SWBM.
The results obtained from the proposed

approach give new kind of information that could
be useful for the crew at preparing and monitoring
the loading plan. Based on the results from studied
ship it can be concluded that the probability that
there is no overloading is about 31% and probability for overloading of hold No 3 (the middle
hold) is about 39% in trim range from 0.04 m fore
to 0.88 m aft. The probability to have no overloading is greatest (42%) at trim range 0.65 0.42 m.
An overloading of hold No 3 (that is with greatest
probability of about 39%) could be expected rather
at trim range 0.65 0.19 than for greater trim
aft. The overloading of hold No 1 is most probable
(30.1%) at trim that is close to even keel.
Considering SWBM there is a strong dependency between ship length and standard deviation
and CoV in full load condition and the values are
greater for middle sections. Taking into account
the variation in cargo mass in loaded holds it is
possible to obtain region of variation of SWBM,
and study the probability for exceeding of some
critical value
The proposed procedure is applicable in the
design phase and during the operation as well. In
design the procedure can evaluate the vulnerability of the ship to deviations in cargo plan during
the loading and in operation the results could be
useful to stress the crew attention to most critical
places during the cargo loading and how to interpret the situation in case of considerable deviation
from cargo plan.
The procedure may be implemented as separate
module in loading software to study the effects of
uncertainties in cargo distribution on still water
loads and safety of bulk carriers.
Finally, it could be useful to present shortly the
actions taken from DNV to increase the loading
flexibility of bulk carriers (Vrheim 2008). DNV
has introduced a new class notation called Easy
Loading, EL. This is a voluntary notation which
will provide more automated control of the critical
parameters during the loading and allow for easier and more flexible loading sequences. In order
to obtain the EL notation, the following must be
complied with:
The EL notation can only be assigned to bulk
carriers with a BC-A or BC-B class notation and
an additional GRAB [X] notation.
Relevant loading sequences, with average loading rates, must be stated.
Each step in the loading sequence must be documented, from the commencement of cargo loading until full deadweight is reached, step-wise
synchronized with the de-ballasting operation.
There must be sufficient de-ballasting capacity
to meet the average loading rate requirements.
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The ship must be designed such that at least 50%

of the maximum permissible cargo intake per
cargo hold can be loaded in one pour.
An automatic draught-reading system must be
fitted.
An on-line ballast tank level monitoring system,
linked to the loading computer, must be fitted.
ACKNOWLEDGEMENTS
This work has been performed in the frame of
EC 6th Framework Programme Specific Targeted
Project Handling waves TST5-CT-2006-031489,
www.mar.ist.utl.pt/handlingwaves/.
REFERENCES
Fang, Kai-Tai, Runze Li & Sudjianto, A. 2006. Design
and modeling for computer experiments. Taylor &
Francis Group.
ISSC. 2006. Special task committee VI.1, Reliability
Based Structural Design and Code Development,
16th International Ship and Offshore Structures
Congress, 2025 August, 2006 Southampton, UK
Vol. 2, 317389.
Georgiev, P. & Damyanliev, T. 2005. Metamodels in Ship
Design. Second International Congress on Mechanical and Electrical Engineering and Marine Industry
(MEEMI), Varna, Bulgaria, 79 October 2005, Vol. 2,
pp. 268278.
Georgiev, P. 2008. Implementation of metamodels in ship

design. Maritime Industry, Ocean Engineering and
Coastal Resources, eds. C. Guedes Soares & P. Kolev,
Taylor & Francis Group, London, 2008, pp. 419428.
Georgiev, P. 2010. Probabilistic presentation of the bending moments of bulk carriers using metamodels.
Tenth International Conference on Marine Sciences
and TechnologiesBlack Sea 2010, October 79,
2010, Varna, pp. 8289: ISSN 13140957.
Khasawneh, M.T., Bowling, S.R., Kaewkuekool, S. &
Cho B.R. Tables of a truncated standard normal distribution: A doubly truncated case. Quality
Engineering, 17:227241, 205, Taylor & Francis Inc.
Kleijnen, J.P.C. & Sargent, R.G. A methodology for
fitting and validating metamodels in simulation.
European Journal of Operations Research, Vol. 120,
No. 1, 2000, 1429.
Kuo, Ch. 2007. Safety management and its maritime
application. The Nautical Institute.
MSC. 83rd session. 2007. Formal Safety Assessment.
Consolidated text of the Guidelines for Formal Safety
Assessment (FSA) for use in the IMO rule-making
process (MSC/Circ.1023-MEPC/Circ.392). MSC
83/INF.2, 14 May 2007. IMO.
MSC. 84th session. 2008. Dangerous goods, solid cargoes and containers. Bulk carrier loading rates. MSC
84/INF.8, 3 March 2008. IMO.
Rizzutto, E. 2006. Uncertainties in still water loads of
tankers and bulkers. Proceedings of the International
Conference on Ship and Shipping Research, NAV 2006.
Genoa, Italy, Centro per gli Studi di Technica Navale.
Vrheim, R. 2008. Bulk carrier update. 1, 2008, DNV,
pp. 67.
677
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Reliability assessment of intact and damaged bulk carriers

A.W. Hussein
Department of Naval Architecture & Marine Engineering, Suez Canal University, Port Said, Egypt
C. Guedes Soares
Centre for Marine Technology and Engineering, Technical University of Lisbon, Instituto Superior Tcnico,
Lisboa, Portugal
ABSTRACT: This paper studies the reliability of two single hull bulk carriers subjected to damage.
Two damage scenarios are assumed, collision at side and grounding at the bottom. The ultimate strength
is calculated using the Progressive Collapse Method. The reliability is assessed for both damage scenarios
and compared with the intact ship reliability. In the damaged condition, the ship should not operate with
a very high speed, and she will avoid very rough sea. Therefore, the related wave-induced bending moment
may be smaller than that for the normal design extreme condition. On the other hand, damage to the vessels
hull may result in the ingress of water and for fluid cargoes cargo out-flow may occur which will result in a
change of the loading condition and a variation to the still water bending moment. The reliability is assessed
and sensitivity analysis is performed to study the importance of the variables after and before damage.
1
INTRODUCTION
Bulk carriers represent an important type of ship in

the world fleet and thus the interest in studying its
track record of safety (Guedes Soares and Teixeira
2001). New requirements have been appearing for
these ships leading to upgrades in design that lead
to improved safety (Kolev et al. 2005).
The interest of safety connected with the
improved skills of modelling and structural analysis led the community to consider at the design
stage various accidental scenarios so as to design
the designs as robust as possible to the most frequent accidents of small and moderate intensity.
Several authors have looked at the reliability of
bulk carriers. Guedes Soares and Teixeira (2000),
studied the reliability of two different structural
designs for a bulk carrier and one tanker. The load
effects were defined based on an extreme model
for both still-water and wave-induced bending
moments. It was shown that the failure in sagging
has a higher probability of failure for both ship
types. It was shown that the wave-induced bending moment is the most important variable for the
full-load condition. Besides, the still-water bending
moment has a large effect on the reliability results
for tankers in the ballast load condition. For bulk
carriers, the importance of the still-water bending
moment increases for both loading conditions.
Guedes Soares and Garbatov (1999a), have
analyzed the same ships, but used a time variant
reliability formulation that was able to account for
the degradation of strength due to corrosion and

fatigue as well as the repair actions due to maintenance during ships lifetime. A more complete
analysis method is however presented in Guedes
Soares and Garbatov (1999b).
Fang and Das (2005), studied the relationship
between the risk evaluation and structural reliability, and then reviewed the evolution of structural
reliability applied to ship structure. The authors
presented the limit state function of a damaged
ship with consideration of the special situations
after collision and grounding. The failure probabilities of damaged ship were obtained based
on the Monte Carlo simulation technique, given
different damage scenarios and external loads
conditions. The authors assumed that the still
water bending moment given by Classification
Societies Rules is the maximum with a probability
of exceedance of 5% and the value fits to a normal distribution according to Guedes Soares and
Moan (1988). The mean value was taken as 60%
of the rule value.
Khan and Das (2008) made a reliability analysis
for a double skin tanker and a bulk carrier considering the combined effect of vertical and horizontal loads. It was concluded that the wave-induced
vertical bending moment and vertical ultimate
strength are the most important parameters. The
ultimate strength in vertical bending is the most
important factor in the structural design, but in
case of the bulk carrier, it is noticed that the model
uncertainty factor for horizontal strength showed
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significant sensitivity. In that study the SWBM

model was calculated based on the rule value.
Studies of the reliability of damaged ships have
been done by Luis et al. (2009) and Hussein and
Guedes Soares (2009), although in both cases
addressing tankers.
The main aim of this paper is to calculate the
reliability of two bulk carriers in intact and damage cases. The reliability calculations need to specify the stochastic model of the variables included
in the limit state function. Defining the ultimate
strength can always be done using many methods
such as Smiths method or finite element methods.
The wave induced bending moment model can
also be defined if the ship lines and the load distribution are available. The stochastic model of
wave induced load effects is defined based on the
evaluation of the wave induced load effects that
occur during long-term operation of the ships in
a seaway. In this paper, the reliability is calculated
for intact and damaged bulk carriers considering
the SWBM model based of analyzing the data in
the loading manual. Sensitivity analysis is made
to determine the importance of the variables and
compare it before and after damage.
Figure 2.
One can see from the figures that the two ships have
longitudinally stiffened bottom and deck. Bulk 1
has a transversely framed lower hoper tank while
this area is longitudinally stiffened in Bulk 2.
3
MAIN PARTICULARS
OF THE STUDIED SHIPS
In this study two bulk carriers are considered. The

two ships are single side ships. The properties of
the ships are presented in Table 1. Figures 1 and 2
show the cross sections of the two bulk carriers.
Table 1.
LBP (m)
B (m)
D (m)
CB
Ship properties.
Bulk 1
Bulk 2
177
30
16.2
0.82
183
32.26
17
0.83
Bulk 1 (177 m length).
ULTIMATE STRENGTH
OF INTACT SHIPS
The ultimate strength of the two ships is calculated using Smiths method (Smith 1977). The
ship cross section is divided into small elements
composed of stiffeners and attached plating. The
stressstrain relationships of individual elements
are defined as given in the new IACS Common
Structural Rules (IACS 2006). Then a progressive collapse analysis is performed assuming that
a plane cross-section remains plane and each
element behaves according to its average stress
average strain relationships.
The ultimate strength was calculated for the two
ships and the results are presented in Table 2. One
can see from the table that the sagging moment is
always lower than the hogging moment, which indicates that the ship is more vulnerable to collapse in
sagging than in hogging.
4
Figure 1.
Bulk 2 (183 m length).
ULTIMATE STRENGTH
OF DAMAGED SHIPS
Damaged structural elements are unable to carry

longitudinal stresses and should be excluded from
the calculation of the ultimate bending moment.
The inner hull is considered the final barrier separating the oil from sea. It is assumed to withstand
longitudinal stresses. In this study the vertical damage extent of the hull is considered to be less than
the double hull height.
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where Mdamage is the ultimate moment of the damaged section and MIntact is the ultimate moment of
the intact section.
The ultimate strength is calculated for both
Bulk carriers in sagging and hogging. Figures 4
and 5 show the RIF for the damages ships in the
five scenarios.
Ultimate bending moment in MN.m.
Bulk 1
Bulk 2
Sag
Hog
3142
2524
4311
3895
ABS (1995) considers that for grounding on

rocky sea bed there is considerable rupture of the
double bottom structure. The damaged bottom
structure is assumed to be in the most unfavourable location anywhere on the flat bottom within
the fore part of the hull between 0.5 L and 0.2 L
aft from F.P. Bottom structures are assumed to
be damaged over a considerable length and the
damaged members should be excluded from the
hull girder. The bottom shell plating for a width
4 m or B/6, whichever is greater, are assumed to
be damaged. The attached girders and the bottom
longitudinals within this area are to be damaged
and inactive.
Collision is considered with another ship on
one side which results in extensive rupture on the
side structure. It is assumed in the most favourable
location anywhere between 0.15 L aft from F.P.
and 0.2 L forward from the A.P. The collision is
assumed to be located at the upper part of the side
shell, down from the stringer plate of the strength
deck. The shell plating for the vertical extend of
4 m or D/4, whichever is greater, and the attached
girders and side longitudinals are to be damaged
and inactive.
Five damage scenarios are assumed; three in the
bottom due to grounding and two in the side due
to collision. Damage due to grounding might be at
the keel area, the bottom below the hopper tank or
at the bilge. While damage due to collision might
be at the shear strake area or at the joint of the
hopper tank with the side.
Smiths method (Smith 1977) has been extensively used to determine the hull girder ultimate
strength of the intact ship. Many authors calculated the ultimate strength of the damaged ship
by Smiths method too such as Gordo and Guedes
Soares (1996,1997 and 2000), Fang and Das (2004),
Das and Fang (2005), Luis et al. (2007), Jia and
Moan (2008), Khan and Das (2007). The effect of
damage is simulated by removing the damaged elements from the midship section and re-calculating
the ultimate strength of the section.
The residual strength index is a way of comparing
the ultimate strength of the damaged hull with the
intact one. The Residual Strength Factor (RIF) used
in this study was defined by Fang and Das (2004) as:
RIF
I =
M Damage
M Intact
(1)
Figure 3.
Damage locations.
bulk 1
bulk 2
Intact Sagging
1.00
0.95
0.90
0.85
RIF
Table 2.
0.80
0.75
0.70
0.65
0.60
keel
Figure 4.
ships.
Table 3.
bottom below hopper

bilge
tank
Damage location
sheer strake and side at hopper tank

upper hopper tank
joint
side
Ultimate strength in sagging for damaged
UBM after damage.

Bulk 1
Intact
Keel
Bottom below hopper tank
Bilge
Sheer strake
Side at hopper tank joint
Bulk 2
Sag
Hog
Sag
Hog
3140
3103
3115
3140
2902
3140
3895
3601
3655
3846
3714
3838
2526
2482
2496
2524
2262
2486
3895
3601
3655
3846
3714
3838
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bulk 1
bulk 2
IntactHogging
1.00
0.95
0.90
RIF
0.85
0.80
0.75
0.70
0.65
0.60
keel
bottom below hopper

tank
bilge
Damage Location
Figure 5.
ships.
Table 4.
sheer strake and side at hopper tank

upper hopper tank
joint
side
Ultimate strength in hogging for damaged
Stochastic modeling of UBM.

Sagging
Hogging
Bulk 1
3142
251.36
4311
344.88
Bulk 2
2524
202
3895
312
From the figures one can see that in sagging

condition, the worst scenario which causes the
worst ultimate strength after damage is when the
sheer strake is damaged. The loss in the ultimate
strength due to side damage at the hopper tank
joint in Bulk 1 is greater than that in Bulk 2. This
can be attributed to the transverse stiffening of
Bulk 1. Although the loss in the ultimate strength
in hogging is more than that in sagging, nevertheless the sagging conditions still represents the
critical condition.
Guedes Soares and Dogliani (2000), found that the

still water moment vary significantly from departure to arrival. The authors assumed Gaussian
distribution for both the departure and arrival
conditions and a Gaussian distribution at a random point in time. The mean and standard derivations of this distribution are the average of the
respective values at departure and arrival.
For the bulk carrier three different loading
conditions are defined, namely: alternate hold
loading condition (LC1), homogeneous hold
loading condition (LC2) and ballast condition
(LC3). In each loading condition, a percentage
of ship life can be identified according to an estimate of the operational profile for the ship type.
A homogeneous hold loading condition refers
to the carriage of cargo, evenly distributed in all
cargo holds. This condition is usually adopted for
low density cargoes such as coal and grain, but may
also be permitted for high-density cargoes under
certain conditions. However, heavy cargo, such as
iron ore, is often carried in alternate holds. This
type of cargo distribution raises the ships centre
of gravity, which eases the ships rolling motion.
In this paper the SWBM distribution is calculated based on studying the data of the loading
manual. The mean value and the standard deviation are calculated as a function of the maximum
allowed value defined in the loading manual.
Table 5 shows the stochastic model of the still
water bending moment based on analyzing the
Table 5.
Stochastic model of SWBM (% max allowed).

Bulk 1
4.1
Stochastic model of UBM
The ultimate bending moment is calculated using

the progressive collapse method. The ultimate
capacity distribution is lognormal with a mean
value as calculated by the code and the COV is 0.08
the mean value. Table 4 shows the stochastic model
of all the ultimate capacity for the two ships.
5
STILL WATER BENDING MOMENT
The still-water load effects result from the longitudinal distribution of the cargo on-board. These
are likely to change at each departure and smaller
changes may occur during a voyage. Once the cargo
distribution is known, the still-water load effects
can be calculated. However, they will vary with
time and consequently, at the design stage, they can
only be described by a probability distribution.
Guedes Soares and Moan (1982), identified that
the vertical still water bending moments amidship can be described by a normal distribution.
LC1: Ballast
LC2: Homogeneous
LC3: Alternate
Table 6.
Bulk 2
0.74
0.15
0.85
0.09
0.2
0.04
0.79
0.21
0.85
0.12
0.09
0.09
SWBM of Bulk 1.
Load condition
Mean
St. Dev.
LC1: Alternate
LC2: Homogeneous
LC3: Ballast
771
234
812
220
67
232
Table 7.
SWBM of Bulk 2.
LC1: Alternate
LC2: Homogeneous
LC3: Ballast
Mean value
St. Dev.
1111
195
979
122
14
258
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manual data. The values in the table are percentage of the maximum value defend in the loading
manual. One can see that the mean value of SWBM
in the ballast loading condition and the alternate
loading condition is much higher than that in the
homogenous loading condition.
6
observations follows an extreme distribution. Thus,

the distribution of the extreme values of the wave
induced bending moment over the time period T is
obtained as a Gumbel law (Guedes Soares 1984):
x xn
Fe ( xe ) = exp exp e
(3)
WAVE INDUCED BENDING MOMENT
The stochastic model of wave induced load

effects is defined based on the evaluation of
the wave induced load effects that occur during
long-term operation of the ships in a seaway. The
short term structural response due to waves in
terms of mid ship bending moment is obtained
by linear hydrodynamic analysis and assuming the Pierson-Moskowitz (PM) spectrum.
The long term response is then computed using
IACS (2000) North Atlantic scatter diagram
covering areas 8, 9, 15, 16. The resultant probability distribution is fitted by a Weibull model,
which describes the distribution of the peaks at a
random point in time:
xk
FX ( x ) = 1 exp
w
(2)
where w and k are respectively the scale and shape

parameters of the Weibull distribution.
Figure 6 illustrates the long-term distribution
and the Weibull fit for the bulk carrier in alternate, homogeneous and ballast load conditions.
However one is normally interested in having the
probability distribution of the maximum amplitude of wave induced effects in n cycles where n
corresponds to the mean number of load cycles
expected during the ships lifetime.
Gumbel (1958) has shown that whenever the
initial distribution of a variable has an exponential tail, the distribution of the largest value in n
where xn and are parameters of the Gumbel

distribution.
The Gumbel parameters xn and can be estimated from the initial Weibull distribution using
the following equation:
w [
w
[
k
]k
LC2
Table 8.
LC3
2000
VBM (MN.m )
]k
(4)
1 k
(5)
where w and k are the Weibull parameters and n is

the mean number of load cycles expected during
the time period T.
Table 8 shows the stochastic model of extreme
wave induced bending moment for the adopted
operational profile. For each loading condition,
the distribution of the extreme wave load is calculated over the period of time that the ship spends
in this condition TC. The average of wave period is
assumed to be 7s in North Atlantic.
Table 9 shows the stochastic model of waveinduced loads based on the rule value with probability of exceedance 108. The Weibull distribution
2500
LC1
xn
Stochastic model of WBM in MN. Bulk 1.

