ShipRight

Design and Construction

Direct Calculations for Special Service Craft of

Metallic Construction

August 2015
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Contents
DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

Introduction

Section 1 General requirements

2 Direct calculation report
3 Model extents (full craft/ PART A models)
4 Model extents (primary structure/ PART A models)
5 Model extents (local detail/ PART B models)

PART A Global Response Analysis

Section 1 Application
2 Objectives
3 Structural modelling
4 Loading
5 Boundary conditions
6 Acceptance criteria

PART B Analysis of Local Details

Section 1 Application
2 Objectives
3 Structural modelling
4 Loading and boundary conditions
5 Acceptance criteria
DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

Glossary of Symbols
Higher tensile steel factor (see Pt 6, Ch 2,2.4 of the Rules and Regulations for the Classification of
kL =
Special Service Craft)
-3
ρ = Density of sea-water in t/m
2
g = Gravitational constant to be taken as 9,81 m/sec
h = Local head for pressure evaluation in metres
LCG = Longitudinal Centre of Gravity
2
Specified minimum yield stress or 0,2 per cent proof stress (as appropriate) of material in N/mm
σo = 2
(σo for steels having a yield stress above 355 N/mm will be specially considered)
2
τshear = Shear stress in N/mm
σx = Direct stress in element x direction in N/mm
2

σy = Direct stress in element y direction in N/mm

2

2
τxy = Shear stress in element in xy plane in N/mm
2
σe = Von Mises equivalent stress in N/mm = σ x 2 + σ y 2 − σ xσ y + 3τxy2

σcr = Critical buckling stress in N/mm

2

σaxial = Axial stress in N/mm

2

σextreme fibre = Stress in extreme fibres in N/mm

2

σactual = Equivalent design stress in N/mm

2

E = Materials - Young’s Modulus

Le = Effective length of pillar, in mm (generally taken as 0,8 overall length of pillar)
r = Least radius of gyration of pillar cross-section, in mm
σcr
λ = Factor against elastic buckling =
σactual

t = Thickness of the thinnest plate in way of area of interest in mm

δn = Translation in the n direction in metres

θn = Angular rotation in the n direction in radians

NOTE: Compressive stress is to be represented as a negative value.

Introduction

■ Section 1
General requirements
1.1 The guidance set out in this document is to provide direction on the suitable modelling, assessment and presentation of the
strength structure of Special Service Craft (SSC) of metallic construction using finite element methods.

1.2 SSC are those defined in the Rules and Regulations for the Classification of Special Service Craft (hereinafter referred to as
Rules for Special Service Craft), Pt 1, Ch 2, Section 2.

1.3 This guidance is intended to be used in conjunction with the Rules for Special Service Craft and does not cover trimarans.
Rules and procedures for the direct calculation of trimaran structures can be found in Volume 4 of the Rules for the Classification of
Trimarans.

1.4 In addition, this document does not extend to providing specific guidance on fatigue calculations. Although direct calculation
may take a number of forms, e.g. formulaic calculation, matrix analysis etc., for the purposes of this document, it is assumed that where
direct calculations are discussed in the Rules for Special Service Craft, the reference is to Finite Element Analysis (FEA) methods.

1.5 Direct calculations are required for craft with Rule lengths (as defined in Pt 3, Ch 1, Section 6 of the Rules for Special Service
Craft) greater than:
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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

• 75 metres for steel and aluminium mono-hull craft.

• 60 metres for steel and aluminium multi-hull craft.

1.6 Direct calculations may also be specifically required for craft of a novel or unconventional design (as per Pt 3, Ch 1,1.2 of the
Rules for Special Service Craft), or for specific features of a craft where the craft has novel features, or in support of alternative
arrangements and scantlings. Examples may include but are not limited to the following scenarios:
• Where it is required to utilise the load carrying capability of the superstructure for longitudinal strength.
• Where openings are proposed in the webs of stiffeners or primary stiffeners, and the openings are not in compliance with rule
requirements.
• Local structural support for equipment foundations.
• Arrangements with large side openings, e.g. large side shell openings or superstructures with large cut-outs for windows or doors.

1.7 Additional areas and scenarios which may require direct calculations may be found throughout the relevant sections of the
Rules for Special Service Craft.

1.8 Direct calculations may also be carried out on a voluntary basis.

1.9 Where submitted and contracted, direct calculations will receive individual consideration based on the general standards of
the Rules for Special Service Craft.

1.10 Lloyd’s Register (hereinafter referred to as LR) may, when requested, undertake calculations on behalf of designers or
Builders and make recommendations in regard to suitability and verification.

