No.

2/95 SHIP TYPE: Tanker for Oil SIZE(GRT): 154,000

Edited by DSO-245 BUILT YEAR: 1990

Fatigue cracking of side longitudinal

Course of events During a loaded voyage, the vessels crew discovered a small oil leakage from a vertical crack in the side shell. The crack was located a few meters below the waterline, in way of the port cargo oil wing tank (cowt), and just aft of the collision bulkhead. A subsequent internal survey revealed that the primary cause of the damage was fatigue cracking of the side longitudinals. In the months following the discovery of the side shell cracking, inspection of all cargo oil wing tanks revealed fatigue cracks in side longitudinals in several tanks and in several locations. Extent of damage All cracked side longitudinals were located in the zone between the loaded water line (LWL) and the ballast water line (BWL). At the collision bulkhead, the fatigue cracks initiated from the toe of the connecting brackets. The extent of damage varied from small cracks in the flange to cracks penetrating into the longitudinals webs. On the port side, two longitudinals were cracked through (Figure 1) and a vertical crack of approximately 450 mm was found in the side shell. Fatigue cracks of varying size were found in several longitudinals at the wash bulkheads. The cracks had initiated from the weld toe at the heel of connecting stiffeners or tripping brackets (see Figure 2).

Fig. 1

Fig. 2 Fatigue cracks were also found where the longitudinals pass through the web frames, although the damage here was less severe than that at the bulkheads. Probable Cause

The cracks are typical fatigue cracks, probably caused by high, local dynamic stresses at the toe of welds between longitudinals and connecting stiffeners and brackets. Lateral bending of the asymmetric L-profiles, unfavourable structural details and high nominal stresses caused by use of high tensile steel (NV32) all contribute to high local stresses. Additional bending stress in side longitudinals arising from relative transverse deflection between bulkheads and adjacent web frames explain the greater extent of damage at bulkheads. The vessel was designed according to DNV Rules issued prior to introduction of specific fatigue strength criteria. Lessons to be learned A. Rule development Based on the above and similar experience with other vessels, DNV realised the need for specific fatigue strength criteria in the Rules: -In 1991, DNV was the first Classification Society to introduce specific fatigue strength criteria for the exposed side structure. -In 1993, the fatigue strength criteria were amended based on the latest experience. -In 1993, guidelines for more comprehensive fatigue strength assessment were developed. B. Design The risk of fatigue cracks in side longitudinals may be greatly reduced if stress concentrations near welds are reduced. This may be achieved by: -Design of brackets and stiffeners with soft nose and heels -Use of symmetric profiles (T-type) -Fitting soft brackets on both sides of transverse bulkheads (and web frames) In the case of novel designs for which no in-service experience exists, checking of fatigue strength is particularly important. Valuable guidance may be found in the DNV Report No. 93-0432 Fatigue Assessment of Ship Structures. C. During construction Special attention should be paid to: -Weld finish at bracket toes and heels -Surface finish at weld toes; spatter and arc strikes should be removed -Alignment of structural details -Fittings to be kept well clear of the connections between longitudinals and stiffeners/brackets. Welding methods, procedures and welding sequence should be selected with the aim of reducing welding residual stresses. D. Ships in Operation The weld connections between side longitudinals and web frames and bulkheads in the area between LWL and BWL should be inspected at regular intervals. In particular, this applies to connections at transverse tight and non-tight bulkheads, and adjacent web frames forward and aft of these.

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