Pressure Vessel Design

Subject: Project Data: The subject Diving system was designed to EN13445 the Standard - Unfired Pressure Vessel Code, and to be Classed by DNV. Outline Specifications are as follow: Project Name Project Code Yard Class Operation Data: Rated Depth Operating Pressure Design Pressure 300 MSW 30.3 Kg-cm-2 40.3 Kg-cm-2 18 Man Saturation Diving System X239 XXX India DNV Report on Fatigue Evaluation and Analysis on the Pressure Vessels Design

Pressure Components: Annex [B] 1. 2. 3. 4. 5. 6. 7. 6 Man Twin Lock DDC 3 Man Twin Lock DDC Transfer Under Pressure Chamber 3 Man SDC or Bell c/w LARS 18 Man SPHL self propelled Rescue Boat c/w LARS Trunk with Clamp for SPHL (P&S) Trunk With Clamp for Bell 2 Units. 2 Units. 1 Unit. 1 Unit. 1 Unit. 2 Unit. 1 Unit. (DDC 1 & 3) (DDC 2 & 4) (TUP) (BELL) (SPHL c/w LARS)

Evaluation and Analysis: Procedure While the design has been accomplished in compliance to respective DNV Regulations as well as proven data and records successfully implemented in previous projects, it is noted that the probability of failure associated with certain phenomenon like fatigue should be looked into. This is especially important when the equipments are installed onboard a ship operating in harsh and unpredictable environment. A review as such to assess cumulative damage index of

the design with fatigue was made in line with relevant industrial codes, standards, Class regulations and recommendations. Ref: Firstly the range of stresses acting in variance over a period of time cyclically was to find out. Those are the damaging net stresses resulted from change in magnitude and or direction of forces acting internally as well as externally on the system. The TUP and Bell were sampled out for the assessment since the joint between them were obviously most vulnerable among all components if ship motions under various sea conditions were to take into account. In practice the operation cycle of the system would never likely to go beyond 2000 during its designed life of 20yrs. However the recommended loads cycles by the Class of 5000 (A 602, DNV-OS-E402) was complied as the number of load cycles having had sufficient room for safety. Fatigue under operating Pressure The Pseudo elastic stress range, s, was calculated from pressure ratio P, stress factor and allowable material stress f. Corrections were made for Material thickness, Temperature and Welds etc to closely follow suit the designed parameters. That was to compare with s*, which is calculated at the specified frequency of 2 x 106 cycles getting a strange range sR as a means to finding allowable cycles of the component under consideration. The ratio of operating to allowable cycles is defined as the Fatigue Damage Index, D, and must be less than or equal to one to make the design safe from fatigue damage. For those components assessed and their conclusion were as followed: 1. TUB Chamber; = = 0.2961 1 = = = = 0.2961 1 = 0.2093 1 (unweld region ) = 0.2961 1 = 0.2961 1 =

2. MH 1 (Manway no.1); 3. MH 1 (Maway no.1); 4. MH 2 (Manway no.3); 5. MH 5 (Manway no. 5);

for every location of study was less than unity. It is conceivable therefore that calculated design life cycle of the component under investigation was less than that was allowed and hence the TUP and its nozzles are well within safe limit of Fatigue Stress that can be expected for its entire life of normal operation. Fatigue under Inertial loads As the system is installed onboard the ship, it is under the influence of ships six-degree freedom motion and related accelerations leading to inertial forces. These forces are crucial in the aggravation of prediction of relevant accelerations in addition to gravitational ones that

altogether cause the components to be under variable stresses. Variable stresses are the source of fatigue and are dependent on multi-directional accelerations of the ship while in motion. They are functions of ship parameters such as dimensions, form and speed as well as the coordinates of installation of the system. Accelerations in the directions of the height (vertical), length (longitudinal), and breadth (transverse) are determined through appropriate formulations (Annex [C]). Eventually the accelerations acting upon each component were found to be: Combined Vertical Acceleration Combined Transverse Acceleration Combined Longitudinal Acceleration Vector Sum for concurrence aV = 4.6842 ms-2 aT = 3.6356 ms-2 aL = 3.0444 ms-2 aa = 6.6665 ms-2

