ShipRight Design and Construction

Transcription

1 ShipRight Design and Construction Fatigue Design Assessment Application and Notations June 2017 Working together for a safer world

2 Document History Document Date: September 2014 June 2015 November 2015 September 2016 April 2017 June 2017 Notes: General release. Consolidated version as identified in Notice 1 FDA Application and Notations, June 2015 version. Revisions as identified in Notice 1 FDA Application and Notations, November 2015 version. Revisions as identified in Notice 2 FDA Application and Notations, September 2016 version. New consolidated version incorporating: Notice 1 FDA Application and Notations, November 2015 version, Notice 2 FDA Application and Notations, September 2016 version and minor corrigenda changes. New consolidated version incorporating changes to align Fatigue Design Assessment (FDA) requirements for container ships with those used for other ship types and to align FDA requirements for North Atlantic Wave Environment for all ship types. Lloyd's Register Group Limited All rights reserved. Except as permitted under current legislation no part of this work may be photocopied, stored in a retrieval system, published, performed in public, adapted, broadcast, transmitted, recorded or reproduced in any form or by any means, without the prior permission of the copyright owner. Enquiries should be addressed to Lloyd's Register Group Limited, 71 Fenchurch Street, London, EC3M 4BS.

3 CHAPTER 1 APPLICATION AND NOTATIONS SECTION 1 GENERAL SECTION 2 APPLICATION SECTION 3 RESPONSIBILITIES SECTION 4 FATIGUE DESIGN ASSESSMENT (FDA) SECTION 5 TOOLS AND EQUIPMENT SECTION 6 REFERENCES 2 Lloyd's Register

4 Section 1 Section 1 General 2 Application 3 Responsibilities 4 Fatigue Design Assessment (FDA) 5 Tools and Equipment 6 References n Section 1 General 1.1 Introduction Successful performance of a ship's hull structure during its service life is of paramount importance. Sophisticated structural analysis techniques permit the designer to confirm that appropriate stress and other acceptance criteria are met and facilitate the optimisation of hull steelweight distribution Such structural optimisation and the more extensive introduction of higher tensile steels mean that greater emphasis must be placed on ensuring the quality of structural detail design. The assurance of adequate fatigue life of items of detail design, particularly in the higher risk regions of the hull structure, is of particular importance Fatigue damage can of course lead to failure of the structural element concerned and, in a worst case situation, result in major structural failure and the need for extensive ship repairs. While fatigue damage is a direct consequence of cyclic stresses, construction standards and alignment difficulties also play an important part Experience of ships in service and the application of finite element analysis techniques enable the early identification of high stress locations and structural joints most at risk Lloyd s Register (hereinafter referred to as LR) recognised that the conventional procedures for determining fatigue life contain a number of drawbacks and a need was seen for an explicit Fatigue Design Assessment (FDA) procedure to be developed. Using service experience on existing ships (through LR s extensive technical database), expertise in structural design, detailed finite element analysis on a variety of structural detail designs and extensive fatigue testing on scale models of elements of hull structural detail, LR has developed and introduced a multi-level Fatigue Design Assessment (FDA) procedure To assist Shipbuilders in the application of the FDA procedure, LR has developed the Structural Detail Design Guide (SDDG) (Ch 1, 6.1 List of References 6.1.1) and direct calculation procedures which incorporate a unique integrated design approach based on the spectral method of analysis. The direct calculation procedures are supported by the ShipRight PC-based software, see Software user manual (Ch 1, 6.1 List of References 6.1.2) and FDA Level 3 Guidance on direct calculations (Ch 1, 6.1 List of References 6.1.3). Guidance for the assessment of fatigue strength of hull structures against ice loads in way of the ice belt regions for ships navigating in ice is given in Ch 1, 6.1 List of References The objective of the FDA procedure, which is applied in addition to normal plan approval, is to obtain an additional confidence level in fatigue performance in the configuration and details of the structure. 1.2 Application The requirements for the ShipRight FDA notation are to be applied on a mandatory basis to new oil tanker and bulk carrier configurations over 190 metres in length which are not constructed in accordance with the IACS Common Structural Rules (CSR), and to new designs where the ship type, size and structural configuration demand When not mandatory, the ShipRight FDA procedure can be applied on a voluntary basis in order to enhance the level of confidence in the fatigue performance of the hull structure. The ShipRight FDA ICE notation is applied on a voluntary basis The ShipRight Structural Design Assessment (SDA) (see Note) and Construction Monitoring (CM) procedures are applied in conjunction with the FDA procedure to ensure that all critical highly stressed areas are identified and appropriate construction tolerances at critical joints are not exceeded during construction. Lloyd's Register 3

5 Section 1 Note Where FDA plus notation is specified to the application of the CSR, the SDA analysis is not required For assignment of the ShipRight FDA and ShipRight FDA plus notations for ships not approved in accordance with the CSR, the scantling requirements in the Rules and Regulations for the Classification of Ships (hereinafter referred to as the Rules for Ships) are to be complied with in addition to the applicable requirements indicated in Table Summary of requirements for ShipRight FDA and ShipRight FDA plus notations (new construction) For tankers and bulk carriers compliant with CSR, the requirements of the ShipRight FDA plus notation may be applied on a voluntary basis. In this case, the CSR minimum scantlings are to be met in addition to the applicable requirements indicated in Table Summary of requirements for ShipRight FDA and ShipRight FDA plus notations (new construction) for assignment of the ShipRight FDA plus notation. 1.3 Notations The ShipRight FDA notation may be assigned when an appraisal of the fatigue performance of the hull structure has been made in accordance with this procedure and found to comply with the requirement of 20 years fatigue life based on the 100A1 Fatigue Wave Environment (Worldwide) trading pattern. The ShipRight FDA notation is not applicable to ships approved using the CSR The ShipRight FDA plus notation may be assigned, upon request, when an additional appraisal of the fatigue performance of selected critical structural arrangements has been made in accordance with this procedure and found to comply with a higher level of fatigue performance than the ShipRight FDA or the CSR for ships approved using these Rules (see Table Summary of requirements for ShipRight FDA and ShipRight FDA plus notations (new construction) for criteria). The notation is to be followed by the number of years that the vessel has been assessed for and the specific trading pattern, either the worldwide or North Atlantic, denoted by the letters WW and NA respectively, e.g. ShipRight FDA plus (25, WW) and ShipRight FDA plus (25, NA). NA denotes North Atlantic and WW denotes the 100A1 Fatigue Wave Environment (Worldwide) trading pattern for the relevant ship type. These routes are described in Ch 1, 4 Fatigue Design Assessment (FDA) Where the FDA procedure is applied on a mandatory basis, ships complying with the requirements of this procedure will be assigned the notation ShipRight FDA Where the FDA procedure is applied on a voluntary basis, depending on the level of fatigue performance requested, ships complying with the requirements of this procedure will, at the Owner s request, be assigned the notation ShipRight FDA or ShipRight FDA plus The ShipRight FDA ICE notation may be assigned, upon request, as a supplement to the ShipRight FDA or ShipRight FDA plus notation, when an additional appraisal of the fatigue performance of the stiffener end connections against ice loads in the ice belt regions has been made and found to comply with the requirement of the ShipRight Procedure (Ch 1, 6.1 List of References 6.1.4) The notations will be placed in Column 4 against the ship entry in LR s Register of Ships, see Pt 1, Ch 2, 2 Character of classification and class notations of the Rules for Ships A summary of the requirements for ShipRight FDA and ShipRight FDA plus notations for new ships is outlined in Table Summary of requirements for ShipRight FDA and ShipRight FDA plus notations (new construction). The requirements for ShipRight FDA ICE notation are given in Ch 1, 6.1 List of References Lloyd's Register

