Guidance Notes on Spectral-Based Fatigue Analysis for Vessels

GUIDANCE NOTES ON

SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS

(FOR THE SFA (years) CLASSIFICATION NOTATION)

JANUARY 2004 (Updated February 2012 see next page)

American Bureau of Shipping

Incorporated by Act of Legislature of
the State of New York 1862

Copyright 2004
American Bureau of Shipping
ABS Plaza
16855 Northchase Drive
Houston, TX 77060 USA

Updates
February 2012 consolidation includes:
November 2009 version plus Notice No. 4 and Corrigenda/Editorials.
November 2009 consolidation includes:
July 2009 version plus Notice No. 3.
July 2009 consolidation includes:
July 2008 version plus Corrigenda/Editorials.
July 2008 consolidation includes:
December 2007 version plus Corrigenda/Editorials.
December 2007 consolidation includes:
August 2006 Notice No. 1

December 2007 Notice No. 2

Foreword

Foreword
This Guide provides information about the optional classification notation, Spectral Fatigue Analysis
SFA (years) which is available to qualifying vessels as described in 1-1-3/20 of the ABS Rules for
Building and Classing Steel Vessels, referred to herein as the Steel Vessel Rules.
This guidance document is referred to herein as this Guide and its issue date is January 2004. Users of
this Guide are encouraged to contact ABS with any questions or comments concerning this Guide. Users
are advised to check with ABS to ensure that this version of the Guide is current.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

iii

Table of Contents

GUIDANCE NOTES ON

SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS

CONTENTS
SECTION 1

Introduction ............................................................................................ 1
1
Purpose and Applicability....................................................................1
3
Background .........................................................................................1
Areas for Fatigue Strength Evaluation................................................2
5
7
Detailed Contents of this Guide ..........................................................2
FIGURE 1

SECTION 2

Establishing Fatigue Demand ............................................................... 5

1
Introduction .........................................................................................5
3
Stress Range Transfer Function .........................................................5
5
Base Vessel Loading Conditions ........................................................5
Combined Fatigue from Multiple Base Vessel Loading
7
Conditions ...........................................................................................6

SECTION 3

Environmental Conditions..................................................................... 7
1
General ...............................................................................................7

SECTION 4

Motion Analysis and Wave-induced Loads .......................................... 8

1
General ...............................................................................................8
3
Initial Balance Check ..........................................................................8
Essential Features of Spectral-based Analysis of Motion and
5
Wave Load ..........................................................................................9

SECTION 5

iv

Schematic Spectral-based Fatigue Analysis Procedure...........4

5.1

General Modeling Considerations....................................................9

5.3

Diffraction-Radiation Methods .........................................................9

Wave-induced Load Components....................................................... 10

1
General .............................................................................................10
3
External Pressure Component..........................................................10
3.1

Total Hydrodynamic Pressures......................................................10

3.3

Intermittent Wetting........................................................................10

3.5

Pressure Distribution on Finite Element Models ............................10

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Internal Load Components................................................................11

5.1

Tank Pressures ............................................................................. 11

5.3

Dry Bulk Cargo Loads ................................................................... 11

5.5

Container Loads ............................................................................ 15

Loads from the Motions of Discrete Masses.....................................17

FIGURE 1

Hold Boundary Definition ........................................................11

FIGURE 2

Vertical and Horizontal Force Components of Quasi-Static

Load ........................................................................................12

FIGURE 3

Normal and Tangential Load Components of Quasi-Static

Load in a Rolled Position ........................................................13

FIGURE 4

Pressures Due to Vertical Acceleration ..................................14

FIGURE 5

Pressures Due to Transverse Acceleration ............................15

FIGURE 6

Vertical and Transverse Force Components of Static

Load ........................................................................................16

FIGURE 7

Inertial Loads Due to Acceleration ..........................................17

SECTION 6

Loading for Global Finite Element Method (FEM) Structural

Analysis Model ..................................................................................... 19
1
General .............................................................................................19
3
Number of Load Cases .....................................................................19
5
Equilibrium Check .............................................................................19

SECTION 7

Structural Modeling and Analysis ...................................................... 20

1
General .............................................................................................20
3
3-D Global Analysis Modeling...........................................................20
Analyses of Local Structure ..............................................................20
5
Hot Spot Stress Concentration .........................................................21
7
FIGURE 1

Definition of Hot Spot Stress...................................................21

SECTION 8

Fatigue Strength................................................................................... 22
1
General .............................................................................................22
3
S-N Data ...........................................................................................22

SECTION 9

Fatigue Life (Damage) Calculation and Acceptance Criteria............ 24

1
General .............................................................................................24
3
Acceptance Criteria...........................................................................24

APPENDIX 1 Wave Data ............................................................................................. 25

TABLE 1
ABS Wave Scatter Diagram for Unrestricted Service
Classification ...........................................................................25

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

APPENDIX 2 Basic Design S-N Curves..................................................................... 26

FIGURE 1
S-N Curves..............................................................................26
TABLE 1

Parameters For Basic S-N Design Curves .............................27

APPENDIX 3 Outline of a Closed Form Spectral-based Fatigue Analysis

Procedure.............................................................................................. 28
1
General .............................................................................................28
3
Key Steps in Closed Form Damage Calculation...............................28
Closed Form Damage Expression....................................................31
5

vi

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section 1: Introduction

SECTION

Introduction

Purpose and Applicability (1 December 2007)

Part 5C of the ABS Rules for Building and Classing Steel Vessels (Steel Vessel Rules) presents the
simplified fatigue assessment criteria for the classification of the various types of specialized vessels
covered by the Rules. A brief description of the background and objectives for these fatigue criteria is
given in Subsection 1/3, below.
In addition to the simplified fatigue strength criteria for ABSs classification purposes, the Owner may
wish to apply more extensive Spectral-based Fatigue Analysis (SFA) techniques to the vessels structural
systems. It may be an added objective of these Spectral-based Fatigue Analyses to demonstrate longer
target fatigue lives than those minimally required for the classification of a vessel.
The term, more extensively, means that the Spectral-based Fatigue Analysis technique, rather than the
SafeHull Fatigue Assessment technique, a Permissible Stress Range method (see Subsection 1/3 below), is
used to verify the adequacy of the fatigue lives of the critical locations in the structural system. The
SafeHull Fatigue Assessment technique is still to be employed in the overall design and analysis effort for
the structure. The results of the fatigue assessment should be used in the selection of areas for which the
Spectral-based Fatigue Analyses will be done.
ABS is to be consulted and is to agree on the structural locations that are to be subjected to the Spectralbased Fatigue Analysis.
In recognition of the appropriate, additional use of Spectral-based Fatigue Analysis, ABS will grant the
optional classification notation, SFA (year). The SFA (year) notation means that the design fatigue life
value is equal to 20 years or greater. The value in the parentheses is the design fatigue life equal to 20
years or more (in 5-year increments), as specified by the applicant. It should be understood that only one,
minimum designated life value is applied to the entire structural system. The fatigue life value refers to the
target value set by the designer and not the value calculated in the analysis. The calculated values are
usually much higher than the target values specified for design.
For vessels complying with Part 5A Common Structural Rules for Double Hull Tankers or Part 5B
Common Structural Rules for or Bulk Carriers of the ABS Rules for Building and Classing Steel Vessels,
the design target fatigue life for Spectral-based Fatigue Analysis is equal to 25 years.

