Streamlining Shipyard Rigging Analysis June 2012
Ship Production Process Technology Panel
What is Shipyard Rigging?
Shipyard rigging involves the lifting, handling, and transportation of partially built structure, which is desired to be as massive as possible, that will undergo temporary loading conditions through orientations that may never occur again, for which the consequences of failure are severe.
References and Guidance
The Primary Goal is to Create Reference Material to Guide Shipyard Rigging Engineers on Proper Analysis of Lifted Ship Structure
Safety Defining the Problem, and its Variables Results in a Greater Likelihood of a Successful Lift Training Having Relevant Reference Material Increases the Versatility of Engineers Cost Greater Understanding Will Lead to More Efficient Solutions, and a Reduction of Overly Conservative Designs
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Blocks Analyzed, Instrumented, Lifted
82-96 Ton deck and shell block: Lift, Lift and turn, Lift (53x 52x 13)
212 Ton Inner-bottom block: Lift (61x 51x 7)
Blocks Analyzed, Instrumented, Lifted
44 Ton small house block: Lift and turn (77x 38x 10)
44 Ton frame stiffened panel: Lift and turn (66x 20x 8)
Blocks Analyzed, Instrumented, Lifted
531 Ton Double Deck Block: Erection (106x 52x 32)
354 Ton Hangar Block: Erection (106x 59x 47)
Lifted Dynamics
Rigging is a Dynamic and Variable Event
There is Variation Seen in Shipyard Lifts Weight and COG (Estimate!) Operational Effects (Significant Percentage!) Dynamics Effects (Bouncing, Swinging, Twisting) Classic Sectional Analysis (Significant Error Possible!) Linear Finite Element Analysis (Simple, Detailed, Section) Category A is Engineered(DF=2) B is Standard (DF =3)
Match Structural Estimation of Unit Strength
ASME Below-The-Hook Bases Design Factor on Probabilistic Loading.
Lifted Dynamics
What are the Dynamics of a Typical Lift?
Historical Concern of Lifted Dynamics is Focused on the Effect on the Crane Previous Investigations in the 1940s and 1970s Created Data from Incrementing the Crane. Information Collected Pertained to Single Crane Lifts
Lifted Dynamics
Accelerometers Attached to Block
Acceleration of Block Scale of rigging results in very small accelerations, X, Y, and Z Lifted declivity of block, (<0.1 Deg) Global angle Local angle
Accelerometer
Lifted Dynamics
Vertical Bouncing of Block
Observed in accelerometer data during all movements recorded Mostly mass independent (The crane is causing it!) Periods of motion typically 0.25 to 4 (sec) Up to 5% g typically observed
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Lifted Dynamic Loads
Pendulum Swinging of Load
First dynamic recorded in strain gauge Period of motion depends of crane boom height Period Periods of oscillation typically 11 to 16 (sec) {100-200 ft} Apparent swinging creating one degree of declivity or side load. Initiated when: cranes move, travel path changes, booming
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Lifted Dynamic Loads
Twisting of Load
Along with Swinging, most prevalent dynamic recorded Coupled with swinging Periods of motion typically 4 to 30 (sec) Highly variable since depends on: Block mass Block mass moment of inertia Height of rigging Attachment location of rigging Lifted structure displays regular and chaotic motion
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Eight Strain Gauged Lifts
Strain Gauges Allow Confirmation of Predicted Stresses and Show Variability of Stresses During Lift:
Dynamic Loads: Short Period Dynamic Oscillation of Structure Operational Effects: Long Erratic Period, or Variable
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Operational Variables
Lift Specific Factors Can Heavily Influence Loads and Stresses
Slings: Exact Length Will Affect Angle, Elasticity, Load sharing Cranes: Travel Speed, Winch Speed, Separation Distance, Block Orientation Spreader bar: Exact Spread Will Affect Angles, Loads Weather: Wind, Rain Water Weight: What Exactly is on Block, Center of Gravity
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Operation Variables
Weight and COG is The Most Important Thing in Rigging
Structural steel weight
Most likely to be accurate Plate substitutions possible Typically 60-99% of a blocks total weight Reliant on Vender Furnished Information 3D production modeling errors
Outfitting weight and COG is has more variability
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Operation Variables
Lifted Weight and COG is Even More Complex
Weight control departments are mainly concerned with the completed vessel weight Individual blocks are subject to greater error What is on the block when it is lifted?
