ࡱ> Y TbjbjWW  ==~],4۳;>LZ$մɶ~]~$$$$~$~$( 5Zu^" - UNIVERSITY OF ZAGREB FACULTY OF MECHANICAL ENGINEERING AND NAVAL ARCHITECTURE DEPARTMENT OF NAVAL ARCHITECTURE AND OFFSHORE ENGINEERING IVANA LU IA 5, 10000 ZAGREB , CROATIA TEL +385 1 6168 222 FAX +385 1 6156940 TECHNICAL REPORT  Title of Report : RACKING ANALYSIS OF CAR CARRIER Yard 419, 420, 421 Report no. : ULJ 419 /1 FINALDate : July 2000 Client / Sponsor : ULJANIK SHIPYARD Work carried out by : Dr Vedran }ani, Dipl.ing.Tomislav Jan ijev, Dipl.ing.Jerolim Andri, Dipl.ing. Darko Frank Approved by : Dr Vedran }ani TEL +385 1 6168 122 ; E-mail  HYPERLINK mailto:vedran.zanic@fsb.hr vedran.zanic@fsb.hr Dipl.ing.Tomislav Jan ijevSummary : Uljanik shipyard has contracted University of Zagreb (UZ), Faculty of Mech. Eng. and Naval Arch. to perform 3D FEM analysis of Yard 419-420 and Yard 421 using MAESTRO software available at University of Zagreb. The coarse-mesh, full-asymmetric, global car carrier FE model (Pt.3 Ch.1 Sec.13 C102) was developed. It simultaneously provides boundary conditions for fine mesh analysis of the crack areas on all three watertight bulkheads (Fr 51/99/147) caused by the transverse racking induced forces (as suggested). Full ship 3D FEM model has 47 064 DOF and 18 462 macroelements (10164 stiffened panels and 8298 beams). Loading condition 9 (Cars & trucks, 100% fuel and stores) was adjusted to DnV requirements for GM and racking Decks loads and is approved by DnV. Similar modification of LC 9 is requested by DnV for racking calculation in the process of ship approval. Pressures were calculated by DnV Rules, July 1999, Pt 3, Ch 1, Sec 13, B308. All masses (light ship, cars, etc.) were given corresponding accelerations based on the acceleration vector components calculated from B300, B400, B701. Car masses were concentrated in mesh nodes of the corresponding decks. Fine mesh models for Detail Stress Analysis (DSA) using "top down approach" were developed. Boundary conditions to DSA models were automatically transferred from MAESTRO global model. Crack areas are clearly identified in global and DSA models for Yard 419, 420. Structural modifications (brackets, inserted plates, e.t.c.) on Yard 421 were analysed and checked. Stress levels were adjusted to DnV Rules, July 1999, Pt 3, Ch 1, Sec 13, B408 and F300 for NV-NS and NV-32. Key words : car carrier, finite elements, MAESTRO modeling,  CONTENTS PAGE 1. INTRODUCTION 1-1 2. VESSEL DESCRIPTION 2-1 3. MATHEMATICAL MODEL AND BOUNDARY CONDITIONS 3-1 4. LOADING CONDITIONS 4-1 5. RESULTS 5-1 6. CONCLUSIONS 6-1 REFERENCES APPENDIX A : FIGURES APPENDIX B : DOOR CORNER DETAILS OF YARD 421 FIGURE DESCRIPTION FIGURE NO. GENERAL General Arrangement Plan, External View, Upper Deck 1 General Arrangement Plan,Decks 7 to 10 2a General Arrangement Plan,Decks 4 to 6 2b General Arrangement Plan,Decks 1 to 3 2c Midship Section, Web Frame 3a Midship Section, Web Frame 3b MAESTRO GLOBAL MODEL 3-D Front View of Undeformed Full Ship F.E.M Model 4 3-D Aft View of Undeformed Full Ship F.E.M Model 5 3-D Front View of Undeformed Half Ship F.E.M Model 6 3-D Front View of Inside Structure 7 3-D View of F.E.M Model , Decks 0 to11 8 3-D View of F.E.M Model , Decks 0 to10 9 3-D View of F.E.M Model , Decks 0 to 8 10 3-D View of F.E.M Model , Decks 0 to 6 11 3-D View of F.E.M Model , Decks 0 to 5 12 3-D View of F.E.M Model , Decks 0 to 4 13 3-D View of F.E.M Model , Decks 0 to 3 14 3-D View of F.E.M Model , Decks 0 to 2 15 3-D View of F.E.M Model , Decks 0 to 1 16 3-D View of F.E.M Model Segment, Fr.47 to Fr.55 17 3-D View of F.E.M Model Segment, Fr. 95 to Fr.103 18 3-D View of F.E.M Model