Background
In the Steel Vessel Rules applied to a vessel, design and analysis for fatigue strength is usually accomplished
through a combination of methods. Designers commonly make primary use of what is referred to as the
SafeHull Fatigue Assessment technique (e.g., for an oil tanker with length greater than 150 m: Steel
Vessel Rules Appendix 5C-1-A1). This is a designer-oriented, permissible stress range approach that is
readily applied to a large portion of the fatigue-critical structural details of a vessels hull structure. This
technique was derived by considering unrestricted ocean service environmental loadings (due to waves)
and a design target fatigue life of 20 years.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section

Introduction

The Steel Vessel Rules do not preclude the imposition of requirements by ABS to demonstrate the
adequacy of fatigue strength of structural components by additional or other techniques that include the
Spectral-based Fatigue Analysis methods. Indeed, it is commonly necessary to perform Spectral-based
Fatigue Analysis of structural details, which is beyond the range of applicability of the permissible stress
range fatigue assessment approach. Furthermore, the vessel owner or designer is free to increase the target
fatigue lives of some or all of the structural components above the 20-year minimum value, which is
recognized by the optional classification notation, FL (years), in the Steel Vessel Rules and other ABS
classification standards. Therefore, the incidental or supplementary use of Spectral-based Fatigue Analysis
methods is not a reason to grant the SFA (years) notation.

Areas for Fatigue Strength Evaluation

Reference should be made to the Steel Vessel Rules for specific Guidance on Locations that should be
included in the fatigue assessment.

Detailed Contents of this Guide

Spectral-based Fatigue Analysis is a complex and numerically-intensive technique. As such, there is more
than one variant of the method that can be validly applied in a particular case. ABS does not wish to
preclude the use of any valid variant of a Spectral-based Fatigue Analysis method by over specifying the
elements of an approach. However, there is a need to be clear about the basic minimum assumptions that
are to be the basis of the method employed, and some of the key details that are to be incorporated in the
method to produce results that will be acceptable to ABS. For this reason, most of the remainder of this
Guide is a presentation on these topics.
As for the main assumptions underlying the Spectral-Based Fatigue Analysis method, these are as follows.
i)

Ocean waves are the source of the fatigue inducing stress range acting on the structural system
being analyzed.

ii)

In order for the frequency domain formulation and the associated probabilistically based analysis
to be valid, load analysis and the associated structural analysis are assumed to be linear. Hence,
scaling and superposition of stress range transfer functions from unit amplitude waves are considered
valid.

iii)

Non-linearities, brought about by non-linear roll motions and intermittent application of loads
such as wetting of the side shell in the splash zone, are treated by correction factors.

iv)

Structural dynamic amplification, transient loads and effects such as springing are insignificant in
the typical case, hence, use of quasi-static finite element analysis is valid, and the fatigue inducing
stress variations due to these types of load effects can be ignored.

Also, for the particular method presented in Appendix 3, it is assumed that the short-term stress variation
in a given sea-state is a random narrow-banded stationary process. Therefore, the short-term distribution of
stress range can be represented by a Rayleigh distribution.
The key components of the Spectral-based Fatigue Analysis method for the selected structural locations
can be categorized into the following components:

Establish fatigue demand

Determine fatigue strength or capacity

Calculate fatigue damage or expected life

These analysis components can be expanded into additional topics, as follows, which become the subject
of particular Sections in the remainder of this Guide.
The topic, Establish Fatigue Demand, is covered in Sections 2 through 7. The topics of Determine Fatigue
Strength or Capacity and Calculate Fatigue Damage or Expected Life are the subjects of Sections 8 and 9,
respectively. Reference can be made to Section 1, Figure 1 for a schematic representation of the Spectralbased Fatigue Analysis Procedure.
2

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section

Introduction

A purposeful effort is made in this Guide to avoid complicated formulations, which will detract from the
concepts being presented. The most complex formulations are those relating to the calculation of fatigue
damage resulting from the predicted stress range. These formulations are presented in Appendix 3 of this
Guide. It is often at this formulation level that valid variations of a method may be introduced, and for that
reason, it is emphasized that the contents of Appendix 3 are provided primarily to illustrate principle,
rather than as mandatory parts of the Spectral-based Fatigue method.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section

Introduction

FIGURE 1
Schematic Spectral-based Fatigue Analysis Procedure
(For Each Locationor StructuralDetail)
Establish Fatigue
Demand
Sections 2 thru 7

Establish
Fatigue Strength
Section 8

Obtain
Environmental Data
Section 3

Perform Analysis of
Vessel Motion and
Wave-Induced Loads
Section 4

Determine Still-w ater

Loads and Check
Equilibrium
See 4/3

For each Heading Angle and Wave Freq.

See 2/3
Calculate RAOs for y External Hydrodynamic Pressure
y Internal Tank and Hold Loads
y Accelerations of Discrete Masses
Section 5

Do for each
Base Vessel
Load Condition
See 2/5

Assemble Load Cases for Structural

Analysis and Check Dynamic Equilibrium
Section 6

Perform Structural Analysis to Obtain

Stress Range Transfer Function
Section 7

Calculate Fatigue Damage

Section 9

Calculate combined Fatigue Damage

from Multiple Base Vessel Load Cases
See 2/7

COMPARE
Expected Strength
To Be Greater
Than or Equal to
Expected Damage

Apply
Required Safety Factors

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section 2: Establishing Fatigue Demand

SECTION

Establishing Fatigue Demand

Introduction
Sections 2 through 7 address the procedures used to estimate the fatigue demand at a structural location
that is the object of the fatigue strength evaluation.

Stress Range Transfer Function (1 December 2007)

With ocean waves considered the main source of fatigue demand, the fundamental task of a spectral fatigue
analysis is the determination of the stress range transfer function, H(|), which expresses the relationship
between the stress at a particular structural location and wave frequency () and wave heading ().
It is preferred that a structural analysis be carried out at each frequency, heading angle and Base Vessel
Loading Condition (see Subsection 2/5) employed in the spectral analysis and that the resulting stresses
are used to directly generate the stress transfer function.
Normally, the frequency range to be used is 0.2 to 1.80 radians/second in increments not larger than 0.1 rad/s.
However, depending on the characteristics of the response, it may be necessary to consider a different
frequency range. The wave heading range is 0 to 360 degrees in increments not larger than 30 degrees.
In the course of seakeeping analysis, 75% of vessels design speed is to be used for the prediction of
motions and pressures.