Above accelerations take account of all translational (surge, heave, yaw) and rotational (sway, pitch and roll) motions a ship may undergo during her life cycle except gravitational accelerations and their effects on each component. Inertia Forces and Stress Range Knowing acceleration and respective masses of the components, the forces have to be considered in addition to gravitational ones (weights). Application of simple beam theory and cantilever equations to find external forces at each joint assure more conservative approach amidst less defined certainties associated with such cases. The results gave more room for confidence and flexibility. Ratios of each force to the maximum gave the stress range that can be used for finding fatigue damage indicator D and evaluate the probability of failure. 1. TUB Chamber; 2. MH 1 (Manway no.1); 3. MH 1 (Maway no.1); 4. MH 2 (Manway no.3); 5. MH 5 (Manway no. 5); = = = = = = 0.0084 1 = 0.0084 1 = 0.0057 1 (unweld region) = 0.0084 1

= 0.0084 1

Totaling two factors of variable amplitude viz. pressure and inertia, the accumulative damage fatigue factor of the system, DT becomes 0.2150~0.3044. Since DT is less than unity, the predicted damages are tolerable i.e they fall within limits (Annex [A]). Worst Case Scenario: At least two times in a cycle of operation, there needs to be and remain engaged between Bell and TUP for some time for the transfer of crew. Basically the process undergo through

permissible weather widow while the ship virtually is in a calm position to suit. However, there also is a scenario that certain remote chance might come up with a sudden change of weather affecting the safe integrity of components at the critical moment. This has been considered as worst case and treated as such in the analysis. It is found out that, although accumulated forces increased owing to added inertia forces on the MH 5 nozzle at TUP, both normal and fatigue stresses are within limits. 1. Maximum Bending Stress 2. Maximum Radial Shear Stress 3. Maximum Axial Shear Stress 56.0185 MPa 1.7117 MPa 16.6464 MPa

As the cumulative damage index for fatigue is the function of stress range, which is the differential value rather than the absolute ones, the resultant indices are found to be the same provided other parameters such as physical properties and no. of cycles remain the same. Normal stress, however, do change as the forces change under changing influence such as acceleration. Although not directly relevant with this analysis, those worst case normal stresses (bending and shear) are found to be safe. (Annex [D]). Conclusion: Practical data lead to estimate actual no. of full pressure cycles of operation for the components under consideration to be not more than 1000 during design life span of 25 years. With actual pressures in operation, this would be equivalent to 493 equivalent pressure cycles, neq, calling no analysis for Fatigue. If, on the other hand, standard A 602 and D103 of DNV OS E 402 is to be complied, as is the case, min. full cycle number would be 5000, amounting to 2600 neq, which is greater than 500 above which any component needs fatigue analysis (BS EN 13445 3 5.4.2). As such the Bell/TUP assembly has been singled out for analysis as they are most exposed and vulnerable to the forces induced by various accelerations of the ship in motion. The results are clearly indicative of the fact that any additional analysis in that sense could be redundant and be dispensed with as it was previously. Investigation into every component of the system should also be exempted by the same token. As a matter of fact, Fatigue is the product of recurring stresses, relapsing design and remitting workmanship, the harmony of which has a substantial impact to keep it strictly in control at every stage. The production design and implementation, at its respective stage, shall take a competent oversight on it with clear and concise guidance duly provided by referring codes, standards, regulations etc. to make sure all components are highly safe to utilize.