Segment, Fr.143 to Fr.151 19 MAESTRO DSA MODELS 3-D View of F.E.M Fine Mesh Model FR. 51 -Front View 20 3-D View of F.E.M Fine Mesh Model FR. 51 -Aft View 21 3-D View of F.E.M Fine Mesh Model FR. 99 -Front View 22 3-D View of F.E.M Fine Mesh Model FR. 99 -Aft View 23 3-D View of F.E.M Fine Mesh Model FR. 147 / Deck 1 to Deck 6 24 3-D View of F.E.M Fine Mesh Model FR. 147 /detail above Deck 2 25 3-D View of F.E.M Fine Mesh Model FR. 147 / detail bellow Deck 2 26 3-D View of F.E.M Fine Mesh Model FR. 147 / detail above Deck 3 27 3-D View of F.E.M Fine Mesh Model FR. 147 / detail bellow Deck 3 28 3-D View of F.E.M Fine Mesh Model FR. 147 / detail above Deck 4 29 3-D View of F.E.M Fine Mesh Model FR. 147 / detail bellow Deck 4 30 LOADS Equivalent Forces on Outer Plating for Ship (heeled ship to SB) - LC 1 31 Equivalent Forces on Outer Plating for Ship (heeled ship to PS) - LC 2 32 GLOBAL RESPONSE 3-D Plot of Deformed F.E.M Model for LC 1 33 3-D Plot of Deformed F.E.M Model for LC 2 34 3-D Plot of (x Stresses of Half F.E.M Model (PORT SIDE)- for LC 1 35a 3-D Plot of (x Stresses of Half F.E.M Model (STARBOARD SIDE)- for LC2 35b 3-D Plot of Shear Stresses of Half F.E.M Model (PORT SIDE)- for LC 1 36a 3-D Plot of Shear Stresses of Half F.E.M Model (STARBOARD SIDE)- for LC2 36b 3-D Plot of Shear Stresses of Full F.E.M Model (Outer Plating)- for LC 1 37a 3-D Plot of Shear Stresses of Full F.E.M Model (Outer Plating)- for LC 2 37b 3-D Plot of von Mises Equivalent Stresses of Half F.E.M Model (PORT SIDE)- for LC 1 38a 3-D Plot of von Mises Equivalent Stresses of Half F.E.M Model (S.B SIDE)- for LC 2 38b LOCAL RESPONSE - PROTOTYPE Yard no. 419 DSA/MAESTRO-Fine Model at Fr. 51 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 51 for LC 1 39a 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 51 for LC 2 39a 3-D View of Max.Von Mises Stresses at FR. 51-DSA Fine Model - for LC1 40a 3-D View of Max.Von Mises Stresses at FR. 51-DSA Fine Model - for LC2 40a 3-D View of Max Von Mises Stresses at FR. 51-DSA Fine Model (zoom detail)- for LC1 41 DSA/MAESTRO-Fine Model at Fr. 99 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 99 for LC 1 42a 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 99 for LC 2 42a 3-D View of Max.Von Mises Stresses at FR. 51-DSA Fine Model - for LC1 43a 3-D View of Max.Von Mises Stresses at FR. 51-DSA Fine Model - for LC2 43a 3-D View of Max Von Mises Stresses at FR. 51-DSA Fine Model (zoom detail)- for LC1 44 DSA/MAESTRO-Fine Model at Fr. 147 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 147 for LC 1 45a 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 147 for LC 2 45b 3-D View of Max.Von Mises Stresses at FR. 147-DSA Fine Model - for LC1 46a 3-D View of Max.Von Mises Stresses at FR. 147-DSA Fine Model - for LC2 46b 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -above Deck 2 for LC1 47 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -above Deck 2 for LC2 48 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -above Deck 3 for LC1 49 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -above Deck 3 for LC2 50 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -above Deck 4 for LC1 51 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -above Deck 4 for LC2 52 LOCAL RESPONSE - Yard no. 421 DSA/MAESTRO-Fine Model at Fr. 51 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 51 for LC 1 53a 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 51 for LC 2 53b 3-D View of Max.Von Mises Stresses at FR. 51-DSA Fine Model - for LC1 54a 3-D View of Max.Von Mises Stresses at FR. 51-DSA Fine Model - for LC2 54b 3-D View of Max Von