Strength Assessment of 62m barge hull for further modernization
To check the strength of a non-self-propelled barge, a set of works was carried out to check the general and local strength and stability of the structure in accordance with the requirements of the rules of the Register of Shipping of Ukraine.
As the initial design, the body of a non-self-propelled barge-platform was used, which should be modernized into a bunker barge for the transport of bulk bulk cargo or sand pulp. According to the design data, the life of the upgraded hull is 12 years.
For a detailed determination of the stress-strain state of the hull of a non-self-propelled barge, a finite element model (FEM) with a sufficient level of detail should be prepared. In accordance with the requirements of the classification society, calculations of static strength from the action of general and local loads should be performed, as well as buckling calculations. To obtain reliable data on safety margins, a calculated FEM of the barge hull was prepared in Siemens FEMAP with NX Nastran.
Initial package includes existing drwaings and preliminary modernization design. General view of existing barge is presented in Figure 1. Project modernization can be seen in Figure 2.
Figure 1. Initial structural design of existing barge hull.
Figure 2. Preliminary design modernization.
Information about load conditions has been supplied by the Customer and were taken into account. According to Register of Shipping of Ukraine, the following load cases are considered:
For each of loading options, the following wave conditions are considered:
Totaly list of 15 load cases (LC's) have been applied to the barge Fhull EM. Global wawe conditions like hoggging and sagging are shown in Figures 8 and 9. Hydrostatic leveles change depending on draft (see Figure 10).
FEM model of the hull is represented mainly by PLATE and BEAM elements. Cargo in the barge is presented within concentrated mass elements which transfer weigh to the hull via RBE3 rigid elements. Hull ccorrosion was taken into account using plate thickness correction. Hull thickness distribution is shown in Figure 3. FEM realization of barge hull can be seen in Figures 4 - XX.
Figure 3. Plate thickness [mm] distribution in FEM.
Figure 4. FEM of barge hull fore.
Figure 5. FEM of barge hull fore.
Figure 6. FEM of fore frame.
Figure 7. FEM of fore frame.
Figure 8. Hogging wawe condition.
Figure 9. Sagging wawe condition.
Figure 10. Hydrostatic load for different wawe heigh.
Based on the results of strength and stability of the hull structure, levels of elastic displacements for each design case, levels of total and maximum equivalent stresses, as well as normal and shear stresses arising in hull plates are determined.The obtained stress levels do not exceed the allowable values and safety factors according to the Register of Shipping of Ukraine.
Global stress level distribution in barge hull for hogging and sagging wave condisions can be seen in Figures 11 and 12.
Local stress concentration, localized on longitudinal bulkhead - for hogging LC and on transversal bulkhead - for sagging LC, shown in Figures 13 and 14.
Figure 11. Equivalent Von Mises stress distribution in barge hull for one of the hogging LC.
Figure 11. Equivalent Von Mises stress distribution in barge hull for one of the sagging LC.
Figure 12. Local Von Mises stress concentration on man hole of longitudinal bulkhead for hogging LC.
Figure 12. Local Von Mises stress concentration on transversal bulkhead for sagging LC.