Reference: 1. 2. 3. 4. Unfired Pressure Vessel Part 3 Design, BS EN 13445 3 (2009) DNV Rules for Classification of Ships Fatigue Design of Offshore Structures, DNV RP C203 Offshore Standard for Diving System, DNV OS E402

ANNEX [A]

Fatigue Evaluation and Analysis of Unfired Pressure Vessel Project -X239

Date BS EN 13445-3 (2009) Unfired Pressure Vessels - Part : 3 Design DNV Rules for Classification of Ships, Pt.3 Ch 1 Sec4 DNV - RP - C203, Fatigue Design of Offshore Steel Structures DNV - OS - E402, Offshore Standard for Diving System 29/10/2011

Ref:

1) 2) 3) 4)

Components Data: Design Press: (Int) Operating Pressure Design Temp Design Stress Design Load Cycles 40.3 kg-cm-2 30.3 kg-cm-2 55 C 137.9 Mpa 5.00E+03 Cycles Norminal Specified

Chamber : Dia., IDch Length, L Thickness, tch Material Weight (Empty) Nozzles : Dia. MH - 1, IDmh1 Length, Lmh1 Thickness, tmh1 Weight, Wmh1 Material Qty Dia. MH - 3, IDmh3 Length, Lmh3 Thickness, tmh3 Weight, Wmh3 Material Qty Dia. MH - 5, IDmh5

Qty

1 2300 mm 2100 mm 30 mm SA 516 GR 70 N 9000 Kg Approx

Qty

5 700 mm 459 mm 70 mm 700 Kg SA 350 LF 2 2 700 mm 150 mm 150 mm 450 Kg SA 350 LF 2 2 800 mm

Length, Lmh5 Thickness, tmh5 Material

270 mm 150 mm SA 350 LF 2

Fatigue Evaluation by Full Pressure Cycles Estimated Full Pressure Cycles, ni ni = ni = Where U = U x Life Span (yrs) x weeks per yr x full operation per week 845 cycles Utilization Factor = Design Life Span = Operation/week = Equivalent Full Pressure Cycles neq = ni*(Pi/Pmax) 0.65 25 1

493 cycles 500 Fatigue analysis is not required Recommended Full Pressure Cycles ni = neq = 5000 cycles 2915 cycles

Ref. 1

5.4.2 Ref. 4 D103 E602

Fatigue analysis is desirable.

Component Name Load Case Pseudo-elastic stress range, = f Poperation Pmax Po P = P/Pmax**f 137.9000 Mpa 2.9724 MPa 3.5581 Mpa 0.1000 MPa 2.8724 MPa 3 333.9784 Mpa

Transfer Under Pressure Unit (TUP) Internal Pressure Ref. 1) Ref. 1 17.6 - 1

Ref. 1

3.16 &

5.3.4 5.3.2

(0.9*Pdesign)

Tab 17.1

Fully Penetrated Welds

Corrections Made to Stress Range Thickness Corrections, Ce Ce = Sr. 1 2 3 4 (25/en)^0.25 Nozzle Chamber MH - 1 MH - 3 MH - 5

Ref. 1) for Ref. 1 en (mm) 30 70 150 150 Ce 0.9554 0.7731 0.6389 0.6389 25mm < en < 150mm 17.6 - 2 Remark Ce = 0.9554 will be used throughout

Temperation Corrections, Ct Ct = 1

for t* < 100 C

t 100 C

Notch Effects, Kf For Unwelded Region Kf = 1+ (1.5*(Kt-1)/(1+0.5*MAX(1;Kt*/ D) 1.2547 for where Kt = / D = Sr. 1 2 3 4 Nozzle Chamber MH - 1 MH - 3 MH - 5 UW 1.4 1.8 1.9361 MH - 1 for for for Kt 1.0000 1.4000 1.0000 1.0000 Flange r (fillet radius) e/4 r (fillet radius) e/8 UW Kf 1.2547 r e/4 Region Remark

Fictitious Stress Range, * Welded Joint * = (/C e/Ct) Ref. 1 349.5536 Mpa 3.50E+02 Mpa 17.6 - 9

OR At an Unwelded Region * =

(/C e/Ct)*Kf 438.6014 Mpa 4.39E+02 Mpa

17.6 - 10

OR

10

Reference Stress Range, R For N 5X10^6 R = (C1/N)^1/3 Ref. 1 17.6 - 11

For Unwelded Region R = n (N) (C1/N)^1/3 5.00E+03 Cycles * R Tab 18 7 R (Mpa)

Coefficients, C1 & R

Ref. 1

Sr.

