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Racking Analysis of Car-Truck-Carriers for 4300 Cars

Article  in  Brodogradnja · June 2001

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 UDC 629.5.015.4:629.542.2

Vedran ZANIC*
Tomislav JANCIJEV* Racking Analysis of Car-Truck
Jerolim ANDRIC*
Darko FRANK* Carriers for 4300 Cars
Svemir BRALlC*
Dino SPONZA **
fJani DUNDARA ** Professional paper
A coarse-mesh, full-asymmetric, global car carrier FE model was developed. It simultaneously
provides boundary conditions for the fine mesh analysis of the critical areas on all three watertight
bulkheads caused by transverse racking induced forces. The full ship 3D FEM model has 47064
DOF (degrees of freedom) and 18462 macroelements (10164 stiffened panels and 8298 beams).
A load case from longitudinal strength calculation (Cars & trucks, 100% fuel and stores) was
adjusted to the requirement for the maximal metacentric height according to the Classification
Societies requirements. MESTRO balancing routine was used to zero the reactions in support
nodes. Pressures were calculated by the Classification Societies Rules (Det norske Veritas and
Registro Italiano Navale).
All masses (light ship, cars, etc.) were subjected to correspqnding accelerations based on the
acceleration vector components calculated from the Rules. Car masses were concentrated in the
mesh nodes of the corresponding decks.
Fine mesh models for Detail Stress Analysis (DSA) were developed using the "top down ap-
proach". Boundary conditions were automatically transferred to the DSA models from the MAES-
TRO global model.
Critical areas were clearly identified in the global and DSA models. Structural modifications
(brackets, inserted plates and pillar structure) were designed and cross checked.
Keywords: structural analysis, car carrier, finite elements method, MAESTRO

Analiza strukture broda za prijevoz automobila i kamiona kapaciteta 4300 vozila

Adresa autora (Authors' addresses):
• Faculty of Mechanical Engineering
and Naval Architecture, Zagreb,
Ivana t.ucica 5
Uljanik Shipyard, Pula,
Rade Koncara 1
Primljeno (Received): 09. 01. 2001.
Prihvaceno (Accepted): 17.02.2001.
Strucni rad
Neslrnetricni globalni model kompletne konstrukcije breda za prijevoz automobila i kamiona,
gradenih u Uljaniku, izraden je primjenom metode konacnih elemenata i makroelemenata. Model
ujedno daje rubne uvjete za mikro-modele visoko napregnutih podrucja u konstrukciji, u ovom
slucaju za tri nepropusne poprecne pregrade.Visoka naprezanja se javljaju oko otvora u pregradi
pri deformaciji poprecnoq presjeka pri nagibu broda (racking). Puni trodimenzionalni model
konstrukcije broda ima 47 064 stupnjeva slobode i ukljucuje 18 462 makroelemenata (10 164
ukrepljenih panela i 8298 greda s koljenima).
Slucajevi opterecenja (ukljucuju automobile, kamione, gorivo, zalihe, itd.) prilagodeni su
zahtjevima za metacentarsku visinu klasifikacijskog drustva, Koristena je MAESTRO procedura za
uravnotszavanje inercijalnih sila i uzgona s ciljem ponistavanja reakcija na fiktivnim osloncima
modela. Pritisci su izracunani prema pravilima klasifikacijskih drustava (Det norske Veritas i Registro
Italiano Navale). Sve mase (trup, automobili itd.) su lzlozene odqovarajucirn komponentama vektora
akceleracije izracunate prema pravilima Drustava. Mase automobila su koncentrirane u cvorovirna
paluba globalnog (makro) rnodela.Izvrseno je 368 000 provjera sigurnosti strukturnih elemenata u
odnosu na zadane kriterije
Nacinlena su tri modela s finom rnrezorn elemenata za detaljnu analizu naprezanja top down
pristupom. Rubni uvjeti za mikro-modele su automatski preuzeti iz globalnog modela.
Kriticna podrucja sa staialista naprezanja i kriterija izvijanja su identificirana u makro i mikro
modelima. Projektirane su i visestruko kontrolirane strukturne modifikacije (koljena, umetnute ploce
i upore) i prihvacene su od klasifikacijskih drustava.
Kljucne rijeci: strukturalna analiza, MAESTRO, metoda konecnin elemenata, brod za prijevoz
automobila.