Weibull
parameters
Gumbel
moments
Load
condition
Mean
Std
LC1
LC2
LC3
84.2
97.4
90.1
0.950
0.993
0.933
1384.4
1419.2
1640.7
130.6
128.3
150.1
1500
Table 9.
1000
Weibull
parameters
500
0
1.E-09
Stochastic model of WBM in MN. Bulk 2.
1.E-08
1.E-07
1.E-06
1.E-05
1.E-04
1.E-03
1.E-02
1.E-01
Q(x)
Figure 6. Long term distributions for the three loading

condition.
Gumbel
moments
Load
condition
Mean
Std
LC1
LC2
LC3
79.17
90.41
74.87
0.95
0.993
0.933
1301.1
1316.3
1362.3
122.7
118.9
124.7
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is assumed for long-term distribution and then

Gumbel parameter are calculated for one year
modelling. The same scale factors, which were
calculated for Bulk 1, are used for Bulk 4.
7
RELIABILITY ASSESSMENT
IN INTACT CONDITION
In the present reliability assessment, a time independent first order reliability formulation corresponding to one-year operation is considered. The
limit state equation corresponds to the hull girder
failure under vertical bending:
g(x) = Mu XR [Mwn Xst Xnl + Msw Xsw]
(6)
where, MU is the ultimate capacity with a model

uncertainty factor XR. MWV is the wave bending
moment with model uncertainty factors; Xst for
the linear response calculation and Xnl for nonlinear effects. MSW is the random still water bending
moment with a model uncertainty factor XSW. The
values of the above mentioned uncertainties are
taken as presented in Table 10.
The reliability calculations were carried out using
the computer program COMREL (Gollwitzer
et al. 1988), considering the distribution of the
extreme values of the load effects in the three load
conditions. The reliability indices for the different
load conditions are presented in Table 11 for the
intact condition.
It is clear from the results that sagging is more
critical than hogging. The homogenous hold loading
condition has the highest reliability, while the alternate and ballast loading give very low reliability.
Table 10.
7.1 Sensitivity analysis

A sensitivity analysis is done to know the importance of all the variables include in the limit state
function and its influence on the ship reliability.
Positive sensitivity indicates that an increase in this
variable leads to an increase in the reliability and
vice versa. The sensitivity factor for a give limit
state function is given by:
i =
Distribution
XR
Xst
Xnl
XSW
Normal
Normal
Normal
Normal
0.85
1
1
1
0.1
0.1
0.1
0.1
Table 11.
Reliability indices in intact condition.

Bulk 1
Bulk 2
LC1 sag
LC1 hog
0.488
2.571
0.616
3.508
LC2 sag
LC2 hog
2.829
4.365
2.72
4.904
LC3 sag
LC3 hog
0.414
1.980
0.616
3.421
(7)
One can notice from the sensitivity analyses

done that the ultimate capacity importance is the
highest among all the variables in LC1 and LC3.
while the WBM is the most important variable in
LC2. The SWBM importance increases in the ballast condition while the WBM importance increases
in the homogenous loading condition while the
SWBM showed very low importance. The results
are presented in Tables 12 and 13. Figures 7 and 8
show the results of Bulk 1.
Table 12.
Bulk 1.
Sagging
SWBM
WBM
UBM
Hogging
SWBM
WBM
UBM
Summary of uncertainties of the models.
Variable
. g ( x )
xi
n
g ( x )
x
i
i
1
Table 13.
Sagging
SWBM
WBM
UBM
Hogging
SWBM
WBM
UBM
LC1
LC2
LC3
0.32
0.33
0.53
0.28
0.61
0.41
0.55
0.30
0.45
LC1
LC2 h
LC3
0.27
0.44
0.51
0.17
0.71
0.37
0.49
0.36
0.47
LC1
LC2
LC3
0.31
0.34
0.55
0.28
0.56
0.43
0.40
0.33
0.52
LC1
LC2 h
LC3
0.23
0.53
0.51
0.17
0.71
0.39
0.31
0.50
0.51
Bulk 2.
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LC1 s
0.80
LC 2 s
LC 3 s
Sagging
Sensitivity variables
0.60
RELIABILITY ASSESSEMNT IN
DAMAGED CONDITION
0.40
0.20
0.00
SWBM
WBM
UB M
-0.20
-0.40
-0.60
-0.80
Figure 7.
Sensitivity variables of intact ship in sagging.

LC 1 h
LC 2 h
LC 3 h
0.60
Hogging
Sensitivity variables
0.40
0.20
0.00
SWBM
WBM
UBM
-0.20
-0.40
-0.60
-0.80
Figure 8. Sensitivity variables of intact ship in hogging.

lc1 s lc2 s lc3 s
Bulk 1 Sagging
7
6
In the damaged condition, the ship should not

operate with a very high speed, and it will avoid
very rough seas. Therefore, the related waveinduced bending moment may be smaller than that
for the normal design extreme condition. On the
other hand, damage to the vessels hull may result
in the ingress of water and, for fluid cargoes cargo
out-flow can occur, which will result in a change
of the loading condition and a variation to the
still water bending moment (Santos and Guedes
Soares 2008).
Regarding the still water load coefficient, this is
usually considered equal to 1.0 for the intact ship.
The ABS (ABS 1995) guide for damaged ships recommends that for hogging the value used should
be 1.1, while for sagging should be 0.9 as shown
in Table 14.
Thus, the bending moment according to the
ABS guide is equal to:
Mt = Kus Msw + Kuw Mw
(8)
3
2
1
0
intact
Figure 9.
keel
bottom
keel
sheertrake hopper side
Reliability indices Bulk 1 with damage.

lc1 h lc2 h lc3h
Bulk 1 Hogging
where Kus and Kuw are load combination coefficients due to damage. The reliability is assessed
considering the ultimate bending moment after
damage presented in Table 3 and the load combination factors presented in Table 14. Results are
presented in Tables 15 and 16.
8
7
6
5
4
3
2
1
0
Table 14. Bending moment combination factors

(ABS 1995).
intact
Figure 10.
keel
bottom
keel
sheertrake
hopper side

lc1s lc2 s lc3 s
Sagging
bottom
sheertrake
6.00
Grounding
Collision
Hogging
Kus
Kuw
1
1
1.1
0.5
1
0.7
Sagging
Kus
Kuw
1
1
0.9
0.5
1
0.7
5.00
4.00
Intact
3.00
2.00
1.00
0.00
Intact
Figure 11.
keel
bilge
Table 15.
Hogging
8.00
7.00
6.00
5.00
4.00
3.00
2.00
1.00
0.00
Intact
keel
bottom
bilge
sheertrake
hopper
side
Reliability indices of damaged ship (Bulk 1).
Intact

lc1 h lc2 h lc3 h
Figure 12.
hopper
side
Sagging
LC1 0.488
LC2 2.829
LC3 0.414
Hogging
LC1 2.57
LC2 4.36
LC3 1.98
Keel
Bottom
Bilge
Sheer
strake
Hopper
side
3.04
3.10
2.43
3.07
5.82
2.45
3.12
5.84
2.50
1.18
4.05
0.84
1.71
4.42
1.28
4.10
7.00
3.33
4.13
7.02
3.35
4.29
7.13
3.49
3.22
5.45
2.58
2.51
4.97
1.96
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Table 16.
Sagging
LC1
LC2
LC3
Hogging
LC1
LC2
LC3
Table 17.
Reliability indices of damaged ship (Bulk 2).

Intact
Keel
Bottom
Bilge
Sheer strake
Hopper side
0.62
2.72
0.62
3.159
5.574
3.103
3.199
5.603
3.142
3.279
5.66
3.218
1.055
3.634
1.078
1.712
4.127
1.688
3.51
4.90
3.42
4.927
7.205
4.793
5.036
7.281
4.898
5.388
7.528
5.24
4.562
6.096
4.226
4.214
6.251
4.421
Sensitivity factors of Bulk 1 in sagging.

Intact
Keel
Bottom
Bilge
Sheer strake
Hopper side
LC1 s
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.32
0.33
0.53
0.29
0.36
0.36
0.40
0.39
0.31
0.54
0.36
0.26
0.26
0.44
0.39
0.31
0.54
0.36
0.26
0.26
0.44
0.39
0.31
0.54
0.36
0.26
0.26
0.44
0.38
0.30
0.54
0.35
0.30
0.30
0.41
0.37
0.32
0.54
0.34
0.30
0.30
0.42
LC2 s
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.28
0.61
0.41
0.04
0.42
0.42
0.32
0.27
0.74
0.36
0.04
0.34
0.34
0.30
0.27
0.74
0.36
0.04
0.34
0.34
0.30
0.27
0.74
0.36
0.04
0.34
0.34
0.30
0.32
0.69
0.39
0.05
0.38
0.38
0.31
0.29
0.70
0.38
0.04
0.37
0.37
0.30
LC3 s
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.55
0.30
0.45
0.21
0.35
0.35
0.33
0.63
0.23
0.46
0.31
0.23
0.23
0.36
0.63
0.23
0.46
0.31
0.23
0.23
0.36
0.63
0.23
0.46
0.31
0.23
0.23
0.36
0.63
0.25
0.45
0.27
0.28
0.28
0.33
0.61
0.26
0.45
0.27
0.28
0.28
0.34
One can see from the figures that the homogenous loading conditions represents the safest
condition, this is because of the uniform cargo
distribution inside the compartments. While the
ballast loading condition and the alternative loading condition which give high SWBM give low
reliability. The worst reliability occurred when
the side is damaged, whether at the sheer strake
or at the joint of the hopper tank with the side.
9
SENSITIVITY OF THE VARIABLES

AFTER DAMAGE
Sensitivity analysis is made for the damaged conditions to study the importance of the variable
included in the limit state function and compare its

importance before and after damage. The results
are presented in Tables 17 to 20.
One can conclude from the calculations the
following:
When the ship is damaged at her bottom, the
importance of the variables after damage does
not depend on the position of the damage.
When the ship is damaged at her side, the importance of the variables after damage does not
depend on the location of the damage.
The change in the importance of the ultimate
bending moment after damage is very small.
The importance of the SWBM increased after
damage.
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Table 18.
Sensitivity factors of Bulk 1 in hogging.

Intact
Keel
Bottom
Bilge
Sheer strake
Hopper side
LC1 h
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.27
0.44
0.51
0.25
0.35
0.35
0.40
0.41
0.28
0.55
0.38
0.22
0.22
0.45
0.41
0.29
0.55
0.38
0.22
0.22
0.45
0.41
0.29
0.55
0.38
0.22
0.22
0.46
0.33
0.39
0.53
0.31
0.30
0.30
0.43
0.35
0.35
0.54
0.33
0.30
0.30
0.42
LC2 h
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.17
0.71
0.37
0.03
0.37
0.37
0.29
0.25
0.74
0.36
0.04
0.33
0.33
0.30
0.25
0.74
0.36
0.04
0.33
0.33
0.30
0.25
0.74
0.36
0.04
0.33
0.33
0.30
0.19
0.73
0.36
0.03
0.35
0.35
0.29
0.19
0.72
0.37
0.04
0.36
0.36
0.30
LC3 h
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.49
0.36
0.47
0.22
0.33
0.33
0.36
0.65
0.20
0.47
0.35
0.19
0.19
0.37
0.65
0.20
0.47
0.35
0.19
0.19
0.37
0.64
0.20
0.47
0.35
0.19
0.19
0.37
0.57
0.30
0.47
0.28
0.27
0.27
0.37
0.59
0.28
0.46
0.28
0.27
0.27
0.36
Table 19.
Sensitivity factors of Bulk 2 in sagging.

Intact
Keel
Bottom
Bilge
Sheer strake
Hopper side
LC1 s
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.31
0.34
0.55
0.30
0.37
0.37
0.34
0.39
0.33
0.56
0.37
0.27
0.27
0.37
0.38
0.34
0.56
0.37
0.27
0.27
0.37
0.38
0.34
0.56
0.37
0.27
0.27
0.38
0.38
0.31
0.56
0.36
0.32
0.32
0.36
0.37
0.33
0.56
0.35
0.31
0.31
0.36
LC2 s
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.28
0.56
0.43
0.08
0.41
0.41
0.28
0.27
0.68
0.40
0.10
0.33
0.33
0.27
0.27
0.68
0.40
0.10
0.33
0.33
0.27
0.27
0.69
0.40
0.10
0.33
0.33
0.27
0.32
0.59
0.42
0.11
0.37
0.37
0.28
0.29
0.63
0.41
0.10
0.36
0.36
0.27
LC3 s
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.40
0.33
0.52
0.27
0.37
0.37
0.33
0.48
0.30
0.54
0.35
0.26
0.26
0.36
0.48
0.31
0.54
0.35
0.26
0.26
0.36
0.48
0.31
0.54
0.35
0.26
0.26
0.36
0.46
0.35
0.52
0.32
0.31
0.31
0.33
0.45
0.37
0.52
0.31
0.30
0.30
0.33
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Table 20.
Sensitivity factors of Bulk 2 in hogging.

Intact
Keel
Bottom
Bilge
Sheer strake
Hopper side
LC1 h
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.23
0.53
0.51
0.22
0.35
0.35
0.33
0.39
0.36
0.56
0.37
0.24
0.24
0.39
0.39
0.37
0.56
0.37
0.24
0.24
0.39
0.37
0.39
0.56
0.36
0.24
0.24
0.39
0.28
0.53
0.51
0.27
0.30
0.30
0.35
0.27
0.55
0.51
0.26
0.30
0.30
0.35
LC2 h
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.17
0.71
0.39
0.05
0.36
0.36
0.25
0.25
0.70
0.39
0.10
0.32
0.32
0.27
0.25
0.71
0.39
0.10
0.32
0.32
0.27
0.25
0.71
0.39
0.10
0.32
0.32
0.27
0.19
0.72
0.38
0.07
0.34
0.34
0.26
0.19
0.73
0.38
0.06
0.34
0.34
0.26
LC3 h
SWBM
WBM
UBM
xsw
xnl
Xst
xr
0.31
0.50
0.51
0.22
0.35
0.35
0.33
0.49
0.30
0.54
0.37
0.22
0.22
0.37
0.49
0.30
0.54
0.37
0.22
0.22
0.37
0.49
0.30
0.54
0.37
0.22
0.22
0.37
0.33
0.57
0.48
0.24
0.30
0.30
0.32
0.32
0.59
0.47
0.23
0.30
0.30
0.32
Table 21. General SWBM stochastic model.
LC1: Ballast
LC2: Homogeneous
LC3: Alternative
0.77
0.18
0.85
0.11
0.15
0.07
The importance of the WBM decreased after

damage.
In sagging condition, there was no big difference
between the importance of the variables when
the ship is damaged at her side or at her bottom.
In hogging condition, the importance of the
WBM is higher when the side of the ship is damaged than that when the bottom of the ship is
damaged.
SWBM decreased when the ship is damaged at
her side that when she is damaged at her bottom.
10
CONCLUSIONS
This paper studies the ultimate strength and reliability of two single side bulk carriers. The ultimate strength is calculated using Smiths method.
The damage is simulated by removing the damaged elements from the mid-ship section and
re-calculating the ultimate strength of the section.
The reliability is calculated considering the
ultimate limit state function; the SWBM statistic
model is calculated based on studying the data
of the loading manual. The mean value and the
standard deviation are calculated as a function of
the maximum allowed value defined in the loading
manual.
A final conclusion can be given from that study
telling that the mean value and the COV values
of a bulk carrier of the same size can be taken as
shown in Table 21.
The stochastic model of wave induced load
effects is defined based on the evaluation of the
wave induced load effects that occur during longterm operation of the ships in a seaway.
Calculation of the reliability of the intact ships
showed that the sagging is more critical than
hogging. The homogenous loading condition has
the highest reliability, while the alternate and ballast
loading give very low reliability.
Sensitivity analyses showed that the ultimate
capacity importance is the highest among all the
variables in LC1 and LC3, while the WBM is
the most important variable in LC2. The SWBM
importance increases in the ballast condition while
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the WBM importance increases in the homogenous

loading condition while the SWBM showed very
low importance.
Reliability assessment of the damaged ships
showed that the homogenous loading conditions
represent the safest condition, while the ballast loading condition and the alternative loading condition
gave low reliability. The worst reliability occurred
when the side is damaged, whether at the sheer strake
or at the joint of the hopper tank with the side.
Sensitivity analysis for the limit state function
variables after damage showed that the importance
of the variables after damage does not depend on
the location of the damage. The importance of the
SWBM increased after damage, while the importance of the WBM decreased after damage.
In sagging condition, there was no big difference
between the importance of the variables when the
ship is damaged at her side or at her bottom.
WBM is higher when the side of the ship is damaged than that when the bottom of the ship is
damaged. Besides, the importance of the SWBM
decreased when the ship is damaged at her side that
when she is damaged at her bottom.
REFERENCES
ABS (1995). Guide for Assessing Hull-Girder Residual
Strength for Bulk Carriers, American Bureau of
Shipping.
Fang, C. & Das, P.K. (2004). Hull Girder Ultimate
Strength of Damaged Ships, Proceedings of the 9th
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Floating Structures, Luebeck-Travemuende, Germany.
pp. 309316.
Fang, C.L, & Das, P.K. (2005). Survivability and
Reliability of Damaged Ships after Collision and
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Fang, C & Das, P.K. (2004). Hull Girder Ultimate
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Strength of Damaged Ship Hulls, Proceedings of 9th
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Structural optimization of the hold frame of a bulk carrier

considering lifecycle risk
Y. Kawamura
Yokohama National University, Yokohama-shi, Kanagawa-ken, Japan
M. Miyazaki
Yokohama National University, Yokohama-shi, Kanagawa-ken, Japan (Now in Imabari Shipbuilding Co. Ltd.,
Marugame-shi, Kagawa-ken, Japan)
ABSTRACT: In this study, we propose a new strategy of lifecycle structural optimization by using
structural reliability analysis and risk evaluation. As a simple example, optimization of the hold frame of
a bulk carrier is carried out. In the first optimization, construction cost is used as an objective function
and the failure probability is used as a design constraint. In the second optimization, the lifecycle cost
including the risk of failure is regarded as an objective function, while lifecycle benefit is used as an objective
function in the last optimization. It is noted that not only the dimensions of the structural members but
also a number of repairs (re-coating) are used as design variables in the lifecycle optimization.
1
INTRODUCTION
Recently, FSA (Formal Safety Assessment) was

developed for rule-making process in IMO. Also,
the concept of SLA (Safety Level Approach) is
proposed in the development of GBS (Goal-based
Standard), where safety level is defined by the risk
as a quantitative index. Moreover, the authors
proposed a method of inspection planning based
on the Remaining Life Benefit (RLB) considering
the risk of failure (Kawamura et al., 2009). In this
way, risk-based approach now becomes a powerful tool for safety assessment of ship structures,
and can be an alternative approach for ship structural design instead of the traditional rule-based
approach. However at present, application of the
risk-based approach to structural design is very
few, so that it is necessary to establish a reasonable
strategy for risk-based structural design.
In this paper, we studied about a new strategy
of lifecycle structural optimization considering
the risk of failure. The target structure of the
optimization is the hold frame structure of a bulk
carrier. Firstly, annual failure probabilities of the
hold frame in the life of the bulk carrier is computed by structural reliability analysis using a
simple beam model of the hold frame. Then, by
using the calculated failure probability and the
risk, three types of optimization are carried out.
In the first optimization, construction cost is used
as an objective function and the failure probability is used as a design constraint. In the second
optimization, the lifecycle cost including the risk
of failure is defined as an objective function,

while the lifecycle benefit is used as an objective
function in the last optimization. In the latter
two optimization, not only the dimensions of
structural members but also a number of repairs
(re-coating) are used as design variables, so that
we call these optimization methods as lifecycle
structural optimization. After the results of
three types of optimization are compared, the
availability of the proposed optimization strategy
is discussed in this paper.
2
2.1
STRUCTURAL RELIABILITY ANALYSIS