Nozzle

C1

Class

Remark Det.7.3 b Det.7.3 b

Chamber

7.16E+11 4.77E+07

71

MH - 1 MH -1 UW

7.16E+11 4.77E+07

71

NA

7.91E+02

NA

Det.7.1 Det.7.3 b Det.7.3 b

MH - 3

7.16E+11 4.77E+07

71

5 NA)

MH - 5 Not Applicable

7.16E+11 4.77E+07

71

Allowable Number of Cycles (Design Fatigue Life), N when * > D C1 = 5E+11 Cycles Ref. 1 Tab. 17-

11

2 N= Sr. C1/(*)^3 Nozzle C1 N 17.6 - 17 Class Remark Det.7.3 b Det.7.3 b

Chamber

7.16E+11 1.68E+04

71

MH - 1 MH -1 UW

7.16E+11 1.68E+04

71

NA

2.37E+04

NA

Det.7.1 Det.7.3 b Det.7.3 b

MH - 3

7.16E+11 1.68E+04

71

5 NA)

MH - 5 Not Applicable

7.16E+11 1.68E+04

71

Cumulative Fatigue Damage,D D= n/N 1 Sr. 1 2 Nozzle Chamber MH - 1 MH -1 UW MH - 3 MH - 5 Ref. 1 for Safe Design n N 17.7 - 1 17.7 - 2 D 0.2983 0.2983 Remark OK OK

5.00E+03 1.68E+04 5.00E+03 1.68E+04

3 4 5

5.00E+03 2.37E+04 5.00E+03 1.68E+04 5.00E+03 1.68E+04

0.2107 0.2983 0.2983

OK OK OK

All Nozzle Joints in TUP are Safe from probable fatigue damage in regards of Pressure Loads

12

II

Component Name Load Case Components Data: Combined Vertical Acceleration Combined Transverse Acceleration

Transfer Under Pressure Unit (TUP) Inertia Loads

Ref.2) 4.6842 m-s-2 3.6356 m-s-2 3.0444 m-s-2 6.6654 m-s-2 130.4480 kN 121.0102 kN 115.6900 kN 148.2789 kN 16.0336 Mpa 14.8736 Mpa 14.2196 Mpa 18.2252 Mpa Ref. 1) Ref. 1 17.6 - 1 Annex [C] II II II Annex [D] II II II Annex [D] II II II

Combined Longitudinal Acceleration Vector Sum for concurrence Combined Vertical Force Combined Transverse Force Combined Longitudinal Force Concurrent Force Combined Vertical Stress Combined Transverse Stress Combined Longitudinal Stress Concurrent Stress Pseudo-elastic stress range, = f PVertical PTransverse Plongitudinal Pmax P/Pmax**f 137.9000 Mpa 16.0336 MPa 14.8736 MPa 14.2196 MPa 18.2252 Mpa 3 Tab 17.1

Fully Penetrated Welds

13

 V = T = L =

363.9515 Mpa 337.6200 Mpa 322.7765 Mpa

Corrections Made to Stress Range Thickness Corrections, Ce Ce = 0.9554

Ref. 1) for Ref. 1 for t* < 100 C t 100 C 25mm < en < 150mm 17.6 - 2

Temperation Corrections, Ct Ct = Notch Effects, Kf For Unwelded Region Kf = 1

1+ (1.5*(Kt-1)/(1+0.5*MAX(1;Kt*/ D) 1.2422 for 1.4 1.8 2.1099 MH - 1 for for for r (fillet radius) e/4 r (fillet radius) e/8 UnWeld Region

where

Kt =

/ D = Fictitious Stress Range, * Welded Joint * = (/C e/Ct)