1.11 Direct calculation for SSC craft or components requires:

• A detailed analysis of load cases that the craft and or component will be exposed to, or a suitable estimation based on an agreed
model, e.g. Lloyd’s Register Global strength model.
• A structural idealisation of the craft or component.
• Calculation carried out using FEA, including mesh refinements as applicable.
• Presentation of model, load cases, results and analysis in report format.

1.12 Direct calculations considered herein are to be based on three-dimensional finite plate elements and carried out in accordance
with the procedures contained in this guidance. Models consisting only of beam elements are not covered by this document.

1.13 The full craft (global analysis) direct calculation procedure comprises two parts:
• PART A, which considers verification of global strength and identification of high stress areas using a model of the full craft.
• PART B, which considers verification of the structural response of components and details using follow-up fine mesh models.

1.14 The analysis of the local details, direct calculation procedure comprises a single part:
• PART B, which considers verification of the structural response of components and details using fine mesh models.

1.15 Analysis of primary structure may also be undertaken using a limited extent model created in accordance with the guidelines in
PART A and, where necessary, followed up with local detail analysis in accordance with the guideline in PART B.

1.16 A detailed report of the calculations is to be submitted and must include the information listed in Section 2 of this
INTRODUCTION.

1.17 If the computer programs employed in creating and solving the structural model are not recognised by LR, then full particulars
of the program will also require to be submitted (see Pt 3, Ch 1,3.1.3 of the Rules for Special Service Craft).

1.18 LR may, in certain circumstances, require the submission of computer input and output to further verify the adequacy of the
calculations carried out.

1.19 Where alternative procedures are proposed, these should be agreed with LR before commencement of calculation to ensure
acceptable submission (see also 1.21).

1.20 Craft of unusual form or structural arrangements may need special consideration, and additional calculations to those
contained in this procedure may be required.

1.21 It is recommended that the designer discusses the proposed calculation with LR at an early stage of the design process. A
calculation proposal may be submitted to the local office for review prior to the commencement of the analysis.

1.22 The responsibility for error free specification and input of program data, and the subsequent correct transposal of output, rests
with the designer/Builder.

1.23 For craft of an unusual hull form, a suitable ‘loads and motions’ study may need to be performed, in order to verify the
applicability of the Rule design vertical wave loadings.

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

■ Section 2
Direct calculation report
2.1 A report is to be submitted to LR for approval of the primary structure of the craft and/ or the local supporting structure of a
component, which is to contain the following information:
• A list of plans used, including dates and versions.
• A detailed description of structural modelling, including all modelling assumptions.
• Acceptance criteria.
• Plots to demonstrate correct structural modelling and assigned properties.
• Full details of material properties used for all components, including acceptance criteria.
• Plots showing the extents of each material (and condition, where appropriate) used in the structure.
• Details of boundary conditions.
• Details of all loading conditions applied with calculated shear force and bending moment distributions.
• Details of applied loadings, and confirmation that individual and total applied loads are correct.
• Details of boundary support forces and moments.
• Plots and results that demonstrate the correct behaviour of the structural models to the applied loads.
• Summaries and plots of global and local deflections.
• Summaries and sufficient plots of von Mises, and directional (mid-plane or extreme fibre as required) surface) and shear stresses
to demonstrate that the design criteria has not been exceeded in any member.
• Summaries and sufficient plots of direct element stress in longitudinal, transverse and vertical directions for each member of
relevance.
• Summaries and plots demonstrating compliance with any additional strain and elongation acceptance criteria where present.
• Stress plots showing maximum stress and all areas where the allowable stress is exceeded (where applicable).
• Figures that are suitably clear and sized to allow easy interpretation.
• Plate buckling analysis and results.
• Pillar buckling analysis and results (where applicable).
• Tabulated results showing compliance, or otherwise, with the design criteria.
• Conclusion that the stress/deflection criteria are not exceeded under the given loads.
NOTE: Where deficiency is identified, proposed amendments to structure may be presented. In such a case, a revised
assessment of stresses and buckling capabilities is also to be detailed. However, care should be taken that inclusion of
amendments in the Report is limited, as the Report should generally be limited to the analysis of the final proposed structural
arrangement only.

■ Section 3
Model extents (full craft/PART A models)
3.1 Full craft models are typically to extend over the full length and depth of the craft, including all pillars, hull and superstructure,
structural longitudinal members and plating. Similarly, all transverse primary structures, e.g. watertight and other structural bulkheads,
are to be included in the model.

3.2 Where the craft is a multi-hull, the extents of transverse structure required in the model will be specially considered. When run,
the model should accurately represent the torsional and splitting behaviour of multi-hull craft.