1 Introduction The modem design procedures include:

A very competitive market of ro-ro, car-truck carriers and (a) design load determination;
ro-ro passenger ships as well as a number of novel concepts has (b) 3D FEM (finite element method) response analysis based
created a need for improvements in design methods. Stringent on 'direct calculation' approach;
demands for safety combined with conflicting demands for a light (c) possible large scale optimisation of 'control structure' with
and efficient structure require a sophisticated design approach. respect to design scantlings;

BRODa.;~DNJA
49(2001)2,181-190 181
V. ZANIC, T. JANCIJEV, J. ANDRIC, D. FRANK, S. BRALlC, D. SPONZA I 8. DUNDARA RACKING ANALYSIS ... I G~

(d) structural sensitivity analysis with respect to design param- by Uljanik Shipyard. The modified versions can carry cars on
eters such as web frame spacing, etc. the II th deck as well.
(e) Detail stress analysis followed by structural detail refine- In this application the global model was used to provide
ment since there is no safe structure without good design of boundary conditions for the fine mesh analysis of the stress con-
structural details. centration areas on three watertight bulkheads caused by tran -
verse racking induced forces. It was the basis for the rational
Improvements should be made both in analysis and in syn-
design of local details.
thesis techniques (decision making) to form a balanced design
Full ship 3D FEM MAESTRO model [5] and 3D FEM Mae -
procedure for those (as a rule) high cost ships [I], [2].
tro / DSA models for critical structural details were generated i
Classical finite element modelling, giving good insight into
accordance with relevant class.
stresses and deformations, is not capable of giving efficient and
The racking strength was analysed in fulfilment of the re-
fast answers regarding feasibility criteria particularly in the struc-
quirements for direct calculation of the classification societie
tural optimisation context. But it is the feasibility of design that is
Det norske Veritas [6], [7] and Registro Italiano Navale [8].
of primary interest to the designer, not stresses and deformations.
Most of the local failure criteria, e.g. different buckling failure
modes of stiffened panels require specified force and displace- 2 Vessel description
ment boundary conditions. They are available only if logical struc-
The vessel is a car-truck carrier for 4300 cars with the fol-
tural parts such as complete stiffened panels between girders and lowing principal dimensions
frames are modelled. Superelement modelling may help in this
respect but it is usually impractical except for some particularly
complex parts where only stress or deformation levels are needed. Figure 1 General arangement
Specially developed macroelements, combining numerical Slika 1 Opci plan
and analytical approaches to logical metastructures (stiffened
panels, bracketed and locally reinforced girders, cell elements)
could be a fruitful alternative. Their use greatly simplifies and
speeds up design work in all described design procedures, par-
ticularly if structural modelling is based on general arrangement
plans and follows the process of design development from an
early stage. This is absolutely required when the yard time con-
straints are imposed on design work.
Top-down Detail Stress Analysis (DSA, global mesh analy-
sis followed by local fine mesh analysis) should now be applied
to the critical areas identified after the results of the sufficiently
accurate global model are known and complete insight into nu-
merous buckling and yield criteria helps the designer to concen-
trate on clearly identified critical areas of the design.
Stress concentration assessment of such parts requires usage .- ~- Ell.. U.. _""
of the global mesh results as the boundary conditions for the local
mesh analysis. The global model guarantees correct assessment of
the local response since no artificial boundary conditions (of un-
certain accuracy) are used in the analysis. It is also very economi-
cal since no time is spent on boundary conditions selection and all
identified critical areas are analysed with the same ease. Since
changes in the global model are easily obtained (e.g. bracketed
beam change or even insertion of additional stiffeners requires a
simple change of few numbers) and since local meshing is greatly
-.-
automatised for the given global mesh data, numerous modifica-
tions and improvements can be investigated in the short time.
For these reasons the described approach is already becom- .... '

ing standard for any demanding structural design at the benefit

of both safety of ships and efficiency of design teams to handle
critical design details and different structural modifications. As
a current example of such approach, this paper presents its ap-
plication to the highly successful car-truck carrier design built .s , ~.I,
(with numerous repeats) by U/janik Shipyard from Pula. , ,-II
At the request of the Shipyard, the Faculty of Mechanical
I
Engineering and Naval Architecture of Zagreb University car-
ried out the full ship three dimensional finite element analysis of
the complete hull of Yard no. 421 and its sisterships [3] and
also of modified versions, Yards no. 437-439 [4] now being built

BRODa;~DNJA
182 49(2001 )2, 181-190
a.NALYSIS. ::dGKING ANALYSIS ... v. ZANIC, T. JANCIJEV, J. ANDRIC, D. FRANK, S. BRAUC, D. SPONZA I e. DUNDARA

any cars .....engthoverall 176.70 m Two DnV approved material qualities are used
Length between perpendiculars 165.00 m
(I) Steel Grade NV-NS
to provi readth moulded 31.10 m
e stress con- Minimum yield stress = 235 Nzrnm?
Depth moulded 28.00 m
ed by trans- Design draught moulded 7.70 m
the ratione. Scantling draught moulded 8.75 m
Figure 4 3-D cutting view of FEM model by horizontal planes
Deadwerght at design draught 9000 t Slika 4 3-D FEM model u presjeku s horizontalnim ravninama
FEMMae_ Deadweight at scantling draught 13 000 t
~enerated Iain engine MCR MAN B&W 7S50MC-C
tput II 060 kWI127 r.p.m.
t of the re- rvice speed 19.5 Kn
m socieu
'Ole [8]. The ship has 11 decks out of which 3 are hoistable. The ship
- longitudinally framed with the exception of some areas within
e engine room and the fore and aft peak structures.
Figure 1 shows an outline of the general arrangement of the
'ith the fol- essel, the midship section geometry and main scantlings.