Ref. 1 3.81E+02 Mpa 3.53E+02 Mpa 3.38E+02 Mpa

17.6 - 9 (Vertical) (Transverse) (Longitudinal)

At an Unwelded Region

14

* =

(/C e/Ct)*Kf

Ref. 1

17.6 - 10 (Vertical) (Transverse) (Longitudinal)

4.73E+02 Mpa 4.39E+02 Mpa 4.20E+02 Mpa Reference Stress Range, R For N 5X10^6 R = n (N) (C1/N)^1/3 5.00E+03 Cycles * Ref. 1

17.6 - 11

R Tab 18 7

Coefficients, C1 & R

Ref. 1

Sr.

Nozzle

C1

R (Mpa)

Class

Remark Det.7.3 b Det.7.3 b

Chamber

7.16E+11 4.77E+07

71

MH - 1 MH -1 UW

7.16E+11 4.77E+07

71

NA

7.91E+02

NA

Det.7.1 Det.7.3 b Det.7.3 b

MH - 3

7.16E+11 4.77E+07

71

5 NA) Note:

MH - 5

7.16E+11 4.77E+07

71

Not Applicable Vertical Stress which is the largest is taken for tabulation.

15

Allowable Number of Cycles (Design Fatigue Life), N when * > D C1 = for Tab. 172 52.3 Class 71 46.4 Class 63 17.6 - 17 N Class Remark Det.7.3 b Det.7.3 b

5E+11 Cycles

Ref. 1 D =

N= Sr.

C1/(*)^3 Nozzle

Ref. 1 C1

Chamber

7.16E+11 1.30E+04

71

MH - 1 MH -1 UW

7.16E+11 1.30E+04

71

NA

1.91E+04

NA

Det.7.1 Det.7.3 b Det.7.3 b

MH - 3

7.16E+11 1.30E+04

71

MH - 5

7.16E+11 1.30E+04

71

NA)

Not Applicable

Note:

Vertical Stress which is the largest is taken for tabulation.

Cumulative Fatigue Damage,D D= (n/N) 1 Sr. 1 Nozzle Chamber Ref. 1 for Safe Design n N 17.7 - 1 17.7 - 2 D 0.3860 Remark OK

5.00E+03 1.30E+04

16

MH - 1 MH -1 UW MH - 3 MH - 5

5.00E+03 1.30E+04

0.3860

OK

3 4 5

5.00E+03 1.91E+04 5.00E+03 1.30E+04 5.00E+03 1.30E+04

0.2624 0.3860 0.3860

OK OK OK

All Nozzle Joints in TUP 5 are Fatigue Safe in regards of loads of Accelaration exerted by the ship. Total Fatigue Damage Index, DT Cumulative Effect of the cycles due to Pressure and Inertial Stresses D= n1/N1 + n2/N2 Ref. 1 17.7.1.1 Sr. 1 2 Nozzle Chamber MH - 1 MH -1 UW MH - 3 MH - 5 n1/N1 0.2983 0.2983 n2/N2 0.3860 0.3860 DT 0.6843 0.6843 Remark OK OK

3 4 5

0.2107 0.2983 0.2983

0.2624 0.3860 0.3860

0.4731 0.6843 0.6843

OK OK OK

Conditions satisfied with regard to Allowable Fatigue Damage.

III

Worst Case Scenario at MH - 5 Combined Vertical Force Combined Transverse Force 289.8410 kN 268.8713 kN Annex (D) II

17

Combined Longitudinal Force Concurrent Force Combined Vertical Stress Combined Transverse Stress Combined Longitudinal Stress Concurrent Stress Pseudo-elastic stress range, = f PVertical PTransverse Plongitudinal Pmax V = T = L = P/Pmax**f 137.9000 Mpa 56.0185 MPa 51.9657 MPa 49.6810 MPa 63.6757 Mpa 3 363.9515 Mpa 337.6200 Mpa 322.7765 Mpa Tab 17.1 Ref. 1) Ref. 1

257.0503 kN 329.4593 kN 56.01854 51.96565 49.68098 63.6757 Mpa Mpa Mpa Mpa

II II Annex (D) II II II

17.6 - 1

Fully Penetrated Welds

do not change and, since other parameters remain the same too, damage factor will not be different from Case II, i.e fatigue damage will not be cause for concern in the worse case scenario, duration of which, if ever experienced in practice, will also be substantially short.