FOR HOLD FRAME STRUCTURE
Target structural model
It is reported by ClassNK (1992) that a series of

serious accidents occurred in about 40 merchant
ships in 1990s, where the average ship-years of
these ships are about 18 (very high), and the most
of the accidents occurred in large bulk carriers. The
report by ClassNK also says that drop off of side
shell plates occurred in some cases, and significant
structural deteriorations such as corrosion wastage were observed at the hold frames of the bulk
carriers. It seems that there might exist weakness
in the structural design of the hold frame that is
suffered from structural deterioration. From these
background, we selected the design of the hold
frame shown in Figure 1(a) as a target structure of
optimization.
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of the beam model. Evaluation point of the limit

state function is selected at the lower clamped end
of the beam, because it is reported that the failure
of the frame usually occurred around that point.
2.2.1 Evaluation of strength
Usually, ultimate strength for complicated structures can be evaluated by using non-linear finite
element method. However, such method is very
costly so that it is difficult to use it from the iterative
optimization procedure. For this reason, we consider the simple beam model and use the following
formula for the evaluation of the ultimate strength
of the frame.
(a) Hold frame of bulk carrier
(b) Frame structure for analysis
MU(t) = xuZ(t)y
ps , pw
(c) Simple both-ends-clamped beam model
subjected to hydro-static pressure (ps)
and hydrodynamic pressure (pw)
Figure 1. Target structure (Hold frame of bulk carrier).
It is also reported that the accident occurred

more frequent when the bulk carrier was loading
iron ore compared with when it was loading other
cargoes such as coals. Because of the high specific
gravity, the iron ore might be stacked just in the
bottom of the cargo hold with low height, so that
the water pressure may directly apply to the hold
frame without internal pressure by the cargoes.
For this reason, we consider the failure of the
frame by the applied distributed load caused by
the hydrostatic and the hydrodynamic pressure.
For the structural analysis of the hold frame, we
simplified the hold frame structure to a simple
both-ends-clamped beam model composed of one
frame with side shell plate and flange (Fig. 1 (b)(c)).
Though this model is very simple from the viewpoint of structural analysis, easy formulation of
structural reliability analysis is possible. By using
this model, we focus on the discussion about the
difference of the results of optimization by different strategy of optimization.
2.2
Structural reliability analysis
In this study, structural reliability analysis is carried out to compute annual probability of failure
of the frame for each ship year, and to calculate
the risk of the failure. Limit state function for the
structural reliability analysis is defined as follows,
g(t) = MU(t) ML(t),
(1)
where MU(t) is the strength of the frame and ML(t)

is the load, which are evaluated as bending moment
(2)
In this equation, y is yield stress of the material

of the frame, and Z(t) is the section modulus, and xu
represents the modeling uncertainty. It is assumed
that ultimate strength of the frame can be calculated by multiplying (=1.43) to the maximum
elastic bending moment (Z(t)y). The value of
is decided from the estimated ultimate strength
by 3-dimensional non-linear finite element shell
analysis of the frame structure.
Also in this study, effect of corrosion wastage
to the reduction of the strength is considered. For
prediction of the corrosion wastage, Paik et al.
(2004) proposed a probabilistic model to estimate
the thickness reduction by uniform corrosion
that is derived from the statistic data of thickness
measurement for each location of bulk carriers.
In this study, Paiks corrosion wastage model is
used, in which thickness diminution (r(t)) can be
estimated as follows,
t tC
0
r(t ) =
C
t
t
(
)
t tC
C
1
(3)
where tc is a probability variable which represents

the life of anticorrosion coating, and t is a shipyear. And C1 is a corrosion rate defined as a
probability variable of Weibull distribution. By
using the above corrosion wastage model, it is
possible to predict thickness reduction, r(t), for a
ship-year t. We assume that thickness of structural
members uniformly reduces by r(t) as the ship ages
(Figure 2). By applying thickness reduction to
the thickness of the shell plate, the web plate and
the flange in the cross section of the frame, it is
possible to account for the reduction of strength
(section modulus) by the uniform corrosion, when
strength is evaluated by using Equation (2).
2.2.2 Evaluation of load
Two kinds of bending moment (MS and MW)
in the beam model (Fig. 1(c)) are considered
that are caused by hydrostatic pressure (ps) and
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shown in Table 1. Figure 3 shows the definition

of design variables. As shown in this figure, only
the geometry of the cross section of the frame is
considered as design variables, and other dimensions shown in Figure 4 are assumed to be automatically determined from the design variables,
hw (web-height). In Figure 3, the frame-space, S,
is not a design variable but can be computed from
the design variable, N, that represents a number of
frames in one cargo hold, by dividing the length
of the hold (lh) by N. It is noted that N is not a
continuous design variable, but is a discrete design
variable.
bs
ts
tw
tf
Thickness
Reductionr
(t)
bf
Figure 2.
Effect of uniform corrosion.
hydrodynamic pressure (pw), respectively. Then the

load in the Equation (1) is defined as follows,
ML(t) = xSMS + xWMW,
(4)
where xS and xW are probability variables which

represent modeling uncertainty. It is reported that
the accident of the hold frame structure generally
occurred when the bulk carrier was fully loading
iron ore (ClassNK, 1992), so that we assume that
the target bulk carrier is always in full load, and the
bending moment caused by hydrostatic pressure in
the full loading condition (MS), can be assumed
as a definite value. On the other hand, we assume
that the bending moment caused by hydrodynamic
pressure, MW, is a probability variable. To derive
the probability distribution of MW, we assume
that the maximum bending moment, calculated by
applying the design pressure in the rule of the classification society (ClassNK, 2008), can be regarded
as the extreme bending moment in 20 ship-years.
Then probability distribution of the peak of the
bending moment can be estimated. And finally,
extreme distribution of the bending moment (MW)
in one year can be estimated from the probability
distribution (Kawamura and Sumi, 2010).
3
3.1
3.1.2 Design constraint

In this optimization, we consider two types of
constraint conditions.
(1) Constraint based on rules
We consider the following constraint introduced
from the rules of the classification society (Class
NK, 2008).
hw
< 60 (Web height (hw) and thickness (tw))
tw
Table 1.
Principle dimensions.
Ship length
Breadth
Molded depth
Draft
Gross tonnage
Dead weight
Complement
L
B
D
d
G/T
DWT
p
S = lh
ts
OPTIMIZATION 1 (MINIMIZATION
OF CONSTRUCTION COST)
tw
Formulation of optimization problem
Design Variables
bf
3.1.1 Design variables

Optimization is carried out for the hold frame
structure of a handy-max sized bulk carrier
Figure 3.
bottom end
(connected
to the hopper tank)
188 [m]
32.26 [m]
18.0 [m]
15.0 [m]
35,750 [t]
55.000 [t]
50 [persons]
hw
tf
Firstly, we carried out the optimization of the

hold frame by minimizing the construction cost of
the structure. In this optimization, probability of
failure computed by the method described in the
previous section is introduced as constraint of the
optimization problem.
(5)
ts : Thickness of Shell Plate

tw: Thickness of Web Plate
tf : Thickness of Face Plate
hw: Height of Web Plate
bf : Breadth of Face Plate
N : Number of Frames in One Hold
Design variables for optimization.
hw
2.00hw
lw
1.43hw
topend
(connected to
the wing
tank)
Figure 4. Parametric definition of the dimensions of

the frame.
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CShl 2 < Z
L
ts
(Section modulus (Z))
(6)
(7)
(ts ))
C(0.03L + 7.0) < tw (Web thickness (tw) (C = 1.0))

(8)
(2) Constraint about failure probability
Next, we consider that the computed probability
of failure by structural reliability analysis can be
used as design constraint for this optimization.
To define the acceptable limit of the failure
probability for the structure, CIRIA proposed the
following equation (Melcher, 1999),
PfCIRIA = 104 tL n1,
(10)
where tL, and n in the Equation (9) are assumed

as 30, 5.0 and 25, respectively. Also k is assumed
as 0.5. Then, the acceptable limit of the failure
probability (PfN) is calculated as PfN = 3.0 104.
And the constraint condition of this optimization
can be represented by the following equation.
PfL < PFN
3.1.3 Objective function

In this first optimization, objective function is
defined as construction cost (Ctotal). We assume
that the construction cost is composed of the steel
cost (Csteel) and the welding cost (Cweld) as follows,
Ctotal = Csteel + Cweld
To compute these costs, it is assumed that the

steel cost per ton is ps = 80,000 [yen/ton], and the
welding cost per length is pw = 15,000 [yen/m],
where [yen] is the Japanese currency, and 1 US$ is
about 100 yen when this study is carried out.
3.2 Optimization by genetic algorithm
In this study, we developed a computer program of
Genetic Algorithm (GA) for optimization procedure. Because not only continuous design variables
but also a few discrete variables are included in the
objective function, GA seems to be more suitable
than the general optimization methods that require
computation of derivatives. In this GA, 4 or 5 bit
length in a gene is assigned to each design variable.
And it is assumed that each variable can take discrete values between the lower limit value and the
upper limit value as shown in Table 2. The number
of genes in one generation is set as 40. Also in this
GA, rate of mutation is set as 0.05, and multiplepoint crossover method at two points is used.
It is noted that a lot of structural reliability analysis should be carried out during the optimization
process, so that structural reliability analysis should
be called directly from the optimization program.
For this purpose, we use a numerical library named
NESSUS-PA (Southwest Research Institute (SRI),
2009) which is the library of commercial reliability
software, NESSUS (Thacker et al., 2006).
3.3 Optimization result
Figure 5 shows the result of the optimization.
It can be observed that the thickness and height of
(11)
Table 2.
In this equation, PfL is the failure probability

in the lifecycle of the bulk carrier, and can be
computed from the annual probability of failure
obtained from the structural reliability analysis.
In this paper, we use the following simple formula
to calculate PfL;
tL
PfL
(13)
(9)
where is a factor which value differs by the type

of the structure, tL is the life of the structure, and
n is a number of people who uses the structure.
Also, Bhattacharya et al. (2001) compared the
target reliability of marine structures obtained
from the past researches with the CIRIAs criteria
and etc. However, these criteria is generally related
to the failure (accident) of the whole ship, while
our structural reliability analysis is just for a local
part of the ship structure, so that the acceptable
limit for this structural reliability analysis may
be less than the criteria for the whole ship. It can
be concluded that, it is very difficult at present to
define an reasonable acceptable limit of the failure
probability for this structural reliability analysis.
For this reason, we just assumed in this paper
that the acceptable limit (PfN) of the structural
reliability analysis can be defined based on the
CIRIAs criteria as follows,
PfN = kPfCIRIA,
where Pfi is annual probability of failure at i-th

ship-year.
(
i =1 j =1
Pf
i ) )Pfi
(12)
Gene coding of design variables.
Design
variable
Lower
limit
Upper
limit
Gene
length
Interval
N
ts (mm)
tw (mm)
tf (mm)
hw (mm)
bf (ww)
27
13.0
12.0
10.0
200.0
10.0
42
20.5
27.0
41.0
820.0
320.0
4
4
5
5
5
5
1
0.5
0.5
0.5
10.0
5.0
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S=1087(mm)
tw=13(mm)
ts=20.5(mm)
hw=360(mm)
tf=27(mm)
bf=180(mm)
Design Variables
N=27
ts=20.5mm
tw=13.0mm
tf=27.0mm
hw=360.0mm
bf=180.0mm
Figure 5. Optimization result (Minimization of construction cost).

Figure 6. Concept of structural design considering LCC.
the web plate (tw, hw) is relatively small. This might

mean that reducing the size of the web is more
effective than reducing the sizes of the shell plate or
the flange in order to reduce the construction cost.
It is also deduced that the cost of welding becomes
lower by making the frame-space (S) higher with
a small number of frames (N). The computed
failure probability by using the Equation (11) is
2.92 104, which is almost same as the acceptable
limit, PfN, shown in the Section 3.1.2.
Though the failure probability computed
by structural reliability analysis is included in
the constraint condition, this constraint can be
regarded as the constraint for the bending strength.
However, the constraint related to the bending
strength is already included in the Equation (6)
which is attributed to the rule of the classification
society. Therefore, the constraint related strength
is doubly imposed to this optimization. It is possible to say that the optimization with the constraint
of failure probability may not produce significant
effect if the constraints based on the rule is already
included in the optimization.
4
4.1
OPTIMIZATION 2 (MINIMIZATION
OF LIFECYCLE COST (LCC))
Recently, the method to evaluate the structure and

to create a plan of maintenance based on the lifecycle cost including the risk of failure is proposed
(Kawamura and Sumi, 2009). Generally in ship
structural design, the relationship between the probability of failure (pf) and each component of LCC
can be represented as shown in Figure 6. In this
figure, the initial cost (construction cost, CI) is high
if the probability of failure (pf) is low, because a
lot of steel is necessary to construct a ship with
high strength. And the initial cost becomes lower
as the probability of failure becomes higher. On
the other hand, the maintenance cost (CM) and the
risk of failure (CRISK) may be low if the probability
of failure is low, and may become higher if the
Table 3.
Definition of the design variable, M.
Design variable
Feasible value
Gene length
0, 4, 12, 16, 20, 24, 28
probability of failure becomes higher. Then in the

structural design considering LCC, optimal design
can be obtained by deciding the values of design
variables by minimizing the LCC. Based on the
above concept, we carried out optimization of the
hold frame structure.
4.1.1 Design variables
In this minimization of the LCC, we introduce a
design variable M, frequency of maintenance, in
addition to the design variables used in the previous optimization. Because we only consider the
uniform corrosion as the structural deterioration
effect by ageing, we also only consider re-coating
for protection of the corrosion as the maintenance
action. It is assumed that, after the re-coating is
carried out at a certain ship-year, progress of corrosion is stopped for tc years during the re-coating
is effective. Table 3 shows the definition of the
design variable, M.
M can take the 8 values. If M = 4, 8 or 12, this
means that re-coating is carried out every 4, 8, or
12 years in the life of the ship (30 years). If M = 16,
20, 24 or 28, re-coating is carried out only once in
her life at the year of M, while no re-coating is
carried out when M = 0.
4.1.2 Constraint
In this optimization, the rule based constraint conditions as defined in the previous Section (3.1.2 (1))
are considered, while the constraint about failure
probability (3.1.2(2)) is not used.
4.1.3 Objective function
Objective function of this optimization is the
lifecycle cost represented by the construction
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cost (Ctotal) defined in the previous section, the

maintenance cost (CMi) and the risk of failure (the
cost of failure) (CRISKi) as follows,
LCC
Ctotal +
tL
(CMi
i =1
CRISKi )
(14)
As the annual maintenance cost (CMi) at i-th

year, only the cost of re-coating is accounted
for where the price of coating per unit area is
assumed to be 30,000 [yen/m2]. Also the annual
risk of failure (CRISKi) is computed by the following
equation,
CRISKi = CFpfi
(15)
where pfi is annual failure probability computed by

structural reliability analysis, CF is expected loss of
damage of the ship, and is the factor introduced
to consider the total failure probability of the
ship.
4.2 Optimization result
Figure 7 shows the result of the optimization.
In this solution of optimization, the trend is same
as the previous optimization in that the number
of frames is small and the frame space is large.
However, thickness and width of the flange and the
height of the web are relatively higher compared
with the solution in the previous optimization
(Fig. 5), so that the section modulus and the bending strength of this solution is higher. It is noted
that M = 0 is obtained for this optimum solution.
This means that re-coating should not be carried

out in the life of the ship. It can be concluded that
the structure with high strength without maintenance action, where the construction cost is high,
gives the most effective solution when minimization of the LCC is considered. The structure with
low construction cost with good maintenance plan
does not become an optimum solution by using
this optimization strategy.
4.3
Sub-optimal solution
Figure 8 shows sampling points near the optimal

solution which are generated during the optimization process by the genetic algorithm. The horizontal axis of the graph is failure probability at
30 ship-year, and the vertical axis represents the
LifeCycle Cost (LCC).
It can be observed that the distribution of the
points is convex downward, and that the optimal
solution is located at the minimal point. However,
it is noted that the distribution is multimodal and
not only the optimal point but also the sub-optimal
point exist as shown in the figure. The values of
the design variables of this sub-optimal solution is
shown in Table 4, where the sizes of the flange (tf, bf)
are smaller than the optimal solution. Instead,
the sub-optimal solution says that the maintenance should be carried out once at 16 ship-year
(M = 16). Here it can be concluded that, other than
the optimal solution, almost optimal (sub-optimal)
solution can be obtained where the strength of
the structure is lower and the maintenance action
(re-coating) is required when LCC minimization is
carried out.
S=1087(mm)
LCC(1.0E+07[Japanese Yen])
30
tw=13(mm)
ts=20.5(mm)
hw=520(mm)
tf=30(mm)
Design Variables
N=27
ts=20.5mm
tw=13.0mm
tf=30.0mm
hw=520.0mm
bf=300.0mm
M=0(No recoating)
29
28
27
26
25
Sub-Optimal
Design
24
1.E-09
1.E-08
Optimal
Design
1.E-07
1.E-06
1.E-05
Failure Probability at 30 ship-year (pf)
bf=300(mm)
Figure 7.
Figure 8. Lifecycle cost and failure probability for the

designs near the optimal design (Minimization of LCC).
Optimization result (Minimization of LCC).
Table 4.
Optimal design and suboptimal design.
Optimal design
Sub-optimal design
ts [mm]
tw [mm]
tf [mm]
hw [mm]
bf [mm]
27
27
20.5
20.5
13.0
13.0
30.0
26.0
520.0
520.0
300.0
200.0
0
16
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OPTIMIZATION 3 (MAXIMIZATION
OF LIFECYCLE BENEFIT (LCB))
5.1
Table 5. Reference ship and operational parameters.
In the previous chapter, optimization of structural

dimensions and maintenance planning is carried
out by minimizing the LifeCycle Cost (LCC) of the
bulk carrier. As a result, the most optimal solution
is to design high-strength and maintenance-free
structure. However, because the high strength
structure means high weight of the ship, ship
owner may think that this kind of structures is
not preferable. For this reason, we carried out the
optimization by maximizing the LifeCycle Benefit
(LCB) in which not only the lifecycle cost but also
the operational revenue from the viewpoint of ship
owner is considered.
The objective function in this optimization is as
follows,
tL
tL
55,000
Reference ship parameters