6 Section 1 Table Summary of requirements for ShipRight FDA and ShipRight FDA plus notations (new construction) Feature FDA FDA plus (years, WW) FDA plus (years, NA) Notation ShipRight FDA in Column 4 of Register Book whether applied on a voluntary or mandatory basis. ShipRight FDA plus (years, WW) in Column 4 of Register Book is applied on a voluntary basis. ShipRight FDA plus (years, NA) in Column 4 of Register Book is applied on a voluntary basis. Structural Details Assessment of fatigue performance, in association with criteria (1) below, requires: Assessment of a higher fatigue performance, in association with the criteria in (1) and (2) below, requires: Assessment of a higher fatigue performance, in association with the criteria in (1) and (2) below, requires: Application of FDA Level 1 Structural Detail Design Guide for all primary structural connections. Application of FDA Level 2 to all longitudinal end connections at deck, inner and outer shell and longitudinal bulkheads. The FDA Level 1 Structural Detail Design Guide may be used for guidance, in conjunction with FDA Level 2, in achieving the acceptance criteria. Application of FDA Level 3 to novel structural connections at the discretion of the responsible LR office. Application of FDA Level 2 to all longitudinal end connections at deck, inner and outer shell and longitudinal bulkheads. Application of FDA Level 3 to a selection of primary and/or secondary structural connections. The selection process of such connections is to be agreed with the responsible LR office. The minimum structural connections to be considered are listed in Ch 1, 4.2 Structural Details Requiring FDA. Application of FDA Level 2 to all longitudinal end connections at deck, inner and outer shell and longitudinal bulkheads. Application of FDA Level 3 to a selection of primary and/or secondary structural connections. The selection process of such connections is to be agreed with the responsible LR office. The minimum structural connections to be considered are listed in Ch 1, 4.2 Structural Details Requiring FDA. Service Life / Trading pattern For and above: (1) Not less than 20 years fatigue life using the 100A1 Fatigue Wave Environment (Worldwide) for the relevant ship type. And, if required, (2) Owner specified specific trading pattern(s) additional assessment, see Note 1. For and above: (1) Not less than 25 years fatigue life using the 100A1 Fatigue Wave Environment (Worldwide) trading pattern for the relevant ship type and size. For ships approved in accordance with the CSR, the ShipRight FDA plus (years, WW) notation may be assigned, provided that the minimum requirement of ShipRight FDA plus (25, NA) is also to be satisfied, see ShipRight FDA plus (years, NA). For and above: (1) Not less than shown below, using the wave environment specified in Ch 1, 4.3 Fatigue Wave Environment , see Note 2: 20 years fatigue life for ships not approved in accordance with the CSR; 25 years fatigue life for ships approved in accordance with the CSR. And, if required, And, if required, (2) Owner specified specific trading pattern(s) additional assessment, see Note 1. (2) Owner specified specific trading pattern(s) additional assessment, see Note 1. Note 1. (1) above represents minimum requirements for the assignment of ShipRight FDA plus notations. Actual required fatigue life and additional trading pattern(s) are to be agreed between the CSR Shipbuilder and Owner. Where additional assessment is requested based on the Owner specified specific trading pattern(s). Note 2. For ShipRight FDA plus (years, NA) notation, the fatigue assessment is to be based on the assumptions given in Ch 1, 4.3 Fatigue Wave Environment Lloyd's Register 5

7 Section 2 Datasheet Assessment Procedural Document Pre-contract Consultation A datasheet containing the precise technical conditions of the fatigue assessment is to be made available to the Owner via Class Direct, or in hard copy form, at the Owner s request. ShipRight FDA Application and Notations ShipRight FDA Structural Detail Design Guide ShipRight FDA Level 2 Software User Manual ShipRight FDA Level 3 Guidance on direct calculations. It is important that the Shipbuilder, in conjunction with LR, consults with the Owner in order to clarify the Owner s requirements in respect of ShipRight FDA notation, trading pattern and service life at the earliest possible opportunity in the pre-contract process. Note 1. For ships approved in accordance with the CSR, assignment of the notation ShipRight FDA plus requires application of both the CSR and the requirements of ShipRight FDA plus above. The ShipRight FDA notation is not applicable to ships approved using the CSR. Note 2. For ships not approved in accordance with the CSR, assignment of the notation ShipRight FDA requires application of the requirements of both SDA and CM procedures. Note 3. For ships not approved in accordance with the CSR, assignment of the notation ShipRight FDA plus requires application of the requirements of both ShipRight FDA and ShipRight FDA plus above. n Section 2 Application 2.1 Identification of critical areas Prior to commencing the application of the FDA procedure, it is necessary to identify those areas and items of structural detail at risk of fatigue damage Experience with ships in service has enabled LR to provide information to assist the Shipbuilder in determining specific critical locations within these areas which may be vulnerable to fatigue. Particular emphasis is placed on locations where high stress magnitudes may be anticipated and for which correct alignment is important. This information is presented in the SDDG (Ch 1, 6.1 List of References 6.1.1) The Shipbuilder shall utilise this information in conjunction with the results obtained from the application of the ShipRight SDA procedure to identify those critical areas which warrant close attention when carrying out a fatigue life assessment. The minimum critical locations to be considered for the assignment of ShipRight FDA and ShipRight FDA plus notations for each ship type are given in Ch 1, 4.2 Structural Details Requiring FDA. 2.2 Carrying out the fatigue life assessment In applying the FDA procedure, LR requires the Shipbuilder to consider possible levels of assessment as described in Ch 1, 4 Fatigue Design Assessment (FDA) of this document In applying the FDA procedure, the Shipbuilder is required to specify and submit details of the intended fabrication treatments, construction tolerances and defect correction procedures which are required to be utilised in the fatigue life calculation. It is therefore necessary to ensure that these specified treatments, tolerances and correction procedures are complied with during the actual ship construction for the identified critical joints. This is carried out through the application of the CM procedure (see Ch 1, 1 General of this document for further details). Further guidance on fabrication treatments, construction tolerances and defect correction procedures is given in Chapters 2 and 3 of the SDDG (Ch 1, 6.1 List of References 6.1.1) As indicated previously, LR has developed PC-based software to assist the Shipbuilder in carrying out the FDA Level 2 assessment. A theoretical description of this procedure is given in LR s FDA Level 2 Software user manual, see Ch 1, 6.1 List of References The FDA Level 2 software is available to designers and the software considers the end connections of the hull girder longitudinal stiffeners. 6 Lloyd's Register

8 Section 3 n Section 3 Responsibilities 3.1 The Shipbuilder The Shipbuilder is required to carry out the FDA calculations in accordance with the ShipRight FDA procedure The Shipbuilder, in conjunction with LR, shall consult with and obtain from the Shipowner, the specification for the ship s trading pattern and service life criteria. Requirement for notation should be confirmed, i.e. standard ShipRight FDA notation with 100A1 Fatigue Wave Environment (Worldwide) trading pattern and 20 years service life or ShipRight FDA plus notation with a higher specification (see Table Summary of requirements for ShipRight FDA and ShipRight FDA plus notations (new construction) for guidance). Where the ShipRight FDA ICE notation is requested, the expected ice conditions for the specified trading routes shall also be provided. 3.2 Lloyd's Register Lloyd s Register shall: (d) (e) (f) (g) In consultation with the Shipbuilder, agree the assessment level(s) to be applied. In consultation with the Shipbuilder, agree whether the specification for trading pattern and fatigue life criteria is to comply with the ShipRight FDA notation, i.e. 100A1 Fatigue Wave Environment (Worldwide) trading pattern and 20 years service life, or ShipRight FDA plus notation, i.e. a higher specification. In consultation with the Shipbuilder, agree on the trading routes, ice conditions and fatigue life criteria for the ShipRight FDA ICE notation where requested. Approve the results of the Shipbuilder's calculations. Approve the construction tolerances and fabrication treatments for the critical joints and evaluate the proposed sequences for welding, fabrication and erection, as appropriate. Ensure that the approved construction tolerances and details fabrication treatments are incorporated into the ShipRight CM plan. Ensure that the critical joints are highlighted on the relevant approved structural plans and incorporated in the CM plan, thereby drawing their attention to the Shipbuilder and to the LR Surveyors. n Fatigue Design Assessment (FDA) 4.1 FDA Procedure In applying the FDA procedure, LR requires the Shipbuilder to consider three possible levels of assessment as follows: Level 1. The proposed joint configurations at critical areas are compared with the structural design configurations specified in the Structural Detail Design Guide, which can offer an improved fatigue life performance. Level 2. This is a spectral direct calculation procedure based on simplified structural models which utilises LR's PC-Windows based software. This procedure has been derived from experience in applying the Level 3 fatigue assessment and is intended for the analysis of secondary stiffener connections. Level 3. This is a full spectral direct calculation procedure based on first principles computational methods, such as hydrodynamic load and ship motion analysis, and finite element analysis. It is intended mainly for the analysis of primary structural details Where a ShipRight FDA notation or one of the ShipRight FDA plus notations is requested, the FDA Level 1 minimum detail design improvement specified in the SDDG is to be complied with for all primary structural connections unless a satisfactory fatigue life has been predicted by an FDA Level 3 analysis. For alternative arrangement of primary structural connections, or for ship types not included in the SDDG, special consideration will be given by LR for the need to apply a FDA Level 3 assessment The FDA direct calculation procedures are applicable to structural details within the cargo space region and its integration with other regions of the ship, which are subjected to the action of low frequency wave-induced loads. The assessment of the fatigue performance of structural details subjected to cyclic loading caused by the propeller or any other mechanical/ hydraulically-induced vibrations is not covered by the procedures. For fatigue assessment due to high frequency wave-induced Lloyd's Register 7

