Professional Documents
Culture Documents
V Analysis Techniques
1 Hull Structural Design Analyses
Edition 2011
The following Guidelines come into force on 1 February 2011.
Alterations to the preceding Edition are marked by beams at the text margin.
Germanischer Lloyd SE
Head Office
Brooktorkai 18, 20457 Hamburg, Germany
Phone: +49 40 36149-0
Fax: +49 40 36149-200
headoffice@gl-group.com
www.gl-group.com
"General Terms and Conditions" of the respective latest edition will be applicable
(see Rules for Classification and Construction, I - Ship Technology, Part 0 - Classification and Surveys).
Table of Contents
Section 1
Basic Principles
5. Section 2 provides detailed guidance for locally increased stresses at structural details
global strength analysis of container ships using a and discontinuities
finite element model of the entire vessel. The focus of
a global FE analysis is on global stress and deforma- 4. Global deformations and stresses
tion under particular consideration of torsional re-
sponse which is significant due to large hatch open-
ings. Such an analysis is mandatory for all container 4.1 The structural response of the hull girder and
ships of novel design, exceptional size, or complex the primary structural members under normal, shear,
structural arrangement. bending and torsional loads results in global (i. e.
large-area) deformations and stresses.
6. Computer programs used for finite element
analysis have to be recognised. As recognised soft- 4.2 The primary structural members, in this sense,
ware is considered all finite element programs that can are the floors, bottom girders, side and deck trans-
show results to the satisfaction of Germanischer verses, stringers, longitudinal and transverse deck
Lloyd. strips, deck girders and comparable components, each
including the effective part of the plating and stiffeners.
6.1 Locally increased stresses at structural details 1.2 Partial model of the hull
and discontinuities have to be assessed especially in
Partial models of the hull girder are used for the analy-
respect of fatigue strength. Here a distinction is made
ses of global and local stresses of the respective part
between three types of stresses:
and its primary structural components, e.g. midship
maximum stress in the notch root cargo hold area. Like 3D global models, hold models
are generally used to analyse the complex, three-
structural or hot spot stress, defined alternatively dimensional strength behaviour of the primary struc-
for welded joints tural components.
stresses, particularly for the coupling of elements with load cases are to be selected that generate both maxi-
and without bending stiffness at the nodes. mum and minimum stresses at the critical points.
1.3 Since several of the load components men- 2.6 The situations with oblique wave from astern
tioned are of a stochastic nature, and because the se- or ahead, when the ship is upright, has to be chosen so
lection and determination of the relevant load cases that the maximum torsional or horizontal bending
might be very complex, there are simplified proce- moments are applied at various positions of the hull
dures which can be used for practical cases. Moreover, girder, whilst the vertical bending moment exhibits
there are special procedures which refer particularly to values that are generally reduced in relation to the
wave-induced loads, but can also be applied to other peak value. Furthermore, the relevant vertically and
stochastic load effects. longitudinally oriented acceleration components that
have an unfavourable effect on the masses of the ship
2. Simplified procedures and the cargo or tank contents shall be applied.
2.1 Under this approach selected (deterministic) 2.7 The situations for rolling of the ship are to be
load cases are considered that are decisive for the selected so that the maximum transverse accelerations
strength of the structural areas under analysis. In gen- actually occur. The vertical and horizontal accelera-
eral, these load cases consist of unfavourable, but tion components that have an unfavourable effect on
physically meaningful, combinations of diverse load the masses of the ship and the cargo or tank contents
effects. For assessments of the fatigue strength, those shall be applied.