S [mm]
890
tw [mm]
12.5
Hw [mm]
400
ts [mm]
tf [mm]
bf [mm]
Opertional parameters
RC [yen/(ton voyage)]
Nr
1,920
9
ts=20.5(mm)
i =1
In this equation, ROPEi in the first term is annual

operational revenue at i-th ship year, while the second term is the lifecycle cost which is defined in
the previous optimization. Therefore, the LCB is
defined as the difference between lifecycle revenue
and the LifeCycle Cost (LCC). The annual operational revenue is estimated as follows,
ROPEi
(DWTT
reef
+ Wdifff
RC NR ,
tw=13(mm)
hw=520(mm)
tf=21(mm)
bf=160(mm)
Figure 9.
LCB(x1.0E+08[Japanese Yen])
i =1
(17)
where RC is defined as the revenue for the unitweight cargo per one voyage, and NR is the number
of voyages in one ship-year. DWTref is the deadweight of a reference ship (Table 5), which is
introduced to compute the increase of deadweight
(Wdiff) of the optimized ship from the reference
ship by saving the weight of the structure.
Stated another way, we assume that the amount
of cargo which can be loaded on the ship can be
increased by designing the hold frame structure
lighter, and that operational revenue can also
becomes higher as a result of weight saving.
It is noted that the design variables and constraint condition in this optimization is completely
same as the optimization in the previous chapter.
Optimization result
Figure 9 shows the optimized solution by maximizing LCB. It can be observed that the thickness and
the width of the flange become smaller compared
with the solution by minimization of the LCC.
By this change, the strength of the frame becomes
lower and the effect of corrosion to the reduction
16
16
140
S=1087(mm)
ROPEi Ctotal (CMi + CRISKi ) (16)
LCB
C
5.2
DWTref [ton]
Design Variables
N=27
ts=20.5mm
tw=13.0mm
tf=21.0mm
hw=520.0mm
bf=160.0mm
M=16
Optimization result (Maximization of LCB).
281.6
281.4
Optimal
Design
281.2
281.0
280.8
280.6
280.4
280.2
280.0
1.00E-08
1.00E-07
1.00E-06
Failure Probability at 30 ship-year (pf)
1.00E-05
Figure 10. Lifecycle benefit and failure probability for the

designs near the optimal design (Maximization of LCB).
of strength may become larger. However in this

solution, strength of the frame might be kept enough
high by carrying out the maintenance (see M = 16 in
this solution in Fig. 9). Figure 10 shows the sampling points near the optimal solution which are
generated during the optimization process by the
genetic algorithm. Unlike the Figure 8 in the previous optimization, sub-optimal solution does not
exist in this optimization.
By carrying out the optimization considering
not only the lifecycle cost but also the lifecycle
revenue, the optimized structure may have proper
strength with proper maintenance plan, which is
different from the simple high-strength structure.
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analysis and in the objective functions of

the optimization, it might be necessary to
evaluate these uncertainties more accurately
for practical application of lifecycle structural
optimization. Also if the curve around the
optimal point as shown in Figure 10 is rather
flat, the effect of the assumptions in the uncertainties to the result of optimal design should be
properly evaluated.
CONCLUSIONS
In this study, we proposed a strategy of lifecycle

structural optimization by using the structural
reliability analysis and the risk evaluation. Based
on this concept, the optimization is carried out for
the hold frame structure of a bulk carrier. Though
the analysis model used in the optimization is too
simple and rough for practical purpose, the strategy proposed in this paper seems to have large
potential for future development of risk-based
design. The conclusions of this study are summarized below.
1. We firstly carried out the structural optimization
in which objective function is defined as the
construction cost. The failure probability computed by structural reliability analysis is included
as a constraint condition. It is possible to say
that the constraint of failure probability might
have same meaning as the constraints of the
rule related to the strength of the frame, so that
the constraint of failure probability may not
produce a significant effect to the optimization
results.
2. In the second optimization where minimization
of LifeCycle Cost (LCC) is carried out, we
consider the risk of failure as a part of objective function (LCC). Moreover, an additional
design variable related to the maintenance plan
(frequency of re-coating) is introduced. The
solution of this optimization indicates that high
strength structure without maintenance (recoating) is the most effective from the viewpoint
of LCC.
3. In the minimization of LCC, almost optimal
(sub-optimal) solution can be obtained. In this
suboptimal solution, though the strength of the
structure is lower than the optimal structure, a
proper maintenance (re-coating) is planned as
the sub-optimal solution.
4. In the last optimization, we carried out the
maximization of the LifeCycle Benefit (LCB).
By considering not only the lifecycle cost
but also the lifecycle revenue, the optimized
structure may have proper strength with proper
maintenance plan, which is different from the
simple high-strength structure obtained by
the minimization of the construction cost or the
minimization of the LCC.
5. As there are many assumptions in the definition
of uncertainties in the structural reliability
ACKNOWLEDGEMENTS
This work is supported by the Ministry of Education, Science, Sports and Culture, Grant-in-Aid for
Scientific Research (B) 20360391. Also this work is
supported by Kawasaki Shipbuilding Corporation.
The authors are grateful for these supports.
Appreciation is also extended to Professor Sumi in
Yokohama National University who gave us a lot
of advises for this research.
REFERENCES
Bhattacharya, B. et al. 2001. Developing target reliability
for novel structures: the case of the Mobile Offshore
Base, Marine Structures, 14, pp. 3758.
ClassNK. 1992. Investigative Report about the Accident
of Aged Large Bulk Carriers (in Japanese).
ClassNK. 2008. Rules and Guidance for the Survey and
Construction of Steel Ships.
Kawamura, Y., Nishimoto, M. & Sumi, Y. 2009. A study
on a method for maintenance of ship structures
considering remaining life benefit, In Guedes Soares &
Das (eds), Analysis and Design of Marine Structures
(Proc. Marstruct2009), 2009, pp. 279289.
Kawamura, Y. & Sumi, Y. 2010. Comparison of Two
Different Hold Frame Structures of a Bulk Carrier
Based on Structural Reliability Analysis, Proc. 11th
International Symposium on Practical Design of
Ships and Other Floating Structures (PRADS 2010),
pp. 14211431.
Melchers, R.E. 1999. Structural Reliability Analysis and
Prediction, John Wiley & Sons.
Paik, J.K. et al. 2004. A time-dependent corrosion wastage model for seawater ballast tank structures of ships,
Corrosion Science, 46, pp. 471486.
Southwest Research Institute (SRI) 2009. NESSUS-PA
Users Manual, Version 0.5, November, 2009.
Thacker, B.H. et al. 2006. Probabilistic engineering analysis using the NESSUS software, Structural Safety, 28,
pp. 83107.
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A study on long-term prediction of corrosion wastage

T. Matsukura & Y. Kawamura
Department of System Design for Ocean-Space, Yokohama National University, Yokohama, Kanagawa, Japan
Eeteng Khoo
American Bureau of Shipping, Houston, Texas, USA
ABSTRACT: Corrosion is one of the most commonly found degradation mechanisms on marine
vessels. It is inevitable and can compromise the structural integrity if not properly addressed and
monitored. In extreme cases, it may have an impact on the safety of the vessel. Hence, proper and
wise corrosion management is essential. Many corrosion wastage models have been proposed by
researchers. One of the most important challenges to develop wastage models is consideration of
uncertainties within corrosion data. These uncertainties are generally dependent upon the environment, effectiveness of corrosion protection, or accuracy of the thickness measurement. The objective
of this study is to investigate these uncertainties involved and develop a process of generating corrosion wastage model. Characteristics of existing approaches are also reviewed and assessed while
developing a new model.
1
1.1
INTRODUCTION
1.2
Background
In recent years, experts in the marine industry

have recognized the need for developing a method
to predict corrosion wastage to assist in vessel
maintenance planning. Prediction models have
been proposed to monitor and predict the wastage condition of a structural component (Paik
et al. 2003, Guo et al. 2008, Yamamoto & Ikegami
1998, etc). The models are based on different
assumptions and methodologies. Since the integration of the models has yet to be done, there is
still confusion in the application of the models.
The main factor that makes the difference of corrosion prediction appears to be large variability
in corrosion data that related to both thickness
measurement data and corrosion mechanism
itself. Therefore the greatest challenge in developing wastage prediction models is the uncertainties in the thickness measurement data.
In this paper the uncertainties involved in
thickness measurement data and the characteristics of existing approaches are investigated.
The process of data management for the wastage
prediction will be developed which has not clearly
been presented in previous research. The findings will be used in the development of a model
to predict corrosion wastage from tanker measurement data.
Scope of work
This study involves the collection and screening of

thickness measurement data, the development of a
corrosion wastage model using the screened data,
and probabilistic representation of the corrosion
model. First thickness measurement data are collected from gauging reports in order to identify the
uncertainties. Then a method for processing these
data is established with the objective to propose a
prediction model using less scattered data. The
process includes the screening of data that are identified as a factor skewing the statistics of corrosion
wastage. In the final phase, comparative analysis of
existing corrosion models and the newly developed
model are conducted and the key factors contributing to the model differences are investigated.
2.1
CORROSION DATA COLLECTION

AND DATA SCREENING FOR
PREDICTION OF WASTAGE
Problems with existing database
The primary requirement for predicting corrosion

wastage is to obtain not only a reliable set of corrosion data but also a sizable amount of data. Due
to the difficulty in simulating long-term real seawater condition in the laboratory, corrosion data
obtained from gauging reports is a better option
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Table 1.
Summary of existing database for tankers.
Organization
ABS
NK
KR
TSCF
Ship type
Vessels
Measurement records
Ship size (m or DWT)
Ship age (years)
Build years
Single hull tanker

140
110,082
168401 m
1226
Mostly 1970s
Single hull tanker

197
>250,000
100400 m
23
Not known
Single hull tanker

230
33,820
Not known
1226
Not known
Measured
Data source
19922000
SafeHull condition
assessment
157
Not known
Gauging records
Not known
Gauging records
Single hull tanker

54
Not known
150,000300,000 DWT
25
1960s (16)
19701975 (38)
Not known
Owner, class
346
Not known
Not known
Gauging reports
for verifying corrosion wastage models. Existing

corrosion database are summarized in Table 1.
The data can be used for the prediction of corrosion wastage through statistical analysis.
However, there are uncertainties in the thickness
measurement data collected from a fleet of vessels,
in addition to the uncertainty in the corrosion
mechanism itself. Suspicious uncertainties that
have been reported in previous research[1][2] are
listed below:
Measurement Data Collection

Gauging reports
Repair reports
Data Categorizing
(in accordance with corrosion environment)
Compartment type
Structural type
i. Various service or corrosive environments of

each vessel
ii. Structural members or coating type differences
iii. Including the data of a new plate due to repair
work
iv. Measurement error
v. Uncertainty of initial thickness (i.e., gap
between actual thickness of plates and its design
scantlings due to manufacturers margin).
Location
Screening
Remove repaired member data
Remove negative & zero wastage
Remove pitting/grooving
Data Analysis
Verification with corrosion model
Figure 1. Process flow of thickness measurement data

management.
2.2
Data collection and preparation

for prediction of wastage
In this study, thickness measurement data of a single tanker taken from the database provided by
ABS are used for the development of the long-term
corrosion model. This is to eliminate the uncertainty caused by service environments, as indicated
in Section 2.1.
The collected raw data have to be filtered before
being used for analysis purposes. For example, as
general corrosion is the focus of the analysis, pitting and grooving corrosion data are not included.
This is due to their locally advanced and relatively
high wastage. The data also contains measurement
data taken on plates that were replaced by a new
plate during the vessels service life. Gauged data
that indicate negative or zero wastage are also
removed, as these would skew the statistics of corrosion wastage of the vessel.
Figure 1 illustrates the flow of data management proposed for this study. As stated above,
thickness measurement data are to be reviewed
appropriately before the analysis phase. The process includes categorization and screening of thickness measurement data using the gauging reports
and repair reports. First, thickness measurement
data are collected from the gauging reports. The
repair reports indicate structures that have been
repaired and the time when each repair took place.
These details are used to screen out those repaired
members records. Before the screening phase data
should be categorized in accordance with corrosion environment. For example, the data were categorized by structural member type such as upper
deck plate, side shell plate, bottom plate, stiffeners
and so forth. The data were also categorized by
tank location and compartment type.
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Corrosion wastage (mm)
Figure 2 illustrates a scatter plot of corrosion

wastage on the deck plate in a sample cargo oil tank
before data screening. Here, vertical axis shows the
amount of wastage, while horizontal axis shows the
age of the vessel. The negative values observed in
Figure 2 indicate the remaining thickness of the
gauged plate is larger than its design thickness, which
may be caused by rust on the surface or greater initial
thickness. The pink and green lines describe the wastage of two deck platings. Repair reports stated that
the plates had been cropped and renewed at age 27,
causing the drop seen in the figure. In accordance
with the management process shown in Figure 1,
these negative values and the data of renewed plates
are to be screened out from the raw data.
Since there could not be found significant difference of wastage distribution by tank location the
data in all cargo oil tanks were compounded in order
to enrich the data size. Figure 3 shows the scatter
plot of corrosion wastage on the main deck plate of
all cargo oil tanks of the tanker after screening.
There are 3,387 measurement points in total. Mean
value and mean + standard deviation of wastage at
several gauged years are also shown in this chart.
From Figure 3, the data appear to have a large
variation and the wavy pattern progress of Mean
can be observed. Since the plates are located over a
wide area of the vessel, data for a single plate was
also collected by taking the average of all the gauging points in a plate.
Plate A
Plate B
+ Plate C
3.0
Plate D
2.0
Mean
+
1.0
0.0
0
10
15
20
25
30
Age of vessel (year)
Figure 4. Corrosion wastage progress on a single plate

in No. 4 center cargo oil tank.
The average of the wastage on four deck plates

in No. 4 center cargo oil tank is shown in Figure 4.
In this figure, mean wastage is indicated as a red
line and a wavy pattern trend of wastage is still
observed.
From the above discussion, a large variability
and wavy pattern of mean wastage are still present
in post-screening phases, i.e., where repaired plates
data, pitting and grooving corrosion data, negative
and zero values, have been screened out. Also, the
data is highly scattered even on a single plate.
Therefore, a large variability in thickness measurement appears to exist. This is likely due to the unevenness of the corroded surface since it is virtually
impossible to gauge the thickness of the exact same
area at each survey.
3
CORROSION WASTAGE MODEL
3.1 Consideration of existing formulas
Figure 2. Scatter plot of corrosion wastage on deck

plate in No. 3 cargo oil tank of the tanker.
By using the screened data obtained through the

process detailed in the previous section, a formulated curve that represents corrosion progress in
terms of age of vessel was derived. The least square
method based on weighted regression was used to
determine the curve that best fit the data.
Typical formulas applied in existing corrosion
wastage models follow:
d (t ) = a (t
d (t ) = 0
d (t ) = a (t t
d (t ) = 0
t > C
t C
(1)
)b
t > t0
t t0
(2)
t c
d (t ) = d 1 exp
, t > c
t
d (t ) = 0
t C
Figure 3. Scatter plot of corrosion wastage on deck
plate in cargo oil tanks of the tanker.
t =
d
,
tan
d0
(3a)
(3b)
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d (t ) = a (t
d (t ) = 0
)b ,
t > c + t
t c + t
(4)
model is not to be applied in this study. The tri-linear

model (curve (5) in Fig. 5) may not be appropriate
for this study since its objective is short-term prediction of corrosion progress. In this study, Eq. (2) was
chosen, considering both simplicity of the formula
and consistency with corrosion data obtained. This
formula has also been commonly applied in the
industrial field for long-term prediction (Guo et al.
2008, Yamamoto & Kobayashi 2005).
As such, Eq. (2) is applied for the curve fitting
with mean and mean + standard deviation of the
corrosion data.
where d(t) = amount of wastage, t = age of vessel,

t0 = corrosion initiation time, c = coating life,
t = transition time between coating durability and
corrosion initiation, d = maximum wastage, is
defined by d and t, d0 = initial plate thickness and
a, b = coefficients determined by verification with
measurement data (a is known as corrosion rate).
Eq. (1) proposed by Paik et al. (2003) represents corrosion progress as a linear formula by defining the
constant corrosion rate. Eq. (2) by Guo et al. (2008)
represents a nonlinear formula that defines the timevariant corrosion rate. The exponential model proposed by Garbatov et al. (2007) is represented by
Eq. (3). The main distinction of this model compared with the others is that the corrosion wastage is
assumed to converge at maximum wastage, d, during the service life it is defined as smaller value than
the initial plate thickness. Yamamoto & Ikegami
(1998) proposed Eq. (4), which defines coating life,
c, and transition time,t, as random variables. This
formula may be more theoretical as coating life, c,
and transition time, t, are taken into account.
Although not included above, Melchers (2009) has
proposed a tri-linear model that is based on the
theory of oxidizing surfaces in the processes governing oxidation in the first few years.
Figure 5 schematically illustrates these corrosion wastage models. Here, the model proposed by
Melchers is illustrated as curve (5). Since the coefficients of the models are related to the start of
corrosion (such as coating life, c, and transition
time, t), the initiation of corrosion, t0, needs to be
determined from the thickness measurement data.
These values can be assumed from the trend of
corrosion progress.
The corrosion rate in the early phase is known to
be relatively high and decreases over time. The linear
model (curve (1) in Fig. 5) can represent corrosion
progress more simplistically since it depends primarily on the value of c. Because c is difficult to determine based on thickness measurement data, this
Figure 6 shows the result of curve fitting to the corrosion data presented in Figure 3 by applying the
least square method. In addition to mean and
mean + standard deviation of wastage, 50 percentile
and 75 percentile of the data are also shown in the
chart. Here, corrosion initiation time t0 of each
model is determined from the trend of the wastage.
Corrosion models are to be developed by taking
into account the data size at each gauging survey.
At some ages, the amount of gauging data may be
limited and can be ignored when curve fitting is
carried out. Furthermore, to make the corrosion
wastage model more conservative and reliable,
the weighted regression method was applied.
The trends are presented by the ship ages where the
data indicates more severe wastage.
At a particular age (for example, 15 years old
shown as dotted area (a) in Fig. 6), the gap between
mean (data mean) and 50 percentile (50%) of the
data is relatively large. It is attributed to the fact that
a few extremely large values had skewed the statistics of the corrosion data. Thus at those ship ages
(here, ship age 15 in Fig. 6), it is preferred that the
corrosion progress model for mean wastage (curve
mean) passes between mean (data mean) and
50 percentile (50%), and the model for mean +
standard deviation (curve mean + sd) passes between
mean + standard deviation (data mean + sd) and
75 percentile (75%).
Figure 5. Schematic of existing corrosion wastage models.
Figure 6. Curve fitting to the mean and mean + standard

deviation of corrosion wastage, together with 50 and
75 percentile of the data.
3.2
Derivation of corrosion model

by means of curve fitting
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4
4.1
PROBABILISTIC REPRESENTATION
Table 2. Results of Chi-square goodness of fit test to

several probability distribution forms with the data.
Probability density function
Ship age
As mentioned, there are many uncertainties in corrosion data, so probabilistic representation is to be

applied to the model. Yamamoto & Kobayashi
(2005) defined corrosion initiation time as a random variable that follows lognormal distribution.
However, the corrosion initiation time of the model
proposed in this study was assumed to be a constant value because of the lack of the data that specifically states corrosion initiation. Paik et al.
(2003) assumed a constant corrosion rate to follow
Weibull distribution. Since the equation compensates for a limited number of data, the constant
corrosion rate has been regarded as a convenient
way to grasp the trend of corrosion progress. It is,
however, not appropriate to the nonlinear model
applied in this study, as it cannot represent timevariant corrosion rate. Guo et al. (2008) categorized the data by ship age and investigated the
best-fitted probability distribution forms to the
histograms of the data obtained. As a result,
Weibull distribution was applied to represent the
probability density function of corrosion wastage
at every vessel age.
In the same way as with Guo et al. (2008), corrosion data was categorized by vessel age and then
probabilistic distributions such as Weibull and
Lognormal were fitted to the data by applying
either method of moments, maximum likelihood
estimates and least squares estimates. From these
methods, the least computationally intensive methods were used. Several probabilistic distribution
forms were investigated by applying the Chi-square
test to determine the most suitable distribution
form. Figure 7 shows the histogram of corrosion
wastage of deck plate in center cargo oil tanks of
the tanker at age 21. Three best-fitted probability
density functions were ranked by the Chi-square
test. Table 2 also lists the results of the Chi-square
test to other ages and compartment types.
From the results shown in Table 2, no probability density function can consistently fit the data
Best fit
2nd best fit
3rd best fit
a) Center cargo oil tanks