Temporary parts Missing parts Free ride
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Operational Variables
Increases in Stresses Were Observed as Blocks Were First Lifted
Ground effects were found to be significant Global bending stresses significantly higher than the steady state lift values Occurred on all lifts Repeatable phenomenon Durations ranging from 5-60 sec Caused by: COG error Crane position tolerance Blocking arrangement
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Operational Variables
The Turning of Units Have Significant Planned Loading Changes
Sling loads may swing through greater than 180 Tensions in slings will change as the operation is conducted Approximations to calculate are trigonometrically complex and require idealized assumptions
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Rigging Engineering is Complex
If Operation is Complex and Difficult or Impossible to Project Exactly What Will Take Place, High Design Factors are Warranted.
Uncertainly for weight.
Small sampling of historical maximum errors
15% ~10% (?) 5% ~1 (Deg) 5 (Deg) 5 (Deg) ~100% ~100%
Uncertainly for center of gravity. (No Hard Data) Dynamic bouncing.
Max seen, other references similar, Typical seen during dynamic event in this project
Dynamics from swinging, twisting Two crane lift hook height variance Two crane lift positional tolerances (tug-o-war)
Typical seen in this project, similar found in references Doubling of sling tension possible but rare
Statically indeterminate lifting arrangements Ground effects on internal moments during first lift
Maximum seen for expected and significant bending moments
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Structural Strength Estimation
Classic Assumed Section Analysis
Weight, COG and free body diagrams can estimate sling loads Forces impose moments in structure Assume an effective section which resist these moments Conservative assumption may project stress ~5 times higher Generous assumption may project stress ~5 times lower On a simple structures an estimates of (+/-) 50% is a reasonable expectation from a qualified and experienced structural rigging engineer
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Structural Strength Estimation
Finite Element Analysis Can Create Accurate Estimates of Complex Structure. But How Much Detail Should be Included?
All structure and outfitting? Bulkheads, Frames, Longitudinal, Brackets, Foundations, Outfitting Bulkheads, Frames, Longitudinal, Brackets, Foundations Bulkheads, Frames, Longitudinals Bulkheads, Frames
All structure?
Primary and secondary planes of structure? Primary planes of structure? If an estimate of stress is all that is desired, modeling only primary and secondary planes of structure gives reasonable result. 50-80% of mass modeled with gravity increased
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Structural Strength Estimation
Projecting Lifted Deflections and Wracking is Highly Complex
Rigging arrangements are nonlinear, the rigging will shift accompanied by the rotation of the many pin connections Model must be free to twist, deflect, and translate Fortunately there is little perceived need of precise lifted deflections If desired ~100% of mass and structure needs to be included
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Structural Strength Estimation
Operation and Dynamics Stresses and Loading Vary Substantially
Hypothetically, loads or stress will be within 30% of projected, 90% of the time.
Detailed Finite Element Analysis Offers Relatively Accurate Analysis
Notionally, strength can be projected within 10% of actual, 90% of the time.
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Structural Strength Estimation
Simplified Finite Element Analysis With 80/20 Rule
80% the accuracy, 20% the cost
Less Accurate Analysis
Strength can be projected within 20% of actual, 90% of the time.
Design Factor, or Margin Will Required to be Larger
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Structural Strength Estimation
Conservative Assumptions Should Skew the Probability of Strength Prediction.
The odds are the strength will be higher than estimated if minimum size plates are assumed
Less of an Increase in Design Factor Would be Required
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Summary
Shipyard Rigging is a Highly Variable Event
For safe rigging relatively high design factors are required
The Lift of Most Steel Ship Blocks Probably Does Not Result in Significant Global Stresses
Highest stresses are typically in the padeyes or near their attachment Highly outfitted lifts of units with minimal structure are exception
FEA Can Significantly Aid The Analysis of Large Complex Structures Simplification of FEA Can Significantly Reduce The Amount of Detail Required in a Structural Model Without Significant Sacrifice to Accuracy or Predicted Stresses
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Questions?
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