Chapter 1 Section 1 E Basic Principles V - Part 1
Page 14 GL 2011
Section 2
X measured in the longitudinal direction, posi- verse and longitudinal girders can either be idealized
tive forward from the aft perpendicular by use of beam elements or by use of plane stress
elements (PSE) for the webs and truss elements for the
Y measured in the transverse direction, positive flanges. In case the FE-model shall be used for a sub-
from the centreline to port sequent vibration analysis beam elements are to be
Z measured in the vertical direction, positive preferred. For beam elements the effective breadth has
upwards from the baseline to be carefully evaluated when defining the bending
stiffness. For the axial stiffness, however, only the
1.3 With respect to unified evaluation software sectional area of the profile shall be considered.
developed at GL the following units and material
properties shall be used: 2.4 The characteristics of the selected element
type shall reflect the stiffness of the structure with
Table 2.1 Units of GL software sufficient accuracy. When carrying out a strength
analysis, adequate knowledge of the characteristics of
Length m the elements used is a prerequisite
1 2 3 4 5
Fig. 2.2 Improved bending of web modelled
ReH [N/mm2] 235 315 355 390 460 with one element over height
l z l j
i y
j x i
k
Transverse
Decks Walls
l k
l k
i j
k l
k l
j i j (i) i j
Longitudinal
Walls Shell
least the orientation of the normal vector has to be 3.4 Small secondary components or details that
according to Table 2.4 and Fig. 2.3. This convention only affect the stiffness to a lesser extent can be neg-
facilitates load application and the idealisation of lected in the modelling. Examples are brackets at
corrugated walls as well as the evaluation of the ele- frames, sniped short buckling stiffeners and small cut-
ment stresses. outs.
Table 2.4 Element orientation 3.5 Man holes or cut-outs of significant size shall
always be considered to calculate realistic shear
Normal vector
stresses. The reduction in stiffness can be considered
ij-Direction ij-Edge by a corresponding reduction in the element thickness.
direction to
Even larger openings which correspond to the element
Decks Transverse Aft Top size such as pilot doors are to be considered by delet-
Longitudinal ing the appropriate elements.
Longitudinal Bottom Inside
walls
Plate thickness reduction in way of cut-outs:
CL-walls Longitudinal Bottom PS
a) Web plates with several adjacent cut-outs, e.g.
Transverse
walls
Transverse Bottom Fore floor plates, longitudinal bottom girder:
Inwards/
Shell Longitudinal Inwards
Bottom (t0)
h H
3. Modelling the structure
y
3.1 Mesh size shall be determined according to l
proper stiffness representation and load distribution. x
The distance between the longitudinal girders and L
transverse floors is taken as the standard length of the
elements. If the spacing of primary members deviates Fig. 2.4 Cut-out
much from normal, the mesh arrangement described
above shall be re-considered to provide a proper Hh
t red (y) = t0
meshing of the global FE-model. H
Typical meshes used for global strength analysis are LA
shown in Fig. 2.5 for the foreship and Fig. 2.6 for the t red (x) = t0
L
midship section.
tred = min (tred (x), tred (y))
3.2 The FE-model is to be based on the gross
scantlings of the hull structures. For buckling evalua- For t0, L, A, H, h see Fig. 2.4.
tion the corrosion addition will be deducted. b) Larger areas with cut outs and walls with doors
and windows e.g. wash bulkheads:
3.3 Due to the complexity of the ship structure,
simplifications are generally necessary in modelling. 1
t red = t0
1 + 0, 0025 p 2
These simplifications are permissible, provided that
the results are only impaired to a negligible extent. p = cut-out area in %
Chapter 1 Section 2 B Global Strength Analysis V - Part 1
Page 24 GL 2011
3.6 Steps in the plate thickness or scantlings of 3.10 For coarse meshes stiffeners have to be as-
profiles, insofar as they are not positioned on the ele- sembled to trusses or beams by summarising relevant
ment boundaries, shall be taken into account through cross-section data. They have to be arranged at the
correspondingly adapted element data or characteris- edges of the plane stress or shell elements. Fig. 2.8
tics to obtain an equivalent stiffness. shows an example of a part of a deck structure with an
adjacent longitudinal wall with longitudinal stiffeners.