11
Weibull
15
Lognormal
18
Weibull
21
Weibull
26
Weibull
29
Weibull
33
Lognormal
Lognormal
Weibull
Lognormal
Lognormal
Gamma
Gamma
Gamma
Gamma
Gamma
Gamma
Gamma
Lognormal
Lognormal
Weibull
b) Wing cargo oil tank

11
Gamma
15
Weibull
18
Gamma
21
Lognormal
26
Gamma
29
Gamma
33
Gamma
Lognormal
Lognormal
Lognormal
Weibull
Lognormal
Normal
Normal
Exponential
Gamma
Exponential
Gamma
Weibull
Weibull
Lognormal
for all ship ages and compartments. However,

Weibull distribution appears to be a good candidate for representing the corrosion wastage on
center tanks over the vessels service life. Gamma
distribution appears to be another candidate for
wing tanks. Since the data obtained are based on a
single vessel and details of the tanks are limited, it
is difficult to calculate the difference in corrosive
environment that affects the distribution forms in
center tanks and wing tanks. Therefore, Weibull
distribution was applied for probabilistic representation in this study, i.e., corrosion wastage at each
vessel age was assumed to follow the Weibull
distribution.
4.2
Probabilistic representation by means

of Weibull distribution
The probability density function of Weibull distribution can be expressed by the following equation:
k 1
xk
k x
, x, k , > 0
f x ( x, k , ) =
exp

(5)
The following approximate expression (Halder &

Mahadevan 2000) can also be used to determine
the shape parameter k and scale parameter in
Eq. (5) by means of mean and standard
deviation .
Figure 7. Histogram of corrosion wastage on deck
plate in center cargo oil tanks of the tanker at ship age 21
with three best fitted probability distribution forms.

k=

1.08
, =
k+
(6)
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By using Eqs. (5) and (6), a probabilistic model

can be developed from statistical values such as
mean and standard deviation. As presented in
Figure 6, the corrosion progress models for mean
and mean + standard deviation predict the wastage value at vessel age where gauging was not performed. Thus, the models derived in Section 3.2
allow probability density function representation
over the vessels life through Weibull distribution.
A three-dimensional corrosion wastage model is
generated and shown in Figure 8. This represents
the probability density function which follows the
Weibull distribution of corrosion wastage d(t) on
deck plate in cargo oil tanks of the tanker over the
vessel age t.
By using the procedure described above, it is
possible to derive a probabilistic formula by using
gauging reports. This allows engineers to perform
probabilistic prediction of corrosion wastage over
the vessels service life for the purpose of risk- and
reliability-based inspection planning.
Figure 8. 3D corrosion wastage model for upper deck

plate in cargo oil tank of the tanker.
Table 3.
COMPARATIVE STUDIES
The process of deriving a corrosion wastage model

in this study was developed through the evaluation
of existing approaches. The corrosion progress
model for mean wastage obtained in this study
(see Fig. 6) is compared to the existing models
based on the data taken from a fleet of vessels, as
illustrated in Figure 9. The details of the data used
for each model are listed in Table 3. Note that
unlike existing models, the data used in this study
is taken from a single vessel. For comparison purposes, several existing models especially for upper
deck plate in the cargo oil tank of tankers are
featured. Here, the corrosion rate for the same
structural member and compartment type proposed by TSCF (1997) is also shown. The upper
Figure 9. The comparison of existing corrosion wastage

models based on a fleet of tankers data and the model
obtained in this study based on a single tankers data.
*The upper and lower limit of corrosion rate are shown
as an alternative (TSCF 1997). *50% and 75% are also
shown (Yamamoto & Kobayashi 2005).
Summary of existing corrosion models for upper deck plate in cargo oil tank of tankers.
Corrosion model
Paik et al. (2005)
Garvatov et al. (2007)
Guo et al. (2008)
Vessels
>100 tankers
<140 tankers
Member
Upper deck plate in

cargo oil tanks
About 5000
7.5
Yamamoto & Kobayashi (2005)
60 tankers
Upper deck plate in
cargo oil tanks
38856
Follows Weibull distribution
*mean = 9.114
<140
tankers
Upper deck plate in
cargo oil tanks
4655
11.49
TSCF (1997)
>32 tankers
Upper deck plate in
cargo oil tanks
Unknown
Uncoated
Total number of data used

Corrosion initiation time
Corrosion model
Vessels
Member
Total number of data used
Corrosion initiation time
Upper deck plate in

cargo oil tanks
4655
6.5
This study
1 tanker
Upper deck plate in
cargo oil tanks
3387
6.5 years
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and lower limits of the standard are indicated in

the chart. The existing corrosion models in Figure 9
were previously introduced in Section 3.1, except
for the model by Yamamoto & Kobayashi (2005).
This is a newly proposed model based on Eq. (2),
while Eq. (4) was used in previous research
(Yamamoto & Ikegami, 1998). The curve of
50 percentile and mean of their model are
both shown in this chart for reference purposes.
In Figure 9, the corrosion rate, 0.030.10 mm/year,
stated by TSCF (1997) covers most of the predicted values of the models. There is, however, a
high level of difference between the estimated wastage of each model. The model proposed in this
study and Guo et al. (2008) show relatively rapid
corrosion progress compared to other models.
It may be caused by the fact that the weighted
regression carried out in these studies leads to a
more conservative estimation.
6
CONCLUSIONS
Thickness measurement data of a single vessel

were collected and managed through categorizing
and screening in order to take into account the
uncertainties involved. By using the filtered data,
corrosion progress was formulated along with the
consideration of methodology and assumptions of
existing approaches. A probabilistic formula of the
model was then derived. This model provides engineers with a probabilistic prediction of wastage
and the ability to perform a more rational way of
inspection planning. The results and discussions in
this study are summarized below.
1. Large variability of wastage values remain even
when the data are based on a plate. This shows
the impact of uncertainty caused by gauging of
corroded surface, as it is almost impossible to
gauge the same point at each survey.
2. Since significant differences between existing
corrosion wastage models exist, further investigation and development of a corrosion model
and database are required. As for the models
proposed by Guo et al. (2008) and this study,
they were derived based on the weighted regression method taking into account data size at
each survey and severity of data. As these models show a relatively conservative estimation as
opposed to the other models, such data analysis
may be needed in order to not underestimate
the amount of corrosion wastage.
3. The corrosion wastage model proposed in this

research requires a continual database update to
make it applicable to other tankers, as the model
in this research was obtained based on data collected from a single vessel.
Producing a long-term prediction of corrosion
wastage requires proper analysis of corrosion data
which contains a variety of uncertainties and
unreliability, especially when the data size is limited.
The process may include data screening and application of the weighted regression method.
ACKNOWLEDGEMENT
The first author was in residence at ABS Corporate Technology from October 2009 to February
2010. The reported work is a snapshot of the first
authors work at ABS. We sincerely appreciate the
opportunity for the internship, the financial support and the guidance concerning the research
work that ABS provided.
REFERENCES
Garbatov, Y., Guedes Soares, C. & Wang, G. Non-linear
time dependent corrosion wastage of deck plates of
ballast and cargo tanks of tankers, Journal of offshore Mechanics and Arctic Engineering. (2007);
129(1):4855.
Guo et al. Time-varying ultimate strength of aging tanker
deck plate considering corrosion effect, Marine Structures 21 (2008), 402419.
Haldar, A. & Mahadevan, S. Probability, Reliability, and
Statistical Methods in Engineering Design, John Wiley
and Sons, Inc., New York (2000).
Melchers, R. Validity and quality of deterioration models
for structural reliability assessment, Structural Longevity Vol. 1, No.1 (2009) 1736.
Paik, J.K., Wang, G., Thayamballi, A.K., Lee, J.M. &
Park, Y.I. Time-dependent risk assessment of aging
ships accounting for general/pit corrosion, fatigue
cracking and local denting damage, Transactions
SNAME (2003), Vol. 111, 159197.
Tanker Structure Co-operative Forum (TSCF). Guidance
manual for tanker structures, Witherby & Co. Ltd.
(1997).
Yamamoto, N. & Ikegami. K. A study on the degradation
of coating and corrosion of ships hull based on the
probabilistic approach, Journal of Offshore Mechanics
and Arctic Engineering (1998).
Yamamoto, N. & Kobayashi, H. Corrosion progress prediction system for ship structural members, Transactions of
Nippon Kaiji Kyokai (2005), vol. 274, 19.
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Optimization of composite maritime structureseffects of uncertainties

on design criteria and limits
L. Sanchez & J.W. Ringsberg
Department of Shipping and Marine Technology, Chalmers University of Technology, Gothenburg, Sweden
E. Johnson
Department of Building Technology and Mechanics, SP Technical Research Institute of Sweden, Bors, Sweden
ABSTRACT: Composite materials have been used successfully in vessels since the 1960s. Changes
during the last decade in international regulations, fuel prices and environmental concerns have dramatically increased the interest of the marine industry in lightweight composite materials. There are many
questions regarding the materials properties and behaviour that still remain, leading, in some instances to
too robustly designed crafts. Therefore, the new generation of composite vessels requires a finer tuning of
safety and weight, which can be achieved by analyzing thoroughly the behaviour of the material and the
effects of uncertainties and approximations found in the design process. This paper presents the study of
two design methodologies with different degrees of complexity, through deterministic and probabilistic
analyses, in order to determine their benefits, drawbacks and challenges.
1
1.1
INTRODUCTION
1.2
Background
The political discussion on climate changes and

environmental regulations, together with raised
fuel prices and shippings competition with other
means of transportation pressures the shipping
industry to change. A first step is to employ energy
efficiency studies, which are of outmost importance to ensure the viability of newly designed
vessels. The computation of an energy efficiency
index aims to raise awareness of the shipbuilding
efficiency of the proposed ship against the actual
ships performance so that ship owners can gauge
and set targets for improvement over time.
Composite materials in ship structures can
be used as a mean to increase energy efficiency:
a reduction on the structure weight renders reduced
fuel consumption or an increase of the payload
capacity. Additionally, the price of composite materials is going down, making them a competitive
option compared to steel and aluminium materials.
However, although knowledge has been developed
on how to design large parts of merchant vessels
in composite materials, there are challenges and
barriers in class rules that have to be dealt with.
The opening is SOLAS regulation 17, which gives
naval architects the possibility to design composite
marine structures for non-High Speed Light Craft
(HSLC).
Examples of composite shipbuilding projects
The composite shipbuilding era has just begun

for the next generation of large merchant vessels.
This era was preceded by several successful examples of medium-sized vessels manufactured in
various types of composite materials. For several
decades, minesweeper hulls have been made of
Glass-Reinforced Plastics (GRP) to reduce its
chances of detonating mines; it must be soundproofed to reduce its acoustic signature and be
made of a non-ferrous material to reduce its magnetic signature. The Visby Corvette was designed
by the Swedish Defence Materiel Administration
(FMV) and built by Kockums AB in Sweden. The
first ship of the class was launched in 2000, and the
hull is constructed with a sandwich design consisting of a PVC core with a carbon fibre and vinyl
ester laminate. The Swedish project LASS (Lightweight Construction Applications at Sea) aimed at
improving the efficacy of marine transport and to
increase the competitiveness of the Swedish shipbuilding industry. This was accomplished through
the development and demonstration of techniques
for using lightweight materials for ship construction (see www.lass.nu).
The large scaled integrating EU-project BESST
(Breakthrough in European Ship and Shipbuilding
Technologies) aims to achieve a breakthrough
in competitiveness, environmentally friendliness
and safety of European built ships. Focusing on
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passenger ships, ferries and mega-yachts, the results

will be, to a large extent, applicable also to other
ships. A holistic life cycle performance assessment
on ship level will guide the technical developments
on system level. The results will be integrated in
virtual showcases (ship concepts) demonstrating the technical solutions as well as the life cycle
impact compared to current designs.
1.3
Current study
The maritime industry customarily works with

methodologies accepted by classification societies
aimed to guarantee reliable designs. Nevertheless,
there is the possibility of developing and employing new methodologies, provided that their validity
is demonstrated. The aim of this investigation is
to assess a current design practice for Fiber Reinforced Plastic (FRP) laminates, and to determine
the benefits, drawbacks and challenges of a more
sophisticated material model and methodology.
The evaluation of both methodologies is done by
means of deterministic and probabilistic analyses
upon a finite element model of a quasi-isotropic
carbon fiber epoxy laminate subjected to a biaxial
in-plane loading.
The ideas and theoretical framework have been
taken from the literature. For example, Sutherland &
Guedes Soares (1997) present a review of probabilistic models for composite material strength.
Nakayasu & Maekawa (1997) present a comparison
of failure criteria in probabilistic fields and stochastic failure envelopes of composite materials. Jeong &
Shenoi (1998) present reliability analyses using a
direct simulation method, followed by probabilistic
strength analyses of FRP plates using the Monte
Carlo simulation method in Jeong & Shenoi (2000).
Murotsu et al. (1994), Frangopol & Recek (2003)
and Nader et al. (2008) are examples of other references where assessment of the reliability of fiber
reinforced composites have been dealt with.
2
2.1
Types of failure
FRP laminates are heterogeneous materials, which

may exhibit a wide assortment of distinct types of
damage. Damage in FRPs is usually observed in
three levels or scales: micro (fiber/matrix), meso
(lamina) and macro (laminate). For simplification,
the assessed methodologies in this investigation
distinguish only two types of damage as failure
and consider their consequences: Fiber Fracture
(FF) and Inter Fiber Fracture (IFF).
Figure 1 illustrates both types of failure and
their modes. The FF is defined here as the breakage
of a significant number of fibers. There are different modes of fiber failure due to dominant compression in the fibers direction: micro buckling,
kinking and fiber fracture due to shear. However,
in this investigation these modes are not recognized and a generalized FF due to compression is
used. The IFF denotes the appearance of a fracture on a plane parallel to the fibers in the lamina
in three possible modes (A, B or C) depending on
the loading conditions (Puck & Schrmann 1998).
It propagates across the lamina thickness and is
TYPES OF FAILURE AND STRUCTURAL

ANALYSES
This investigation examines two structural analyses

for FRP laminates: linear elastic and linear elastic
with progressive degradation. The former is the
most commonly used in the maritime industry
today due to its simplicity and execution time. The
latter is frequently used for sophisticated analyses of components. From this point onward we
will refer to the structural analyses as models for
simplification. Before explaining the details of
both methodologies, it is necessary to describe the
types of failure in the laminate recognized by both
methodologies.
Figure 1.
Recognized types of failure.
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stopped by the fibers of the neighbouring layers of

different fiber directions.
IFF is treated as a type of failure that governs
the degradation of the laminate. Mode A occurs at
transverse tension, due to a combination of normal
tension and shear stresses and is directed at a right
angle to the lamina surface. It results in a degradation of the transverse modulus, the shear modulus
and the longitudinal compressive strength while the
longitudinal stiffness is unchanged. Modes B and C
occur at transverse compressive stresses combined
with shear stresses with B at lower normal compressive stresses and C at higher normal compressive stresses. Mode B occurs at a right angle to the
lamina while mode C occurs at an oblique angle.
Since the crack surfaces are pressed on towards
each other, the cracking according to mode B
results in a reduction of the shear modulus, but a
maintained transverse modulus. The wedge effect
caused by the oblique fracture present in Mode C
may cause a violent delamination followed by local
buckling of the outer layers. The degradation of
the Poissons ratio due to any of the possible modes
of IFF is debatable. In this investigation it is considered negligible and therefore disregarded.
2.2
Failure criteria
This investigation utilizes three failure criteria

relevant for the maritime industry, all of them
approved by the ship and offshore classification
society Det Norske Veritas (DNV): maximum
strain, FiReCo AS modified Tsai-Wu and Puck;
see Det Norske Veritas (2009).
The maximum strain criterion compares the
strain components separately against in total, for
plane stress analyses, five critical strength values
(longitudinal tension and compression, transverse
tension and compression and shear strength). It
arguably distinguishes between different types of
failure, FF for longitudinal failures and IFF for
transverse and shear ones. There is no coupling
between the different stress components. The
classification rules use this criterion only to check
for FF.
The FiReCo AS modified Tsai-Wu criterion
(Det Norske Veritas 2009) has the same formulation as the well-known Tsai-Wu criterion, the only
Table 1.
Summary of the failure criteria.
Criterion
Type of failure
FiReCo AS modified Tsai-Wu
Generalized lamina
failure
FF
IFF
Maximum strain
Puck
difference being that it uses modified in-plane

tensile and compressive transverse lamina strengths.
It takes into account the interaction between
stresses; however, it does not distinguish between
types of failure. The criterion only predicts general
lamina failure. Finally, the Puck criterion (Puck &
Schrmann 1998) distinguishes between all different types of failure and their modes described in
subsection 2.1.
2.3
Structural analyses
Two structural analyses are performed in this

investigation: linear elastic and linear elastic with
progressive degradation. Both of the methodologies define the Ultimate Limit State (ULS) as FF or
IFF Mode C in any of the laminas of the laminate.
The residual hygro-thermal stresses are neglected
to simplify the calculations and to disregard their
effect on failure prediction.
In the linear elastic analysis, the representative
elastic modulus governs the stress-strain relation
until the ultimate limit state is reached. Yet, to
do so, it completely disregards IFF and its effect
on the redistribution of stresses in the laminate.
Because of this, the strength, and after IFF, the
stiffness of the laminate, are over predicted.
The linear elastic with progressive degradation
model uses degradation factors to decrease the
value of the transverse and shear elastic modules
(E2 and G12) of the laminas after IFF is predicted.
This is done to simulate the loss of stiffness and
the innate redistribution of stresses as a consequence of the matrix damage. The degradation of
the longitudinal compressive strength is neglected.
The loss of stiffness in the laminas due to IFF
depends on the mode of fracture. Mode A indicates a fracture in the matrix with a gap because
of the tensile stresses. Even though the transverse
and shear stiffness of the lamina are zero at the
crack, in the damaged lamina, the loss of stiffness
is smaller due to the redistribution of the stresses
owing to the adjacent laminas. A very conservative
approach would be to set the degradation factors
to zero when the inter fiber fracture is of mode A.
However, in this investigation, the degradation factors are adjusted to match the experimental data.
This methodology of representing degradation
does not portray accurately the phenomena, with
it, degradation is considered to be a sudden event
instead of a gradual one. In reality the IFF develop
throughout the laminas gradually as the load
increases until a state of critical crack density is
reached. In the literature there are more advanced
methods for modelling degradation; see Garnich &
Akula (2009).
Pucks failure criterion is used to predict IFF in
both structural analyses. The ULS is predicted with
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all three criteria: FF with the maximum strain, IFF