Mises Stresses at FR. 51-DSA Fine Model (zoom detail)- for LC1 55 DSA/MAESTRO-Fine Model at Fr. 99 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 99 for LC 1 56a 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 99 for LC 2 56b 3-D View of Max.Von Mises Stresses at FR. 51-DSA Fine Model - for LC1 57a 3-D View of Max.Von Mises Stresses at FR. 51-DSA Fine Model - for LC2 57b 3-D View of Max Von Mises Stresses at FR. 51-DSA Fine Model (zoom detail)- for LC1 58 DSA/MAESTRO-Fine Model at Fr. 147 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 147 for LC 1 59a 3-D Plot of - Shear streeses for Macroelements on Bulkhead at Fr. 147 for LC 2 59b 3-D View of Max.Von Mises Stresses at FR. 147-DSA Fine Model - for LC1 60a 3-D View of Max.Von Mises Stresses at FR. 147-DSA Fine Model - for LC2 60b 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -above Deck 2 for LC1 61 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -bellow Deck 2 forLC2 62 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -above Deck 3 for LC1 63 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model - bellow Deck 3 for LC2 64 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model -above Deck 4 for LC1 65 3-D View of Max Von Mises Stresses at FR. 147-DSA Fine Model - bellow Deck 4 for LC2 66 Yard. No. :419,420,421 CAR-TRUCK CARRIER (4300 CARS) INTRODUCTION At the request of ULJANIK SHIPYARD, Pula, the University of Zagreb, Faculty of Mechanical Engineering and Naval Architecture has carried out the full ship three dimensional finite element analysis of the complete hull of yard number: 419 built by ULJANIK SHIPYARD. It simultaneously provides boundary conditions for fine mesh analysis of the crack areas on all three watertight bulkheads (Fr 51, 99 and 147) caused by the transverse racking induced forces (as suggested). Further analysis was performed for Yard 421 where modifications in critical areas have been implemented. The objective of the analysis was to investigate the structural strength in fullfilment of requirements for direct calculation of the classification society Det Norske Veritas. Full ship 3D FEM MAESTRO model and 3D FEM Maestro / DSA models for critical structural details were generated in accordance with : CLASSIFICATION No. 31.2 - STRENGTH ANALYSIS OF HULL STRUCTURES IN ROLL ON/ ROLL OF SHIPS AND CAR CARRIERS. Det Norske Veritas, Draft May 2000. This Report no.1 FINAL describes the procedures adopted in detail together with a presentation of the relevant stress and deflection results. Metric units are used throughout the report with displacement measured in millimeters (mm) and stresses in Newton/milimetre2 (N/mm2) The following plans and documents for Yard No.419,420,421,422,425 were supplied by ULJANIK SHIPYARD and used for the preparation of this analysis: Drawing No. Description 1 1 0 1 3 0 2 General Arrangement Plan CAR-TRUCK CARRIER 4300 cars 1 1 0 1 3 0 3 Body Lines CAR-TRUCK CARRIER 4300 cars 1 2 0 0 3 0 2 Midship Section 1 2 0 0 3 0 3 Longitudinal Section 1 2 0 0 3 0 4 Shell Plating 1 2 0 0 3 0 5 Double Bottom 1 2 0 0 3 0 6 Watertight Bulkhead 1 2 0 0 3 0 8 (sheet1) 2nd and 3rd CAR DECKS 1 2 0 0 3 0 8 (sheet2) 4th and 9th CAR DECKS 1 2 0 0 3 0 8 (sheet3) 6th and 8th CAR DECKS 1 2 0 0 3 0 8 (sheet4) 10th and 11th CAR DECKS 1 2 1 0 3 1 2 After End Structure 1 2 2 6 3 2 2 (sheet1) Platforms and Tanks in Engine Room-PLANS & SECTIONS 1 2 2 6 3 2 2 (sheet2) Platforms and Tanks in Engine Room-CROSS SECTIONS 1 2 4 0 3 4 2 Fore End Structure 1 2 5 3 3 5 2 Engine Casing and Superstructure 1 2 3 4 3 0 1 (sheet1) RAMP WAY FROM 1st to 6th CAR DECK- (Fr.65- Fr.83) 1 2 3 4 3 0 1 (sheet2) RAMP WAY FROM 6th to 10th CAR DECK- (Fr.43- Fr.83) 1 2 3 4 3 0 1 (sheet3) RAMP WAY FROM 1st to 6th CAR DECK- (Fr.113- Fr.133) 1 2 3 4 3 0 1 (sheet4) RAMP WAY FROM 6th to 10th CAR DECK- (Fr.118- Fr.154) Force plan for hoistable decks: 0 3 0. 