3.3 The model is to represent, with reasonable accuracy, the actual geometric shape of the hull and superstructure.

3.4 Weld throats and deck equipment need not be modelled, see also PART A, Section 4, 4.3.

3.5 The model may be full or half-breadth, depending upon the degree of structural symmetry. Asymmetric designs may not be
modelled using a half-breadth model.

3.6 Openings, such as portlights, windows, hatches and shell doors, should be represented.

■ Section 4
Model extents (primary structure/ PART A models)
4.1 For models considering truncated areas of the hull for the purposes of primary structure analysis, the model should extend
longitudinally and transversely between the bulkheads and/ or the shell, and vertically between decks and/ or shell. The model should
include all pillars, hull and superstructure structural longitudinal members and plating. Similarly, all transverse primary structures, e.g.
watertight and other structural bulkheads, are to be included in the model, within the model extents. Care should be taken not to over
constrain such bounding supporting structure.

4.2 Primary structure models are to comply with 3.2 to 3.6 of this INTRODUCTION.

4.3 The acceptance requirements in this case are to be considered as those listed in the failure modes control Chapters of the
Rules for Special Service Craft Parts 6 and 7, for steel and aluminium structures respectively.

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■ Section 5
Model extents (local detail/ PART B models)
5.1 For detail models, the model extents are to be such that the effect of the local/ component loading dissipates, at model
boundaries, to a level lower than that associated with the relevant SSC design loading. Alternatively, the extent of the model is to be
chosen carefully such that its boundaries coincide with bulkheads or primary members, such as girders and floors, provided these
items are additionally modelled to allow visibility of the stresses induced in the supporting structure by the component. Care should be
taken not to over constrain such bounding supporting structure.

5.2 The model should accurately represent, with reason, all local structure appropriate to the item of investigation, subject to the
requirements of 4.1 of this INTRODUCTION, including brackets, pillars, plating, stiffeners, primary members and rider bars (sniped, as
required).

5.3 Weld throats and deck equipment need not be modelled, see also PART A, Section 4, 4.3.

5.4 Where applicable, the model may be suitably truncated, providing the correct application of a symmetric boundary condition is
applied.

5.5 All openings and appendages should be accurately modelled. Such items include, but are not necessarily limited to:
• Portlights, windows, doorways, hatches, shaft-lines and bulwarks.

5.6 Openings in primary and secondary member webs are to be modelled, including compensation arrangements. Note that it
may not be necessary to model openings such as drainage or limber-holes; the requirement for such should be discussed with LR.

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

PART A – Global Response Analysis

■ Section 1
Application
1.1 For the application of PART A, see 1.1 and 1.13, of the INTRODUCTION.

■ Section 2
Objectives
2.1 The objectives of PART A of this guidance are:
(a) To derive the stress distribution over the complete cross-section and length of the craft, taking due account of the behaviour and
effectiveness of the superstructure; and further, to ensure that the global hull stresses are in compliance with the Rules for Special
Service Craft.
(b) To provide boundary conditions for the fine mesh models required by PART B of this guidance for the investigation of the detailed
stress and deflection response of important structural components, e.g.:
• Structure in way of windows and other significant shell, superstructure or bulkhead openings.
• Hull cross-deck structure and cross-deck hull connections for multi-hulls.

■ Section 3
Structural modelling
3.1 Model extents are to be in accordance with Section 3 of the INTRODUCTION.

3.2 The FEA model is to be represented using a right handed Cartesian co-ordinate system with:
• x measured in the longitudinal direction, positive forwards of the aft perpendicular.
• y measured in the transverse direction, positive to port from the centreline.
• z measured in the vertical direction, positive upwards from the baseline.

3.3 The proposed scantlings, excluding Owner’s extras, are to be incorporated in the model. All primary structure, such as deep
beams, girders, deck plating, bottom and side shell plating, longitudinal and transverse bulkhead plating, transverse floors,
superstructure side and internal structural walls, are to be represented by membrane plate elements.

3.4 Secondary members, such as panel stiffeners, may be individually represented by line elements with appropriate axial and
bending properties. Where appropriate, a single line element may represent more than one secondary stiffener.

3.5 Pillars are to be represented by line elements having axial and bending stiffness.

3.6 The size and type of plate elements selected are to provide a satisfactory representation of the deflection and stress
distribution within the craft’s structure. In general, the plate element mesh is to follow the primary stiffening arrangement. Hence, it is
anticipated that there will be:
• Longitudinally, at least one element between web frames or main frames.
• Transversely, one element between stiffeners or longitudinals.
• Vertically, elements suitable for the locations of stiffeners and longitudinals and/or to maintain suitable aspect ratios.