Mode C with Pucks, and the generalized lamina
failure with FiReCo AS modified Tsai-Wu. Pucks
criterion was not used to predict FF since its prediction of the failure stress for plane stress scenarios differ only in a few percent from the ones
obtained with the maximum stress criterion, which
gives very similar results to the maximum strain
criterion.
ANALYSIS CASE
The behaviour of a composite laminate plate

subjected to a biaxial in-plane loading is used as
the mean of evaluating the methodologies. This
simple geometry can be considered as a representative part of a ship structure such as a plate in a free
sheet field. Figure 2 depicts the analysis case: a
(square) plate with side dimensions a a, subjected
to distributed loads (PX and PY) around the plates
edges.
For the global coordinates, as depicted in
Figure 2, utilize the sub-indices x and y, while lamina coordinates employ the sub-indices 1 and 2, 1
being the aligned with the orientation of the fibers.
The boundary conditions are set as freely supported.
The influences of other boundary conditions, such
as fixed supported edges, are left for a future work.
The material utilized for the modelling of the
laminate is AS4/3501-6 carbon/epoxy unidirectional
lamina. This material is selected because it is well
documented in the literature, and hence, there is
access to previous numerical and experimental
results to compare with; see Soden et al. (1998,
2002). The unidirectional lamina exhibits different
degrees of non-linearity, a slight convex one under
axial loading (1, 1) and a strong concave one
under in-plane shear (21, 21) and transverse
Figure 3. Stress-strain relation of the AS4/3501-6

carbon epoxy unidirectional lamina properties.
compressive (2, 2) loading. However, in this

investigation the behaviour of the material was
assumed to be always linear elastic, and therefore, to guarantee congruence in the stress-strain
calculations, the ultimate strains and stresses follow the relation shown in Figure 3. The interaction of 2 and 21 on their stress-strain diagrams
(Puck & Schrmann 1998) due to micro cracking is
neglected. The expectancy values of the mechanical material properties of the unidirectional lamina
are presented in Table 2.
The analyzed laminate is a quasi-isotropic
one with a [90/45/0]S stacking sequence of
equally thick laminas. The overall thickness of the
modelled laminate is of 1.1 mm.
4
The response of the laminate is calculated with the

finite element software ANSYS (ANSYS 2009).
The maximum strain, FiReCo AS modified
Tsai-Wu and Pucks failure criteria were implemented in the software through a set of macros in
the post processing. This is done in order to start
developing tools and methodologies that can be
easily incorporated to the current design practice
of the maritime industry.
4.1
Figure 2. Geometry, loads and boundary conditions of

the analysis case.
Description of the FE model
Due to the in-plane loading conditions and the

ratio between the laminates thickness and side
length, the laminate is considered to be in a plane
stress state. Shell281 layered elements are used
to represent the laminate, in it, each layer represents a lamina, which may have its own material
properties, thicknesses and principal directions
orientation; see ANSYS (2009). The mechanical properties of the AS4/3501-6 carbon/epoxy
unidirectional lamina are assigned to each layer,
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Table 2.
Mechanical properties of four AS4/3501-6 carbon/epoxy unidirectional laminas.
Property
Expectancy
COV
Distribution
Longitudinal modulus, E1 (GPa)

Transverse modulus, E2 (GPa)
In-plane shear modulus, G12 (GPa)
Major Poissons ratio, 12
Longitudinal tensile strength, X1T (MPa)
Longitudinal compressive strength, X1C (MPa)
Transverse tensile strength, Y2T (MPa)
Transverse compressive strength, Y2C (MPa)
In-plane shear strength, S12 (MPa)
Longitudinal tensile failure strain, 1T (%)
Longitudinal compressive failure strain, 1C (%)
Transverse tensile failure strain, 2T (%)
Transverse tensile compressive strain, 2C (%)
In-plane shear failure strain, 12U (%)
*Characteristic tensile fracture strain, 1Tch (%)
126
11
6.6
0.28
1739
1480
48
200
79
1.380
1.175
0.436
1.818
1.196
1.10
5%
5%
5%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
Normal
Normal
Normal
Normal
Weibull
Weibull
Weibull
Weibull
Weibull
Weibull
Weibull
Weibull
Weibull
Weibull
N/A
*Calculated assuming 10 samples, not used in the Monte Carlo simulations.
Figure 4.
Comparison of experimental and calculated stress-strain curves.
following the stacking sequence and thicknesses

described in Section 3. In the linear elastic model
these properties are kept constant, while for the
linear elastic with progressive degradation model,
the lamina properties are modified following the
methodology described in Section 2. The degradation factors are calibrated with the biaxial tensile
loading experimental data. The factors 0.4 and 0.5
are used for degrading the transverse tensile and
shear stiffness, respectively.
4.2
Results from FEA
Figure 4 shows a comparison of the experimental

and calculated stress-strain curves of the laminate
under a biaxial tensile loading with a Y/X = 2
ratio. The figure also shows the IFF and FF
stresses, predicted by our selection of failure
criteria, in addition to the lamina where the damage was predicted. In this loading case, every IFF is
of Mode A. It is clear that the linear elastic model
over predicts the stiffness and strength of the
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laminate. As mentioned before, the linear elastic

model ignores the redistribution of stresses that
occurs after IFF. Thus, the lamina stress 1 and
the strains are too small, while the other in-plane
stresses of the lamina (21 and 2) are too high.
It is important to observe the difference of the
predicted failed layer between the maximum strain
and the FiReCo AS modified Tsai-Wu criterion.
The former predicts failure in the 90 laminas,
while the latter does in the 45 ones. The difference is due to the formulation of the FiReCo AS
modified Tsai-Wu criterion, which is a so-called
interactive criterion where all the in-plane stresses
affect the failure stress prediction.
The linear elastic with progressive degradation
model follows quite well the experimental curve,
however, there are some discrepancies worth mentioning. The inter fiber fracture on the 45 laminas
is apparently well under predicted. The value of
the transverse ultimate stress of the lamina (u2)
affects greatly the prediction of this point. This
difference could be attributed to the very questionable assumption that the fracture stress found in an
isolated lamina is applicable on a lamina embedded in a laminate, as well as incapability of our
model to simulate the gradual increase of the crack
density. The FiReCo modified AS Tsai-Wu criterion greatly over predicts the fiber fracture stress.
Again, the interactivity of the criterion explains
the reason for the over prediction, the reduction
of the transverse and shear stresses in the lamina
after inter FF due to the degradation of the elastic
modules influences positively the prediction of the
ultimate state stress. Just after the maximum strain
criterion predicts fiber fracture a gradual softening of the laminate is observed in the experimental
curve. This softening can be considered to be due
to gradual fiber fracture. Overall, the linear elastic
with progressive degradation model is much more
accurate in comparison with the simple linear
elastic one.
SAFETY FACTORS
In order to guarantee a reliable design, classification societies state partial safety and model factors
that determine, along with the materials ultimate
strength or strain, the maximum allowable loading
conditions. Figure 4 depicts three maximum allowable strains, marked A, B and C, as recommended
by two different composite structure standards.
The maximum allowable strain A was calculated with a sole safety factor against FF stated in
DNVs High Speed Light Craft and Naval Surface
Craft classification rules (2010). This safety factor
is applied to the mean measured failure strain, and
Table 3. Safety, load and model factors used to determine

the maximum allowable strains.
*Factor
Safety factor against FF, R

Load model factor, Sd
Resistance model factor, Rd
Combined load effect and
resistance factor, FM
3.3
1.0
1.046
1.7
1.0
1.7
*All factors are for ULS, brittle failure and high safety
class.
assumes that the failure strain of the component

has a coefficient of variation smaller than 7%. The
maximum allowable strains B and C were calculated
with the partial safety and model factors of DNVs
offshore standard of composite components; see
Det Norske Veritas (2009). An important detail
is that the factors are applied to the characteristic
tensile failure strain (2.5% quantile); see Table 2.
Table 3 contains a summary of the employed factors in all three cases.
The maximum allowable strain A is just above
of the IFF strain for the 0 layers, while the maximum allowable strains B and C are well over the
IFF strains for the 0 and 45 layers. Therefore,
the laminate will develop some degree of matrix
cracking.
6
VARIABILITY
A probabilistic analysis is performed to get a

deeper insight of the effects that the mechanical
properties variability has on the onset of IFF. This
is done through 1000 Monte Carlo simulations
of the linear elastic with degradation model. The
variables shown in Table 2 are considered to be
stochastic; they are given the statistical distributions and variations shown in the same table. The
statistical modelling of the distributions to the random variables follows the principles presented in
among others Lekou & Philippidis (2008); see also
Sriramula & Chryssanthopoulos (2009) for good
examples on quantification of uncertainty modelling in stochastic analysis of FRP composites.
Figure 5 shows the cumulative distribution functions of the IFF strains for each layer orientation and the maximum allowable strains. One can
appreciate in the figure that the maximum allowable strains are well located in a region were IFF
will most certainly occur for the 0 and the 45
layers, and possibly also for the 90 layers. Also, it
is interesting to notice that the variation of the IFF
strain for the 90 layers is considerably larger than
the ones of the other IFF strains.
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Figure 5.
Cumulative distribution functions of the IFF strains.
CONCLUSIONS
The linear elastic model with progressive degradation is a powerful tool for optimizing the employment of FRP laminates. It provides valuable insight
on the accumulation of damage in the laminate.
However, it requires input data that can only be
obtained through thorough experimental testing.
The finite element analysis and the probabilistic
analysis gave valuable input on the benefits, drawbacks and challenges of utilizing a model with progressive degradation for analyzing FRP laminates.
Whether the benefits of the progressive degradation model out weights the inherent drawbacks,
such as the increased complexity and computing
time, depends greatly on two key factors: the onset
and progressive saturation of IFFs and the maximum allowable loading conditions defined by classification rules. Figure 5 clearly shows that IFF is
very likely to occur in a wide range of strains close
to the maximum allowable strains. However, it does
not provide information on the level of IFF saturation and its effect on the laminate. Generally, IFF
can be considered to be harmless, but for example,
under cyclic loading small delamination zones in
the crack tips might grow and lead to delamination
as well as stress concentrations that promote FF.
It is clear that with this laminate, if the maximum
allowable loading conditions defined by class rules
are to be followed, the linear elastic with progressive degradation model does not provide added
benefits to the structural analysis. The laminates
behavior can be simulated accurately enough with
the simple linear elastic model. However, if experimental data containing the IFF onset strain for
embedded laminas and the IFF saturation curves
were available, the linear elastic with progressive
degradation model could provide valuable insight

for motivating the use of higher maximum
allowable loads.
ACKNOWLEDGMENTS
The authors acknowledge the support from
Lighthouse Maritime Competence Centre (www.
lighthouse.nu), Sweden. This work is part of a
deliverable by the authors to the EU-project BESST
(www.besst.it).
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Det Norske Veritas. 2009. Composite components.
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Det Norske Veritas. 2010. Rules for high speed, light craft
and naval surface craft. January 2010.
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Garnich, M.R. & Akula, V.M.L. 2008. Review of degradation models for progressive failure analysis of fiber
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Lekou, D.J. & Philippidis, T.P. 2008. Mechanical property
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714
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Rule development for container stowage on deck

V. Wolf, I. Darie & H. Rathje
ABSTRACT: Germanischer Lloyd currently update rules for stowage and lashing of containers to
ensure safe and reliable container loadings and adequate dimensioning of lashing equipment. Various
research and development works, focusing mainly on performance of fully automatic locks and reliable
calculation of container and lashing loads, were performed. Essentials of the corresponding findings and
their impact on classification rules are presented. Particular attention is given to the new test procedure
for fully automatic locks.
1
INTRODUCTION
As a classification society, Germanischer Lloyd are

committed to provide state-of-the-art expertise for
ship safety. Thus, safe transport of containers at sea
represents one topic of current rule development
activities at Germanischer Lloyd. In recent years,
particular attention was directed to the stowage
and lashing of containers on a ships weather deck.
Container stacks transported on weather deck
are exposed to dynamic forces caused by sea
induced ship motions, gravity, wind, and green
water. In severe seas as well as in case of improper
container stowing and container overweight, these
forces may become excessive, causing, for example,
failure of locks or collapse of lower stacked
containers. Consequently, whole container stacks
can collapse and may be lost overboard, which
is more than an economic issue. Containers lost
overboard and floating at the surface represent a
hazard for ships and, in particular, smaller craft.
On top of this, deck containers may be loaded with
dangerous goods. Thus, container loses also represent remarkable environmental implications.
Classification rules for stowage and lashing of
containers include stipulations ensuring reliable
container loadings and proper dimensioning of
lashing systems (Germanischer Lloyd 2007). The
standards are based on engineering expertise and
are, moreover, comprehensively calibrated and
proven by experience. Nevertheless, the ongoing changes in container transport, in particular,
regarding the transport of containers stowed on
weather deck make the continual maintenance
and update of classification rules essential to
retain the container transport at sea being safe.
For instance, adequate prototype tests are to be
developed for reliable approval of new designs of
lashing equipment, such as fully automatic locks.
Further, rule values for design accelerations are to

be determined for ships with distinct roll behavior,
such as wide-bodied container ships.
A number of container damages and losses in
2006 triggered a range of research activities at
Germanischer Lloyd concerning the causes of
such incidents. The investigations focused mainly
on fully automatic locks, which were involved in
the above-mentioned events. Moreover, complex
dynamics of container stacks on deck were considered in-depth to enable a sound prediction of the
prevailing dynamic container and lashing loads.
In the following, an overview of the recent and
ongoing rule development work at Germanischer
Lloyd regarding the container transport at sea
is presented. Interim development stages were
reported in former publications (Rathje et al. 2008,
Wolf & Rathje 2009). Here, a summary of the corresponding findings is given for the purpose of a
clear context. In this paper, the emphasis lies on
the most recent findings and their implication in
classification rules. Finally, an outline of the next
steps is presented as well.
2
2.1
CONCLUDED INVESTIGATIONS
Analyses of container loses
In February 2006, three container ships, including

the 8400TEU liner Mondriaan from the Blue Star
Shipping Company, lost about 180 containers in
heavy seas in the Bay of Biscay within two days.
Subsequently, the project Seaborne Container
Losses and Damagesa joint development
project of Germanischer Lloyd, Blue Star Shipping Company and Technical University of
Hamburg-Harburgwas initiated to analyze the
causes of those damage series (Rathje et al. 2008).
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On the basis of detailed information for

Mondriaan regarding ships course, speed, loading
condition and sea condition, Germanischer Lloyd
determined container racking, lifting, and pressure loads at locations of interest, taking into
account the wave-induced hull pressures, the ships
response including the flexible hull vibrations, the
resulting container accelerations and, finally, the
container weight information from the loading
computer. Further, load-bearing capacity of the
fully automatic locks was comprehensively investigated in finite element analyses. The numerical
results proved that the combined racking, lifting,
and pressure loads on containers exceeded the
locks bearing capacity in the investigated case. In
addition, full-scale test series with fully automatic
locks and a common 20 foot container were performed and confirmed thoroughly the results of
the numerical calculations.
The investigations revealed that the container
loses in the Bay of Biscay in 2006 happened in
extreme sea conditions. According to the wave scatter diagram given in the IACS Rec. 34, this particular seaway occurs about 23 hours during 25 years
exposure time in the North Atlantic Ocean. Such
extremely rare events can hardly be covered by
reasonably practicable design values for stowage
and lashing of containers laid down in the classification rules. Thus, the fully automatic locks were
likely to fail due to the exceptional dynamic load
combinations in those storm conditions. A basic
malfunction of the fully automatic locks was not
observed. However, numerical calculations and
experiments showed that the performance of the
fully automatic locks can be significantly affected
by various parameters, such as the condition of
container corner castings. Moreover, identified
failure mechanisms specific for fully automatic
locks revealed that the actual combinations of the
simultaneously acting dynamic racking, lifting, and
pressure forces are, besides their respective maximum values, essential for lock bearing capacity,
especially for that lock type. Consequently, the
increasing relevance of the reliable prediction of
the sea induced container and lashing loads and,
thus, the need of better understand the complex
container stack dynamics became apparent. The
development of an approach for accurate calculation of container and lashing loads, allowing for
the relevant aspects regarding stack dynamics, was
in focus of further investigation at Germanischer
Lloyd as summarized below.
2.2
cargo weights, lashing bridge type, clearances

in lashing elements, lashing rod pretension, etc.
The physics of the resulting vertical and lateral
forces on containers and lashing equipment are
fairly complex, e.g., due to sliding, uplifting and
bouncing of stacked containers which may occur
even in moderate sea conditions.
Although long-established approaches allowed
for a kind of straightforward prediction of
maximum container and lashing loads, knowledge
of the prevailing dynamic forces acting on flexible
container stacks was lacking. To gain insight into
the stack dynamics, particularly, into the actual
combinations of vertical and lateral container
forces, a new routine for transient motion simulation of flexible container stacks carried on weather
deck was developed based on finite element method
(Wolf & Rathje 2009). To reduce the computational effort, appropriate modeling and simulation
techniques were used. For instance, a simplified
model was adopted for locks, which was nonetheless capable of reproducing sliding and uplifting
of stacked containers relative to each other within
the locks clearances, taking into account friction
effects. The parameters for the simplified model,
such as lock stiffness and clearances, were derived
from detailed finite element models of the respective lock type as illustrated in Figure 1.
Detailed finite element models of different
container types, including, e.g., container door
and bottom assemblies, were utilized combined
with appropriate substructuring techniques to
reproduce accurately container stiffness and mass
inertia properties. In the model, stacked containers were linked by the simplified locks and, where
applicable, lashed by pre-stressed truss elements
representing lashing rods (Figure 2). Container
cargo was added individually to each container in
stack by means of additional mass elements.
Motion simulation of container stacks
The sea and wind induced dynamic response of

container stacks depends on various system characteristics, such as container flexibility, container
Figure 1.
Modeling techniques for locks.
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8400 TEU container ship with following main

particulars.
Figure 2.
Container stack model.
Thus, the overall model for container stacks was

capable of simulating sea and wind induced stack
response, considering the relevant dynamic factors,
such as container flexibility, container cargo, clearances and pretension in lashing, interaction of
adjacent stacks, etc.
Within the scope of the joint industry project
Lashing@Sea, full-scale and model-scale tests on
stacked containers were performed to investigate
the dynamic response of stacked containers to various excitation patterns. In addition, Germanischer
Lloyd conducted static full-scale test series on
ISO-standard containers to gain further information regarding significant system parameters.
Test data obtained from both test series served as
validation basis for the finite element model and
confirmed the models capability to adequately
calculate sea induced container and lashing forces,
taking into account various dynamic effects.
The new method for stack motion simulation
enabled an important insight into container stack
dynamics. First findings regarding the dynamic
forces on containers and lashing equipment were
reported (Wolf & Rathje 2009).
3
3.1
Length between perpendiculars