9 springing responses, see Pt 4, Ch 8,14.3 Procedures for verification of structural response due to whipping, springing and fatigue of the Rules for Ships and Ch 1, 6.1 List of References Structural Details Requiring FDA The structural details and locations required to be assessed by FDA Level 2 and FDA Level 3 procedures are described in this Section Longitudinal End Connections The fatigue performance of all longitudinal end connections at deck, inner and outer shell and longitudinal bulkheads to transverse structure are to be assessed for the assignment of ShipRight FDA and ShipRight FDA plus notations. The fatigue assessment may be based on either FDA Level 2 or FDA Level 3 analyses Structural Details requiring FDA Level 3 assessment (d) (e) (f) Oil and Product Tankers. For oil and product tankers complying with the requirements of the CSR, the Shipright FDA notation is not applicable. For oil and product tankers above 190m in length not complying with the requirements of the CSR, the ShipRight FDA notation is mandatory. The structural details required to be assessed for the assignment of FDA, ShipRight FDA plus (years, WW) and ShipRight FDA plus (years, NA) notations are given in Table Oil and product tanker structural details for fatigue assessment. Bulk Carriers. For bulk carriers complying with the requirements of the CSR, the ShipRight FDA notation is not applicable. For bulk carriers above 190m in length not complying with the requirements of the CSR, the ShipRight FDA notation is mandatory. The structural details required to be assessed for the assignment of FDA, ShipRight FDA plus (years, WW) and ShipRight FDA plus (years, NA) notations are given in Table Bulk Carrier structural details for fatigue assessment. Container Ships. The FDA notation is mandatory for Container Ships where one or more of the following criteria applies: (i) (ii) structural members that contribute to the ship s longitudinal strength constructed with high tensile steel, where a K L factor of 0,66 is to be used with material yield stress 390 N/mm 2 or a K L factor of 0,62 is to be used with material yield stress 460 N/mm 2, see Pt 3, Ch 2, 1.2 Steel of the Rules for Ships. condition specified in Pt 4, Ch 8, 14.3 Procedures for verification of structural response due to whipping, springing and fatigue of the Rules for Ships applies, in which case, the fatigue assessment is to include effect of hull girder springing. Otherwise, the FDA procedure is optional. The assignment of the ShipRight FDA notation or any of the ShipRight FDA plus notations requires fatigue assessment of the structural details listed in Table Container Ship structural details for fatigue assessment. LNG Carriers. For LNG carriers the FDA procedure is optional. For membrane LNG carriers, the assignment of the ShipRight FDA notation or any of the ShipRight FDA plus notations requires fatigue assessment of the structural details listed in Table Membrane Tank LNG Carrier structural details for fatigue assessment. For other types of LNG carriers the structural details to be investigated for the assignment of the ShipRight FDA notation or any of the ShipRight FDA plus notations are to be specially agreed with LR. LPG Carriers. For LPG carriers the FDA procedure is optional. The structural details required to be assessed for the assignment of ShipRight FDA, FDA plus (years, WW) and ShipRight FDA plus (years, NA) notations for Type A and Type C LPG carriers are given in Table LPG Carrier structural details for fatigue assessment. Other Ship Types. For ship types not specifically mentioned in this document the application of the FDA procedure is optional. The extent of fatigue analysis required to be carried out for the assignment of the ShipRight FDA notation or any of the ShipRight FDA plus notations is to be specially agreed with LR. 8 Lloyd's Register

10 Table Oil and product tanker structural details for fatigue assessment Oil & Product Tanker Structural Details ID STRUCTURAL DETAIL 1. Connection of side, inner and outer bottom shell, longitudinal bulkhead, hopper and topside, deck longitudinal stiffeners to transverse structure. 2. Hopper connection to double bottom structure. The analysis is to consider the connection between: (d) (e) (f) (g) (h) (i) inner bottom plating and hopper sloping plate: weld toes on inner bottom, inner bottom plating and hopper sloping plate: weld toes on hopper sloping plate, transverse web frame plating and inner bottom plating, transverse web frame plating and hopper sloping plate, transverse web frame plating and radius knuckle plate, if applicable, transverse web frame plating and longitudinal girder plating, transverse web frame plating and stringer plating, if applicable, ends of inner bottom scarphing brackets, if applicable, critical details of transverse brackets in tanks, if fitted. The analysis is to be carried out at: web frame location closest to mid tank location of midship cargo tank (if tank has a wash bulkhead then the web frame closest to midway between wash bulkhead and oil-tight transverse bulkhead is to be used). 3. Hopper connection to side structure. The analysis is to consider the connection between: (d) (e) (f) outer longitudinal bulkhead (inner skin) plating and hopper sloping plate, transverse web frame plating and outer longitudinal bulkhead (inner skin) plating, transverse web frame plating and hopper sloping plate, transverse web frame plating and radius knuckle plate, if applicable, transverse web frame plating and stringer plating, critical details of transverse brackets in tanks, if fitted. The analysis is to be carried out at: web frame location closest to mid tank location of midship cargo tank (if tank has a wash bulkhead then the web frame closest to midway between wash bulkhead and oil-tight transverse bulkhead is to be used). Lloyd's Register 9

11 4. Plane oil-tight bulkheads, if fitted. The connection of transverse oil-tight bulkhead to side water ballast tank on forward and aft sides of bulkhead at each stringer level. The analysis is to consider the connection between: (d) (e) (f) oil-tight transverse bulkhead plating and outer longitudinal bulkhead (inner skin) plating, oil-tight transverse bulkhead stringer connection to outer longitudinal bulkhead (inner skin) plating (heel and toe locations), web frame (or watertight bulkhead plating connection) to outer longitudinal bulkhead (inner skin) plating, web frame (or watertight bulkhead) plating connection to side stringer plating, side stringer plating connection to outer longitudinal bulkhead (inner skin) plating, if reverse brackets (backing brackets) are fitted at the connection of the bulkhead plating to the outer longitudinal bulkhead (inner skin) plating, the analysis is to consider the following: bracket toe and oil-tight bulkhead plating in way of the connection bracket heel and oil-tight bulkhead plating in way of the connection if a scallop or cut-out is fitted free edge of bracket end of bracket face plate, if fitted. The analysis is to be carried out at an oil-tight transverse bulkhead location of the midship cargo tank. 5. Corrugated oil-tight bulkheads, if fitted: (d) (e) (f) (g) (h) the connection of transverse oil-tight bulkhead plating to outer longitudinal bulkhead (inner skin) plating at each side stringer level, connection of vertical corrugations to stool top plate, if stool fitted, or inner bottom for designs without stools, supporting brackets and carlings in stool space, if stool fitted, supporting brackets and carlings in double bottom, connection of stool top plate to stool plating, if stool fitted, connection of stool plating to inner bottom, if stool fitted, connections of shedder plates or gusset plates, connection of transverse bulkhead stool to longitudinal bulkhead stool, if applicable. The analysis is to be carried out: for longitudinal bulkheads at a mid tank location of midship cargo tank for transverse oil-tight bulkhead location of midship cargo tank. Note 1. Item 1 is required to be assessed for the assignment of ShipRight FDA or ShipRight FDA plus notation, using either an FDA Level 2 or an FDA Level 3 analysis. Note 2. Items 2 to 5 are to be assessed by means of an FDA Level 3 analysis for the assignment of ShipRight FDA plus notation. Note 3. Other structural connections may be required at the discretion of the responsible LR office. Note 4. ShipRight FDA Notation is not applicable to oil tankers approved in accordance with the CSR. 10 Lloyd's Register