3.7 It may be necessary to refine the mesh arrangement to achieve satisfactory aspect ratios in accordance with the remaining
clauses of this Section. The basic mesh arrangement should also permit the inclusion of the features listed in 3.9 and the alignment
required as per 3.8.

3.8 Meshing of the superstructure is to be similar to that of the hull, such that the alignment of the mesh at the intersection of the
hull and superstructure is effectively continuous.

3.9 Window, door and large shell openings are to be modelled such that the deformation pattern under hull shear and bending
loads is adequately represented. Any idealisation adopted is to be verified by means of check models and comparison with the
performance of suitable fine mesh models; the overall deflection of the comparative models is to be of the same order of magnitude.

3.10 Where computing power, run time, model file size, and clarity of display and reporting allow, fine meshes at relevant areas
may be incorporated into coarse mesh full craft models, without the need to create a separate models for specific areas of
investigation.

3.11 Figures 1 and 2 illustrate an example of how a coarse mesh might be applied to a full craft model; note, however, that these
images represent a first pass effort. The illustrated mesh was further refined to incorporate the above requirements before submission
to LR.

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

Figure 1 Coarse mesh model of a full craft hull

Figure 2 Coarse mesh model of a section of a symmetric multi-hull

■ Section 4
Loading
4.1 The FEA model is to be loaded in accordance with the global loading and design criteria defined in Pt 5, Ch 5 of the Rules for
Special Service Craft. Alternative methods of establishing global loadings and design criteria will be specially considered, provided they
are based on model tests, full scale measurements, or other generally accepted methods. In such cases, full details of the methods
used are to be discussed and agreed with LR, before commencement of FEA modelling.
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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

4.2 Additionally for multi-hull craft, design transverse and torsional moments are to be stipulated, and load combinations for head,
beam and quartering seas are to be presented.

4.3 Deck equipment operational loading need not be modelled where it is not to be used at sea or where it is to be separately
analysed as laid out in PART B. However, self-weight of such items (including the effect of shipboard accelerations) is to be included in
the model.

4.4 Calculation and subsequent application to the FEA model of still water shear forces and bending moments is to cover the
range of load and ballast conditions proposed. Still water, static wave, dynamic bending moments, and shear forces are to be
calculated for both departure and arrival conditions. The extent of load cases may be discussed with LR, prior to submission of the
FEA. Further guidance may be found in Section 2, Chapter 6, of Parts 6 and 7 of the Rules for Special Service Craft, respectively.

4.5 Additionally for multi-hulls, transverse and torsional moments should also be considered in accordance with the Rules. Load
cases are defined for head, beam and quartering seas (see also Pt 5, Ch 5, Section 5 of the Rules). Further guidance may be found in
Section 3, Chapter 6 of Parts 6, and 7 of the Rules for Special Service Craft, respectively.

4.6 Additionally for sailing craft, rig loadings are to be considered (see Pt 4, Ch 3,1.2.1 of the Rules). This may include the
induced torsional effects of rig loads and counteracting righting loads. Load cases to be considered are to be discussed with LR, prior
to submitting the direct calculations report.
Other points to note:
• Dynamic bending moments and shear forces are to be considered as appropriate (see Pt 5, Ch 5, Section 5 of the Rules).
• Rig loadings are to be added to the still water conditions where applicable.
• Vehicle loadings are to be added to the still water conditions where applicable (see 4.7).

4.7 Where applicable, vehicle deck loads should be applied to the model. Vehicle loads are to be in accordance with Ch 3,
Section 3 of LR’s ShipRight Procedure - Structural Design Assessment Primary Structure of Ro-Ro Ships.

4.8 At the request of LR, a racking case may also need to be considered. This comprises of the self-weight of the structure and
outfitting with the craft, fixed at an angle of heel of 30º. Where appropriate, e.g. for multihull vessels, alternative proposals for racking
loadings in place of the 30º heel will be specially considered.

4.9 The induced stresses and factors against buckling arising from the following combined load cases are to be compared with
the acceptance criteria in PART A, Section 6:
• Hogging bending moment case, the combination of:
• Still water (hogging); and
• Rule hogging design wave bending moment.
• Sagging bending moment case, the combination of:
• Still water (sagging or minimum hogging); and
• Rule sagging design wave bending moment.
• Hogging shear force case, the combination of:
• Still water hogging; and
• Rule hogging wave shear force.
• Sagging shear force case, the combination of:
• Still water (sagging or minimum hogging); and
• Rule sagging wave shear force.
• Racking case (see PART A, Section 4, 4.7)
• Multi-hull loads (see PART A, Section 4, 4.6).