Base Vessel Loading Conditions

The Base Loading Conditions relate to the probable variations in loading that the hull structure will
experience during its service life. The main parameters defining a Base Loading Condition are: tank or
hold loading and ballast arrangements, and hull draft and trim. These parameters have a direct influence
on the static stress components of the hulls response, but they also affect the wave-induced variable
stress range experienced at a structural location. There are two direct ways that this influence is felt. First,
this influence is felt in the magnitudes and distributions of masses and restoring forces in the determination
of global and local accelerations and rigid body displacements, which in turn affect the wave-induced load
effects employed in the structural analysis. Secondly, the variation of draft affects the areas of the hull that
will be subjected to direct external pressures, and the magnitude and distribution of these pressures.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section

Establishing Fatigue Demand

Combined Fatigue from Multiple Base Vessel Loading Conditions

(1 February 2012)
Because of the variability in Base Vessel Loading Conditions and its effects on the fatigue strength predictions,
it is necessary to consider more than one base case in the fatigue analysis. As a minimum, two cases should
be modeled and used in the Spectral-based Fatigue Analysis process. The two cases are ones resulting
from, and representing, the probable deepest and shallowest drafts, respectively, that the vessel is expected
to experience during its service life.
A factor of 0.85 is to be applied to account for non-sailing time for operations such as loading and
unloading, repairs, etc. for conventional trading vessels. For vessels engaged in a service with less sailing
time, special consideration may be given to accepting a lower factor, subject to Owner agreement.
Note: Suggested Approach: In some (so-called Closed Form) formulations to calculate fatigue demand, the fraction of the
total time for each Base Vessel Loading Condition is used directly. In this case, potentially useful information about the
separate fatigue damage from each vessel loading condition is not obtained. Therefore, it is suggested that the fatigue
damage from each vessel loading condition be calculated separately. The combined fatigue life is then calculated as a
weighted average of the reciprocals of the lives resulting from considering each case separately. For example, if two base
loading conditions are employed, and the calculated fatigue life for a structural location due to the respective base vessel
loading conditions are denoted L1 and L2, and it is assumed that each case is experienced for one-half of the sailing time
during the vessels service life, then the combined fatigue life, LC, is:
LC = 1/0.85[0.5(1/L1)+ 0.5(1/L2)].
As a further example, if there were three base vessel loading conditions L1, L2, and L3 with exposure time factors of 40, 40,
and 20 percent, respectively; then the combined fatigue life, LC, is:
LC = 1/0.85[0.4(1/ L1) + 0.4(1/ L2) + 0.2(1/L3)].

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section 3: Environmental Conditions

SECTION

Environmental Conditions

General
Spectral-based Fatigue Analysis typically uses environmental data for ocean waves that are given in a
wave scatter diagram format. The wave data consist of a number of cells that represent the probability
of occurrence of specific sea states. Each cell effectively contains three data items:
i)

The significant wave height, Hs, (typically in meters)

ii)

The characteristic wave period (in seconds)

iii)

The probability of occurrence of the sea state

Reference should be made to Appendix 1, which presents the wave scatter diagram data that should be
used in the spectral-based fatigue analysis of a vessel classed for unrestricted service. It can be assumed
that there is an equal probability of vessel heading relative to the direction of the waves.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section 4: Motion Analysis and Wave-induced Loads

SECTION

Motion Analysis and Wave-induced Loads

General
This Section gives general criteria on the parameters to be obtained from the vessel motion analysis and
the calculation of wave-induced load effects. In the context of a Spectral-based Fatigue Analysis, the main
objective of motion and load calculations is the determination of Response Amplitude Operators (RAOs),
which are mathematical representations of the vessel responses and load effects to unit amplitude
sinusoidal waves. The motion and load effects RAOs should be calculated for ranges of wave frequencies
and wave headings, as indicated in Subsection 2/3.
Aside from vessel motions, the other wave-induced load effects that should be considered in the Spectralbased Fatigue Analysis are:

The external wave pressures;

Internal tank pressures and cargo hold loads due to fluid and cargo accelerations, and

Inertial forces on the masses of structural components and, as applicable, significant items of equipment.

Additionally, there may be situations where partial models of the structural system are used. In such a
case, hull girder shear forces and bending moments should be determined to appropriately represent the
boundary conditions at the ends of the partial models.
The general approach used in the calculation methods described below is to calculate total stress response
considering both the wave-induced and still-water (static) loads. Subsequently, the still-water stress is
deducted from the total, leaving the pure wave-induced stress response. Finally, the fatigue-inducing
dynamic stress range is obtained. Alternative methods and formulation that directly produce the dynamic
fatigue-inducing stress range may also be used.
Note:

Fatigue damage due to the sloshing of fluid in partially filled tanks is not within the scope of the SFA classification
notation. However, the designer is encouraged to perform and submit such calculations, if deemed important.

Initial Balance Check

The motion and load calculations should be performed with respect to static initial conditions representing
the vessel geometry, loadings, etc. (see Subsection 2/5). With the input of hull loadings, the hull girder
shear force and bending moment distributions in still water should be computed at a sufficient number of
transverse sections along the hulls length in order to accurately take into account discontinuities in the
weight distribution. A recognized hydrostatic analysis program should be used to perform these
calculations. By iteration, the convergence of the displacement, Longitudinal Center of Gravity (LCG) and
trim should be checked to meet the following tolerances:
Displacement:

1%

Trim:

0.5 degrees

Draft:

Forward

1 cm

Mean

1 cm

Aft

1 cm

LCG:

0.1% of length

SWBM:

5%
ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section

Motion Analysis and Wave-induced Loads

Additionally, the longitudinal locations of the maximum and the minimum still-water bending moments
and, if appropriate, that of zero SWBM should be checked to assure proper distribution of the SWBM
along the vessels length.

Essential Features of Spectral-based Analysis of Motion and Wave

Load

5.1

General Modeling Considerations

There should be sufficient compatibility between the hydrodynamic and structural models so that the
mapping of fluid pressures onto the structures finite element model is done appropriately.
For the load component types and structural responses of primary interest, analysis software formulations
derived from linear idealizations are deemed to be sufficient. However, the use of enhanced bases for the
analysis, especially to incorporate non-linear loads (for example, hull slamming), is encouraged. The
adequacy of the employed calculation methods and tools is to be demonstrated to the satisfaction of ABS.

5.3

Diffraction-Radiation Methods
Computations of the wave-induced motions and loads should be carried out using appropriate, proven
methods. Preference should be given to the application of seakeeping analysis codes utilizing threedimensional, potential flow-based diffraction-radiation theory. These codes, based on linear wave and
motion assumptions, make use of boundary element methods with constant or higher order sink-source
panels over the entire wetted surface of the hull on which the hydrodynamic pressures are computed. All
six degrees-of-freedom rigid-body motions of the vessel should be accounted for.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section 5: Wave-induced Load Components

SECTION

Wave-induced Load Components

General
Wave-induced loads on a buoyant structure are complicated because, in addition to producing direct forces
(e.g., wave pressures on the external surface of the hull), there are indirect force components produced by
the rigid body motions of the vessel. The motions result in inertial forces and rotational components of the
(quasi-statically considered) loads. These two motion-related load components are referred to below as the
inertial and quasi-static load components.
The treatment of the various load and motion effects is typically done through the use of their real and
imaginary parts that are employed separately in structural analyses. In a physical sense, the real and
imaginary parts correspond to two wave systems that are 90 degrees out of phase relative to each other.
The following Subsections list the primary wave-induced load components that are to be considered in the
Spectral-based Fatigue Analysis of a vessel. Using the methods and calculation tools that are mentioned in
Section 4, the Response Amplitude Operators (RAOs) for the listed components should be obtained.