12 Table Bulk Carrier structural details for fatigue assessment Bulk Carrier Structural Details ID STRUCTURAL DETAIL 1. Connection of side, inner and outer bottom shell, longitudinal bulkhead, hopper and topside, deck longitudinal stiffeners to transverse structure. 2. Hopper connection to double bottom structure. The analysis is to consider the connection between: (d) (e) (f) (g) (h) inner bottom plating and hopper sloping plate, transverse web frame plating and inner bottom plating, transverse web frame plating and hopper sloping plate, transverse web frame plating and radius knuckle plate, if applicable, transverse web frame plating and longitudinal girder plating, transverse web frame plating and stringer plating, if applicable, ends of inner bottom scarphing brackets, if applicable, critical details of transverse brackets in tanks, if fitted. The analysis is to be carried out: web frame location closest to mid tank location of an ordinary cargo hold, heavy cargo hold (if fitted) and heavy ballast hold (if fitted) in or closest to midships. transverse bulkhead location of ordinary cargo hold, heavy cargo hold (if fitted) and heavy ballast hold (if fitted) in or closest to midships. 3. Hopper connection to side structure (double hull bulk carrier). The analysis is to consider the connection between: (d) (e) (f) outer longitudinal bulkhead (inner skin) plating and hopper sloping plate, transverse web frame plating and outer longitudinal bulkhead (inner skin) plating, transverse web frame plating and hopper sloping plate, transverse web frame plating and radius knuckle plate, if applicable, transverse web frame plating and stringer plating, critical details of transverse brackets in tanks, if fitted. The analysis is to be carried out: web frame location closest to mid tank location of a ballast hold (if fitted) in or closest to midships. 4. Transverse bulkhead lower stool connection to double bottom structure. The analysis is to consider the connection between: (d) (e) (f) inner bottom plating and stool sloping plate, stool internal web and inner bottom plating, stool internal web and sloping plate, stool internal web and double bottom girder/floor, transverse web frame plating and stringer plating, if applicable, critical details of transverse bracket inside stool, if fitted. The analysis is to be carried out at: transverse bulkhead location of ordinary cargo hold, heavy cargo hold (if fitted) and heavy ballast hold (if fitted) in or closet to midships. Lloyd's Register 11

13 5. Corrugated transverse bulkheads to lower stool connection, if fitted. (d) connection of vertical corrugations to lower stool top plate, supporting brackets and carlings in stool space, if fitted, connection of stool top plate to stool plating, connections of shedder plates or gusset plates. The analysis is to be carried out at: web frame location closest to mid tank location of a ballast hold (if fitted) in or closest to midships. 6. Hatchway corners and longitudinal hatch coaming end brackets of: (d) (e) the aft most cargo hold forward of the engine room, an ordinary cargo hold cargo hold at or closet to midships, a heavy cargo hold (if fitted) at or closest to midships, a heavy ballast hold (if fitted) at or closest to midships, No. 1 cargo hold. 7. Upper and lower side frame end bracket connections at mid hold of an ordinary cargo hold, heavy cargo hold (if fitted) and heavy ballast hold (if fitted) in or closest to the midship region on single hull bulk carriers. Note 1. Item 1 is required to be assessed for the assignment of ShipRight FDA or ShipRight FDA plus notation, using either an FDA Level 2 or an FDA Level 3 analysis. Note 2. Items 2 to 7 are to be assessed by means of an FDA Level 3 analysis for the assignment of ShipRight FDA plus notation. Note 3. Other structural connections may be required at the discretion of the responsible LR office. Note 4. ShipRight FDA Notation is not applicable to bulk carriers approved in accordance with the CSR. Table Container Ship structural details for fatigue assessment Container Ship Structural Details ID STRUCTURAL DETAIL 1. Connection of side, inner and outer bottom shell, longitudinal bulkhead and deck longitudinal stiffeners to transverse structure. 2. Connection of longitudinal stiffeners to transverse primary structure in way of partial decks or stringers. 3. Connection of typical cross-deck box structure to side structure including hatchway corners at hatch coaming top, upper deck passage way and bottom of cross-deck structure. Hatchway corners at the forward region. 4. Hatchway corners forward of the engine room and in way of the connection of engine room to container holds aft of the engine room. 5. Hatchway corners at the connection of container holds to closed sections for fuel oil tanks or in way of accommodation blocks not above the engine room. 6. End of longitudinal coaming in way of engine casing or accommodation block, if applicable. 7. Connections of coaming top plate in way of changes in height of the coaming top plate. 8. Integration of superstructure into the side coaming, if applicable. 12 Lloyd's Register

14 9. Location of high stress gradients identified from the SDA analysis. Note 1. Items 1 and 2 are required to be assessed for the assignment of ShipRight FDA or ShipRight FDA plus notation, using either an FDA Level 2 or an FDA Level 3 analysis. Note 2. Items 3 to 9 are to be assessed by means of an FDA Level 3 analysis for the assignment of ShipRight FDA or ShipRight FDA plus notation. Note 3. Other structural connections may be required at the discretion of the responsible LR office. Table Membrane Tank LNG Carrier structural details for fatigue assessment Membrane Tank LNG Carrier Structural Details ID STRUCTURAL DETAIL 1. Connection of side, inner and outer bottom shell, longitudinal bulkhead, hopper and topside, upper and trunk deck longitudinal stiffeners to transverse structure. 2. Lower hopper lower knuckle The analysis is to consider the connection between: (d) (e) (f) inner bottom plating and hopper sloping plate, transverse web frame plating and inner bottom plating, transverse web frame plating and hopper sloping plate, transverse web frame plating and longitudinal girder plating, transverse web frame plating and stringer plating, if applicable, ends of inner bottom extension brackets, if applicable. The analysis is to be carried out at mid-length of a midship cargo tank. 3. Lower hopper upper knuckle The analysis is to consider the connection between: (d) outer longitudinal bulkhead (inner skin) plating and hopper sloping plate, transverse web frame plating and outer longitudinal bulkhead (inner skin) plating, transverse web frame plating and hopper sloping plate, transverse web frame plating and stringer plating, The analysis is to be carried out at mid-length of a midship cargo tank. 4. Cofferdam bulkhead to inner bottom connections between Nos. 1 & 2 tanks, between Nos. 2 & 3 tanks, between the aft-most tank and engine room. 5. Cofferdam bulkhead to side structure connections (d) between Nos. 1 & 2 tanks, between Nos. 2 & 3 tanks, at forward end of No. 1 tank, between the aft-most tank and engine room. 6. Scarphing of trunk deck and sides into the superstructure and engine room. The analysis is to consider the following: ends of sweep brackets, windows and door openings in region of stress flow. 7. Connection of trunk deck scarphing brackets at forward region. Lloyd's Register 13

15 8. Liquid Dome Opening (not required for NO96 designs or similar) The analysis is to consider the following: Corners of openings in: Outer trunk deck plating Inner trunk deck plating Coaming bracket ends The analysis is to be carried out for the liquid dome opening closest to midships. Note 1. Item 1 is required to be assessed for the assignment of ShipRight FDA or ShipRight FDA plus notation, using either an FDA Level 2 or an FDA Level 3 analysis. Note 2. Items 2 to 8 are to be assessed by means of an FDA Level 3 analysis for the assignment of ShipRight FDA or ShipRight FDA plus notation. Note 3. Other structural connections may be required at the discretion of the responsible LR office. Table LPG Carrier structural details for fatigue assessment LPG Carrier Structural Details ID STRUCTURAL DETAIL 1. Connection of side, inner and outer bottom shell, longitudinal bulkhead, hopper and topside, upper and trunk deck longitudinal stiffeners to transverse structure. 2. Lower hopper lower knuckle The analysis is to consider the connection between: (d) (e) (f) inner bottom plating and hopper sloping plate, transverse web frame plating and inner bottom plating, transverse web frame plating and hopper sloping plate, transverse web frame plating and longitudinal girder plating, transverse web frame plating and stringer plating, if applicable, ends of inner bottom extension brackets, if applicable. The analysis is to be carried out at mid-length of a midship cargo tank. 3. Upper and lower side frame end bracket connections at mid-length of a midship cargo tank. 4. Dome opening in way of a midship tank, including end of coaming brackets, if fitted. 5. Chocks and cradle supports. Note 1. Item 1 is required to be assessed for the assignment of ShipRight FDA or ShipRight FDA plus notation, using either an FDA Level 2 or an FDA Level 3 analysis. Note 2. Items 2 to 5 are to be assessed by means of an FDA Level 3 analysis for the assignment of ShipRight FDA or ShipRight FDA plus notation. Note 3. Other structural connections may be required at the discretion of the responsible LR office. 4.3 Fatigue Wave Environment FDA 100A1 Fatigue Wave Environment (Worldwide) For the assignment of ShipRight FDA and ShipRight FDA plus notations, LR has derived FDA 100A1 Fatigue Wave Environment (Worldwide) trading patterns for specific ship types, using worldwide trading statistics. These trading patterns, which are made up of a number of relevant routes, are used in the spectral fatigue direct calculation for the FDA Level 2 and Level 3 assessments. For all trading patterns, default or otherwise, the probability of encountering a particular sea condition and wave heading is obtained from a voyage simulation program which makes use of global wave statistical data. 14 Lloyd's Register