lQ5-

till t
.; >

Figure 2 3-D front view of undeformed full ship model

j. .!I Slika 2 3-D nacrt nedeformiranog cltavoq modela broda

BeJf.i'W~ 5
_n ."-..••. y

\
l
?
i
.... Figure 3 Full 3D-FEM model of the car-truck carrier fore view
of inside structure - 5250 from port side to starboard
side
Slika 3 Citav 3-D FEM model broda za prijevoz vozlla, pogled
~_.1."
sprijeda u unutarnju strukturu - 5250 od lijevog do
desnog boka

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V. ZANIC, T. JANCIJEV, J. ANDRIC, D. FRANK, S. BRALlC, D. SPONZA I D. DUNDARA RACKING ANALYSIS ...
CKING

(2) Steel Grade NV-36 The coarse-mesh, full-asymmetric, global car carrier FE s.r transve
Minimum yield stress = 355 Nzrnm? model was developed. The full ship plot and the longitudinally
cation oci
Two R.I.N.A. approved material qualities are used cut model are shown in Fig. 2 and Fig. 3 respectively ..
ForYcu
(1) Steel Grade A The global axes system referenced the longitudinal center-
based (
Minimum yield stress = 240 Nzmm? plane at base as X, positive forward, Z transverse, positive to
[9]. The
(2) Steel Grade ER36 starboard, and Y vertical positive upwards from the base. The
eleratio
Minimum yield stress = 360 Nzrnm? origin was located at frame 0 at keel.
The internal structure of the ship model is shown in Fig. 4 by draugh
systematically removing deck plating from the IIth to the 5th deck. total II
3 Mathematical model and boundary meta {
The fine-mesh FE models were developed for critical loca-
conditions tions on three watertight bulkheads (Frames 51, 99 and 147).
ForYa
3.1 Description of 3D FEM Global Mathematical Model The mesh segments on those locations are shown in Fig. 5.
nallo d
MAESTRO software [5] was used for the calculation of the
,=~cars 01
In the view of the non-symmetrical structure and racking response of the full ship 3D FEM model.
I angle
loads, the entire hull modelling was used to provide boundary Plated areas such as decks, outer shell and bulkheads were _ the fo
conditions for the fine mesh analysis. represented by special Q4 stiffened shell macroelements. TRIA
membrane triangular elements were also applied with appropri- draugl
ate thickness. Each primary transverse frame or girder was mod- t tal n

Figure 5 3-D view of global FEM segments and fine mesh
models at Fr. 51, 99 and 147
Slika 5 3-D prikaz globalnih FEM dijelova i modela s finom
mrezom na R 51, 99 i 147
elled with a special bracketed beam macroelement. m
Element thickness and properties were calculated from the
scantlings shown in the structural plans supplied by the Yard.
The full ship 3D FEM model has 47064 DOF and 18462
macroelements (10 164 stiffened panels
and 8298 beams).
To prevent singularity of the free ship
stiffness matrix, two nodes at the collision
bulkhead (Fr 19) at the deck 4 level were
restrained in the global Yand Z directions.
One node in the centreline at the intersec-
tion of the collision bulkhead (Fr 192) and
deck 4 was restrained in the global X, Yand
Z directions.

3.2 Description of 3D FEM Maestro

DSA models
MAESTRO DSA (Detailed Stres

..
w
Analysis) package was used for the 3D fine
mesh analysis of stress concentrations .
Top-down approach was used. It was
based on the displacements of the global
mesh nodes. All nodes on the boundaries of
the fine mesh have the prescribed
displacements calculated from the
displacements of the global mesh nodes. The
axonometric views of the fine meshes for
all three bulkheads are also given in Fig. 5.
The fine mesh model for the bulkhead
on Fr. 51 comprised 1618 grid points and
1591 Q4 and triangle elements. The fine
mesh model for the bulkhead on Fr. 99 com-
prised 1905 grid points and 1923 Q4 and
triangle elements. The fine mesh model for
=
details on the bulkhead on Fr. 147 comprised
3861 grid points and 3886 Q4 and triangle
elements for all three decks 2, 3, 4.