External Pressure Component

3.1

Total Hydrodynamic Pressures

The total hydrodynamic pressure should include the direct pressure components due to waves and the
components due to hull motions. The components of the hydrodynamic pressure should be determined
from the model and calculation procedure mentioned in Section 4.

3.3

Intermittent Wetting (15 August 2006)

Ship motion analysis based on linear theory will not predict the non-linear effects near the mean waterline
due to intermittent wetting. In actual service, this phenomenon is manifested by a reduction in the number
of fatigue cracks at side shell plating stiffeners located near the waterline compared to those about four (4)
or five (5) bays below. To take into account the pressure reduction near the mean waterline due to this nonlinearity, the following reduction factor can be used:
RF = 0.5[1.0 + tanh(0.35d)]
where d is depth, in meters, of the field point below the still-water waterline.
Note:

3.5

10

In order to correctly implement the intermittent wetting effects, the size of hydrodynamic panel of side shell near
waterline should be appropriately modeled with consideration of longitudinal spacing. It is recommended that the
size of panel be no greater than two times of side longitudinal spacing in the vertical direction.

Pressure Distribution on Finite Element Models

The pressure distribution over a hydrodynamic panel model may be too coarse to be used directly in the
structural FEM analysis. Therefore, as needed, the pressure distribution is to be interpolated (3-D linear
interpolation) over the finer structural mesh.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section

Wave-induced Load Components

Internal Load Components

5.1

Tank Pressures
As stated in Subsection 5/1, the vessel motion-related, internal tank pressure is composed of quasi-static
and inertial components. The quasi-static component results from the instantaneous roll and pitch of the
vessel. The inertial component is due to the acceleration of the fluid caused by vessel motion in six degrees
of freedom. The vessel motion should be obtained from analysis performed in accordance with Section 4.
The total internal tank pressure for each of the tank boundary points can be calculated as follows:
P = Po + ht {[(gx + ax)2 + (gy + ay)2 + (gz + az)2]}0.5
where
P

total internal tank pressure at a tank boundary point

Po

value of the pressure relief valve setting

density of the fluid cargo or ballast

ht

total pressure head defined by the height of the projected fluid column in the
direction to the total acceleration vector

ax, ay, az =

longitudinal, lateral and vertical motion wave-induced accelerations relative to the

vessels axis system at a tank boundary point.

gx,,gy,,gz =

longitudinal, lateral and vertical instantaneous gravitational accelerations relative to

the vessels axis system at a tank boundary point.

The internal pressure at the tank boundary points can be linearly interpolated and applied to all of the
nodes of the structural analysis model defining the tank boundary.

5.3

Dry Bulk Cargo Loads

5.3.1

General
Dry bulk cargo loads in the cargo holds should be determined and applied to the structural analysis
model. Both the quasi-static and inertial bulk cargo load components should be included in the
analysis. As appropriate, it can be assumed that the hold is full or partially loaded, and there is no
relative movement between the hold and the bulk cargo that the hold contains.

As appropriate, the fluid pressure on ballast tank boundaries and the boundaries of a cargo hold
carrying water ballast should be considered in the analysis, in accordance with 5/5.1.

FIGURE 1
Hold Boundary Definition
= 90

= 0
: Structural Surface Angle
ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

11

Section

5.3.2

Wave-induced Load Components

Definitions
=
angle of repose, deg., in accordance with IMO publication, Code of Safe Practice for
Solid Bulk Cargoes

slope of structural surface (0 to 90 deg.)

the density of the bulk cargo

roll angle, positive starboard down

aV

local vertical acceleration in ship fixed coordinate system

aT

local transverse acceleration in ship fixed coordinate system

horizontal distance from the centerline of the cargo hold to the point of interest on the
hold boundary

gravitational acceleration

static head to cargo upper surface which may have a shape, vertical distance from the
cargo surface to the point of interest on the cargo hold boundary

5.3.3

Pressure Components
The internal bulk load is composed of quasi-static and inertial pressure components. The quasistatic component results from gravity, considering the instantaneous roll and pitch displacements
of the vessel. The inertial component is due to the acceleration of the bulk cargo caused by the
ship motion in six degrees of freedom. The ship motion should be obtained from the ship motion
analysis presented in Section 4.

5.3.4

Quasi-static Components
The bulk load due to gravity can be decomposed into the vertical and horizontal components of
the bulk loads.

The vertical load on a unit area of panel is expressed as:

Fv = gh cos
where is the density of the bulk cargo.
The horizontal load on a unit area of panel is expressed as:
Fh = gh (1 sin 0) sin
The above formulas are applicable to a heaped (untrimmed) cargo and also to a (trimmed) flat cargo.

FIGURE 2
Vertical and Horizontal Force Components of Quasi-Static Load
Top of bulk cargo

Fv

Sloped bottom

Fh
Unit
Width

12

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section

Wave-induced Load Components

The quasi-static load is further decomposed into the normal and tangential components relative to
the boundary surfaces of the cargo hold. The following formulas can be used to calculate the bulk
pressures on the bottom, and the sloped and vertical walls of a cargo hold.
The normal load on a unit area of panel is given by:
Ns = ghe[cos2 ( ) + (1 sin 0) sin2( )]
The tangential load on a unit area of panel is given by:
Ts = ghe[sin 0 sin ( ) cos ( )]
where

density of the bulk cargo

he

effective head of bulk cargo which is the quasi-static pressure head defined
by the height of the projected bulk cargo column in the direction of the
gravitational acceleration vector at the inclined vessel position. In the case of
a flat surface of bulk cargo, it becomes h/cos()

The inclination of the hold due to roll and pitch of the vessel should be considered in the
calculation of the bulk cargo pressure. The direction of gravitational forces in the vessels fixed
coordinate system varies with the roll and pitch, resulting in a change of the pressure head and,
correspondingly, the quasi-static pressure.

FIGURE 3
Normal and Tangential Load Components
of Quasi-Static Load in a Rolled Position

Fy

Fz

he

NS
TS

NS
NS

TS

TS

5.3.5

Inertial Components
The inertial components are due to the instantaneous accelerations (longitudinal, transverse and
vertical) at the hold boundary points. This total instantaneous internal bulk loading (quasi-static +
inertial) for each of the modeled hold boundary points should be obtained.