16 4.3.2 In general, the service speed to be used for FDA calculation is taken as 90 per cent of the maximum service speed as defined in the Rules for Ships, Part 3 Ship Structures (General). For ships designed with large sea-margins, the percentage of maximum service speed to be used for FDA calculations will be specially considered Ship designers/shipbuilders are required to provide details (e.g. trim and stability calculations) of the required loading conditions for performing the FDA calculation. In general, loading conditions best representing the intended trading operation should be used. Departure conditions (i.e. all fuel tanks are full and full bunkers) are to be considered For ship types not specified in this Section, the FDA Fatigue Wave Environment will be specially considered by LR Oil Tankers A fully loaded condition and a ballast condition are considered. For each trading route, it is assumed that a ship firstly sails from the importing port/area to the exporting port/area in ballast, and then returns to the importing port/area fully loaded. The FDA Fatigue Wave Environment (Worldwide) 100A1 trading patterns are summarised in Table A1 Fatigue Wave Environment (Worldwide) trading patterns for crude oil tankers and Table A1 Fatigue Wave Environment (Worldwide) trading patterns for product oil tankers Bulk Carriers Fully loaded conditions and ballast conditions are considered. For bulk carriers strengthened for carrying heavy cargo in alternate holds an alternate-hold fully loaded condition should be used for iron ore trading routes. In general, the trading pattern assumes that a ship firstly sails from the importing port/area to the exporting port/area in ballast and then returns to the importing port/area fully loaded, with the exception of handy size bulk carriers which operate on a number of round trip routes in which the ship is assumed to be fully loaded for the whole trip. Two ballast conditions, light ballast and heavy ballast, are considered. For handy size bulk carriers, the utilisation is assumed to be 50 per cent in heavy ballast condition and 50 per cent in light ballast condition. For other sizes of bulk carriers the utilisation of 60 per cent heavy ballast and 40 percent light ballast is assumed. The FDA Fatigue Wave Environment (Worldwide) 100A1 trading patterns for bulk carriers are summarised in Table A1 Fatigue Wave Environment (Worldwide) trading patterns for bulk carriers Liquefied Gas Carriers A fully loaded condition and a ballast condition are considered. The trading pattern assumes that a ship firstly sails from the importing port/area to the exporting port/area in ballast, and then returns to the importing port/area fully loaded. The FDA Fatigue Wave Environment (Worldwide) 100A1 trading patterns are summarised in Table A1 Fatigue Wave Environment (Worldwide) trading patterns for LNG carriers and Table A1 Fatigue Wave Environment (Worldwide) trading patterns for LPG carriers Ore Carriers A fully loaded condition and a ballast condition are considered. For each trading route, it is assumed that a ship firstly sails from the importing port/area to the exporting port/area in ballast,and then returns to the importing port/area fully loaded. The FDA Fatigue Wave Environment (Worldwide)100A1 trading patterns for ore carriers are summarised in Table A1 Fatigue Wave Environment (Worldwide) trading patterns for ore carriers Container Ships Container Ships usually trade in loaded conditions. Ballast conditions are rarely used. Therefore, ballast conditions are omitted for FDA purpose. Two loaded conditions are considered for the FDA analysis. These conditions are summarised in Table Loading conditions for Fatigue Design Assessment of Container Ships. The amount of ballast water carried is to be minimum provided that the longitudinal strength, stability and other operational requirements are satisfied. The FDA Fatigue Wave Environment (Worldwide) 100A1 trading patterns for Container Ships are summarised in Table A1 Fatigue Wave Environment (Worldwide) trading patterns for container ships North Atlantic Wave Environment For the assignment of ShipRight FDA plus (years, NA) notation, the Level 2 and Level 3 spectral fatigue assessments are to be based on the loading condition utilisation, wave environment and assumptions specified in Table Fatigue Wave Environment (North Atlantic) trading patterns and loading condition utilisation for ShipRight FDA plus (years, NA) notation. Loading conditions for ship types not specified in the table will be specially considered. Lloyd's Register 15

17 Table A1 Fatigue Wave Environment (Worldwide) trading patterns for crude oil tankers Ship Type/ Group Trading Route Exporting Area Importing Area % of service life Very large crude oil tanker (VLCC) 200,000 dwt and above N Europe (North Sea, UK/Norway) E Asia (Taiwan) N America (Gulf of Mexico, New Orleans) N America (USA EC, New York) 17,0 30,0 28,0 21,0 4,0 Suezmax crude oil tanker 125, ,000 dwt E Europe (Black Sea) S America (Venezuela) N Europe (North Sea, UK/Norway) N Europe (North Sea, UK/Norway) W Europe (Med, Marseille) W Europe (Med, Marseille) N America (USA EC, New York) N America (USA WC, Los Angeles) via Pacific Ocean 8,2 6,8 6,7 16,3 4,3 W Europe (Med, Marseille) via Cape 9,1 Australasia (Adelaide) 6,6 N America (Alaska) N America (USA WC, Los Angeles) 5,8 W Africa (Nigeria, Bonny) N America (Gulf of Mexico, New Orleans) 24,8 W Africa (Nigeria, Bonny) W Europe (Med, Marseille) 6,8 W Africa (Nigeria, Bonny) 4,6 Aframax crude oil tanker 80, ,000 dwt E Europe (Black Sea) S America (Venezuela) S America (Venezuela) S America (Venezuela) N Africa (Libya) W Europe (Med, Marseille) N America (USA WC, New Orleans) S America (Brazil, Santos) 9,4 24,9 2,2 6,9 4,5 N Europe (North Sea, UK/Norway) N America (USA EC, New York) 5,1 N Europe (North Sea, UK/Norway) 24,4 E Asia (Taiwan) 5,4 S Asia (India, Madras) 2,5 Australasia (Adelaide) 2,0 W Europe (Med, Marseille) 7,5 SE Asia (Indonesia, Ardjuna) 2,4 N America (Alaska) N America (USA WC, Los Angeles) 2,8 16 Lloyd's Register

18 Panamax crude oil tanker 50,000-80,000 dwt N Europe (Latvia, Ventspils) E Europe (Black Sea) S America (Venezuela) S America (Venezuela) N Africa (Libya) W Europe (Med, Marseille) N America (Gulf of Mexico, New Orleans) S America (Brazil, Santos) 8,8 5,3 27,0 28,3 8,1 N Europe (North Sea, UK/Norway) N America (USA EC, New York) 3,7 N Europe (North Sea, UK/Norway) 10,5 W Europe (Med, Marseille) 2,1 SE Asia (Indonesia, Ardjuna) 6,2 Handy crude oil tanker 5,000-50,000 dwt N Europe (Latvia, Ventspils) E Europe (Black Sea) S America (Venezuela) S America (Venezuela) W Europe (Med, Marseille) N America (Gulf of Mexico, New Orleans) S America (Brazil, Santos) 13,0 5,0 24,8 38,5 N Africa (Libya) 9,4 E Asia (China, Qingdao) 1,9 SE Asia (Indonesia, Ardjuna) 7,4 Table A1 Fatigue Wave Environment (Worldwide) trading patterns for product oil tankers Ship Type/Group Trading Route Exporting Area Importing Area % of service life Aframax oil product tanker 80, ,000 dwt E Europe (Black Sea) N Africa (Libya) N Europe (North Sea, UK/Norway) W Europe (Med, Marseille) N America (USA EC, New York) N America (USA EC, New York) 2,0 9,2 12,2 E Asia (Taiwan) 7,7 28,4 E Asia (Singapore) 16,7 via Suez 5,0 N America (USA EC, New York) via Suez 9,9 W Europe (Med, Marseille) 3,0 S America (Brazil, Santos) via Cape 5,9 Lloyd's Register 17