4.10 In constructing the load cases referred to in PART A, Section 4, 4.9, the load components given in Table 1 are to be included.

4.11 For a half-breadth model, only the loads applicable to one half of the model are to be applied. These loads are to be derived in
the same manner as that required for a full- breadth model.

4.12 Loading of the model may be achieved by application of gravity force on the modelled mass distribution, together with
buoyancy pressures with reference to suitable surface definition, and factored if necessary; and/ or by applying sets of distributed
forces on the model; or by a combination of both.

4.13 Model loading may require factorisation, e.g. where there is a variation between the bending moment generated by the
applied load distribution and the Rule bending moments. Guidance in stress factorisation and its applicability can be found in PART A,
Ch 1, 6.1, 6.2.4, 6.3.3 and Appendix B of LR’s ShipRight Procedure - Structural Design Assessment Primary Structure of Passenger
Ships.

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

Table 1 List of load components for full craft FE model

Load cases Load components Remarks

Still water (hogging) Material weight As generated from the modelled area, suitably
factored to achieve the specified material weight
including the position of the LCG. In this regard, it
may be useful to divide the model longitudinally into
Still water (sagging or minimum a number of material zones, each having a separate
hogging) factored value of material density.

Machinery and outfit All major items to be applied as point loads or

pressure loads at their correct locations (see Note
1). Minor or unknown items may be included in the
steel weight.

Deadweight items Applied as distributed pressure to relevant deck

areas.

Buoyancy loads To be applied as pressure loads, ρgh, to wetted

shell elements, where h is the vertical distance from
the waterline to the element centroid below the still
waterline.
Tank loads To be applied as pressure loads or nodal forces at
the tank base or boundary, based on the actual
liquid head. Any over-pressurisation of the tank is to
be omitted.

Vehicle loads Vehicle loads are to be applied, as specified in

Pt 6, Ch 5,3 or Pt 7, Ch 5,3 of the Rules for Special
Service Craft, respectively.

Rig loads To be defined by the designer and applied as

distributed pressure to relevant structure.

Rule hogging design vertical wave Rule design vertical wave bending Incremental forces are to be applied to the shell
bending moment moment (see Note 5) nodes below the waterline at the bulkhead positions
to represent the incremental shear force change.
When integrated along the craft length, the
Rule sagging design vertical wave incremental shear forces are to generate the Rule
bending moment design vertical wave bending moment distribution.
(See PART A, Section 4, 4.4 and Note 2)

Rule hogging wave shear force Rule wave shear force Incremental forces are to be applied along the length
of the craft as forces acting in the plane of the
bulkhead position in the craft. When integrated along
Rule sagging wave shear force the craft length, the incremental force values are to
generate the Rule wave shear force distribution.
(See Notes 2 and 4)

Racking condition (see PART A, Lightweight and deadweight items Applied to simulate a 30º static heel angle.
Section 4, 4.8) (See Notes 2 and 3)

NOTES
1. Major items such as rudder, main generators, etc., are to be included.
2. No other load components are to be included.
3. Including tanks and swimming pool above the bulkhead deck only.
4. These conditions need not be run if the shear force distribution derived from the wave bending moment load cases represents the
rule shear force distribution.
5. Guidance on the application of vertical wave bending moment can be found in PART A, Ch 1,4.6 of LR’s ShipRight Procedure
- Structural Design Assessment Primary Structure of Passenger Ships.

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■ Section 5
Boundary conditions
5.1 The loading cases specified in PART A, Section 4, 4.9 require boundary conditions as given in Table 2 and Table 3 for
mono-hulls and multi-hulls, respectively.

5.2 The boundary conditions specified in Table 4, combined with those in Table 2, are appropriate for a half-breadth model.

5.3 As an alternative to the requirements of Table 2 and Table 4, a suitable set of equivalent boundary conditions may be used,
provided that there is no net imbalance of load in any of the six degrees of freedom. Proposals will be specially considered and should
be discussed with LR.

Table 2 Boundary conditions for a mono-hull full craft (full-breadth) model

Load cases Boundary Conditions

Still water cases The model is to be free of imposed constraints, except for those necessary to prevent rigid body motion. Rigid body
motions may be prevented by the use of free-body constraints (e.g. the Inertia Relief facility in NASTRAN FE
Wave bending software package).
moment cases Alternatively, a suitable set of equivalent constraints may be used.
(See Notes 1 and 3)
Wave shear force
cases

Racking The boundary conditions for model nodes at the intersection of the racking structure with the uppermost hull weather
deck (as applicable) will be arrangement specific, but are generally to be constrained against translation.
(See Note 2)

NOTES
1. Care is to be taken to ensure that, within practicable limits, there is no net imbalance of load or moments in any of the six degrees of
freedom.
2. Where a half-craft model is employed, the racking analysis loadings will require to be subdivided into symmetric and anti-symmetric
components with appropriate boundary conditions (see also Note 3).
3. Care is to be taken to ensure that the FE model is not over-constrained.