3.7 The plane elements shall generally be posi- In this case the stiffeners at the longitudinal wall and
tioned in the mid-plane of the corresponding compo- stiffeners at the deck have to be idealized by two truss
nents. For thin-walled structures, the elements can also elements at the intersection of the longitudinal wall
be arranged at moulded lines, as an approximation. and the deck. Each of the truss elements has to be
assigned to different element groups: One truss to the
3.8 Plane 2D elements in inclined or curved group of the elements representing the deck structure
surfaces shall be positioned at the geometrical centre the other truss to the element group representing the
of the modelled area if possible, in order that the longitudinal wall. In the example of Fig. 2.8 at the
global stiffness behaviour can be reflected as correctly intersection of the deck and wall the deck stiffeners
as possible. are assembled to one truss representing 2 x 1.5 FB
100 8 and the wall stiffeners to an additional truss
3.9 Translatory singularities in PSE structures representing 1.5 FB 200 10.
can be avoided by arranging so-called singularity-
trusses as indicated in Fig. 2.7. The FE program GL-
Frame suppresses these singularities internally.
C. Boundary Conditions
singularity node
(z-direction) To eliminate rigid body motion of entire global finite
element models 6 supports or boundary elements
singularity truss (springs with high stiffness) have to be arranged. As
ship and cargo weight are in equilibrium with buoy-
ancy and wave loads these boundary elements get no
z loads. This has to be checked. A typical arrangement
y
is indicated in Table 2.5 and Fig. 2.9. Care shall be
x taken to place pairs of boundary elements on a single
plane to avoid unrealistic deformation plots, e.g. three
Fig. 2.7 Singularity trusses z-constraints on bottom level.
Chapter 1 Section 2 D Global Strength Analysis V - Part 1
Page 26 GL 2011
3 FB 100 8
1.5 FB 100 8 1.5 FB 200 10 1.5 FB 100 8
FB 200 10
1.5 FB 200 10
GL offers the computer program GL Ship Load. This test calculation without loads on the auxiliary systems.
software tool enables efficient determination of loads Deformations of the hull have to result into stresses
for the global FE analysis. and strains within the auxiliary systems equal to zero.
On-deck containers can be modelled by using plane
2. Mass model stress, shell or solid elements, which may be con-
nected directly or via the hatch covers to the hull
The hydrodynamic analysis needs a correct mass dis- structure by either truss elements. The containers or
tribution to generate correct motions and forces. The the hatch covers have to be supported on the coaming
mass models applied in the global FE analysis and the by use of a vertically oriented truss element. At the
wave load analysis need to be complete and represent location of the transverse and longitudinal stoppers the
the considered loading conditions. structure of the hatch covers will be supported either
in transverse direction only or in transverse and longi-
The lightship weight components such as hull struc-
tudinal direction, respectively. The centre of gravity
ture, machinery and equipment, outfitting, etc. are the
for the on-deck containers has to be correctly repre-
same for every considered loading condition. Likewise
sented to get realistic heeling moments. If the contain-
consumables, effects and stores will vary little if at all.
ers in the holds are modelled by an auxiliary system,
The other weight groups such as containers and ballast again special attention shall be paid to the vertical and
water shall be defined according to each loading con- horizontal force transfer to the appropriate nodes in the
dition. hull structure in order not to influence the stiffness of
the ship.
2.1 Light ship weight
The weight of the hull structure is obtained by apply- 3. Loading conditions
ing a material density to the FE-elements. It is com- In general 2 loading conditions are investigated:
mon practice to use an increased value to account for
structural components not included in the model, such 3.1 Max SWBM
as brackets. To match a specified centre of gravity
position for the hull structure weight, different mate- Maximum displacement at scantling draught with
rial densities can be used for the individual element maximum permissible vertical hogging still water
groups. bending moment (Max SWBM) shall be considered. If
possible with respect to stability, a homogenous
The remainder of the lightship weight (such as ma- weight distribution in all bays with a high stack load
chinery, hatch covers, and outfitting) and consumables for the containers on the deck shall be used for this
will be represented by a distribution of nodal masses loading condition. The maximum used charge for
in relevant regions according to their locations and water ballast, fuel etc. is limited to around 30 % of the
centres of gravity. total cargo weight. With the exception of the hold of
the midship area, where 40 containers are to be
The mass of each weight group will be adjusted in loaded, the use of 20 or 40 containers is optional. A
order to achieve the correct mass distribution and the relatively low GM (metacentric height) for the ves-
position of the centre of gravity. The use of negative sels size will be achieved with this loading condition.
nodal masses is not acceptable. The whole mass model
shall be in compliance with the considered lightship
3.2 Min SWBM
weight distribution.