19 Panamax oil product tanker 50,000-80,000 dwt E Europe (Black Sea) N Europe (Latvia, Ventspils) S America (Venezuela) S America (Venezuela) W Europe (Med, Marseille) N America (USA EC, New York) S America (Brazil, Santos) 5,1 2,1 6,4 12,0 N Africa (Libya) N America (USA EC, New York) 3,2 N America (USA EC, Houston) S America (Brazil, Santos) 5,6 N America (USA EC, Houston) N America (USA EC, New York) 14,2 N America (USA EC, Houston) E Asia (Taiwan) 1,6 N Europe (North Sea, UK/Norway) 7,2 N Europe (North Sea, UK/Norway) N America (USA EC, New York) 4,3 N Europe (North Sea, UK/Norway) S Africa (South Africa, Durban) 3,8 SE Asia (Singapore) 2,9 4,3 S Asia (India, Madras) 4,2 via Suez 1,3 S America (Brazil, Santos) via Cape 1,5 N America (USA EC, New York) via Suez 4,4 SE Asia (Indonesia, Ardjuna) E Asia (Taiwan) 13,6 SE Asia (Indonesia, Ardjuna) 2,3 Handy oil product tanker 5,000-50,000 dwt E Europe (Black Sea) N Europe (Latvia, Ventspils) S America (Venezuela) W Europe (Med, Marseille) N America (USA EC, New York) 5,1 2,1 6,5 S America (Venezuela) S America (Brazil, Santos) 12,2 S America (Venezuela) 1,6 N Africa (Libya) N America (USA EC, New York) 2,9 N America (USA EC, Houston) S America (Brazil, Santos) 5,7 N America (USA EC, Houston) N America (USA EC, New York) 14,4 N America (USA EC, Houston) E Asia (Taiwan) 1,7 N Europe (North Sea, UK/Norway) 7,3 N Europe (North Sea, UK/Norway) N America (USA EC, New York) 4,1 N Europe (North Sea, UK/Norway) S Africa (South Africa, Durban) 3,9 E Asia (Taiwan) 5,0 S Asia (India, Madras) 4,2 1,1 S America (Brazil, Santos) via Cape 1,3 N America (USA EC, New York) via Suez 4,0 SE Asia (Indonesia, Ardjuna) E Asia (Taiwan) 14,7 SE Asia (Indonesia, Ardjuna) 2,2 18 Lloyd's Register

20 Table A1 Fatigue Wave Environment (Worldwide) trading patterns for bulk carriers Ship Type/Group Trading Route Cargo Exporting Area Importing Area % of service life Capesize bulk carrier 80,000 dwt and above Iron Ore 61% Australasia (W Australia, Dampier) Australasia (W Australia, Walcott) Australasia (W Australia, Walcott) N America (Canada, Sept Isles) E Asia (China, Shanghai) W Europe (Belgium, Antwerp) 6,2 10,1 7,1 1,8 S Asia (India, Mormugao) 2,4 S America (Brazil, Tubarao) 8,2 S America (Brazil, Tubarao) via Indian Ocean 12,1 S America (Tubarao, Brazil) E Asia (Taiwan) via Indian Ocean 13,1 Coal 39% Australasia (NSW, Newcastle) Australasia (NSW, Newcastle) E Asia (Taiwan) 9,9 4,3 Australasia (NSW, Port Kembla) 4,8 N America (Canada, Vancouver) 4,0 S Africa (South Africa, Richard s Bay) 1,9 S Africa (South Africa, Richard s Bay) E Asia (Taiwan) 2,9 S Africa (South Africa, Richard s Bay) 4,0 N America (USA EC, Baltimore) E Asia (Taiwan) 2,4 N America (USA EC, Baltimore) 4,8 Panamax bulk carrier 50,000-80,000 dwt Iron Ore 20% Australasia (W Australia, Dampier) Australasia (W Australia, Walcott) Australasia (W Australia, Walcott) S America (Brazil, Tubarao) E Asia (China, Shanghai) 2,0 3,9 2,3 2,7 S America (Brazil, Tubarao) via Indian Ocean 4,4 S America (Brazil, Tubarao) E Asia (Taiwan) via Indian Ocean 4,7 Coal 45% Australasia (NSW, Newcastle) Australasia (NSW, Newcastle) E Asia (Taiwan) 11,4 5,0 Australasia (NSW, Port Kembla) 5,6 N America (Canada, Vancouver) 4,6 S Africa (South Africa, Richard s Bay) 2,2 S Africa (South Africa, Richard s Bay) E Asia (Taiwan) 3,3 S Africa (South Africa, Richard s Bay) 4,6 N America (USA EC, Baltimore) E Asia(Taiwan) 2,8 N America (USA EC, Baltimore) 5,5 Grain 35% N America (Canada, Vancouver) S America (Argentina, Rosario) E Asia (Taiwan) 2,6 2,0 N America (USA EC, Charleston) 4,0 N America (USA EC, Charleston) W Africa (Nigeria, Lagos) 1,2 N America (Gulf of Mexico, Florida, Freeport) E Asia (Taiwan) via Panama 16,5 N America (USA WC, San Francisco) 8,7 Lloyd's Register 19

21 Handy bulk Iron Ore 16% Australasia (W Australia, Walcott) N America (Canada, Sept Isles) S America (Venezuela, Puerto Ordaz) N America (Gulf of Mexico, New Orleans) 4,4 1,3 2,6 S America (Peru, San Nicolas) E Asia (Taiwan) via Indian Ocean 2,0 S America (Brazil, Tubarao) via Indian Ocean 5,7 Coal 39% Australasia (NSW, Newcastle) E Asia (China, Qinhuangdao) 10,8 3,0 S America (Venezuela, Maracaibo) 4,6 S Africa (South Africa, Richard s Bay) 15,6 N America (USA EC, Baltimore) 5,0 Grain 45% Australasia (NSW, Newcastle) N America (USA EC, Charleston) E Asia (Taiwan) 10,9 7,8 N America (USA EC, Charleston) S America (Brazil, Santos) 18,8 N America (USA WC, San Francisco) 7,5 Table A1 Fatigue Wave Environment (Worldwide) trading patterns for LNG carriers Ship Type/ Group Trading Route Exporting Area Importing Area % of service life LNG carrier W Asia (Persian Gulf, Qatar, Ras Laffan) E Asia (Japan, Tokyo) 16,0 W Asia (Persian Gulf, Qatar, Ras Laffan) N Europe (UK, Milford Haven) via Suez 10,0 W Asia (Persian Gulf, Qatar, Ras Laffan) via Suez 9,0 W Asia (Persian Gulf, Qatar, Ras Laffan) N America (USA Gulf of Mexico, Louisiana) via Suez 9,0 Australasia (W Australia, Dampier) E Asia (Japan, Tokyo) 10,0 SE Asia (Indonesia, Bontang) E Asia (Japan, Tokyo) 17,0 W Africa (Nigeria, Bonny) N Europe (UK, Milford Haven) 16,0 N Europe (North Sea, Norway, Snohvit) 9,0 N America (USA, Gulf of Mexico) E Asia (China, Shanghai) via Panama 4,0 20 Lloyd's Register

22 Table A1 Fatigue Wave Environment (Worldwide) trading patterns for LPG carriers Ship Type/ Group Trading Route Exporting Area Importing Area % of life service LPG carrier 12,5 E Asia (China, Qingdao) 26,7 E Asia (South Korea) 10,8 SE Asia (Indonesia, Ardjuna) 2,5 Australasia (W Australia, Dampier) E Asia (South Korea) 2,5 N Africa (Algeria) C America (Mexico) 11,7 N Africa (Algeria) 10,0 N Europe (North Sea) W Asia (Med, Turkey) 6,7 N America (USA EC, Philadelphia) 6,7 W Africa (Nigeria, Bonny) S America (Brazil, Santos) 2,5 W Africa (Nigeria, Bonny) 5,0 S America (Venezuela) S America (Brazil, Santos) 2,4 Table A1 Fatigue Wave Environment (Worldwide) trading patterns for ore carriers Ship Type/Group Trading Route Exporting Area Importing Area % of service life Very Large Ore carrier (VLOC) 300,000 dwt and above Australasia (W Australia, Dampier) Australasia (W Australia, Walcott) Australasia (W Australia, Walcott) S America (Brazil, Sao Luis) E Asia (Japan, Oita) E Asia (China, Shanghai) 2,5 2,5 5,0 5,0 S America (Brazil, Sao Luis) E Asia (Japan, Oita) 11,0 S America (Brazil, Sao Luis) SE Asia (Philippines, Villanueva) 4,0 S America (Brazil, Tubarao) E Asia (China, Qingdao/Shanghai) 70,0 Very Large Ore carrier (VLOC) less than 300,000 dwt and Capesize Ore carrier 80, ,000 dwt Australasia (W Australia, Dampier) Australasia (W Australia, Walcott) Australasia (W Australia, Walcott) N America (Canada, Sept Isles) S Asia (India, Mormugao) S America (Brazil, Tubarao) S America (Brazil, Tubarao) E Asia (China, Shanghai) W Europe (Antwerp) via Indian Ocean 10,2 16,6 11,6 3,0 3,9 13,4 19,8 S America (Brazil, Tubarao) E Asia (Taiwan) via Indian Ocean 21,5 Lloyd's Register 21