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

Table 3 Boundary conditions for a multi-hull full craft (full-breadth) model

Load cases Boundary conditions

Still water cases (including rig loads Global constraints should be avoided by the used of free body supports, which are to be
where applicable) arranged as required to provide the necessary reference points for ‘Inertia Relief’ type
constraint. This type of constraint uses the accelerations caused by imbalanced loading,
Wave bending moment cases and applies a set of internal forces distributed throughout the model in order to obtain
equilibrium.
Wave shear force cases

(See also Note 1)

Racking The boundary conditions for model nodes at the intersection of the racking structure with the
uppermost hull weather deck (as applicable) will be arrangement specific, but are generally to be
constrained against translation.
(See also PART A, Section 4, 4.8)

NOTES
1. Care is to be taken to ensure that, within practicable limits, there is no net imbalance of load or moments in any of the six degrees of
freedom.

Table 4 Additional boundary conditions for a full craft half-breadth model (Not suitable for multi-hull models)

Load cases Boundary conditions, centre line plane

Still water cases

Wave bending moment cases Symmetry constraints: δy = θx = θz = 0

Wave shear force cases

Symmetry constraints: δy = θx = θz = 0
Racking
Anti-symmetry constraints: δx = δz = θy = 0

NOTES
1. These boundary conditions are additional to those given in Table 2, and take precedence over the requirements therein.
2. The transverse constraints in Table 2 need not to be included in the half-breadth model.
3. Care is to be taken to ensure that the FE model is not over-constrained and that there are no conflicting constraints.

■ Section 6
Acceptance criteria
6.1 The stresses resulting from the application of the assessment load cases specified in PART A, Section 4, 4.9 are not to
exceed the membrane stress criteria given in Table 5. Where plate elements with bending properties are used, the membrane stress
can be obtained as the stress evaluated at mid-plane.

6.2 The structural analysis recommended in this part of the procedure uses a relatively coarse mesh model, and the permissible
stress criteria in Table 5 are based on this. Fine mesh models or fine mesh regions of the model will usually indicate higher stresses,
and should be assessed in accordance with the criteria given in PART B.

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

6.3 The column stability of pillars, and vertical webs acting as pillars, is to comply with the requirements of Table 5. Provided that
the wall or plate thickness of the pillar complies with the requirements specified in the Rules, local wall buckling of the pillar is
considered satisfactory. The buckling requirements are to be met using the net scantlings, hence any additional thickness for corrosion
margin or Owners extra is not to be included in scantlings used to assess the buckling performance.

6.4 The value of σo is to be taken and the yield or 0,2 per cent proof stress of the subject material as appropriate. Further, this
value may be based on welded or un-welded material properties, depending on the location of the material. See also 2.1 of the
INTRODUCTION.

6.5 The critical buckling stress of plate panels is to be derived in accordance with Section 4, Chapter 7 of Part 6 or Part 7 of the
Rules for Special Service Craft, respectively.

6.6 The structure is to maintain minimum factors against buckling (utilising the critical buckling stresses calculated in accordance
with 6.5 above), in accordance with Table 6.

6.7 Structures in way of high stress gradients, such as major openings or discontinuities, are to be subject to further investigation
as indicated in PART B of this guidance.

6.8 Where it is noted that a course mesh is demonstrating that an area of structure is reaching 0,8 or more of the allowable stress,
that area is to be further investigated, as indicated in PART B of this guidance.

6.9 Strain and elongation criteria may additionally be imposed by outfitting requirements (glazing, shell doors, house bulkhead
doors, etc.). Such additional acceptance criteria are to be discussed and agreed with LR, and clearly indicated in the supplied report
(see also Section 2 of the INTRODUCTION).