Maximum displacement at scantling draught with
2.2 Water ballast and tank contents minimum possible vertical hogging/ maximum sag-
ging still water bending moment (Min SWBM) shall
The liquid mass in tanks will be represented by distri- be considered. For the hold containers all bays shall be
bution of nodal masses to the surrounding structure. It used. The deck containers are to be arranged in the
is not necessary to include the local pressure distribu- midship area as it is necessary to achieve the Min
tion of the tanks in the global FE-analysis. SWBM. For hold and deck containers a relatively high
uniform weight shall be used. The maximum used
2.3 Container loads charge for water ballast, fuel etc. is limited to 20 % of
The inertia forces of the containers have to be trans- the total cargo weight. The use of 20 or 40 contain-
ferred to the appropriate nodes in the hull structure. ers in the hold and on the deck is optional. A relatively
Load transfer can be carried out in two different ways: high GM (metacentric height) for the vessels size will
be achieved with this loading condition.
2.3.1 If the forces are transferred to ship interface
nodes prior to a Finite-Element calculation, no explicit 3.3 One bay empty
auxiliary model to account for the containers is re- This condition is optional for investigation depending
quired for the finite-element calculation itself. on the scope of analysis agreed between yard and ship
owner
2.3.2 If auxiliary systems are used for load applica-
tion and load transfer, they shall not influence the Similar as the Max SWBM condition but one 40 bay
stiffness of the FE model. This shall be checked by in a hold of the midship area is to be empty.
Chapter 1 Section 2 D Global Strength Analysis V - Part 1
Page 28 GL 2011
For every loading condition around 20 load cases For positions of the wave crest between amidships
are finally selected for the finite element analy- (hogging condition) and the ship ends (sagging condi-
sis. Selection of these load cases generally results tion) following formula has proved to be useful to
in envelope curves of bending and torsional mo- adjust the dynamic wave amplitude Adyn.
ment over the ship length, approximating the
curves found in the systematic variation of wave
situations and considering also other design load ( (
A dyn = A (x / Lpp = 0,5) 1 (1 Wred ) cos 2 x / L pp ))
parameters such as acceleration and rolling.
For beam sea (60 120) the sagging reduction of the
The applied tools for calculation of wave loads shall be amplitude shall be neglected.
based on recognised software. All wave load programs
that can show results to the satisfaction of Germani- 4.3 Simulation in regular waves
scher Lloyd will be considered recognised software.
For ships with a high deck opening ratio, situations in
The wave load analysis shall be carried out for a ship's oblique waves and by free rolling have been found to
speed corresponding to 2/3 of the service speed. Addi- be decisive for several structural components.
V - Part 1 Section 2 D Global Strength Analysis Chapter 1
GL 2011 Page 29
V ertical V ertical
Torsion Torsion
Stillwater
Moment
Moment
0 0.2 0.4 0.6 0.8 1
x/L x/L
V ertical
V ertical
Torsion
Torsion
Max Hogging
Moment
Moment
x/L
x/L
V ertical Vertical
Torsion Torsion
Max Sagging
Moment
x/L
0 0.2 0.4 0.6 0.8 1
x/L
V ertical V ertical
Horizontal Horizontal
Oblique sea in wave crest
Torsion Torsion
Moment
Moment
x/L x/L
Chapter 1 Section 2 D Global Strength Analysis V - Part 1
Page 212 GL 2011
Horizontal Horizontal
Torsion Torsion
Moment
Moment
0 0.2 0.4 0.6 0.8 1
x/L x/L
Vertical Vertical
Horizontal Horizontal
Free rolling in wave crest
Torsion Torsion
Moment
Moment
x/L x/L
Vertical Vertical
Free rolling in wave trough
Horizontal Horizontal
Torsion Torsion
Moment
Moment
x/L x/L
Each slamming load case results from the combination 0 50 100 150 200 250 300 350
of pressures pe, hydrostatic loads, and weight loads.