23 Panamax Ore carrier 50,000-80,000 dwt Australasia (W Australia, Dampier) Australasia (W Australia, Walcott) Australasia (W Australia, Walcott) E Asia (China, Shanghai) 10,0 19,5 11,5 S America (Brazil, Tubarao) 13,5 S America (Brazil, Tubarao) via Indian Ocean 22,0 S America (Brazil, Tubarao) E Asia (Taiwan) via Indian Ocean 23,5 Handy Ore carrier 5,000-50,000 dwt Australasia (W Australia, Walcott) N America (Canada, Sept Isles) S America (Venezuela, Puerto Ordaz) N America (USA EC, New Orleans) 27,5 8,1 16,3 S America (Peru, San Nicolas) E Asia (Taiwan) 12,5 S America (Brazil, Tubarao) via Indian Ocean 35,6 Table Loading conditions for Fatigue Design Assessment of Container Ships FDA Loading condition ID FDA Loading condition Loaded TEU weight (tonne/teu) Ship draught 1 (midship) < 500 TEU Container Ship FDA LC 1.1 FDA LC TEU - 1,500 TEU Container Ship FDA LC 2.1 FDA LC 2.2 1,500 TEU- 3,000 TEU Container Ship FDA LC 3.1 FDA LC 3.2 3,000 TEU - 5,000 TEU Container Ship FDA LC 4.1 FDA LC 4.2 > 5,000 TEU Container Ship FDA LC 5.1 FDA LC ,0 8,0 10,0 8,0 12,0 10,0 12,0 10,2 12,0 10,0 1,00 to 1,05 of design draught 0,85 to 0,90 of design draught 1,00 to 1,05 of design draught 0,85 to 0,90 of design draught 1,00 to 1,05 of design draught 0,85 to 0,90 of design draught 1,00 to 1,05 of design draught 0,85 to 0,90 of design draught 1,00 to 1,05 of design draught 0,85 to 0,90 of design draught Note 1. Ships are loaded homogeneously. 22 Lloyd's Register

24 Table A1 Fatigue Wave Environment (Worldwide) trading patterns for container ships Route Description Port Information FDA loading condition % of Typical Port Rotation Port time, see Note 1 (Days) service life < 500 TEU Container Ship N Asia round trip SE Asia round trip Mediterranean Intra/Feeder round trip Pusan, Tokyo, Shanghai, Dalian, Qingdao, Pusan Singapore, Bangkok, Saigon, Jakarta, Singapore Gioia Tauro, La Spezia, Genoa, Barcelona, Malta, Gioia Tauro 3,3 FDA LC1.1 33,0 2,9 FDA LC1.1 34,3 4,2 FDA LC1.1 11,6 N Europe/Baltic round trip Hamburg, Helsinki, Gdansk, Hamburg 3,5 FDA LC1.2 11,5 Caribbean/Central America round trip 500 TEU - 1,500 TEU Container Ship Intra Asia Long Haul round trip SE Asia round trip N Europe/Baltic round trip Mediterranean Intra/Feeder round trip N America to S America S America to N America 1,500 TEU - 3,000 TEU Container Ship Kingston, Freeport, Miami, Freeport, Panama, Kingston Singapore, Shanghai, Pusan, Tokyo, Kobe, Pusan, Singapore Singapore, Bangkok, Jakarta, Singapore Hamburg, Helsinki, Riga, Gdansk, Hamburg Gioia Tauro, La Spezia, Genoa, Valencia, Malta, Gioia Tauro New York, Miami, Kingston, Santos, Rio Grande, Buenos Aires Buenos Aires, Rio Grande, Santos, Kingston, Miami, New York 6,0 FDA LC1.2 9,6 3,7 FDA LC2.1 38,5 3,2 FDA LC2.1 28,6 4,2 FDA LC2.2 9,9 5,6 FDA LC2.1 8,6 3,0 FDA LC2.1 7,2 3,0 FDA LC2.1 7,2 Transatlantic to St. Lawrence Antwerp, Le Havre, Montreal 1,6 FDA LC3.2 6,6 St. Lawrence to Transatlantic Montreal, Le Havre, Antwerp 1,6 FDA LC3.1 6,6 N Europe to N America-Caribbean Caribbean to N America-N Europe Africa to N Europe N Europe to Africa Europe to Australasia Felixstowe, Antwerp, Norfolk, Miami, Freeport, Kingston Kingston, Freeport, Miami, Norfolk, Antwerp, Felixstowe Durban, Cape Town, Antwerp, Rotterdam, Felixstowe Felixstowe, Rotterdam, Antwerp, Cape Town, Durban Hamburg, Felixstowe, Rotterdam, Le Havre, Melbourne, Sydney 2,8 FDA LC3.2 4,7 2,8 FDA LC3.2 4,7 2,9 FDA LC3.1 8,3 2,9 FDA LC3.2 8,3 4,3 FDA LC3.2 8,4 Lloyd's Register 23

25 Australasia to Europe Sydney, Melbourne, Le Havre, Rotterdam, Felixstowe, Hamburg 4,3 FDA LC3.1 8,4 Intra Asia Long Haul Singapore, Kaohsiung, Pusan, Kobe 2,7 FDA LC3.2 17,0 Mediterranean to Asia Asia to Mediterranean N America to Mediterranean Mediterranean to N America 3,000 TEU - 5,000 TEU Container Ship Transatlantic Westbound Transatlantic Eastbound Transpacific Eastbound Transpacific Westbound Mediterranean to Asia Asia to Mediterranean Asia to Europe Europe to Asia Asia to N America EC (via Panama) N America EC to Asia (via Panama) > 5,000 TEU Container Ship Transatlantic Westbound Transatlantic Eastbound Transpacific Eastbound Transpacific Westbound Barcelona, Genoa, Jeddah, Colombo, Klang, Singapore, Bangkok, Hong Kong Hong Kong, Bangkok, Singapore, Klang, Colombo, Jeddah, Genoa, Barcelona Savannah, New York, Algeciras, Barcelona, Genoa Genoa, Barcelona, Algeciras, New York, Savannah Hamburg, Felixstowe, Rotterdam, Halifax, New York, Norfolk Norfolk, New York, Halifax, Rotterdam, Felixstowe, Hamburg Kaohsiung, Pusan, Yokohama, Tacoma, Los Angeles Los Angeles, Tacoma, Yokohama, Pusan, Kaohsiung Barcelona, Genoa, Gioia Tauro, Klang, Singapore, Bangkok, Hong Kong, Shanghai Shanghai, Hong Kong, Bangkok, Singapore, Klang, Gioia Tauro, Genoa, Barcelona Pusan, Hong Kong, Singapore, Salalah, Le Havre, Rotterdam, Felixstowe Felixstowe, Rotterdam, Le Havre, Salalah, Singapore, Hong Kong, Pusan Shanghai, Qingdao, Pusan, Kobe, (via Panama), Miami, Norfolk, New York New York, Norfolk, Miami,(via Panama), Kobe, Pusan, Qingdao, Shanghai Hamburg, Felixstowe, Rotterdam, Halifax, New York, Norfolk Norfolk, New York, Halifax, Rotterdam, Felixstowe, Hamburg Kaohsiung, Pusan, Yokohama, Tacoma, Los Angeles Los Angeles, Tacoma, Yokohama, Pusan, Kaohsiung 3,4 FDA LC3.1 9,5 3,4 FDA LC3.2 9,5 2,9 FDA LC3.2 4,0 2,9 FDA LC3.1 4,0 3,7 FDA LC4.2 13,1 3,7 FDA LC4.2 13,1 4,2 FDA LC4.2 14,0 4,2 FDA LC4.1 14,0 5,3 FDA LC4.1 8,5 5,3 FDA LC4.2 8,5 4,3 FDA LC4.1 7,2 4,3 FDA LC4.2 7,2 4,9 FDA LC4.2 7,2 4,9 FDA LC4.2 7,2 3,5 FDA LC5.1 5,0 3,5 FDA LC5.2 5,0 3,5 FDA LC5.2 15,0 3,5 FDALC5.1 15,0 24 Lloyd's Register