In this procedure, the vertical, transverse and longitudinal accelerations due to the ship motion are
defined in the ship coordinate system. Therefore, transformation of the acceleration to the ship
system due to roll and pitch inclinations will not be needed. The bulk cargo loads caused by
vertical and transverse accelerations due to the ship motion are described below.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

13

Section

Wave-induced Load Components

5.3.5(a) Inertial Pressure due to Vertical Accelerations. The pressure due to vertical acceleration
is further decomposed into the normal and tangential components relative to the boundary surfaces
of the cargo hold.
The normal pressure is given by:
NV = aV h [cos2 + (1 sin 0) sin2)]
The tangential pressure is given by:
TV = aV h (sin 0 sin cos )
where
NV

normal component of instantaneous internal bulk cargo pressure at a hold

boundary point

TV

tangential component of instantaneous internal bulk cargo pressure at a hold

boundary point

density of the bulk cargo

FIGURE 4
Pressures Due to Vertical Acceleration
Fy
Fz

NV

NV
NV

TV

aV

5.3.5(b) Pressure Due to Transverse Acceleration. The pressure due to transverse acceleration is
further decomposed into the normal and tangential components relative to the boundary surfaces
of the cargo hold.
The normal pressure may be calculated by:
NT = CnaTb[cos2(90 ) + (1 sin 0) sin2(90 )]
The tangential pressure may be calculated by:
TT = CtaTb[sin 0 sin (90 ) cos (90 )]
where

14

NT

normal component of instantaneous internal bulk cargo pressure at a hold

boundary point

TT

tangential component of instantaneous internal bulk cargo pressure at a hold

boundary point

density of the bulk cargo

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section

Wave-induced Load Components

Cn , Ct

friction reduction factors due to transverse acceleration for normal component

and tangential component, respectively. These factors, in general, depend on
the type of bulk cargo and should be determined based on reliable test data.
If no such data are available, the following values may be used:

0.35

for ore

0.6

for grain

FIGURE 5
Pressures Due to Transverse Acceleration
Fy
Fz

NT

NT
NT

TT

aT

The total pressure can be obtained by adding the quasi-static component and the inertial bulk cargo pressure.
The formulas in 5/5.3.4 and 5/5.3.5 can be used for the pitched condition with longitudinal acceleration by
replacing the roll angle, transverse acceleration and transverse pressure with pitch angle, longitudinal
acceleration and longitudinal pressure, respectively.

5.5

Container Loads
5.5.1

General
The loads on hull structure that result from containers in a cargo hold, where all containers in the
hold are restrained by cell guides, and on deck should be determined and applied to the structural
analysis model. Quasi-static and inertial container load components should be included in the analysis.
It is assumed that there is no relative movement between the hull and containers.

As applicable, ballast water and fuel oil pressure loadings (primarily on double bottom and wing
tank boundary structure) should be considered in the analysis, in accordance with 5/5.1.
5.5.2

Load Components
The container load is composed of quasi-static and inertial load components. The quasi-static
component results from gravity, considering the instantaneous roll and pitch displacements of the
vessel. The inertial component is due to the acceleration of the container cargo caused by the ship
motion in six degrees of freedom. The ship motion should be obtained from the ship motion analysis
presented in Section 4.

5.5.3

Quasi-Static Load
The quasi-static load due to gravity can be decomposed into the vertical and transverse components
of the container loads.

The vertical load on the inner bottom and on the deck due to containers is expressed as:
FV = w cos
ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

15

Section

Wave-induced Load Components

where
w

weight of a container

roll angle

The vertical load due to a stack of containers may be summed and applied to the appropriate nodes
on the inner bottom plating. The total vertical load due to the containers on deck may be applied to
the appropriate nodes on the hatch coaming top plates.
The transverse load is expressed as:
FT = w sin
The transverse load due to containers may be distributed to the appropriate nodes on the bulkhead
structure via container cell guides. The total transverse load due to the containers on deck may be
applied to the suitable nodes on the hatch coaming top plates, considering, as appropriate, the
effects of the container lashing system.
The formulas given above can also be used for the pitched condition by replacing the roll angle
with the pitch angle.
The inclination of the hold due to the roll and pitch of the vessel should be considered in the
calculation of the container cargo load. The direction of gravitational forces in the vessels fixed
coordinate system varies with the roll and pitch, resulting in a change of the magnitude of vertical,
transverse and longitudinal loads.

FIGURE 6
Vertical and Transverse Force Components of Static Load

FT
FV

5.5.4

Inertial Loads
The inertial load is due to the instantaneous accelerations (longitudinal, transverse and vertical) of
the container as calculated at the center of gravity (CG) of a container. This total instantaneous
container loading (quasi-static + inertial) should be calculated and applied to the appropriate nodes
of the structural analysis model.

In this procedure, the vertical, transverse and longitudinal accelerations due to the ship motion
should be defined in the ship coordinate system. Therefore, transformation of the acceleration to
the ship system due to roll and pitch inclinations will not be needed. The container loads caused
by vertical and transverse accelerations due to the ship motion are described below.

16

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Section

Wave-induced Load Components

The inertial load due to a vertical acceleration is calculated by:

NV = w av/g
where
NV

vertical component of instantaneous container load

av

vertical acceleration

gravitational acceleration

The inertial load due to transverse acceleration is calculated by:

NT = w aT/g
where
NT

normal component of instantaneous container load at a hold boundary point

aT

transverse acceleration

The approach outlined above can also be used for a pitched condition with longitudinal acceleration
by replacing the roll angle and transverse acceleration with pitch angle and longitudinal acceleration,
respectively.
The vertical and transverse components of the motion-induced load should be applied to the
structural analysis model, as described in 5/5.5.3. The total load is obtained by summing the quasistatic component and the inertial container cargo load.

FIGURE 7
Inertial Loads Due to Acceleration

NT

NV

aT
aV

Loads from the Motions of Discrete Masses

Vessel motions produce loads acting on the masses of lightship structure and equipment. There are
quasi-static and inertial components which can be obtained in the following manner. The motion-induced
acceleration, At, is determined for each discrete mass from the formula:
At = (R )2 + a

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

17

Section

Wave-induced Load Components

where
R

distance vector from the hulls CG to the point of interest

rotational motion vector

cross product between the vectors

translation acceleration vector

relevant frequency

Using the real and imaginary parts of the complex accelerations calculated above, the motion-induced load
is computed by:
F = m (At)
where m is the discrete mass under consideration.
The real and imaginary parts of the motion-induced loads from each discrete mass in all three directions
are calculated and applied to the structural model.

18

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Section 6: Loading for Global Finite Element Method (FEM) Structural analysis Model

SECTION

Loading for Global Finite Element Method (FEM)

Structural Analysis Model

General
For each heading angle and wave frequency at which the structural analysis is performed (see Subsection
2/3), two load cases corresponding to the real and imaginary parts of the frequency regime wave-induced
load components are to be analyzed. Then, for each heading angle and wave frequency, the stress range
transfer function, H(|), is obtained for each considered Base Vessel Loading Condition.

Number of Load Cases

The number of combined load cases for each Base Vessel Loading Condition can be relatively large. When
the structural analysis is performed for 33 frequencies (0.2 to 1.80 rad/s at 0.05 increment) and 12 wave
headings (0 to 360 degree at 30 degree increment), the number of combined Load Cases is 792 (considering
separate real and imaginary cases). If there are two (2) Base Vessel Loading Conditions, the total number
of load cases is (2 792) = 1584.