Cumulative Fatigue Damage,D Same as Case II despite the fact that larger forces and stresses accumulate. Resulting stresses, not amounting to Fatigue, are also within design limits.

18

ANNEX [B]

Stresses under Ship Motions

Date Ref: DNV Rules for Ships Pt.3 Ch.1 Sect. 4 29/10/2011

Ship Motions and Acclerations Ship Particulars LBP B D T CB GM V g0 Basic Parameters Wave coefficient Cw Cw = 0.0792*L 6.7890 85.72 m 19.4 m 6.8 m 4.8 m 0.76 1.358 m 13 Kn 9.81 m/s2

Common Acceleration Parameter a0 Cv Cv1 = 3Cw/L + CvCv1 0.5184 0.2000 1.4041

(L/50)^0.5 or 0.2 max (V/(L)^0.5 or 0.8 min

19

Surge, Sway ,Yaw and Heave Acceleration The Surge Accleration ax = 0.2*g0*a0*CB^0.5 0.8867 m-s-2

The combined sway/yaw Acceleration ay = 0.3*g0*a0 1.5257 m-s-2

The Heave Accleration az = 0.7*g0*a0/CB^0.5 4.08361 m-s-2

Roll Motion and Acceleration The Roll angle F c k = 50*c/(B+75) 1.0419 1.2 1 0.8 No bilge keel bilge keel Active Roll Damping 0.5519 rad

(1.25-0.025TR)k

The period of Roll TR Kr 0.39 B 0.35 B 0.25 B GM 0.07 B 0.12 B 0.05 B 0.08 B = 7.566 6.79 4.85 1.358 m 2.328 m 0.97 m 1.552 m 2*Kr/GM^0.5 8.3238 rad

Even Transverse Distribution Tankers in Ballast Loaded with ore bet Long BHDs General Tankers and Bulk Carrier Container, B <32.2 m Container, B> 40 m

20

The Tangential Roll Acceleration ar RR = where = Rz - z Rz z [D/4+T/2] [D/2] Pitch Motion and Acceleration The pitch Angle Q The period of Pitch TP = 1.8*(L/g0)^0.5 5.3208 s = 0.25*a0/CB 0.1705 rad (2p/TR)^2*RR 5.2 m 8.6 2.9 3.4 2.9 1.6351 m-s-2

The Tangential Pitch Acceleration ap RP RL Y = = aP = RL-Y 0.45*L = Q[2p/TP]^2 * RP 5.226 m 43.8 38.574 m fr. AP 120*Q*RP/L 1.2476 m-s-2 1.2427 m-s-2

Combined Vertical Acceleration, av aV = kVg0a0/CB 8.6993 m/s2 4.6842 m/s2 10.0376 m/s2 kV = 1.3 Aft A.P 0.7 Bet 0.3L& 0.6 L 1.5 Fwd of F.P = 4.6842 m/s2 0.3L 25.716 X 43.8 Aft A.P Bet 0.3L&0.6L Fwd of F.P 0.6L 51.432

aV

21

Combined Transverse Acceleration, at at = [ay^2+(g0Sinq+ary)^2]^0.5 3.6356 m-s-2

Combined Longitudinal Acceleration, ai al = [ax^2+(g0Sinq+apx)^2]^0.5 3.0444 m-s-2

Vector Sum of Accelerations, =

(aV^2+at^2+al^2)^0.5 6.6654 m-s-2

22

ANNEX [C]