0 1 .0 5 0. FORCE PLAN DECK NO.5 0 3 0. 0 1 .0 7 0. FORCE PLAN DECK NO.7 0 3 0. 0 1 .0 9 0. FORCE PLAN DECK NO.9 1-103-102 Yard no. 420 Trim and Stability Book with Longitudinal Strength Calculation 1-103-192 Yard no. 419 The following documentation issued by Det Norske Veritas was supplied by ULJANIK SHIPYARD: RULES FOR CONSTRUCTION OF SHIPS, NEWBUILDINGS, JULY 1999. CLASSIFICATION No. 31.2 - STRENGTH ANALYSIS OF HULL STRUCTURES IN ROLL ON/ ROLL OF SHIPS AND CAR CARRIERS. Det Norske Veritas, Draft May 2000. faxes of 19. 04 and 23.05.2000. and 12.07.2000. (Appendix B) Faxes from DnV to Faculty of ME and Naval Arch. of 19.06 and 28.06.2000 regarding approval of the racking load case TRIM AND STABILITY BOOK, Uljanik Yard No. 420, Issue of 08.10.1999. Light Ship Weight and C.O.G. Calculation, Yard No. 419, 420, 421, 422, 425, Dec. 1999 Longitudinal Strength Calculation, Yard No. 419, Car Carrier 4300, Condition No. 9, fax from Yard 28.06.2000. 1.7 The following programs implemented at the University of Zagreb, Faculty of Mech. Eng. and Naval Architecture were used in the performing of the calculations : MAESTRO Version 8.0.24 , Proteus engineering, Stensville, MD, USA 2. VESSEL DESCRIPTION 2.1 The vessel is a CAR-TRUCK CARRIER 4300 CARS with the following principal dimensions : Length overall 176.70 m Length between perpendiculars 165.00 m Breadth moulded 31.10 m Depth moulded 28.00 m Draught design moulded 7.70 m Draught scantling moulded 8.75 m Deadweight at design draught 9000 t Deadweight at scantling draught 13000 t Main engine MCR (about) MAN B&W 7S50MC-C Outout 11060kW/127 r.p.m. Speed service ( 90% MCR, 15%S.M..7.70 m d) 19.5 Kn 2.2 Figures 1 and 2 show an outline of the general arrangement of the vessel. Ship has 11 decks out of which 3 are hoistable. 2.3 The midship section geometry and main scantlings are shown in Figure 3 . The ship is longitudinally framed with the exception of some areas within the engine room and the fore and aft peak structures. 2.4 Two DnV approved material qualities were used : Steel Grade NV-NS Minimum yield stress = 235 N/mm2 Steel Grade NV-32 Minimum yield stress = 315 N/mm2 3. MATHEMATICAL MODEL AND BOUNDARY CONDITIONS 3.1 Mathematical Model Description of 3D FEM MAESTRO full ship model In the view of the non-symmetrical structure and racking loads, the entire hull modeling was performed to simultaneously provide boundary conditions for fine mesh analysis of all crack areas. The coarse-mesh, full-asymmetric, global car carrier FE model (Pt.3 Ch.1 Sec.13 C102) was developed. Figures 4 and 5 show a full ship plot and Figures 6 and 7 show longitudinally cut model. Figures 8 to 14 show internal structure of the ship model by systematically removing deck plating from 11th to 1st deck . The fine-mesh, FE models were developed for critical locations on three watertight bulkheads (Frames 51, 99 and 147). Figures 17 - 19 show mesh segments on those locations. MAESTRO software was used for calculation of the response of the full ship 3D FEM model. Plated areas such as decks, outer shell, bulkheads were represented by the special Q4 stiffened shell macroelements. TRIA membrane triangular elements were also applied with appropriate thickness. Each primary transverse frame or girder was modeled with special bracketed beam macroelement. Element thickness and properties were calculated from the