Equilibrium Check
The applied hydrodynamic external pressure should be in equilibrium with the other loads applied. The
unbalanced forces in three global directions for each load case should be calculated and checked. For head
sea condition, the unbalanced force should not exceed one percent of the displacement. For oblique and
beam sea condition, it should not exceed two percent of the displacement. These residual forces could be
balanced by adding suitably distributed inertial forces [so called inertial relief] before carrying out the
FEM structural analysis.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

19

Section 7: Structural Modeling and Analysis

SECTION

Structural Modeling and Analysis

General
The stress range transfer function, H(|), for a location where the fatigue strength is to be evaluated
should be determined by the finite element method (FEM) of structural analysis, using a three dimensional
(3-D) model representing the entire hull structure. This analysis may produce results of sufficient accuracy,
but more typically, it is also necessary to perform fine mesh analyses of local areas, using boundary a
condition determined from the whole ship analysis. The load cases to be used in the analysis should be
those obtained in accordance with Section 6.
As necessary to evaluate the fatigue strength of local structure, finer mesh FEM analyses are also to be
performed. Results of nodal displacements or forces obtained from the overall 3-D analysis model are to
be used as boundary conditions in the subsequent finer mesh analysis of local structures.
Specialized fine mesh FEM analysis is required in the determination of stress concentration factors
associated with the hot-spot fatigue strength evaluation procedures (see Subsection 7/7).
Note:

Reference should be made to additional ABS Guidance on the expected modeling and analysis of vessel structure,
e.g., the ABS Finite Element Analysis Guidance that is provided with the SafeHull software. While there are significant
differences in the extent of structural model described here and the partial hull model pursued in SafeHull, numerous
detailed modeling considerations are shared, such as element types, mesh sizes, dependence between local and global
models, etc.

3-D Global Analysis Modeling

The global structural and load modeling should be as detailed and complete as practicable. For the
Spectral-based Fatigue Analysis of a new-build structure, gross scantlings are ordinarily used.
In making the model, a judicious selection of nodes, elements and degrees of freedom is to be made to
represent the stiffness and inertial properties of the hull. Lumping of plating stiffeners, use of equivalent
plate thickness and other techniques may be used to keep the size of the model and required data
generation within manageable limits.
The finite elements, whose geometry, configuration and stiffness closely approximate the actual structure,
are of three types:

i)

Truss or bar elements with axial stiffness only

ii)

Beam elements with axial, shear and bending stiffness

iii)

Membrane and bending plate elements, either triangular or quadrilateral

Analyses of Local Structure

More refined local stress distributions should be determined from the fine mesh FEM analysis of local
structure. In the fine mesh models, care is to be taken to accurately represent the structures stiffness as
well as its geometry. Boundary displacements obtained from the 3-D global analysis are to be used as
boundary conditions in the fine mesh analysis. In addition to the boundary constraints, the pertinent local
loads should be reapplied to the fine mesh models.

20

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Section

Structural Modeling and Analysis

Hot Spot Stress Concentration

When employing the so-called Hot-Spot Stress Approach (for example, to determine the fatigue strength
at the toe of a fillet weld), it is necessary to establish a procedure to be followed to characterize the
expected fatigue strength. The two major parts of the procedure are (a) the selection of an S-N Data Class
(see Section 8) that applies in each situation; and (b) specifying the fine mesh FEM model adjacent to the
weld toe detail and how the calculated stress distribution is extrapolated to the weld toe (hot-spot) location.
Section 7, Figure 1 shows an acceptable method that can be used to extract and interpret the near weld
toe element stresses and to obtain a (linearly) extrapolated stress at the weld toe. Element sizes in such
cases near the weld toe would be close to the thickness of the plating. When stresses are obtained in this
manner, the use of the E class S-N data (see Appendix 2) is considered to be most appropriate.

FIGURE 1
Definition of Hot Spot Stress
Peak Stress
Weld Toe "Hot Spot" Stress

Weld Toe
~
~ t

Weld Toe Location

t/2
3t/2

Weld hot spot stress can be determined from linear extrapolation to the weld toe, using calculated stresses
at t/2 and 3t/2 from the weld toe. Defining stresses are the principal surface stresses (considering a
bending plate element type) at the locations shown. A description of the numerical extrapolation
procedure is given in Appendix 5C-1-A1 of the Steel Vessel Rules (and also in other, similar locations of
the Steel Vessel Rules.)

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

21

Section 8: Fatigue Strength

SECTION

Fatigue Strength

General
The previous sections of this Guide have addressed establishing the stress range (demand) for locations in
the structure for which the adequacy of fatigue strength is to be evaluated. The capacity of a location to
resist fatigue damage is characterized by the use of S-N Data, which are described below. Refer to the
Appendix 2 of this Guide and Part 5C of the Steel Vessel Rules concerning the S-N Data recommended by
ABS.
Using the S-N approach, fatigue strength (capacity) is usually characterized in one of two ways. One way
is called a nominal stress approach. In this approach, the acting variable stress range (demand) is considered
to be obtained adequately from the nominal stress distribution (which may include so-called geometric
stress concentration effects) in the area surrounding the particular location for which the fatigue life is
being evaluated. The other way of characterizing fatigue strength (capacity) at a location is the hot-spot
approach (see Subsection 7/7). The hot-spot approach is needed for locations where complicated geometry
or relatively steep local stress gradients would make the use of the nominal stress approach inappropriate
or questionable.
Reference should be made to Part 5C of the Steel Vessel Rules for further explanation and application of
these two approaches and for guidance on the categorization of structural details into the various S-N data
classes.

S-N Data (15 November 2009)

To provide a ready reference, the S-N Data recommended by ABS are given in Appendix 2 of this Guide.
(Note: source United Kingdoms Dept of Energy (HSE) Guidance Notes, 4th Edition.)

There are various adjustments (reductions in capacity) that may be required to account for factors such as a
lack of corrosion protection (coating) of structural steel and relatively large plate thickness. The
imposition of these adjustments on fatigue capacity will be in accordance with ABS practice for vessels.
There are other adjustments that could be considered to increase fatigue capacity above that portrayed by
the cited S-N data. These include adjustments for compressive mean stress effects, a high compressive
portion of the acting variable stress range and the use of weld improvement techniques. The use of a
weld improvement technique, such as weld toe grinding or peening to relieve ambient residual stress, can
be effective in increasing fatigue life. However, credit should not be taken of such a weld improvement in
the design phase of the structure. Consideration for granting credit for the use of weld improvement
techniques should be reserved for situations arising during construction, operation or future reconditioning
of the structure. An exception may be made if the target design fatigue life cannot be satisfied by other
preferred design measures such as refining layout, geometry, scantlings and welding profile to minimize
fatigue damage due to high stress concentrations. Grinding or ultrasonic peening can be used to improve
fatigue life in such cases. The calculated fatigue life is to be greater than 15 years excluding the effects of
life improvement techniques. Where an improvement technique is applied, full details of the grinding
standard including the extent, profile smoothness particulars, final weld profile, and improvement technique
workmanship and quality acceptance criteria are to be clearly shown on the applicable drawings and
submitted for review together with supporting calculations indicating the proposed factor on the calculated
fatigue life.