Table 5 Maximum permissible membrane stresses for structure

Acceptance criteria
Structural item

Von Mises Direct stress Shear stress Axial Stress Extreme fibre stress
stress

- -
All longitudinally 0,94 σo 0,75 σo 0,47 σo
effective material
(see Note 3) (see Note 3) (see Note 3)
- -
All transverse material 0,70 σo 0,63 σo 0,35 σo

σ extreme fibre ≤ 0,84σ o

Pillars in tension - - τ shear ≤ 0,47s o σ axial ≤ 0,60σ o

 σ 
τ shear ≤ 0,47s o σ axial ≤ 0,80σ cr σ extreme fibre ≤ 0,67σ o + σ axial 1 − O 
Pillars in compression - -  σ cr 
 

Where
σo
σ crit =
 2
1 + σ o •  Le 
 
 E  π • r 

 

Le = effective length of pillar, in mm, and is taken as 0,8 overall length of pillar
r = least radius of gyration of pillar cross-section, in mm
NOTES
1. Special attention, in modelling and analysis, is to be paid to the weld attachments of the heads and heels of tensile pillars.
2. For pillars, stresses to be calculated at the extreme fibre of the pillar section; if line elements are used to represent pillars, then bending properties,
including relevant stress recovery points, are to be specified. If two-dimensional (2-D) elements are used to represent non-circular pillars, then
stress is to be obtained for the node points at the extreme fibres of the pillar cross-section. If accurate nodal stresses are not available, the
stresses are to be obtained from a line element of nominal area located at the extreme fibre of the pillar cross-section.
235
3. For areas constructed of high tensile steel, the value of σo may be replaced by .
kL

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

Table 6 Minimum factors against buckling

Structural item Buckling factor

All longitudinally effective material 1,0

All transverse material 1,2

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

PART B – Analysis of Local Details

■ Section 1
Application
1.1 For the application of PART B, see Paragraphs 1.1 and 1.12 of the INTRODUCTION.

■ Section 2
Objectives
2.1 The objective of PART B of this guidance is to verify that the stress levels are within acceptable limits for highly stressed,
structural components; novel or unusual features; or structural components exposed to direct loading, that are not covered by the
Rules for Special Service Craft, e.g. a crane foundation loaded by an overturning moment, due to rescue boat launching.

2.2 Areas applicable to PART B may include, but are not limited to:
• Ends of superstructure.
• Window, shell, deck and bulkhead openings.
• Transverse steps/knuckles in upper decks.
• Any feature which is expected to present a structural discontinuity or stress concentration.
• Structure in way of high stress gradient or areas exceeding the stress criteria specified in PART A of this guidance.
• Foundations of deck fittings e.g. cranes, capstans or tie down points.
• Chain plates.
• Keel foundation structure.
• Mast step foundation structure.
• Cross-deck structure for multi-hulled craft.

■ Section 3
Structural modelling
3.1 Model extents are to be in accordance with Section 3 of the INTRODUCTION.

3.2 Separate detailed fine mesh FEA models covering the structural components noted in PART B, Section 2, 2.2 are to be
prepared and loaded with displacements obtained from the full craft global analysis, or direct loads, where the latter is more
appropriate. Alternatively, where computing power, run time, model file size, and clarity of display and reporting allow, these areas may
be modelled in fine mesh and incorporated into the global FE model.

3.3 Structural geometry and material properties are to be accurately represented throughout the fine mesh model. The level of
refinement is to be such as to enable stress concentrations to be identified, whilst not inducing artefacts.

3.4 The plating and supporting primary structure are to be represented by plate elements having both membrane and bending
capability.

3.5 Secondary stiffening in way of the detail being considered is also to be represented by plate elements having both membrane
and bending capability. However, outside the areas of interest, secondary stiffening may be represented by line elements having
appropriate bending and axial geometric properties.

3.6 Where the model is to be loaded with enforced displacements, the fine mesh is to be such that suitable element nodes and
boundaries are coincident with those of the coarse mesh model, allowing direct application of previously calculated displacements.

3.7 The element mesh size used in way of large radii should be that required to achieve a minimum of 15 elements in a 90º arc of
the free edge of the plate.

3.8 Mesh size between closely spaced openings is to be such that a minimum of 10 elements should be arranged between
concurrent openings.

3.9 In way of areas of interest other than those indicated in PART B, Section 3, 3.7 and 3.8, a mesh size of t x t, t being the
thickness of the thinnest plate in way of area of interest, should be arranged. This mesh should extend at least 10 elements in all
directions from the point of interest. A smooth transition of mesh density is to be maintained.

3.10 Elsewhere, the element size is not to be greater than the lesser value of 15t x 15t and 150 mm x 150 mm. A smaller mesh
may be required to adequately represent the geometry of the detailed being considered.

3.11 Mesh size need not be less than t x t, unless this is necessary to adequately represent the geometry of detail being
considered.

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

3.12 Where FE analysis programs do not supply accurate nodal stresses, a line (or rod) element of nominal area is to be
incorporated at the plating free edge, to obtain the peak edge stresses.