These loads are balanced by adjusting the acceleration
stilllwater
factors for the weight loads. stern
This procedure represents the slamming condition for bow
rule 75%
global strength analyses in a simple but realistic way
and enables dimensioning of fore and aft ship areas. x-pos [m]
The evaluation is limited to permissible stresses and
buckling strength only. The fatigue criteria are ignored Fig. 2.10 Vertical bending moments without
for slamming load cases. and with slamming loads
V - Part 1 Section 2 F Global Strength Analysis Chapter 1
GL 2011 Page 213
2.6 Envelope curves of all load cases 2.10 Fatigue of hatch corners
The bending and torsional moments shall meet the The fatigue results regarding hatch corners have to be
design values to be documented by envelope curves. summarised in tables. Fig. 2.18 shows the results in
Fig. 2.14 shows the envelope curve for the torsional detail for one hatch corner and the summary for one
moment of all selected load cases. deck.
Fig. 2.11 2-D views of the FE-model, two plots of the same bulkhead section showing plate thick-
ness of plane stress elements in [mm] and separately the cross sectional area for truss
elements in [cm2] attached to this bulkhead
V - Part 1 Section 2 G Global Strength Analysis Chapter 1
GL 2011 Page 217
Mass distribution of
Max SWBM condition at scantling draft, Depature
L.C.G V.C.G
TEU W eight/ W EIGHT FROM FROM
ITEMS TEU A.P. BL
[t] [m] [m]
NO.01 BAY HOLD 26 10 260 108.08 16.86
NO.03 BAY HOLD 32 10 320 101.76 15.67
NO.05 BAY HOLD 40 10 400 93.49 14.34
NO.07 BAY HOLD 46 10 460 87.17 13.46
NO.09 BAY HOLD 56 10 560 78.90 12.39
NO.11 BAY HOLD 60 10 600 72.58 11.73
NO.13 BAY HOLD 70 10 700 64.31 11.19
NO.15 BAY HOLD 80 10 800 57.99 11.00
NO.17 BAY HOLD 80 10 800 49.72 10.65
NO.19 BAY HOLD 80 10 800 43.40 10.59
NO.21 BAY HOLD 80 10 800 35.13 10.59
NO.23 BAY HOLD 80 10 800 28.81 10.59
NO.25 BAY HOLD 60 10 600 20.54 10.59
NO.27 BAY HOLD 40 10 400 14.22 10.59
NO.29 BAY HOLD 30 10 300 5.95 10.59
No. Wampl Wadyn Wl/L AoE X-wave heel H-Shear V-Shear Torsion %Ru Hor.Bend. %Ru Vert.Bend. %Ru
[m] [m] [-] [] [m] [] [kN] [kN] [kN/m] [kN/m] [kN/m]
1 0.000 0.000 0.00 0 0.00 0 5 16479 -191 0 101 0 564628 0
2 4.584 4.584 1.00 180 91.55 0 6 26482 -136 0 120 0 1059009 76
3 4.584 3.666 1.00 180 8.98 0 6 -9132 -275 0 105 0 -13884 -75
4 4.255 4.230 0.80 150 101.50 0 -1863 24507 36846 20 70811 16 990552 65
5 3.638 3.472 0.50 120 120.27 0 4145 19721 84925 46 192761 43 735538 26
6 3.230 2.963 0.35 120 51.34 0 -4621 12295 -88913 48 -208923 47 369854 -25