22

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Section

Fatigue Strength

Grinding is preferably to be carried out by rotary burr and to extend below the plate surface in order to
remove toe defects and the ground area is to have effective corrosion protection. The treatment is to
produce a smooth concave profile at the weld toe with the depth of the depression penetrating into the plate
surface to at least 0.5 mm below the bottom of any visible undercut. The depth of groove produced is to be
kept to a minimum, and, in general, kept to a maximum of 1 mm. In no circumstances is the grinding depth
to exceed 2 mm or 7% of the plate gross thickness, whichever is smaller. Grinding has to extend to areas
well outside the highest stress region.
The finished shape of a weld surface treated by ultrasonic peening is to be smooth and all traces of the
weld toe are to be removed. Peening depth below the original surface is to be maintained at least 0.2 mm.
Maximum depth is generally not to exceed 0.5 mm.
Provided these recommendations are followed, an improvement in fatigue life by grinding or ultrasonic
peening up to a maximum of 2 times may be granted.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

23

Section 9: Fatigue Life (Damage) Calculation and Acceptance Criteria

SECTION

Fatigue Life (Damage) Calculation and

Acceptance Criteria

General
Mathematically, Spectral-based Fatigue Analysis begins after the determination of the stress transfer
function. Wave data are then incorporated to produce stress-range response spectra, which are used to
describe probabilistically the magnitude and frequency of occurrence of local stress ranges at the locations
for which fatigue strength is to be calculated. Wave data are represented in terms of a wave scatter
diagram and a wave energy spectrum. The wave scatter diagram consists of sea-states, which are shortterm descriptions of the sea in terms of joint probability of occurrence of a significant wave height, Hs, and
a characteristic period.
An appropriate method is to be employed to establish the fatigue damage resulting from each considered
sea state. The damage resulting from individual sea states is referred to as short-term. The total fatigue
damage resulting from combining the damage from each of the short-term conditions can be accomplished
by the use of a weighted linear summation technique (i.e., Miners Rule).
Appendix 3 contains a detailed description of the steps involved in a suggested Spectral-based Fatigue
Analysis method that follows the basic elements mentioned above. ABS should be provided with background
and verification information that demonstrates the suitability of the analytical method employed.

Acceptance Criteria
The required fatigue strength can be specified in several ways, primarily depending on the evaluation
method employed. For the Spectral-based approach, it is customary to state the minimum required fatigue
strength in terms of a Damage ratio (D) or minimum target Life (L). The latter is employed in this Guide
and in the Steel Vessel Rules.

24

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Appendix 1: Wave Data

APPENDIX

Wave Data

The Spectral-based Fatigue Analysis of a vessel that is classed for unrestricted service should be based
on the wave scatter diagram data given below.

TABLE 1
ABS Wave Scatter Diagram for Unrestricted Service Classification (1 December 2007)
*

Wave heights taken as significant values, Hs

** Wave periods taken as zero crossing values, TZ

Wave Period (sec)**

Wave Height (m)*

0.5

3.50

4.50

5.50

6.50

7.50

8.50

9.50

10.50

11.50

12.50

13.50

Sum
Over All
Periods

21158

260

1344

2149

1349

413

76

10

1.5

55

1223

5349

7569

4788

1698

397

69

5610

2.5

406

3245

7844

7977

4305

1458

351

65

10

25670

3.5

113

1332

4599

6488

4716

2092

642

149

28

20161

4.5

30

469

2101

3779

3439

1876

696

192

43

12625

5.5

156

858

1867

2030

1307

564

180

46

7016

6.5

52

336

856

1077

795

390

140

40

3688

7.5

1906

18

132

383

545

452

247

98

30

8.5

53

172

272

250

150

65

22

990

9.5

22

78

136

137

90

42

15

522

10.5

37

70

76

53

26

10

282

11.5

18

36

42

32

17

156

12.5

19

24

19

11

88

13.5

10

14

12

51

>14.5

13

19

19

13

77

24880

26874

18442

8949

3335

1014

266

100000

Sum over
All Heights

326

3127

12779

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

25

Appendix 2: Basic Design S-N Curves

APPENDIX

Basic Design S-N Curves

FIGURE 1
S-N Curves

The S-N Curves are represented by the following equation:

Sm N = A
where
S

stress range

number of cycles to failure

A, m =

26

parameters representing the intercept and inverse slope of the upper (left) portion of
the S-N Curve. These change at N = 107 cycles to C and r, respectively. Values of
these parameters are given in the following table.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Appendix 2

Basic Design S-N Curves

TABLE 1
Parameters For Basic S-N Design Curves (1 December 2007)
N 107

N > 107

A
(For MPa units)

C
(For MPa units)

Class
B

1.013 1015

1.020 1019

13

4.227 10

1.519 1012

3.5

17

2.584 10

5.5

4.239 1015

12

1.035 10

15

2.300 10

6.315 1011

9.975 1014

14

14

F2

11

4.307 10

5.278 10

11

2.477 10

2.138 10

1.574 1011

1.016 1014

Refer to Part 5C of the Steel Vessel Rules on the categorization of structural details into the
indicated classes.
Notes for Application of Classes:
Class B: Parent material with automatic flame-cut edges ground to remove flame cutting drag line.
Class C: Parent material with automatic flame-cut edges and full penetration butt welds ground flush in way of
hatch corners in container carriers or similar deck areas in other vessel types.
Class D: Full penetration butt welds in way of hatch corners in container carriers or similar deck areas in other
vessel types.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

27

Appendix 3: Outline of a Closed Form Spectral-based Fatigue Analysis Procedure

APPENDIX

Outline of a Closed Form Spectral-based Fatigue

Analysis Procedure

Notes:

(1)

This Appendix is referred to in Section 9. It is provided to describe the formulations comprising a Spectral-based
Fatigue Analysis approach, which can be employed to satisfy the criteria to obtain the SFA (years) Classification
notation. However, it is often at this formulation level that valid variations of a method may be introduced. For
that reason, it is emphasized that the contents of this Appendix are provided primarily to illustrate principle rather
than to give mandatory steps for the Spectral-based Fatigue method.

(2)

The procedure described below considers the use of a wave scatter diagram representative of a one-year period
(i.e., as in Appendix 1). Where a different base period for the wave scatter diagram is employed, the procedure
must be suitably modified.

General
In the short-term closed form approach described below, the stress range is normally expressed in terms
of probability density functions for different short-term intervals corresponding to the individual cells or
bins of the wave scatter diagram. These short-term probability density functions are derived by a spectral
approach based on the Rayleigh distribution method, whereby, it is assumed that the variation of stress is a
narrow-banded random Gaussian process. To take into account effects of swell, which are not accounted
for when the wave environment is represented by the scatter diagram, Wirschings rainflow correction
factor is applied in the calculation of short-term fatigue damage. Having calculated the short-term damage,
the total fatigue damage is calculated through their weighted linear summation (using Miners rule).
Mathematical representations of the steps of the Spectral-based Fatigue Analysis approach just described
are given next.

Key Steps in Closed Form Damage Calculation

1.

Determine the complex stress transfer function, H(|), at a structural location of interest for a
particular load condition. This is done in a direct manner where structural analyses are performed
for the specified ranges of wave frequencies and headings, and the resulting stresses are used to
explicitly generate the stress transfer function.