4 Loading
Racking analysis was achieved on the
basis of four load cases (heel to PS and SB

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184 49(2001)2,181-190
i ANALYSIS_.
~~CKING ANALYSIS ... v. ZANIC, T. JANCIJEV, J. ANDRIC, D. FRANK, S. BRALlC, D. SPONZA I D. DUNDARA

ar carrier FE
transverse strength submitted by the Yard based on classifi- Car loading consists of the masses for the following vehi-
[ongitudinaD_
on society requirements. cles: cars, transporters and trucks. Total masses of vehicles on
ely ..
For Yard 421, classed under Det norske veritas, the load cases decks are shown in Table I. The distribution of car loading was
rdinal center-
based on the max. cargo loading-departure case, as described defined by Yard in [9]. Car masses were concentrated in the mesh
. positive
he base.
[9]. The considered load cases I and 2 differ in heel angle and nodes of the corresponding decks. Car masses added to hoistable
eleration direction. The main characteristics are the following: deck masses were divided into the adjacent nodes according to
I in Fig. 4 the supporting possibilities of hoistable deck supports (the side
draught amidships 8.76m
the Sth d total trim supports of the hoistable decks act only in the vertical direction).
- 0.01 m
critical loca- metacentric height (corrected 1.55 m) 1.67 m The masses of water ballast, fuel oil, fresh water etc. were
taken from the longitudinal strength calculation for L.c. (Load
~ and 14
For Yard 437, classed under Registro Italiano Navale, addi- Case) No.9. These masses were generally placed in appropriate
I Fig. 5.

lation of the onalload cases were presented based on the loading of passen- tanks, which were modelled inside the ship structure model. The
ger cars on all eleven decks. The load cases 3 and 4 differ in the contents of some smaller tanks were idealised by concentrated
el angle and acceleration direction. The main characteristics masses.
theads were
ients. TRL-\ e the following: For the load cases I and 2 the considered total ship mass
th appropri- draught amidships 8.02 m (deadweight + light ship weight) was 24 702 t.
:rwas mod- total trim -0.96 m Accelerations were calculated according to DnVRules, July
metacentric height (corrected 1.44 m) 1.57 m 1999, Pt. 3 Ch. I Sec. 4, B 300 and B 400, such as
:d from the sway/yaw acceleration
the Yard. Each load case comprised four data sets:
a y = 1.384 m/s2
and 1846: (1) light ship mass data angular roll acceleration
led panels (2) deadweight items arr = 0.0375441 rad/si
(3) acceleration data roll angle
e free shi (4) buoyancy loading including dynamic pressures. f = 0.3599 rad or 20.62 degrees.
e colJisio
Based on the model geometry and the scantlings of the ele- Combined transverse acceleration had to be defined accord-
level were
directions.. ments used, a modelled mass for the hull was generated within ing to B701. The combined transverse acceleration calculated
the program. This mass distribution was corrected to achieve the by MAESTRO program is the arithmetic sum of all transverse
! intersec-
: 192) and light ship mass distribution from [9]. Total light ship mass is 12 components. For this reason the acceleration automatically com-
046 t. The masses of the main engine and auxiliary engines were bined by the program will be bigger than required.
~X, Yand
included in the light ship mass distribution as sets of concen- To achieve the correct combined acceleration values defined
trated masses. by the Rules, the heel (roll) angle used in the acceleration calcu-
The supplied deadweight items such as car loading, hoistable lation was adjusted. At the heel angle of 13 degrees the arithme-
aestro
decks, water ballast, fuel oil, fresh water, stores etc. were ap- tic summation gives the acceleration distribution which is very
plied to appropriate nodes and elements and each individual data close to the Dn V Rule distribution. The results are shown in Ta-
d Stre set was checked for magnitude and direction. ble 2.
e3D fine
lions.
i It was Table 1 Distribution of vehicles on decks
e globaJ Tablica 1 Raspored vozila po palubama
daries of
scribed Deck Hoistable Vehicles L.C. 1 & 2 Vehicles L.C. 3 & 4
rrn the Deck Name Deck No. Car Mass Deck Mass No Car Mass Deck Mass
des. The No Mass [t] [t] [t] [t] [t]
shes for 11 Upper Deck 0 0 0 0 325 1.1 357.5
I Fig. 5.
10 D10 582 1.1 640.2 582 1.1 640.2
ulkhead
nts and 9 Hoistable 546 396 2.5 990 582 1.1 640.2
he fine 8 Gastight 135 10 1350 540 1.1 594
9 com- 7 Hoistable 510 367 2.5 917.5 540 1.1 594
~ and 6 Freebord 130 6 780 520 1.1 572
del for
5 Hoistable 330 453 1.1 498.3 453 1.1 498.3
lprised
dangle 4 D4 80 12 960 320 1.1 352
3 D3 290 2.5 725 290 1.1 319
2 D2 274 2 548 274 1.1 301.4
1 Tanktop 190 2 380 190 1.1 209