Molded breadth
Design draft
Scantling draft
Maximum speed
317.2 m
43.2 m
13.0 m
14.5 m
24.5 kn
In the course of previous investigations, sea

induced rigid body motions were calculated for that
ship by the use of strip method. On the basis of
the corresponding results, combinations of ships
heave, pitch, sway, yaw, and roll yielding the most
critical loads on deck containers were determined,
taking into account stochastic aspects. For the GM
value of 3.5 m, the following simultaneously acting
instantaneous values for roll angle and the ships
vertical and transverse accelerations as well as the
roll period were calculated.
Roll angle
Roll period
Vertical acceleration (astern)
Transverse acceleration (astern)
24,2
17.0 s
1.3 m/s2
0.5 m/s2
Resulting dynamic loads on container stack

shown in Figure 3 were calculated. The considered
container stack was located astern, about 16 m off
the ships center line. For the ships loading condition
corresponding to the GM value of 3.5 m, the vertical
distance of the stacks bottom to the ships roll axis
was about 9.3 m. The stack configuration, including
stack height, container type, container weights, and
the lashing system, was gathered from the Cargo
Securing Manual and accurately included in the
finite element simulation as shown in Figure 4.
Stack response to the ships roll motion and
accelerations listed above was simulated for a time
span of about three roll periods. Since the considered container stack was not in the outmost
position in the bay, wind induced container loads
were not included in the numerical simulations.
RECENT RULE DEVELOPMENT

ACTIVITIES
Sea induced container and lashing forces
Typical configurations of container stacks carried

on weather deck were systematically analyzed,
utilizing the new method for stack motion
simulation. In the following, results are given for
a representative case demonstrating some basic
aspects regarding the physics of dynamic forces
acting on flexible container stacks.
The example presented in this paper was based
on an existing Cargo Securing Manual for an
Figure 3.
Position of the investigated container stack.
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Figure 5. Transverse racking forces on the top of the

third container from stack bottom.
Figure 4.
stack.
Configuration of the investigated container
The above input data for the calculation of

dynamic container and lashing forces comprise the
ships sea induced motions occurring once during
the ships life time. Thus, the calculated container
and lashing forces presented below reflected the
probability of occurrence of about 108, which corresponds to the design safety level for the ships hull.
So, the calculated container and lashing forces corresponded to extreme sea conditions. In practice,
however, a reasonably lower safety level underlies
the approval of Cargo Securing Manuals.
First, we look at racking, lifting, and compressive forces acting on the top of the container in
third tier from the stacks bottom, which were
mainly caused by gravity and inertia loads from
the upper containers. Figures 5 and 6 show the
transverse and vertical forces acting on the top
of the third container for about one roll period.
In addition, Figure 7 illustrates the instantaneous
values of those forces for the moment of maximum
roll angle to port. Considerable dynamic amplifications caused by sliding, uplifting and bouncing
of stacked containers can be seen, particularly, for
the vertical forces. Moreover, Figures 6 and 7 also
demonstrate that the vertical forces acting on the
containers front end were noticeably higher than
those on the containers door end.
Racking forces on top of the third container
were equal on the front end and door end, as
expected for the unlashed upper part of the stack.
Maximum racking forces of about 130 kN were
observed on both ends of the container. On the
contrary, the vertical forces on the containers front
end and door end differed considerably as shown in
Figures 6 and 7. Maximum lifting and compressive
forces of about 210 kN and 320 kN, respectively,
were observed on the containers front end. The
corresponding values on the door end were significantly lower. Merely 80 kN for lifting force and
250 kN for compressive force were observed there.
Figure 8 shows vertical forces on top corners
of the container in the second tier from stack
bottom. In this tier, lifting forces of about 420 kN
Figure 6. Vertical forces on the top corners of the third

container from stack bottom.
Figure 7. Maximum transverse and vertical forces on

the top of the third container from stack bottom.
Figure 8. Vertical forces on the top corners of the

second container from stack bottom.
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and 0 kN were observed on the containers front

end and door end. Compressive forces were about
900 kN and 450 kN, respectively. Thus, the difference between vertical forces on the containers front
end and door end increased significantly compared
to the container in the above tier. This indicated
that although the transverse racking forces on top
of the third tier were equal on the containers front
end and door end, the resulting vertical reaction
forces on the bottom of the third tier, i.e., on the
top of the second tier were considerably higher on
the containers front end than on the door end.
Static finite element analyses as well as static full
scale tests with a single 20 foot container were performed to analyze lifting and compressive forces on
the containers bottom induced by uniform racking
forces on the containers top as shown in Figure 9.
Assuming the container as a simple box, equal
compressive forces would be expected on both ends
below the bottom corner castings diagonally opposite to the racking loaded corners. Further, equal
lifting forces would be present on both ends below
the other two bottom corners. In the tests as well
as in numerical simulations, a completely different
picture was observed. The overturning moment

induced by the transverse racking forces on the
containers top was mainly balanced by lifting and
compressive forces on the containers front end,
which were about twice as high as would be expected
for a simple box. On the containers door end,
even more counterintuitive results were obtained.
Below the bottom corner diagonally opposite to
the racking loaded corner, lifting force or, in case
of unrestrained corner, uplifting of that corner was
observed (Fig. 9). Accordingly, a compressive force
was present below the opposite bottom corner.
To understand the causes for vertical reaction
forces on the containers bottom observed in tests
and simulations, the containers flexibility had to
be taken into account. The investigated container
was characterized by a flexible door assembly on
the one hand and stiff front, roof, side, and bottom assemblies on the other hand, which is typical
for the most ISO freight containers. Thus, the pronounced racking deformation of the door frame
implied an in-plane rotation of the roof and, in
consequence, opposite in-plane rotations of the
containers sides. As a result, secondary reaction
forces arose on the containers bottom corners
increasing the lifting and compressive forces on the
containers front end and compensating them on
the containers door end.
Thus, the full-scale tests and the associated
finite element analyses of a single container verified the simulation results for stacked containers.
Container stack simulations revealed that load
combinations acting on container stacks carried
on weather deck are basically different on the containers front end and door end. While lifting and
compressive forces are clearly dominant on the
front end, combinations of low or moderate vertical forces and high racking forces are typical for the
door end. This represented a basically new picture
of the prevailing container and lashing loads and
initiated a substantial review of the classification
rules for stowage and lashing of containers, including the development of the new test procedure for
fully automatic locks.
3.2
Figure 9. Static full scale tests and finite element analyses

on a 20 foot container.
New test procedure for fully automatic locks
Besides strength tests stipulated for all lock types,

additional functionality tests are required for fully
automatic locks to ensure the reliability of such
locks in operation. Recently, Germanischer Lloyd
developed a new procedure for testing the functionality of fully automatic locks. In the following,
the main technical aspects regarding the new test
procedure are presented.
Two potential failure modes were identified for
the fully automatic locks on the basis of previous
analyses of container loses. The first failure mode,
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which is also known, e.g., from semi-automatic

locks, is characterized by violent vertical pulling out of the locks from the corner castings due
to excessive lifting forces on containers, which is
accompanied by considerable damage of the corner
castings. Since lifting forces are dominant on the
containers front end, as demonstrated above, this
failure mode is relevant primary for locks at that
location. The second failure mode characteristic for fully automatic locks is represented by the
locks lateral sliding out of the corner castings,
which can occur in case of high transverse forces
combined with low vertical forces. For such load
combinations, which are likely for the containers
door end, friction between the locks and corner
castings may be insufficient to arrest the locks lateral sliding induced by the transverse force. Since
the fully automatic locks are typically not formfitted, locks can laterally slide out of the corner
castings without notably damaging them. Thus, for
the comprehensive testing of fully automatic locks,
separate functionality tests are required for both
failure modes, i.e., a kind of pull test for the first
failure mode and a shear test for the second failure
mode. Reasonable test loads and appropriate test
setups were to be defined for both tests.
Numerical simulations of container stacks with
representative cargo weights and lashing arrangement were performed to find simultaneously acting vertical and transversal forces representing the
most critical realistic load combinations for locks in
operation. In the course of this, permissible values
for container and lashing loads according to classification rules were to be borne in mind. Thus, the
locks tensile force in operation, which is decisive
for the first failure mode, was limited by the maximum permissible lifting force of 250 kN. Further,
the maximum transverse force of 190 kN acting
on locks on the containers door end, representing
the most relevant load component for the second
failure mode, was determined by the permissible
values for container racking force and lashing rod
forces. Figure 10 shows load combinations on the
containers front end and door end in operation,
which were assessed to be most critical regarding
Figure 10. The most critical operational loads on locks

on containers front end (left) and door end (right).
the first failure mode and the second failure mode,

respectively.
Additional safety factors for the calculated loads
were required for tests to take into account scattering of various parameters in operation, such
as type of containers and lashing equipment, pretention of lashing rods, type and securing of container cargo, etc. For this reason, the increase of
the tensile force in pull test by 10% to 275 kN was
assessed to be sufficient, following the common
praxis. Accordingly, the transverse force in shear
tests was increased from 190 kN to 210 kN.
The basic test setup for pull test and shear test
is illustrated in Figure 11. In both tests, a test jig
comprising two rigidly linked ISO bottom corner
castings was utilized. In addition, two ISO top corner castings were fixed on the test platform. Mint
condition was required for all corner castings. The
top and bottom apertures of all ISO corner fittings
were to be of maximum width according to ISO
standard, i.e., 65 mm wide, which represented the
most adverse condition regarding lock performance. Further, distances between corner castings on
test platform and test jig were adjusted within the
size tolerances for ISO containers to yield the most
unfavorable condition for locks. Thus, the distance
between center lines of corner casting apertures on
the test jig was 4 mm less than the distance between
center lines of the corner casting apertures on the
test platform (Fig. 11). In case of the pull test, an
additional offset of 1 mm was required to allow for
further aspects described below.
The test setup for pull test and shear test
implied necessary simplifications of real conditions in operation. So, the containers flexibility
and the associated deformations were not explicitly accounted for by the test setup. Further operation parameters, such as corrosion and abrasion of
corner castings, were not reflected by the test setup
as well. These simplifications were required to
ensure the practicability of tests and, in particular,
Figure 11. General test setup for pull test and shear test.
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the reproducibility of test results. In consequence,

appropriate correction factors for test loads and
modification of the test setup were required to
compensate the gap between the simplified test
setup and the real operation conditions. For this
reason, benchmark tests and finite element analyses
were performed.
Figure 12 shows the benchmark for the shear
test, where the effect of the flexibility of lower container on lock performance was explicitly included.
Moreover, the condition of container corner castings represented fairly real operation conditions,
as shown in Figure 13 for container top corner
castings. In the benchmark tests, the load combination for the shear test, including the additional
safety factor for the transverse force as described
Figure 12. Benchmark for shear test for fully automatic

locks.
Figure 13.
tests.
Container top corner castings in benchmark
above, was applied. The utilized locks were able to

withstand the test loads. After the shear test loads
were applied, the dominant compressive force and,
thus, the friction between the locks and corner
castings were steadily reduced to determine the
critical compressive force triggering lock failure
due to sliding out of the corner castings. In addition, the critical compressive force was determined
for the simplified test setup in the same way. The
critical compressive force observed in the simplified test setup amounted to about 60% of the critical compressive force in the benchmark tests. This
indicated that the performance of fully automatic
locks in test conditions would be better than in
operation. To compensate this effect, a reduction
factor of 0.6 was specified for the dominant compressive force in the simplified shear test, thus,
implicitly accounting for container flexibility and
realistic conditions of corner castings.
For the pull test, an analogous correction of test
loads to compensate mainly the effect of container
flexibility would basically be possible. However,
this would imply a further increase of the test tensile force on locks and, thus, an exceedance of the
strength of corner castings in the tests. Thus, the
lock performance could hardly be assessed under
such test loads due to the failure of the corner
castings. Therefore, appropriate modification of
the test setup instead of the test load correction
was intended for the pull test. Finite element analyses were carried out to compare the performance
of fully automatic locks in view of excessive tensile forces in test conditions and in the more realistic case of stacked containers. Numerical results
revealed again that deformation of flexible containers schematically shown in Figure 14 worsens
the performance of fully automatic locks.
The deformation of flexible containers resulted
in an unfavorable tilting of adjacent corner castings and, thus, in a reduction of the locks nose
overhang in the lower corner casting, which
Figure 14. Effect of container flexibility (left) and the

equivalent test setup modification for the pull test (right).
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Figure 15. Test procedure for functionality tests of fully

automatic locks.
affected significantly the performance of considered locks (Fig 14). To allow for this effect in test
conditions, the corner castings were transversely
offset as shown in Figure 14. Based on numerical simulations of the pull test for different fully
automatic locks, the effect of the corner castings
transverse offset of 1 mm was found to be equivalent to the effect of the flexibility of a typical ISO
container.
Figure 15 summarizes the basic information
regarding the test setup, test loads and test
procedure for the pull test and the shear test, which
were required to assess the performance of fully
automatic locks in operation, considering both
failure modes relevant for this lock type. Numbers
in parentheses in Figure 15 indicate the sequences
for force application in both tests. The test loads
included safety factors and correction factors gained
from benchmark tests and numerical calculations as
described above.
First functionality tests of fully automatic locks
were carried out to validate the viability of the
new test procedure. Sufficient bearing capacity
was observed for some lock designs. On the other
hand, considerable shortcomings became apparent for other lock designs tested so far. The new
test procedure proved to be a practicable approach
for sound testing of the functionality of fully
automatic locks.
4
CONLUSIONS AND OUTLOOK
Since the remarkable container loses in the Bay

of Biscay in 2006, Germanischer Lloyd invested
substantial effort to better understand the corresponding safety-related technical aspects and,
thus, to ensure further on the safe and reliable sea
transport of deck containers in the face of the
ongoing changes in container shipping. Research
work carried out to date focused mainly on the
sound assessment of the functionality of fully
automatic locks and the accurate calculation
of dynamic loads on flexible container stacks.
Investigations showed that the performance of
fully automatic locks was susceptible to various parameters, such as seemingly minor design
details, actual condition of container corner
castings in operation as well as the combinations of vertical and transverse dynamic forces
simultaneously acting on locks. The new method
for numerical simulation of container stacks
transported on weather deck enabled essential
insight into the complex physics of the container
and lashing forces and was the key part for the
development of an adequate test procedure for
fully automatic locks. Besides realistic load combinations, the new test procedure allowed more
accurately for relevant aspects and operation condition, such as container flexibility and abrasion
of corner castings. Insight into dynamic forces
acting on flexible container stacks revealed that
transverse wind, inertia, and gravity loads on
container stacks induce considerably magnified
vertical forces on the containers front end. This
fact has not yet been explicitly accounted for by
the standard approach underlying classification
rules. Its relevance and an appropriate way to
account for realistic container and lashing forces
during approval of Cargo Securing Manuals are
currently being checked. Moreover, the gained
sound knowledge of realistic container and lashing forces serves as basis for the ongoing safety
level assessment of existing stowage and lashing
systems. Furthermore, the determination of rule
values for design accelerations for ships with distinct roll behavior, such as wide-bodied container
postpanmax containerships with comparatively
high GM values, is planned.
REFERENCES
Germanischer Lloyd 2007. Rules for Classification and
Construction, IShip Technology, Part 1Seagoing
Ships, Chapter 20Stowage and Lashing of Containers.
Hamburg, Germanischer Lloyd.
Rathje, H. et al. 2008. Seaborne Container Losses and
Damages. Schiffbautechnische Gesellschaft e.V. Yearbook
2008.
Wolf, V. & Rathje, H. 2009. Motion Simulation of Container Stacks on Deck. 2009 SNAME Annual Meeting
and Ship Production Symposium Proceedings, 2123
October 2009 1: 277285.
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Reliability analysis of marine structural components using statistical

data of steel strength
B. Yu & D.G. Karr
Department of Naval Architecture and Marine Engineering, University of Michigan, Ann Arbor, Michigan, USA
ABSTRACT: The statistical data for ship steel strength suggest that the best-fit probability density
functions vary depending upon the type of steel and the type of failure mode. Various studies suggest
that lognormal, Weibull, or Gumbel distributions may offer the best descriptions for yield stress, ultimate
stress and failure strain. In this paper, we select several distribution functions for yield limit states and
particular steels and study the resulting reliability of steel beam components. The beams are subjected to
compressive loading conditions as commonly encountered for marine structures and the loading resultants
are thus also treated as random variables. The influence of the use of various probability density functions is studied. The results of including uncertainty in the structural geometry are also discussed. It is
found that the probability of failure can vary by orders of magnitude for similar nominal safety factors
depending upon the type of steel or the yield function employed.
1
INTRODUCTION
The reliability of a structural system is the probability that it will survive for a given period of time
and/or under specified loading conditions (White
et al. 1985). Generally, the reliability analysis of
marine structures needs to consider three components: 1) loading, 2) structural strength and
3) method of calculating probability of failure
(Ayyub et al. 1995).
In this paper, we consider a commonly used
marine structure component, that is, a beam subjected to compressive loading. We generate the
random variable of applied stress on the beam
from two sources of uncertainty, each separately.
One is from the uncertainty of geometry caused by
imperfections in constructing the beam. The other
is from the uncertainty of the external forces that
act on the beam. Our motivation is to address how
one might expect the probability of failure to be
affected by choices of yield stress probability distributions in addition to the effects of geometric
and loading uncertainty.
The statistical data of the several steels material yield strength is taken from a previous study
(Yu et al. 2010) in which five different distributions
were applied to describe the random behavior of
material characteristics including failure strain,
yield stress and ultimate strength. Results from several thousand tests are included in this data base.
In the previous study, chi-square tests were applied
to test the goodness of fit and to find the best fitting distributions. In this paper, these results for
yield stresses are referred and compared to applied
stresses to address the reliability of the component.