scantlings shown on the structural plans listed in 1.5 and supplied by the Yard. Full ship 3D FEM model has 47 064 DOF and 18 462 macroelements (10164 stiffened panels and 8298 beams). Description of 3D FEM MAESTRO DSA models MAESTRO DSA (Detailed Stress Analysis) package was used for 3D fine mesh analysis of stress concentrations. Top-down approach was used based on displacements of the global mesh nodes. All nodes on the boundaries of the fine mesh have prescribed displacements calculated from displacements of the global mesh nodes. Axonometric views of fine meshs for all three bulkheads are given in Figures 20 - 30. The fine mesh model for bulkhead on Fr. 51 comprised 1618 grid points and 1591 Q4 and triangle elements. Axonometric views of fine mesh for deck 5 are given in Figures 20 and 21 The fine mesh model for bulkhead on Fr. 99 comprised 1905 grid points and 1923 Q4 and triangle elements . Axonometric views of fine mesh for deck 4 are given in Figures 22 and 23. . The fine mesh model for details on bulkhead on Fr. 147 comprised 3861 grid points and 3886 Q4 and triangle elements . Axonometric views of fine meshs for all three decks 2, 3, 4) are given in Figures 24 - 30. 3.2 Axes Definition and Boundary Conditions 1. The global axes system referenced the longitudinal centerline at base as X , positive forward, Z transverse, positive to port, and Y vertical positive upwards from the base. The origin was located at frame 0 at keel. To prevent singularity of the free ship stiffness matrix, two nodes at collision bulkhead (Fr 19) at deck 4 level were restrained in the global Y and Z directions. One node in centerline at intersection of collision bulkhead (Fr 192) and deck 4 was restrained in global X, Y and Z directions. 4. LOADING Two loading conditions (heel to PS and SB) for transverse strength were submitted by the Yard based on DnV requirements. Both of these loading conditions are based on the condition No. 9 Max. cargo loading-departure, as described in [7] (see Sec 1.6.) The considered loading conditions 1 and 2 differ in heel angle and acceleration direction. Main loading condition characteristics are: draught amidships 8.76 m total trim -0.01 m metacentric height 1.67 m (corrected 1.55 m) Each loading condition comprised four data sets : light ship mass data deadweight items acceleration data buoyancy loading including dynamic pressures Based on the model geometry and the scantlings of the elements used, a modeled mass for the hull was generated within the program. This mass distribution was corrected to achieve the light ship mass distribution from [5] pages 123-124. Total light ship mass is 12 046 t. The masses of the hoistable decks, main engine and auxiliary engines with total mass of 1730 t are not included in the light ship mass distribution. Deadweight items supplied such as car loading, hoistable decks, water ballast, fuel oil, fresh water, stores etc were applied to the appropriate nodes and elements and each individual data set was checked for magnitude and direction. Car loading consists of masses for the following vehicles: cars, transporters and trucks. Total masses of vehicles on decks are shown in the next table. The distribution of car loading was defined by Yard in [7]. Car masses were concentrated in mesh nodes of the corresponding decks. Car masses added to hoistable decks masses were divided on the adjacent nodes according to supporting possibilities of hoistable deck supports (the side supports of the hoistable act only in the vertical direction).  