on the Total 1386 2897 7789 4616 5077.6

dSB) Vehicles / Decks

BRODa;~DNJA
49(2001)2,181-190 185

-. ----
V. ZANIC, T. JANCIJEV, J. ANDRIC, D. FRANK, S. BRALlC, D. SPONZA I o. DUNDARA RACKING ANALYSIS ... GJ

Table 2 Transverse acceleration distribution on decks, in mls2

Tablica 2 Raspodjela poprecnoq ubrzanja po palubama, u mls2

Load cases 1 & 2 Load cases 3 & 4

Vertical Combined Sum of Combined Sum of
position transverse transverse transverse transverse
acceleration acceleration acceleration acceleration
from components from components
for equivalent for equivalent
heel angle sway
acceleration
B 700 of 13 degrees 3.4.1

Deck 10 4.233 4.235 3.717 3.833

Deck 9 4.143 4.140 3.670 3.769
Deck 8 4.044 4.035 3.618 3.698
Deck 7 3.948 3.932 3.567 3.629 ~~~ •..~e ..•.-,se
Deck 6 3.828 3.804 3.506 3.543 n@«(;K(Tl~<...\.~ • i1<)R1 ~~

Deck 5 3.722 3.690 3.451 3.466

Figure 7 3-~ plot of deformed FEM model for LC 3
Deck 4 3.631 3.592 3.406 3.400 Slika 7 3-~ crtez deformiranog FEM modela za stanje krcanja 3
Deck 3 3.540 3.493 3.360 3.333
Deck 2 3.468 3.415 3.325 3.280
To achieve the combined acceleration values defined by the
Deck 1 3.399 3.339 3.291 3.229
Rules, the sway acceleration was adjusted. With the sway accel-
eration of 1.38 m/s? the arithmetic summation gives the accel-
For load cases 3 and 4 accelerations were calculated accord-
eration distribution which is very close to the Rule distribution.
ing to RINA Rules 2000, Pt. B Ch. 5 Sec. 3., such as
The results are also shown in Table 2.
sway acceleration Note that most of the loadings in MAESTRO are specified as
asw = 2.387 m/s?
masses and are controlled easily via acceleration vector in lieu
angular roll acceleration
of the output of modem seakeeping analysis tools. Pressure field
aR = 0.025 rad/s?
is also easily input via pre-processor [10). In Fig. 6 the pressure
roll amplitude field for L.C. No.3 is presented.
AR = 0.2365 rad
angular yaw acceleration
5 Results
ay = 0.03 rad/s-
heel angle The deformed plot of the complete ship is shown for L.c. 3
f = 0.193 rad or 11.03 degrees. in Fig. 7. Displacements were magnified in order to provide a
clear visual impression of the deforma-
Figure 6 Equivalent forces on outer plating of ship (heeled ship to PS) for LC 3 tion behaviour. Maximal displacements
Slika 6 Ekvivalentne sile na vanjsko] oplati broda (brod nagnut prema lijevom boku) at the midship section for load cases I
za stanje krcanja 3 .
and 2 are shown in Table 3. Significant
displacements for load cases 3 and 4 are
••...••••.
"'•••$"". presented in Table 4 for node at

--
(a) Fr. 99 on deck 4 with respect to
(w.r.t.) fixed nodes on Fr. 19 and
192 (boundary conditions)
(b) Fr. 99 on deck 1,6 and 11 at CL w.r.l
Normal stresses on PS for L.c. 3 are
presented in Fig. 8.
l'1llf·(Jl The principal areas of high shear

--••
3.'lf.t1Z
stress on the bulkheads are given as fol-
lJ.!9t:.w
f 3tif..t12
lows:
4$€E·OZ bulkhead at Fr. 51 is given in Fig.

-•-••
9 for L.C. 3
bulkhead at Fr. 99 is given in Fig .
t '2f:.U1

fi)j1f·\.'n
i.c.
II for I
bulkhead at Fr. 147 is given in Fig .

- r ttoo..e1' 14 for L.c. 3

• ;«1'.01
Local von Mises equivalent stresse
~.7$£-l}':>

'3l4~.B1 from MAESTRO DSA models are pre-

sented as follows:

BROO(l;R4DNJA
186 49(2001 )2, 181-190
 ANALYSI = .:.r-KING ANALYSIS .., V. ZANIC, T. JANCIJEV, J. ANDRIC, D. FRANK, S. BRALlC, D. SPONZA I D. DUNDARA

for bulkhead at Fr. 51 - deck 5 stresses are given in Fig, 10 '~j;~(~

for L.C. 3. Zoomed stresses are also given. l.,~w.• t

4~:'~
for bulkhead at Fe. 99 - deck 4 stresses are given in Figs. 12 ~~$~

and 13 for i.c. I

_ :('I'f-~~.i
for bulkhead at Fr. 147 - decks 2,3 and 4 stresses are given
in Fig. 15 for i.c. 3 11IIII >M"'"
-~~.<;.';:
_ ~-{I;.~2

s t(!.~J
~e3 Maximal displacements, in mm YG,"t~
::nlica 3 Najveci pomaci, u mm ! ~~:o¢::
:n