26 Asia to Europe Europe to Asia Asia-Med-N America (via Suez) N America-Med-Asia (via Suez) N America WC-Asia-Europe (via Suez) Europe-Asia-N America WC (via Suez) Pusan, Hong Kong, Singapore, Salalah, Le Havre, Rotterdam, Felixstowe Felixstowe, Rotterdam, Le Havre, Salalah, Singapore, Hong Kong, Pusan Kaohsiung, Hong Kong, Singapore, Algeciras, Halifax, New York, Norfolk Norfolk, New York, Halifax, Algeciras, Singapore, Hong Kong, Kaohsiung Seattle, Los Angeles, Pusan, Hong Kong, Singapore, Le Havre, Felixstowe, Rotterdam, Hamburg. Hamburg, Rotterdam, Felixstowe, Le Havre, Singapore, Hong Kong, Pusan, Los Angeles, Seattle. 4,4 FDA LC5.1 18,0 4,4 FDA LC5.2 18,0 4,6 FDA LC5.2 8,0 4,6 FDA LC5.1 8,0 6,3 FDA LC5.2 4,0 6,3 FDA LC5.2 4,0 Note 1. Port time given is per trip. Table Fatigue Wave Environment (North Atlantic) trading patterns and loading condition utilisation for ShipRight FDA plus (years, NA) notation Ship Type/ Group From Trading Route To Port time 1 (Days) Loading Condition % of service life Oil Tankers 2,0 Fully loaded Ballast 50,0 50,0 Bulk Carriers (Capesize) 4,0 Fully loaded (iron ore) Fully loaded (coal) Heavy ballast Light ballast 30,5 19,5 30,0 20,0 Bulk Carriers (Panamax) 4,0 Fully loaded (iron ore) Fully loaded (coal) Fully loaded (grain) Heavy ballast Light ballast 10,0 22,5 17,5 30,0 20,0 Bulk Carriers (Handy size) 4,0 Fully loaded (iron ore) Fully loaded (coal) Fully loaded (grain) Heavy ballast Light ballast 8,0 19,5 22,5 25,0 25,0 Lloyd's Register 25

27 Gas Carriers 1,5 Fully loaded Ballast 50,0 50,0 Ore Carriers 4,0 Fully loaded Ballast 50,0 50,0 FDA LC1.1 40,0 Container Ships (< 500 TEU) 3,5 FDA LC1.1 FDA LC1.2 40,0 10,0 FDA LC1.2 10,0 Container Ships (500-1,500 TEU) 3,5 FDA LC2.1 FDA LC2.1 FDA LC2.2 FDA LC2.2 45,0 45,0 5,0 5,0 Container Ships (1,500-3,000 TEU) 3,5 FDA LC3.1 FDA LC3.1 FDA LC3.2 FDA LC3.2 15,0 15,0 35,0 35,0 Container Ships (3,000-5,000 TEU) 3,5 FDA LC4.1 FDA LC4.1 FDA LC4.2 FDA LC4.2 15,0 15,0 35,0 35,0 FDA LC5.1 15,0 Container Ships (> 5,000 TEU) 3,5 FDA LC5.1 FDA LC5.2 15,0 35,0 FDA LC5.2 35,0 Note 1. Port time given is per trip. 4.4 Basis of Fatigue Direct Calculation Procedure A structural arrangement may contain an array of potential fatigue crack initiation sites. Regions identified as containing the highest stress fluctuations and/or severe stress concentrations would normally be assessed first It is necessary to establish the extent to which fatigue is likely to control the design taking into consideration: An accurate prediction of the complete service loading patterns throughout the design life. The elastic response of the structure under these loading patterns. The detail design, methods of manufacture and degree of quality control which may have a major influence on fatigue strength, and should be defined more precisely than for statically controlled members. This can have a significant influence on design and construction cost Traditionally, FDA procedure relies on determining the maximum lifetime stress range, and the expected number of stress cycles during the life of the structural detail. These two parameters represent the intercept on the axes of the stress spectrum. A suitable distribution function has then to be chosen to represent the lifetime stress spectrum. Finally, the selection of a suitable S-N fatigue strength curve, from a fatigue design code permits calculation of fatigue damage on the assumption of the Palmgren-Miner linear cumulative fatigue damage law. 26 Lloyd's Register

28 4.4.4 In order to evaluate fatigue lives accurately, it is necessary to establish, as close to reality as possible, the long-term distribution of the stress range taking into consideration all pertinent stress variations which can be expected during the life of the structure A spectral fatigue assessment procedure is adopted in which the stress ranges and associated number of cycles are determined based on a simulation of the ship voyages throughout the entire ship s life. This simulation makes use of the anticipated ship s operational profiles, global wave statistical data and mathematical models of the ship The specification of design fatigue life should take account of the joints accessibility to inspection and proposed degree of inspection in addition to the consequence of failure High cycle fatigue assessment is to be based upon a period of time which is equal to the planned life of the structure High cycle related stresses will occur with variable amplitudes of a random nature. The listing of cycles in descending order of amplitude results in the development of a stress spectrum. For each calculation it may be necessary to simplify this spectrum into bands. The stress amplitudes and cycles are to be evaluated from a long-term distribution determined by the structure's deemed service life Fatigue damage assessment must begin by assuming a typical loading sequence and establishment of the number of cycles expected at each stress level during the structure's service life. For each potential crack location the long-term distribution of relevant stress ranges is to be established and the calculated fatigue life is to be estimated by consideration of cumulative damage. Although fatigue damage is initially slow, it increases rapidly towards the end of the structural detail s fatigue life. A linear relationship between fatigue damage and the number of cycles is often assumed. This is given by Palmgren-Miner's Law The cumulative damage factor, D, according to Palmgren-Miner's Law is given as: k n D = i N i = 1 i where k = number of stress range components n i = expected number of stress cycles in the design spectrum which are assumed to occur for the various stress ranges S i corresponding to N i N i = permissible number of stress cycles for each S i according to the selected S-N curve To satisfy the acceptance criteria, the value of the accumulative damage factor, D, has to be less than 1,0. A diagrammatic illustration of the calculation procedures for the FDA Level 2 and 3 assessment is given in Figure Spectral fatigue analysis procedure (Level 2 and Level 3 assessment). Lloyd's Register 27

29 Figure Spectral fatigue analysis procedure (Level 2 and Level 3 assessment) 4.5 Level 1 Assessment: Structural Detail Design Guide The SDDG is based on the extensive knowledge database compiled from the detail design expertise held by LR s plan approval and field Surveyors, and it has also been supplemented by analytical, numerical and experimental research work. This has allowed the fatigue performance requirement and the practical considerations necessary for the manufacture of structural details to be taken into account The primary purpose of the Guide is to promote good detail design at an early stage in the structural design process by giving consideration to the following aspects: Application of fatigue design principles and analysis of fatigue performance. Construction tolerances and other practical considerations. In-service experience and fatigue performance The Guide provides a convenient approach to the design of ship structural details against fatigue by providing guidance for the following items: Identification of critical areas within the ship structure for a given ship type. Identification of the stress hot spot locations for each of the critical structural details. Provision of a set of alternative improved fatigue life configurations from which an appropriate solution can be selected. Recommendations on geometrical configurations, scantlings, welding requirements and construction tolerances Where several configurations are offered for a given structural detail, these are graded in terms of their relative fatigue life performance. Methods of improving fatigue life, such as weld toe grinding, weld dressing, etc., are also described The development of the Guide is an on-going process with regular updates to reflect the trends in fatigue life performance as obtained from service experience, as well as evolution and feedback from design and construction practices. The 28 Lloyd's Register