Ship Forces on 'TUP'

Ref: Date 1) Project ABG 2 - Y239 DWG No. 2911-04-006 Rev.1 2) Project ABG 2 - Y239 DWG No. 2911-04-018 Rev.0 29/10/2011

Dimensions & Weight Chamber OD ID Ls (shell) Lh(Head) ts Ws (Shell) Wh (Head) Total Wt (Factored) Nozzle OD ID Ln th Wn Min. 840 700 459 32 mm 0.6101 Tonne Max. 1100 mm 800 mm 191 mm

2360 mm 2300 mm 997 mm 590 mm 30 mm 1.7187 Tonne 2.6460 Tonne 4.9748 Tonne Total Wt.

9.0000 Tonne W*(av+g) W*(aT+g) W*(aLT+g) W*(aa+g) Chamber 130.4480 kN 121.0102 kN 115.6900 kN 148.2789 kN Nozzle
2

Combined Vertical Force, Wvert Combined Transverse Force, Wtrans Combined Longitudinal Force, WLong Concurrent Force, WCon

"g" effect inclusive "g" effect inclusive "g" effect inclusive "g" effect inclusive

Sect. Area Sect. Area 2nd Moment

A = D /4 A = D*ts I = D4/64

0.2196 m

0.1693 m2 0.0211 m2 0.0127 m4

Radial Axial min.

0.0198 m2 0.1490 m4

23

Applying Simple Beam Theory and Cantilever Equations: Bending Mmnt M = WL/2 171.9305 kNM 159.4915 kNM 152.4794 kNM 195.4316 kNM Note: Bending Stress L=Ls+2*Lh+Ln s = M/I*y 16.0336 Mpa 14.8736 Mpa 14.2196 Mpa 18.2252 Mpa Radial Shear Stress t = W/A 0.7704 Mpa 0.7146 Mpa 0.6832 Mpa 0.8757 Mpa Worst Case Scenario at MH - 5 This is the instance the Bell and TUP are connected for transfer procedure during which the trunk sealed, doors in both chambers open and pressure equalized. As the vertical transfer mechanism component, the TUP takes the full weight of Bell on top adding up more inertia loads to its nozzle. It is assumed that the joint secured by clamp between the two are rigid to allow perfect action of forces. Bell Data Chamber OD ID LBell Total Wt Combined Weight Nozzle and Trunk OD 960 mm ID 800 mm LT 416 mm Vertical Transverse Longitudinal Concurrent Axial 6.5909 Mpa 6.1141 Mpa 5.8453 Mpa 7.4918 Mpa Vertical Transverse Longitudinal Concurrent Vertical Transverse Longitudinal Concurrent

1940 mm 1890 mm 3270 mm 10.997 Tonne

19.9970 Tonne

24

Combined Vertical Force, Wvert Combined Transverse Force, Wtrans Combined Longitudinal Force, WLong Concurrent Force, WCon

W*(av+g) W*(aT+g) W*(aLT+g) W*(aa+g)

289.8410 kN 268.8713 kN 257.0503 kN 329.4593 kN

"g" effect inclusive "g" effect inclusive "g" effect inclusive "g" effect inclusive

Bending Mom

M = WL/2

600.6954 kNM 557.2357 kNM 532.7368 kNM 682.8044 kNM

Vertical Transverse Longitudinal Concurrent

Note: Bending Stress

L =Lbell + LT + Ln s = M/I*y 56.0185 Mpa 51.9657 Mpa 49.6810 Mpa 63.6757 Mpa Radial Vertical Transverse Longitudinal Concurrent Axial 14.6443 Mpa 13.5848 Mpa 12.9876 Mpa 16.6461 Mpa Vertical Transverse Longitudinal Concurrent

Shear Stress

t = W/A

1.7117 Mpa 1.5878 Mpa 1.5180 Mpa 1.9456 Mpa

Note:

For conservative results, Max. Length and Min. Area are applied for moments and Stresses respectively.

25