__--(-~\
_ t)C( ••

, :.laximal X y Z
_t->-~~
_".<f'~'
:isplacements (w.r.t. midship section) (w. r. t. keel) (w.r.t. centerplane) •• ecos-cc
...,."
-
~ .'l('"
.nad case 1 13.15 67.26 -4.71
- e- •.••• ~
'-.oad case 2 6.29 129.41 ·1.81 ",.""
-~e4 Maximal displacements, in mm ....."
,,....,..
"ablica 4 _ r tee •.•.
"i
Najveci pomaci, u mm
l~<4l

~
(a) (b)
je krcanja 3
'Aaximal Y Z Z
displacements (w. r. t. (w.r.t. (w.r.t. keel)
ined by th deck 4) centerplane) deck 1 deck 6 deck 11
-way accet- _oad case 3 -15.93 0.93 1.6 -20.14
72.58
i the accel-
\. Load case 4 71.42 14.25 -1.05 -2.83 19.63
istribution.

pecified as
.tor in lieu
.ssure field
--'-~
-'-'
_!'i.'J!''':;>
~~",,,

-
Ie pressure
I·"'''''''''''

~ ~::;~
::~~~

....~
-
-,r#ij:.~

for i.c. 3 ~ ,••v~-..".

.1!llIlI!,,,,,.
provide a -.",.~
deforrna- "~'~'i'"
..•-
--"""'11."""
"".W
acements
Figure 10 3-D view of max. von Mises stresses at FR. 51 - DSA
d cases I
ignificant
Figure 8 3·D plot of ox stresses of half FEM model (port side) for fine model for LC 3
Slika 10 3-D prikaz najveclh von Mises naprezanja na R 51 -
LC 3
and 4 are
It
Stika 8 3-D crtez naprezanja ox polovice FEM modela (Iijeva
DSA fini model za stanje krcanja 3

strana) za stanje krcanja 3

Figure 11 Shear stresses of transverse bulkhead at Fr. 99 - (seg
espect to ment of full FEM model beUwen Fr. 95·Fr. 103) for LC1
Figure 9 3-D plot of shear stresses for macroelements on bulk-
'. 19 and Slika 11 smlcna naprezanja popreene pregrade na R 99 (dio
head at Fr. 51 for LC 3
) punog FEM modela izmedu R 95· R 103) za stanje
Slika 9 3-D crtez srnlcnlh naprezanja za makroelemente na
CLw.r.t. krcanja 1
pregradi R51 za stanje krcanja 3
..C.3 are

-
::;'~'lSo!~:,<::~''o

~h shear
_~''';:;Ii'~.~.,
n as fol- -I\'¥('>\"f'
I".. ".{';'-_-

"'-~'~""'"

- ~.:;'~-.r.!' _:01:'~"-'.r
- •.•• '!f.-~..•. ',,;~"""*
] in Fig. ..~'Ii.;i_''''''

-~~.1J
~."j:-'"*
~.~,;,.'*
I in Fig. -,p,,,
>_'t>'(~""
- ~,,;':JI.,.,;_(t
t" ~ 1~ ., ;;>$'-«"

Ii!IiiJ -_f.}"'" ~ <~""'."""

I in Fig. -.~,'Ii",,":.ii

=~"::;:
."*,'~:"'$.

-,-~~
.Iflli .>~',1:~¥ "'f'<;;.e.""
-.,.,.4
stresses
ire pre-
-;,..~
--H:"'~
-"",,,
-c,,","
... ..
-."
-.,w=
-""",
,,,,
..
BRODa;~DNJA
49(2001 )2, 181-190 187
V. ZANIC, T. JANCIJEV, J. ANDRIC, D. FRANK, S. BRALlC, D. SPONZA I f). DUNDARA RACKING ANALYSIS ... RACKING AN}

~~~_U_(>:r:

'_~I

--
f;;,.~

«'0••'$'_
~~..q)
7-tt.w
~ -oW
:ut'.;..Q =- ure 14 3-D

---
~~ bulk
'~f~ - a 14 3-D
1''''.w
~•• «u pr~
i~t{Q'

t Jtf".q) =- ure 15 3-D

l i:'W,f!) fine
~ tl!C~..;G a 15 3-D
~

--
SIll
' 'XI4JI DS)

••
•••
,~('~.ftt

tlM·!)f

;.J't"O"i
•. $tt~!"4

,:~It·", .;)<

2li!1;.(11

Figure 12 3D-FEM MAESTRO/DSA model at Fr. 99, maximum van Mises equivalent stresses for LC1
Slika 12 3-D-FEM MAESTRO/DSA model na R 99, naiveca van Mises ekvivalentna naprezanja za stanje krcanja 1

Figure 13 3D-FEM MAESTRO/DSA model at Fr. 99, maximum van Mises equivalent stresses for LC1
Slika 13 3D-FEM MAESTRO/DSA model na R 99, najveca van Mises ekvivalentna naprezanja za stanje krcanja 1

---
"N!$.~_
';(-.!:I'",",S>Atl!

,U~
:.~fq..
;].;'f:,··n

--
;f\W
,C4"
,
f-••
~~~[4:

"'=

---
• t4
• :J-~"V_

•• • 'ne

2-!it
••• .t
.\":.

•• ~

-
.f{.fn·~

.•n~
~'~<l'
--- ~ 'r-:(

:Q rr

BRODa;~DNJA
188 49(2001 )2, 181-190
 G ANALYSIS ... V. lANIC, T. JANCIJEV, J. ANDRIC, D. FRANK, S. BRAL/C, D. SPONZA I D. DUNDARA
eKING ANALYSIS ...

6 Conclusions
"'#
l;;i>:$

-
-"'-
_

r:::-
'"'"
;j:;~.4t.",~

','}!:"'"
~",#~,,,,
In line with the Det norske Veritas requirements, the racking
load cases 1 and 2 represent approximation of the extreme con-
ditions. All conclusions are based on the load cases required by
the shipyard. The behaviour of the ship's structure in terms of

-..
the global deformation is considered satisfactory from the struc-

_.. _,;;J!'..-
••
__
H..,.
,.-
'..,.s
tural aspect in both load cases considered.
The analysis showed that Yard 42 I had peak local stresses at

_t-_
' •••• ~I

"''''''
11IIII "-}".
_·~.,ltl
_ ~
.M"~
levels given in Table 5.

Table 5 Maximal recorded stress L.C. 1 & 2

_
_
_
~Mf.c
2'~o(,;
~.!ii!;.w
-">
-''''."'Ii:-"" Tablica 5 Najveca zabiljezena naprezanja za stanje krcanja 1i2

c::
c.: n "~.,,,
Figure 14 3-~ plot of shear stresses for macroelements on
Location Type Value

--.~
)/h..r;,
It'l-tA(fJ
bulkhead at Fr. 147 for LC 3 Fr. Deck Point position [N/mm']

-
11n~~~ Slika 14 3-~ crtez srnlcnlh naprezanja za makroelemente na
'f~fl~ pregradi na R 147 za stanje krcanja 3 midpoint at free o van Mises 284
fU~
51 deck 5 edge of bracket o max -310
f ~f~f!1 Figure 15 3-~ view of max. von mises stresses at Fr. 147 - OSA

.. fine model for LC 3

t }Jif('~
transverse bulkhead o van Mises 206
-'~.p, " Slika 15 3-~ prikaz najvecih von Mises naprezanja na R 147 -
below deck 4 below bracket o max 213
_ ~M.q1 OSA fini model za stanje krcanja 3 J

;_~"'«11 midpoint at free o van Mises 263

_ ~.•'t"" ~,"U(~~
_ .UtfL-"1 j,.~H~ ~ 99 above deck 4 edge of bracket o max 270
.•~ 7U;~.ol ;j.j<fJOtf' .•W

--
'c>!('i;>1
~.,.~'>'M>I transverse bulkhead o van Mises 149
)·«£01 below deck 2 below bracket o max -161
~o~··o-~
'~~'<!'.1: midpoint at free o van Mises 274
'~lJ,;'11
.;J~f'·$"i above deck 2 edge of bracket o max -279
1~~t4}
'~,~J transverse bulkhead o van Mises 82
, »(04t

-
17,il ••.
~ below deck 3 below bracket o max -84
1 n(,.c)
1(:~t4Z midpoint at free [iJ van Mises 133
14.~~i
f~'(1'
above deck 3 edge of bracket crmax -136
r .f~t<
IlIIIIIIII H•••
", 147 transverse bulkhead a van Mises 108
-tm>~. below deck 4 below bracket amax -118
-'1Q(o<)'
-"1:'<t:'i1~

- lH;t,¢'
midpoint at free a van Mises 132
- -100!1$ above deck 4 edge of bracket amax -138
- ~N"I
~(.£<i"~.