DECK VEHICLESHOIST. DECK NONAMENOCAR MASSDECK MASSDECKttMASS t11UPPER DECK000010D105821.1640.29HOISTABLE3962.59905468GASTIGHT1351013507HOISTABLE3672.5917.55106FREEBORD13067805HOISTABLE4531.1498.33304D480129603D32902.57252D227425481TANKTOP1902380 TOTAL VEHICLES / DECKS289777891386 The masses of water ballast, fuel oil, fresh water etc. were taken from longitudinal strength calculation for L.C. No. 9 [7]. These masses were generally placed in appropriate tanks, which were modeled inside the ship structure model. Contents of some smaller tanks were idealized by concentrated masses. For the two load conditions the considered, total ship mass (deadweight + light ship weight) was 24 702 t. The small difference of some 103 t between modeled total mass and the total mass from [7] can be neglected. Accelerations are calculated according to DnV Rules, July 1999, Pt. 3 Ch. 1 Sec. 4, B 300 and B 400. sway/yaw acceleration ay = 1.384 m/s2 rotational roll acceleration arr = 0.0375441 rad/s2 roll angle ( = 0.3599 rad or 20.62 degrees Combined transverse acceleration has to be defined according to B701. The combined transverse acceleration calculated by MAESTRO program is arithmetic sum of all transverse components. Because of this reason the acceleration combined by program will be bigger. To achieve the combined acceleration values defined by Rules the heel (roll) angle, used in the acceleration calculation, was adjusted. At the heel angle of 13 degrees the arithmetic summation gives the acceleration distribution which is very close to the Rule distribution. The results are shown in the following table. Vertical positionCombined transverse acceleration from B 700 (m/s2)Sum of transverse acceleration components for equivalent heel angle of 13 degrees (m/s2)Deck 104.2334.235Deck 94.1434.140Deck 84.0444.035Deck 73.9483.932Deck 63.8283.804Deck 53.7223.690Deck 43.6313.592Deck 33.5403.493Deck 23.4683.415Deck 13.3993.339 External sea pressure loads are calculated according to B 308, Pt. 3 Ch. 1 Sec. 13. The pressure loads distributions are shown in Figures 31 and 32. 5. RESULTS Yard 419, 420 5.1 Deformed plot of the complete ship is shown for loadcases 1 and 2 in Figures 33 and 34. Displacements have been magnified in order to provide a clear visual impression of the deformation behavior. Significant displacements are presented for node at : (a) Fr. 99 on deck 4 with respect to fixed nodes on Fr.19 and 192 (boundary conditions) (b) Fr 99 on deck 1, 4, 6, 8 and 11 at CL w.r.t. keel at CL Table 1 (a)(b)Maximal displacements (mm)Y ( w. r. t. deck 4 )Z (w.r.t. centerplane)Z (w.r.t. keel)deck 1deck 6deck 11 Loadcase 165.5-19.61.071.64-24.57 Loadcase 262.218.1-1.12-2.4324.46 In order to present an overall view of the principal areas of high stress on the entire ship selected stresses are given as follows: normal stress (x is given in Figs.35a and 35b shear stress ( is given in Figs.36a and 36b for ship half and in Figs. 37a and 37b for full ship. von Mises stress is given in Fig.38a and 38b for loadcases 1 and 2 respectively. Principal areas of high stress on bulkheads are given as follows: von Mises stress for bulkhead at Fr.51 is given in Figs.39a and 39b von Mises stress for bulkhead at Fr.99 is given in Figs.42a and 42b von Mises stress for bulkhead at Fr.147 is given in Figs.45a and 45b 5.4 Local von Mises equivalent stresses from MAESTRO DSA models are presented as follows: for bulkhead at Fr.51-deck 5 stresses are given in Figs. 40a and 40b. Zoomed stresses are given in Fig. 41 for loadcase 1. for bulkhead at Fr.99-deck 4 stresses are given in Figs. 43a and 43b. Zoomed stresses are given in Fig. 44 for loadcase 1. for bulkhead at Fr.147-decks 2, 3 and 4 stresses are given in Figs. 46a and 46b. Zoomed stresses are given in Figs. 47 to 52 for dominant loadcase 1. 