7 4.255 3.760 0.80 30 141.30 0 -1885 7971 -45472 25 -78358 17 212441 -46
8 3.688 3.649 0.80 150 104.82 10.4 5668 22132 -89564 48 240880 54 884004 49
9 3.512 3.348 0.45 120 120.63 10.4 7376 19025 117298 63 344648 77 712609 23
10 3.527 3.511 0.70 30 82.84 10.4 -5919 17565 -136926 74 274503 61 693411 20
11 3.378 3.064 0.40 120 48.47 -10.4 -5992 12529 -98712 53 -286489 64 376767 -24
12 3.527 3.376 0.70 120 119.19 -10.4 -1144 20165 52096 28 -43235 10 756979 29
13 1.819 1.817 0.50 150 87.40 18.1 5552 15777 -100950 55 215425 48 538338 -3
14 1.688 1.625 0.40 120 117.40 18.1 6895 15858 -130200 70 306974 68 561922 0
15 2.128 2.106 0.80 150 104.82 18.1 6663 17656 -124342 67 276217 62 660211 15
16 1.757 1.600 0.45 120 49.54 -18.1 -5708 13365 115211 62 -241177 54 420699 -19
17 1.688 1.681 0.40 60 82.93 -18.1 -4572 13958 92597 50 -166359 37 495283 -9
18 2.213 2.207 0.90 0 85.09 -18.1 -5502 16659 121488 66 -235292 52 622941 9
1500000
Design Values MSW + MWT
Design Values MWT
1000000
Env. Curve Torsional Moment [kNm]
500000
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Enveloping Curve LC 1-36
-500000
-1000000
-1500000
x/L
P0A P0F
PS
P11A P11F
P15F
P1
P13F
P13A
C2F
P12F = P14F
= P14A
C2A P12A
C5F
S13F
S13A
S12F
= S14A S12A = S14F
C1F
S15F
C1A
S1
S11A S11F
SB
S0A S0F
xy stopper
y stopper
No. 5 Stringer
108.14 19.26 3.21 L 300*13.0* 90*17.0 16 -36 29 10 39 14 78 -62 -151 -213 13 114 91 161 252 -87 1.25 57
109.76 19.42 3.21 L 300*13.0* 90*17.0 16 -36 29 6 35 14 76 -61 -159 -219 16 113 90 164 254 -92 1.26 57
111.34 19.53 3.21 L 300*13.0* 90*17.0 16 -53 42 6 48 14 69 -55 -158 -213 16 122 97 164 261 -82 1.24 60
Fig. 2.19
114.46 19.75 3.21 L 300*13.0* 90*17.0 16 -53 42 2 44 14 69 -55 -162 -217 16 122 97 164 261 -86 1.25 59
G
116.94 19.9 3.21 L 300*13.0* 90*17.0 16 -53 42 2 44 14 70 -55 -164 -219 16 123 98 166 263 -87 1.25 60
119.42 20.02 3.21 L 300*13.0* 90*17.0 16 -53 39 5 44 14 70 -51 -164 -215 16 123 91 169 259 -86 1.25 59
122.58 20.15 3.21 L 300*13.0* 90*17.0 16 -53 39 8 47 14 70 -52 -166 -218 16 124 91 174 265 -86 1.25 60
125.74 20.24 3.21 L 300*13.0* 90*17.0 16 -53 39 9 48 14 71 -52 -171 -223 14 124 91 180 271 -88 1.25 61
128.9 20.31 3.21 L 300*13.0* 90*17.0 16 -53 39 9 47 14 72 -53 -174 -227 14 125 92 183 274 -90 1.25 62
131.38 20.37 3.21 L 300*13.0* 90*17.0 16 -53 39 9 47 14 73 -53 -175 -228 14 125 92 183 275 -90 1.25 62
133.86 20.41 3.21 L 300*13.0* 90*17.0 16 -52 38 8 46 14 73 -54 -176 -230 14 125 92 184 276 -92 1.25 63