~"'t

---
"''$" ••••
It can be concluded that Yards 421,422 and 425 satisfy the
~ •• ~>.•••• Dn V requirements at all critical points according to the applied
• "-4"4; material characteristics used in critical areas NV-32 ( i.e. equiva-
~ ,:;.l •.•.•.•. lent stress on the free edge of the bracket may reach 1.28*245=314
.-}":f";:
N I mrn? ). Peak stresses in the plating below the brackets, in the
"'f'-",,:,.
.t~4-tJ;' door comers are within the Dn V requirements for NV-NS. Bracket
• ''''''hii. free end preparation should be performed to avoid crack initia-
:t"r:: ••;:
tion.
~Nr""~';,
% ~~f-fl;' In line with the Registro Italiano Navale requirements Pt B,
• S.i~j~ Ch 5, See 4, the racking load cases 3 and 4 also represent ap-
proximation of the extreme conditions. The behaviour of the

·
S!.-i ship's structure in terms of the global deformation is considered
II
,~"'~~
•• 4,-,,/:n'
satisfactory from the structural aspect in both additional load cases
considered.

•
• ..,''''' !>11'.

:rlE~
It can be concluded that Yard 437 satisfies, in racking condi-
tion "d", the Registro Italiano Navale stress requirements in all
• '!Q", critical points according to the applied material characteristics.
Peak stresses in the plating below the brackets, in the door cor-
ners, are also within the Registro Italiano Navale requirements.

BRODa;~DNJA
49(2001)2,181-190 189
V. ZANIC, T. JANCIJEV, J. ANDRIC, D. FRANK, S. BRALlC, D. SPONZA I D. DUNDARA
The presented analysis shows the application of the same
global ship model for the calculation of the racking strength of
two variants of the ship w.r.t. deck 11 arrangement
according to two classification societies
at three bulkheads and six critical zones.
Resulting in the designer's insight into stress concentration
areas and the rational design of structural details. The built ship
is analysed through load cases 1 and 2 and the new ship is sub-
jected to additional load cases 3 and 4.
It was also instructive to monitor the behaviour of the brack-
ets of different shapes w.r.t. stress concentration, i.e.
moving stress concentration to the bracket tip, for a stiff
bracket
removing it from the plating and transferring it to the free
bracket edge for applied brackets, thus solving the problem
efficiently. Bracket material and free edge treatment are cho-
sen accordingly.
It is most illuminating to see
the ease of controlling of the whole ship's structure behav-
iour via insight into the global model response and safety
factors achieved
the automated transfer of all necessary data for efficient de-
tail design on every selected location.
It gives us confidence that the presented ship modelling pro-
cedure is applicable to the analysis of most complicated struc-
tural designs. After such analysis owners are simultaneously ob-
taining a structural model capable of efficient corrosion control
and maintenance plans (including calculation of most inexpen-
sive but acceptable steel removals during repair procedure).
Moreover, future structural modifications are also easily checked
on global and local levels.
The presented results and achievements are strong arguments
which indicate that the time of large global/local models is here
BRODa;~DNJA
190 49(2001)2,181-190
View publication stats
RACKING ANALYSIS ...
and that they should be used intensively for numerous cost and
safety benefits.
References
[1] HUGHES, O. F: "Ship Structural Design", John Wiley &
Sons, Inc., New York 1983.
[2] HUGHES, O.F, MISTREE, F, ZANIC, V: "A Practical
Method for the Rational Design of Ship Structures", Jour-
nal of Ship Research, Vol. 24, Seoul 1980, p. 101-113.
[3] ZANIC, v., JANClJEV, T., ANDRIC, J., FRANK, D.,
BRALIC, S.: "Racking Analysis of Car Carrier Yard 421 ",
Faculty of Mech. Eng. and Naval Arch., University of
Zagreb, Zagreb 2000.
[4] ZANIC, V, JANCIJEV, T., ANDRIC, J., FRANK, D.,
HOZMEC, J.: "Racking Analysis of Car Carrier Yard 437-
9", Faculty of Mech. Eng. and Naval Arch., University of
Zagreb, Zagreb 2000.
[5] "Maestro Program Documentation, Version 8.0", Proteus
engineering, Stensville, USA 1999.
[6] "Rules for Construction of Ships, Newbuildings", Det
norske Veritas, H¢vik 1999.
[7] "Classification No. 31.2 - Strength Analysis of Hull Struc-
tures in Roll onl Roll of Ships and Car Carriers", Det norske
Veritas, H¢vik 2000
[8] "Rules for Scantlings of Plating, Ordinary Stiffeners and
Primary Supporting Members by Means of Direct Calcu-
lations", Registro Italiano Navale, Genoa 1999.
[9] "Trim and Stability Book With Longitudinal Stress Calcu-
lation, Yard 419", Uljanik Shipyard, Pula 1999.
[10] ZANIC, V, BASIC, M., HOZMEC, J.: "Inload-Preproc-
essor for Hydrodynamic Loading of Maestro Models".
Faculty.of Mech. Eng. and Naval Arch.,University of
Zagreb, Zagreb 1999.