- RJ CASUALTY INFORMATION v EEE Published by Det Norske Veritas No. 4/96 Edited by DTP-245 The purpose of Casualty Information is to provide the marine industry with lessons to be leared! from incidents of ship damage and more serious accidents. In this way DNV hopes to contributc tothe prevention of similar occurrences inthe future, The information included is not necessarily restricted to cover ships classed with DNV and is presented, without obligation, for information purposes only. Queries may be directed to DNV Maritime, Maritime Technology and Production Centre (Dept. for Development, Leaing&Support, Veritasveien 1, N-1322 Havik, Norway, fax: +47 67 57 99 11. E-mail: MTPNO351@dnv.com. Copyright nd diaclnimor This publication may be epoducol fly on condition that Det Norske Veritas (DN) i aay stated asthe source, BNV accepts no rerponnbily Tor any eros or msinrpetions SHIP TYPE Conventional Dry Bulk Carrier SIZE(GRT) 77.096 YEAR OF BUILD 1990 Cracking of side longitudinals in top side tanks Course of events Cracks have recently been reported occurring in the lowest side longitudinals at the web frames in the top side tanks of larger conventional bulk carriers, Extent of damage The cracks were found in the lowest side longitudinals at the connection between the face plate and the web frame stiffener (see Figures 1 and 2) lop side tank Deriacion dow te coaproscure TYPICAL CRACK LOCATION Fig. 1 Figure 1, 2and 3 Probable cause The damage probably results from excessive inboard rotation of the sea pressures on the ship sides at deep drat, especially when trading wi wil in turn cause an outboard rotation of the lower brackeis in the top longitudinals connected to them, giving increased bending stresses at the web frame supports of the longitudinals (see Figure 1). It should also be noted that there was no wastage of the internal structures Lessons to be learned 4 When inspecting the top side tanks, owners are urged to pay special attention to the Gonnestion between thepart of their regular maintenance and inspection programme. This to OccuT on larger ships with large spans of the main hold side frames, large spacing between the web frames in the top side tanks and where the lower bracket in the tank is ‘connected to the lower side longitudinal only. Also, the risk seems mainly applicable to longitudinals fabricated in High Strength steel. 2. In order to reduce the deflections and subsequently stresses in way of the lowest side longitudinal it may be ‘suggested to introduce larger brackets at mid-span between the web frames, extending to the next side longitudinal (see Figure 3), 3. Requirements relating to improved support of the lower side longitudinals were introduced in the DNV Rules in January 1892. Copyright and disclaimer:This publication may be reproduced freely on condition that Det Norske Veritas (DNV) is always stated as the source. DNV accepts no responsibility for any errors or misinterpretations.