2.

Generate a stress energy spectrum, S(|Hs, Tz, ), by scaling the wave energy spectrum S(|Hs,
Tz) in the following manner:
S(|Hs, Tz, ) = |H(|)|2 S(|Hs, Tz) ...........................................................................(1)

3.

Calculate the spectral moments. The nth spectral moment, mn, is calculated as follows:

m n = n S(|Hs, Tz, ) d ...........................................................................................(2)

0

28

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Appendix 3

Outline of a Closed-form Spectral-based Fatigue Analysis Procedure

Most fatigue damage is associated with low or moderate seas, hence, confused short-crested sea
conditions must be allowed. Confused short-crested seas result in a kinetic energy spread, which
is modeled using the cosine-squared approach, (2/) cos2. Generally, cosine-squared spreading
is assumed from +90 to 90 degrees on either side of the selected wave heading. Applying the
wave spreading function modifies the spectral moment as follows:

mn =

= + 90
0 =

4.

2
2
n
cos S ( | H s , T z , )d ........................................................ (3)

90

(1 December 2007) Using the spectral moments, the Rayleigh probability density function (pdf)
describing the short term stress-range distribution, the zero up-crossing frequency of the stress
response and the bandwidth parameter used in calculating Wirschings rainflow correction are
calculated as follows:
Rayleigh pdf:
g (s) =

s

exp
2 2
4 2

........................................................................................ (4)

Zero-up crossing frequency, in Hz:

f =

m2
.................................................................................................................. (5)
m0

1
2

Bandwidth Parameter:

= 1

m 22
............................................................................................................... (6)
m0 m 4

where
s

m0, m2, m4
5.

stress range (twice the stress amplitude)

m0

spectral moments

(1 December 2007) Calculate cumulative fatigue damage based on Palmgren-Miners rule, which
assumes that the cumulative fatigue damage (D) inflicted by a group of variable amplitude stress
cycles is the sum of the damage inflicted by each stress range (di), independent of the sequence in
which the stress cycles occur:
D=

i =1

di =

ni

N
i =1

......................................................................................................... (7)

where

ni

number of stress cycles of a particular stress range

Ni

average number of loading cycles to failure under constant amplitude loading

at that stress range according to the relevant S-N curve

number of considered stress range intervals

Failure is predicted to occur when the cumulative damage (D) over J exceeds a critical value equal
to unity.

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

29

Appendix 3

Outline of a Closed-form Spectral-based Fatigue Analysis Procedure

The short term damage incurred in the i-th sea-state, assuming a S-N curve of the form N = AS-m,
is given by:

T
Di = (k t k ms k h s ) m f 0i pi g i ds ..................................................................................(8)
A 0

where

Di

damage incurred in the i-th sea-state

kh

a factor for high tensile steel, applicable to parent material only

1.000

for mild steel or welded connections

0.926

for H32 steel

0.885

for H36 steel

0.870

for H40 steel

a factor for thickness effect, which is not applicable to the longitudinal

stiffeners which are of flat bars or bulb plates

kt

t

22

1.0

for t < 22 mm

0.25

for cruciform joints, transverse T joints, plates with transverse

attachments

0.20

for transverse butt welds

0.10

for butt welds ground flush, base metal, longitudinal welds or

attachments

for t 22 mm

If it can be conclusively established that the detail under consideration is always subject
to a mean stress of ms, D is to be adjusted by a factor kms.

kms

30

a factor for mean stress effect, which is

1.0

for ms > s4/2

0.85 + 0.3ms/s4

for s4/2 ms s4/2

0.7

for ms < s4/2

ms

mean stress

s4

long-term stress range corresponding to the representative probability level

of 10-4

m, A =

physical parameters describing the S-N curve

design life, in seconds

f0i

zero-up-crossing frequency of the stress response, Hz

pi

joint probability of Hs and Tz

gi

probability density function governing s in the i-th sea state

specific value of stress range

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

Appendix 3

Outline of a Closed-form Spectral-based Fatigue Analysis Procedure

Summing Di over all of the sea-states in the wave scatter diagram leads to the total cumulative
damage, D. Therefore:

M
f T
D = (k h k t k ms )m 0 s m
f 0i p i g i / f 0 ds ............................................................. (9)
A 0 i 1

where

total cumulative damage

f0

average frequency of s over the lifetime

i pif0i (where the summation is done from i = 1 to M, the number of

considered sea-states)

Introducing long-term probability density function, g(s) of the stress range as:

f pg
g (s) =
f p
0i

0i

........................................................................................................ (10)

and

NT = total number of cycles in design life = f0T

the expression for total cumulative damage, D, can be rewritten as:

D = (k h k t k ms )
6.

NT
A

g ( s )ds .................................................................................... (11)

If the total number of cycles, NT, corresponds to the required minimum Design Life of 20 years,
the Calculated Fatigue Life would then be equal to 20/D. Increasing the design life to higher
values can be done accordingly. The fatigue safety check is to be done in accordance with the
applicable Rules where factors of safety (or Fatigue Design Factors) are specified.

Closed Form Damage Expression (1 December 2007)

For all one-segment linear S-N curves, the closed form expression of damage, D, as given by equation 9, is
as follows:

D=

T
(2 2 ) m (m/2 + 1)
A

(m, ) f
i

0i

pi (k h k t k ms i ) m ...................................................... (12)

i =1

where

complete gamma function with the argument (m/2 + 1)

m0 for the i-th considered sea state
rainflow factor of Wirsching and is defined as:

(m, i) = a(m) + [1 a(m)][1 i]b(m) .................................................................... (13)

where
a(m) =

0.926 0.033m

b(m) =

1.587m 2.323

Spectral Bandwidth (equation 6)

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004

31

Appendix 3

Outline of a Closed-form Spectral-based Fatigue Analysis Procedure

For bi-linear S-N curves (see Appendix 2) where the negative slope changes at point Q = (NQ, SQ) from m
to r = m + m (m > 0) and the constant A changes to C, the expression for damage, as given in equation
12, is as follows:
D=

T
(2 2 ) m (m/2 + 1)
A

(m, )
i

i f 0i

pi (k h k t k ms i ) m ...................................................(14)

i =1

where i is the endurance factor having its value between 0 and 1 and measuring the contribution of the
lower branch to the damage. It is defined as:
SQ

i = 1

A
s g i ds (k h k t k ms )m
C
0

SQ

] s

m + m

g i ds

...................................................................(15)

g i ds

If g(s) is a Rayleigh distribution, then i is:

i = 1

0 (m / 2 + 1, vi ) (1 / vi ) m / 2 (k h k t k ms )
(m / 2 + 1)

] (r / 2 + 1, v ) .............................................(16)
0

where

vi

SQ

2 2
i

incomplete gamma function and is

x

0 (a, x) = u a 1 exp(u )du

0

See steps 2-6 above, regarding the fatigue safety check.

32

ABS GUIDANCE NOTES ON SPECTRAL-BASED FATIGUE ANALYSIS FOR VESSELS . 2004