5.5 At this point it should be noted that center element stress levels contained in computer output results might be at higher level than indicated in the figures referenced in 5.4. This is an unavoidable consequence of the process of averaging involved in the preparation of the colored stress contours. Yard 421 5.6 High local stresses in corners of doors on bulkheads at Fr. 51, 99 and 147 are encountered on Yard 419, 420 and are presented in the preceeding sections 5.3 and 5.4. Modified corner details of Yard 421 are given in Appendix B. 5.7 Principal areas of high stress on bulkheads are given as follows: von Mises stress for bulkhead at Fr.51 is given in Figs.53a and 53b von Mises stress for bulkhead at Fr.99 is given in Figs.56a and 56b von Mises stress for bulkhead at Fr.147 is given in Figs.59a and 59b 5.8 Local von Mises equivalent stresses from MAESTRO DSA models are presented as follows: for bulkhead at Fr.51-deck 5 stresses are given in Figs. 54a and 54b. Zoomed stresses are given in Fig. 55 for loadcase 1. for bulkhead at Fr.99-deck 4 stresses are given in Figs. 57a and 57b. Zoomed stresses are given in Fig. 58 for loadcase 1. for bulkhead at Fr.147-decks 2, 3 and 4 stresses are given in Figs. 60a and 60b. Zoomed stresses are given in Figs. 61 to 66 for dominant loadcase 1. . 6. CONCLUSIONS In line with the Det norske Veritas requirements, the racking loadcases 1 and 2 represent approximation of the extreme conditions. All conclusions are based on the requested loadcases. The behavior of the ship's structure in terms of the global deformation is considered satisfactory from the structural aspect in both loading conditions considered. This analysis shows that Yard 421 have peak local stresses at levels given in the following table : MAXIMAL RECORDED STRESSLOCATIONTYPEVALUE N/mm2Fig.noFr.DeckPoint position 51 deck 5midpoint at free edge of bracket( von Mises284 55 99below deck 4transverse bulkhead below bracket( von Mises206 58above deck 4midpoint at free edge of bracket( von Mises263 57a 147below deck 2transverse bulkhead below bracket( von Mises149 62above deck 2midpoint at free edge of bracket( von Mises274 61below deck 3transverse bulkhead below bracket( von Mises82 64above deck 3midpoint at free edge of bracket( von Mises133 63below deck 4transverse bulkhead below bracket( von Mises108 66above deck 4midpoint at free edge of bracket( von Mises132 65 It can be concluded that Yard 421, 422 and 425 satisfy DnV requirements at all critical points (as recorded at Yard 419, 420) according to the applied material characteristics and the statement Pt.3 Ch.1 Sec.13 B408/5. The material used in critical areas, according to atests available at the Yard, is equivalent to NV-32 ( i.e. equivalent stress on the free edge of the bracket may reach 1.28*245=314 N / mm2 ). Peak stresses in the plating below the brackets, in the door corners, are within DnV requirements for NV-NS. Modifications should be implemented on the first two ships in acordance with the results of the preceding analysis. REFERENCES MAESTRO Version 8.024 , Program documentation, Proteus engineering, Stensville, MD, USA O. F. Hughes: Ship Structural Design, John Wiley & Sons, Inc. 1983. O.F. Hughes, F. Mistree, V.}ani : A Pratical Method for the Rational Design of Ship Structures, Journal of Ship Research, 24, 1980. RULES FOR CONSTRUCTION OF SHIPS, NEWBUILDINGS, JULY 1999. CLASSIFICATION No. 31.2 - STRENGTH ANALYSIS OF HULL STRUCTURES IN ROLL ON/ ROLL OF SHIPS AND CAR CARRIERS. 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