3.13 Where a connection is made by a non-continuous weld or slot weld procedure, the connection is to be modelled by
considering the material in way of welds as continuous and outside of the weld zone, as not attached. However, it should be noted that,
generally, non-continuous welds are not permitted in highly stressed areas.

3.14 Figures 3 and 4 illustrate example fine mesh models.

Figure 3 Example fine mesh detail around a window opening

Figure 4 Example fine mesh detail of opening in a bulkhead

■ Section 4
Loading and boundary conditions
4.1 When investigating the case of local detail response under global loading, load cases detailed in PART A, Section 4, 4.10 (see
also Table 1), are to be investigated. For each case, the fine mesh models are to be loaded with:
• The structural self-weight.
• The outfit and equipment loading within the model boundaries.
• Enforced displacements at the model boundary, obtained from the results of PART A.

4.2 When investigating a local detail response to a directly imposed load, finite mesh models are to be loaded with:
• The structural self-weight applied.
• Outfit and equipment loadings (taking note of shipboard accelerations, directly applied to nodes or elements).
Model boundary conditions may be fixed, pinned, free, or symmetric, as best represents the ‘real world’ situation. In cases where partial
fixity is required, a free and fixed case should be investigated, and both cases supplied to LR for consideration.

4.3 When a 2-D follow-up fine mesh model is developed to investigate in-plane responses, then the out-of-plane degrees of
freedom may be constrained.

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

■ Section 5
Acceptance criteria
5.1 The stresses resulting from the application of the assessment load cases specified in PART B, Section 4, 4.1 and/ or 4.2, are
not to exceed the membrane stress criteria given in Table 7. Where plate elements with bending properties are used, the membrane
stress can be obtained as the stress evaluated at the mid-plane of the plate.

5.2 The value of σo is to be taken and the yield or 0,2 per cent proof stress of the subject material as appropriate. Further, this
value may be based on welded or un-welded material properties, depending on the location of the material. See also 2.1 of the
INTRODUCTION.

5.3 The column stability of pillars and vertical webs acting as pillars is to comply with the requirements of Table 5. Provided that
the wall or plate thickness of the pillar complies with the requirements specified in the Rules, local wall buckling of the pillar is
considered satisfactory. The buckling requirements are to be met using the net scantlings, hence any additional thickness for corrosion
margin or Owners extra is not to be included in scantlings used to assess the buckling performance

5.4 The critical buckling stress of plate panels is to be derived in accordance with Section 4, Chapter 7 of Part 6 or Part 7 of the
Rules for Special Service Craft, respectively.

5.5 The structure is to maintain minimum factors against buckling (utilising the critical buckling stresses calculated in accordance
with PART B, Section 5, 5.3), in accordance with Table 6.

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DIRECT CALCULATIONS FOR SPECIAL SERVICE CRAFT OF METALLIC CONSTRUCTION, August 2015

Table 7 Stress criteria for fine mesh investigations

Structure Stress criterion Allowable stress

Average von Mises stress 0,85 σo

Foundations, major openings, sweep
brackets and side screens
Peak stress in free edge radius (e.g. of openings or 1,005 σo
brackets)
Peak stress t x t mesh, other than in way of free edge 1,275 σo
radius plate.

Average direct stress between openings 0,8 σo (see Notes 2 and 3)

Minor openings, such as windows, doors,
etc.
Average shear stress between openings 0,47 σo (see Notes 2 and 4)

Average von Mises stress between openings 0,94 σo (see Note 3)

Peak stress in radius 1,5 σo (see Note 1)

Single element peak stress in t x t meshed areas 1,5 σo

other than corner plating and plating between
openings
Average von Mises stress in t x t meshed areas other σo (see Note 5)
than corner plating and plating between openings

Maximum shear stress 0,35 σo

Primary transverse or girder web plating
under local loading
Maximum von Mises stress 0,75 σo

Maximum direct stress 0,52 σo

Primary transverse or girder face plate under
local loading

Maximum direct stress 0,85 σo

Primary girders or transverses under
combined global and local loading
Maximum von Mises stress 0,94 σo

NOTES
1. This is a theoretical peak stress obtained from a linear elastic finite element analysis.
2. Average stress is to be calculated independently of the sign of the individual stress levels.
3. No single element stress in the corner plating is to exceed σo.
4. No single element stress in the corner plating is to exceed 0,58 σo.
5. To be averaged over an area equivalent to 15t x 15t with the element containing the peak stress. Averaging not to be taken across
abutting structural boundaries or members.

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 © Lloyd’s Register Group Limited 2015
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