Although recent research (Daley, 2007) suggests
that marine structures are commonly designed to
exceed the yield point, in this paper we focus on
the limit state in order to examine the variability of
calculated probabilities of failure. Because the most
appropriate limit state distribution functions are
generally not well established, we are particularly
interested in how sensitive the calculated structural reliability is to the choice of distribution
functions. The method utilized here to calculate
probability of failure is based on several different
probabilistic descriptions of the basic variables,
which in this case are the geometric imperfection
and the external force in addition to the yield stress
distributions. A numerical integration method is
used to calculate the probability of failure.
In previous research, one or several of the above
components have been addressed. The variability
of loading of structures may be caused by uncertainties of geometric variables such as plate thickness and stiffener height. In the papers by Hess
and colleagues (Hess et al. 1997 and Hess et al.
2002), the uncertainties of geometric variables of
common marine structures were quantified. Their
mean values, standard deviation and distributions
recommended to describe their random behavior
were listed. Another factor that influences the
variability of loading is the uncertainty of external forces and moments. The statistical characteristics of external bending moments on marine
structures were also analyzed in the papers by Hess
(Hess et al. 2002) and Soares (Soares et al. 1991).
Methods of combining several random variables
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of external moments were also described (Soares

et al. 1991).
The randomness of structural strength includes
the uncertainties of material, such as yield stress,
ultimate strength and Youngs moduli. In Hess et al.
(2002), the random behavior of the above three
characteristics of Ordinary Strength (OS) and High
Strength (HS) steel was investigated and the mean
values, standard deviations and recommended distributions to describe their random behavior were
also discussed.
Different methods of calculating probability
of failure were also studied in previous research.
In the paper of White et al. (1985), the first and
second moment methods were described. Monte
Carlo simulation has also been applied to combine
multiple geometric random variables and generate the random variable data of the applied stress.
Based on this approach, a structures reliability
can be calculated using the conditional expectation
variance reduction technique (Ayyub et al. 1997).
2
w0 sin
x
L
(1)
w0
1 P/PE
(4)
where A is the area of the cross section of the beam;

ymax is the maximum y coordinate of extreme fibers
from the centroidal axis.
2.1
Geometric imperfection uncertainty
In this section, initial deformation at the middle

point of the beam w0 is treated as a random
variable, while other geometric parameters and the
external force are assumed to be deterministic.
Since the initial deformation is usually caused
by imperfections in the production of the beam,
we assume that w0 has a normal distribution with
its mean value equal to zero and standard deviation equals 2 mm.
1
2 v12
w0 2
2v12
< w0 <
C =
P P |w0 | t
+
A 1 P/PE 2 I y
(6)
Since the distribution of w1 = |w0| will have probability density function:

2
pdf (w1 ) = pdf (|w0 |) =
where PE = EIy/L , is the Euler column buckling load, E is the steel Youngs Modulus and Iy is
the moment of inertia of the cross section of the
beam.
Therefore the maximum bending moment along the
beam is at the middle point and has the value of
2 v12
Pw0
1 P /PE
(3)
(5)
where 1 is the standard deviation of w0.

At the same time, we note that when w0 becomes
negative, ymax also becomes negative. As a result,
the maximum compressive stress has the value:
(2)
2
M=
Pw0 ymax
P
+
A 1 P/PE I y
pdf (w0 ) =
Then the total deflection at the mid-span of the

beam will be (Boresi et al. 2003):
C =
APPLIED STRESS OF THE MARINE

STRUCTURALCOMPONENT
We consider a single steel beam with length of 1 m,

cross section 90 mm 20 mm. We assume the centroidal axis is initially bent and in the shape of a
half-sine wave, as in Figure 1. The initial deformation is assumed to be:
w
The axial stress that has the maximum absolute

value is the compressive stress:
w0 2
2v12
0 < w1 <
(7)
Let
a=
P
Pt
,b=
A
2II y ( P/PE )
(8)
Then
C = a + bw1
(9)
Therefore, the pdf of C becomes

pdf (
Figure 1.
Initially bent beam.
C)
2
b
v12
a )2
2 2
2b v
, a C <
(10)
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It can be observed that the compressive stress

increases as the external force P increases. In this
case, the initial deformation of the beam has a
mean value of zero. For our beam column without
initial bending, P will reach the critical buckling
force PE before the compressive stress reaches the
yield stress. As a result, in order to avoid buckling, we set the mean external force equal to 2/3
of PE. In this case, PE = 118.4 kN, P = 78.93 kN,
the nominal safety factor for buckling is thus
FSb = PE/P = 1.5.
2.2
Loading, external force uncertainty
Generally, the external forces and moments that

marine structures encounter should also be treated
as random variables. In this section, we assume the
external force P has a normal distribution while the
geometric parameters are assumed deterministic.
The probability density function of P is assumed
of the form:
pdf ( P ) =
(P P )2
2v 2
2 v p2
, 0
P<
(11)
where p and p are the mean value and standard

deviation of P.
Since
C =
Pw0
P
t
+
A 1 P/PE 2 I y
(12)
Here we assume w0 equals 3 mm.

In order to let the beam be stable, P has to be
smaller than PE. Therefore, of the two solutions for
P from equation 12, we choose
P=
b(
C)
b2 (
4 AP
PE C
= g(
C)
(13)
A C + PE
AP
PE a2 , a2 =
tw0
2I y
Compressive force
A
AH32
AH36
AH40
P (kN)
P (kN)
83.0
91.0
94.0
96.4
3.20
2.00
1.70
1.39
Note that in this model the maximum compressive stress will reach the yield stress before the
external force reaches the critical buckling force.
Therefore the failure mode of this probabilistic
model of compressive stress generated from loading uncertainty is yielding. To avoid yielding for
the nominal conditions, we set the mean value of
the compressive stress of each material to be 2/3
of the corresponding mean value of yield stress to
have a nominal safety factor of approximately 1.5.
In order to generate such stochastic characteristics
of compressive stress, the mean value and standard
deviation of the external forces P for the analysis
of each material are listed in Table 1.
3
YIELD STRESS OF THE MARINE

STRUCTURE COMPONENT
In order to determine the reliability of the marine

structure component, the compressive stress
resulted from loading conditions are compared to
the yield stress of the particular material. As in our
former study (Yu et al. 2010), the yield stress random variable is described using five different types
of distributions. The cumulative probability functions of each kind are:
Lognormal:
F1(
y)
1n( y )
1
erfc
f
2
2V 2
(16)
where and are the mean value and variance of

histograms of yield stress.
Weibull:
where
b(
Table 1. Mean value and standard deviation of external

forces for different materials for examining external force
uncertainty.
(14)
F2 (
Thus the probability density function of the

compressive stress is:
y ) = 1 exp
u
(17)
where
pdf (
C)
1
2 v p2
( g ( C )
2vP2
)2
| g ( C ) |,
(15)

1
2
1
= u( + ), v 2 = u 2 1 + 2 1 + (18)
k
k
k
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2/18/2011 5:57:24 PM
Table 2.
Mean and standard deviation of compressive stress.

Compressive stress from
geometric uncertainty
A
AH32
AH36
AH40
Compressive stress
from loading uncertainty
Yield stress
(c)
(MPa)
(c)
(MPa)
SF
(c)
(MPa)
(c)
(MPa)
SF
(y)
(MPa)
(y)
(MPa)
106.9
106.9
106.9
106.9
47.6
47.6
47.6
47.6
2.747
3.594
3.993
4.409
186.5
248.4
281.4
313.9
20.3
20.2
21.3
21.2
1.575
1.547
1.517
1.501
293.7
384.2
426.9
471.3
13.14
16.35
16.28
19.66
Gumbel maximum:
F3 (
y)
y
= exp exp
(19)
where
a = =
v 6
, = 0.5772
(20)
Gumbel minimum:
y
F4 ( y ) = 1 exp exp
Figure 2.
A part.
Compressive and yield stress distributions of
Figure 3.
A part 2.
Compressive and yield stress distributions of
(21)
where
= + , =
v 6
, = 0.5772
(22)
Gumbel mix:
F5 (
y)
1
F ( y )Gumbel max
2
+ F ( y )Gumbel min
(23)
In Table 2, the mean values and standard deviations of the yield stresses and compressive stresses
generated from geometric uncertainty and force
uncertainty are compared. The nominal safety factors SF = (y)/(c), for both geometric and loading uncertainty cases are also provided in the table.
Comparisons of the distribution of compressive
stress and yield stress are shown in Figures 2 to 9.
The chi-square test method was used in our
former study (Yu et al. 2010) to evaluate the goodness of fit of each distribution of yield stress.
Chi-square values of all, first half and first quarter of the intervals in the histogram of yield stress
were calculated. Since the overlap of compressive
stress and the yield stress is mainly located at the
lower quarter of the yield stress distribution, both
Figure 4. Compressive and yield stress distributions of

AH32 part 1.
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2/18/2011 5:57:30 PM

AH32 part 2.

AH40 part 1.

AH36 part 1.

AH40 part 2.
Table 3.
stress.
Chi-square value for overall histogram of yield

A
AH32
AH36
Lognormal
2093
277.2
124.8
Weibull
3009
3937
1133
Gumbel max 255.1* 2625
229.1
Gumbel min 5256
1.168e4 2227
Gumbel mix
672.5
129.7*
95.10*
AH40
8.030*
54.17
25.72
68.68
23.26
Table 4. Chi-square value for first quarter histogram of

yield stress.

AH36 part 2.
the overall and first-quarter chi-square values are

of interest here. The data from Yu et al. (2010) are
listed again here in Tables 5 and 6. The smallest
chi-square values indicate the best-fitting distributions of each material, which are indicated by an
asterisk in Tables 3 and 4.
Lognormal
Weibull
Gumbel max
Gumbel min
Gumbel mix
AH32
AH36
AH40
252.7
4.850*
7.160* 1.190
875.4
157.4
123.7
7.000
38.98* 2291
150.4
17.31
967.3
179.8
143.1
8.560
200.9
81.52
39.35
0.670*
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Table 5. Probability
uncertainty.
Lognormal
Weibull
Gumbel max
Gumbel min
Gumbel mix
Table 6.
failure
from
geometric
AH32
AH36
AH40
(103)
(105)
(106)
(107)
1.763
1.826
1.747
1.840
1.793
2.342
2.734
2.186
2.869
2.528
1.927
2.434
1.748
2.628
2.188
1.388
2.489
1.127
3.283
2.205
AH32
AH36
AH40
(104)
(106)
(106)
(107)
1.607
2.734
1.402
3.275
2.338
6.675
33.83
4.225
51.49
27.86
3.988
22.15
2.558
39.94
21.25
12.39
270.6
5.254
635.5
320.4
PROBABILITY OF FAILURE OF
THE STRUCTURALCOMPONENT
The yield limit state of the structural component

occurs when the compressive stress reaches a value
x while the yield stress falls below x. We assume
that the actual compressive stress value and yield
stress value are independent; the former is decided
by geometric and loading conditions while the latter is only related to characteristics of the material.
Therefore the probability of failure is:
f
failure
)x0 = P (
= P(
x0 andd y x0 )
x )P ( y x0 )
c
dx
dx
= lim P x0
< C < x0 + (24)
dx 0
2
2
P ( y x0 )
c
P failure
f
)x0 = lim pdffC (x
( )dx
d cdf
cdff
dx 0
( x0 )
(x
(25)
P failure
f
) = pdffC ( x )cdff y ( x )ddx
the cumulative probability functions of the yield

stress. Five different cdf y functions are generated
based on equations 16 to 23. Each of the above
five cdf y functions is used for each of the four
materials.
The numerically calculated probabilities of failure of each material using equation (26) and are
listed in Tables 5 and 6.
5
Probability of failure from loading uncertainty.
Lognormal
Weibull
Gumbel max
Gumbel min
Gumbel mix
of
(26)
where pdf c is the probability density function of

the compressive stress. Equations 10 and 15 are the
general forms of pdf c calculated for the two different conditions. For four different materials, four
different pdfc functions are generated from each
of the equations 10 and 15. The cdfy functions are
DISCUSSION AND CONCLUSION
From Table 3, we note that the best overall fitting

distributions for each material are Gumbel maximum for material A, Gumbel mix for AH32 and
AH36, lognormal for AH40. At the same time,
the best fitting distributions for the first quarter are Gumbel max for A, Lognormal for AH32
and AH36 and Gumbel mix for AH40. Since the
overlap of compressive stress and the yield stress
is mainly located at the lower quarter of the yield
stress distribution, the probabilities of failure corresponding to the best first quarter fitting distributions may give the most accurate estimation of the
resulting reliability.
The results in both Tables 5 and 6 also show that
the Gumbel maximum is the least conservative distribution which gives the smallest probability of
failure estimation for all four materials. On the
other hand, Gumbel minimum is the most conservative distribution, it having the largest probability
of failure estimation. Since the Gumbel mix is
simply the average probability density function of
Gumbel maximum and Gumbel minimum, it also
has the average probability of failure. The other
two distributions make mid range estimations. The
Weibull distribution has similar shape in its lower
end as the Gumbel minimum, correspondingly, the
probability of failure calculated from Weibull is
close to but slightly smaller than the one calculated
from the Gumbel minimum distribution. The lognormal estimation is close to the Gumbel mix but
less conservative.
As the safety factor becomes larger, the difference between the probabilities of failure calculated
from each distribution becomes smaller. However,
the order of conservativeness stays the same. As
a general conclusion, the order of distributions
that give the least conservative estimation to the
most is: Gumbel maximum, Lognormal, Gumbel
mix, Weibull and Gumbel minimum distribution.
All of the coefficients for the yield stress
(two-parameter) probability density functions we
calculated based on the mean value and standard
deviations from the test samples. The best fit
functions depend on whether considers the full
sample data set or the first quarter sample set. One
would expect that the best fit functions indicated in
728
MARSTRUCT.indb 728
2/18/2011 5:57:34 PM
Table 4 would result in the most accurate estimation

of the probabilities of failure.
It is interesting to note that for the geometric
uncertainty analyses (Table 5), there appears to be
relatively little difference between which probability
density function we choose for a particular material. On the other hand we note there are considerable differences from one material to another; this
is at least in part due to the fact that the nominal
safety factors differ as per Table 2. Table 6 however
also shows considerable variation from material
to material, even though the nominal safety factors for the loading uncertainty case are nearly the
same. Evidently then, examining Tables 5 and 6,
some materials have inherently higher reliability
from a material yield strength stand point. Also
we note from Table 6 considerable variation in
the probability of failure from one distribution to
another for the same material. Structural reliabilities may vary by more than an order of magnitude
from one distribution function to another although
each of the distribution functions coefficients we
determined from the same rather extensive data
set. From a practical stand point this highlights the
need for sound data bases for structural strengths
and loading conditions, together with careful definition of variability, in order to accurately establish
structural reliability.
Ayyub, B.M., Muhuanna, R. & Bruchman, D.D. 1997.

Uncertainty in marine structural strength due to
variability in Geometry and material properties.
In Naval Surface Warfare Center Carderock Division.
Survivability, Structures, and Materials Directorate
Technical Report. W. Bethesda.
Boresi, A.P. & Schmidt, R.J. 2003. Advanced Mechanics
of Materials. New York: John Wiley & Sons.
Daley, C., Kendrick, A. & Pavic, M. 2007. New directions in ship structural regulations. 10th International
Floating Structures. Houston: ABS.
Hess P.E. III & Ayyub, B.M. 1997. Variability in geometry and imperfections of surface ship structural
scantlings. In Naval Surface Warfare Center Carderock Division. Survivability, Structures, and Materials
Directorate Technical Report. West Bethesda.
Hess, P.E., Bruchman D., Assakkaf, A. & Ayyub, B.M.
2002. Uncertainties in material and geometric strength
and load variables. Naval Engineers Journal. Volume
144, Issue 2, 139166, April 2002.
Soares, C.G. 1991. Combination of primary load effects
in ship structures. Probabilistic Engineering Mechanics:
Issue 7, 103111, September 1991. Lisboa, Portugal.
White, G.J. & Ayyub, B.M. 1985. Reliability methods for
ship structures. Naval Engineers Journal. Volume 97,
Issue 4, 8696, May 1985.
Yu, B., Karr, D.G. & Wang, G. Statistical analysis of
tensile strength parameters of ABS steels. In review.
REFERENCES
Ayyub, B.M., Beach, J.E. & Packard, W.T. 1995. Methodology for the development of reliability-based design
criteria for surface ship structures. Naval Engineers
Journal. Volume 107, Issue 1, 4561, January 1995.
729
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ADVANCES IN MARINE STRUCTURES

PROCEEDINGS OF THE 3RD INTERNATIONAL CONFERENCE ON MARINE STRUCTURES

Advances in Marine Structures

Advances in Marine Structures Guedes Soares & Fricke (eds)

Methods and tools for loads and load effects

Modal approach to fluid structure interaction applied to a ship in waves

A hydroelastic investigation into the dynamic response characteristics

On estimation of extreme ship response using upcrossing spectrum

Environmental and operational uncertainties in long-term prediction of slamming loads

Efficient calculation of fluid structure interaction in ship vibration

Methods and tools for strength assessment

Shear buckling analysis of the composite plates with cut-outs

Rapid analysis techniques for ultimate strength predictions of aluminum structures

Finite elements modeling of delaminations in composite laminates

Geometrical effects on strength and deformability of corroded steel plates

Methods to cope with up heaval buckling of high temperature offshore pipelines

Benchmark study on use of ALPS/ULSAP method to determine plate and stiffened

Modified Paik-Mansour formula for ultimate strength calculations of ship hulls

Development of advanced designed formulation to estimate the buckling/ultimate strength

Ultimate strength assessment of ageing steel plates subjected to random non-uniform

Round-robin on local stress determination and fatigue assessment of load-carrying

Fatigue estimation of a ship structural detail

Adjoint design sensitivity analysis of crack propagation using molecular-continuum

Three-dimensional fracture mechanics analyses of surface cracks

Collision and impact strength

An investigation of a Suezmax tanker grounding accident

Effect of crushable bow on the overall crashworthiness in ship collision

A study on dynamic grounding of ships

Influence of bulbous bow structures on their collision behaviour

Influence of ship motions in the numerical prediction of ship collision damage

Numerical prediction of impact loads in rectangular panels

Influence of the neutral axis displacement on the residual strength of a damaged

Comparison of resistance to penetration of stiffened panels with T- and Y-stiffeners

Ultimate load calculation during stranding

Experimental analysis of structures

Experimental study on slamming load of the trimaran

Failures mode analysis of corroded steel structures subjected to compressive load

Fatigue tests of butt welds and plates edges of 80 mm thick plates

Study on the ultimate strength test of high speed trimaran

An experimental study on mechanical, fatigue and crack propagation properties

Materials and fabrication of structures

Steel-concrete-steel sandwich structures in ship and offshore engineering

Welding of large gaps of block joints in ships using different techniques

Methods and tools for structural design and optimisation

Underwater noise emissions: Another challenge for ship design

Methods and criteria to manage airborne outdoor ship noise

Shape design optimization of fluid-structure interactions using SPH and geometrically

Finite element-based shape optimization of an asymmetric steel sandwich panel joint

Hull/superstructure-interaction in optimized passenger ships

Optimization of monopile offshore wind structures

Isogeometric shape optimization of design-dependent structures

Structural reliability, safety and environmental protection

Uncertainty assessment of the ultimate strength of a stiffened panel

Reliability assessment of intact and damaged bulk carriers

A study on long-term prediction of corrosion wastage

Optimization of composite maritime structureseffects of uncertainties on design

Rule development for container stowage on deck

Advances in Marine Structures Guedes Soares & Fricke (eds)

Methods and tools for establishing loads and load effects

Advances in Marine Structures Guedes Soares & Fricke (eds)

Prof. D. Karr, University of Michigan, Ann Arbor, Michigan, USA

Methods and tools for loads and load effects

Advances in Marine Structures Guedes Soares & Fricke (eds)

Influence of raised invar edges on sloshing impact pressures