137.02 20.44 3.21 L 300*13.0* 90*17.0 16 -52 38 6 44 14 74 -54 -176 -230 14 125 92 182 274 -93 1.25 62
139.77 20.47 3.21 L 300*13.0* 90*17.0 16 -15 11 30 41 6 74 -55 -176 -231 14 89 66 206 272 -95 1.25 62
141.35 20.49 3.21 L 300*13.0* 90*17.0 16 0 0 30 30 6 84 -62 -177 -238 14 84 62 206 268 -104 1.27 60
143.34 20.5 3.21 L 300*13.0* 90*17.0 16 -1 1 33 34 6 84 -62 -176 -238 14 86 63 209 272 -102 1.26 61
145.82 20.5 3.21 L 300*13.0* 90*17.0 16 -2 2 34 36 6 70 -52 -187 -238 8 73 54 221 275 -101 1.26 62
148.3 20.5 3.21 L 300*13.0* 90*17.0 16 -3 2 38 40 6 71 -52 -188 -240 8 74 55 226 281 -100 1.26 63
Global Strength Analysis
151.46 20.5 3.21 L 300*13.0* 90*17.0 16 -4 3 42 45 6 85 -62 -178 -241 14 89 65 220 285 -98 1.25 65
154.62 20.5 3.21 L 300*13.0* 90*17.0 16 -5 4 45 48 6 72 -53 -188 -241 8 77 57 232 289 -96 1.25 65
157.78 20.5 3.21 L 300*13.0* 90*17.0 16 -6 4 46 51 6 73 -54 -186 -240 8 78 58 233 290 -95 1.25 66
160.26 20.5 3.21 L 300*13.0* 90*17.0 16 -6 4 48 52 6 73 -54 -185 -238 8 79 58 232 290 -93 1.25 66
162.74 20.5 3.21 L 300*13.0* 90*17.0 16 -6 4 49 54 6 73 -54 -183 -237 8 79 58 232 290 -91 1.24 66
165.9 20.5 3.21 L 300*13.0* 90*17.0 16 -6 5 51 55 6 73 -53 -182 -235 8 79 58 232 290 -90 1.24 66
169.06 20.43 3.21 L 300*13.0* 90*17.0 16 -6 4 52 57 6 72 -53 -180 -234 8 78 58 233 290 -88 1.24 66
171.75 20.33 3.21 L 300*13.0* 90*17.0 16 -6 4 52 56 6 72 -53 -181 -234 8 77 57 233 290 -89 1.24 66
173.33 20.29 3.21 L 300*13.0* 90*17.0 16 -21 16 52 68 6 62 -45 -181 -226 8 83 61 233 294 -79 1.23 68
174.7 20.24 3.21 L 300*13.0* 90*17.0 16 -21 15 52 67 6 61 -45 -180 -225 8 82 61 232 292 -79 1.23 67
177.18 20.14 3.21 L 300*13.0* 90*17.0 16 -20 15 53 68 6 61 -45 -176 -221 8 81 59 229 289 -77 1.23 67
180.34 19.99 3.21 L 300*13.0* 90*17.0 16 -19 14 54 68 6 63 -47 -167 -214 10 82 60 221 281 -73 1.23 65
182.71 19.87 3.21 L 300*13.0* 90*17.0 16 -18 13 53 66 6 63 -46 -161 -207 10 80 59 214 273 -70 1.23 63
184.29 19.78 3.21 L 300*13.0* 90*17.0 16 -2 2 53 55 6 71 -52 -161 -213 10 74 54 214 268 -79 1.24 61
186.66 19.62 3.21 L 300*13.0* 90*17.0 16 0 0 51 52 6 72 -53 -156 -209 10 72 53 208 261 -79 1.24 60
189.14 19.45 3.21 L 300*13.0* 90*17.0 16 1 -1 49 48 6 71 -57 -153 -210 10 70 57 202 259 -81 1.24 59
191.62 19.26 3.21 L 300*13.0* 90*17.0 16 1 -1 49 48 6 68 -55 -150 -205 10 67 54 199 254 -79 1.24 58
194.78 18.99 3.21 L 300*13.0* 90*17.0 16 2 -2 50 49 6 66 -53 -148 -201 10 64 51 198 250 -76 1.24 57
197.94 18.7 3.21 L 300*13.0* 90*17.0 16 4 -4 51 47 6 63 -51 -147 -198 11 58 47 198 245 -75 1.24 56