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No. 2/95

Edited by DSO-245

The purpose of Casualty Information is to provide the marine industry with 'lessons to be learned' from incidents of
ship damage and more serious accidents. In this way, DNV hopes to contribute to the prevention of similar
occurrences in the future. The information included is not necessarily restricted to cover ships classed with DNV
and is presented, without obligation, for information purposes only. Queries may be directed to Maritime Industries,
Maritime technology and Production Centre(dept for Calssification & ISM, N-1322 Hvik, Norway, fax: +47 67 57
99 11. E-mail: MTPNO860@dnv.com.
Copyright and disclaimer:This publication may be reproduced freely on condition that Det Norske Veritas (DNV) is always stated as the
source. DNV accepts no responsibility for any errors or misinterpretations.

SHIP TYPE Tanker for Oil

SIZE(GRT) 154,000

YEAR OF BUILD 1990

Fatigue cracking of side longitudinal

Course of events
During a loaded voyage, the vessels crew discovered a small oil leakage from a vertical crack in
the side shell. The crack was located a few meters below the waterline, in way of the port cargo oil
wing tank (cowt), and just aft of the collision bulkhead. A subsequent internal survey revealed that
the primary cause of the damage was fatigue cracking of the side longitudinals.
In the months following the discovery of the side shell cracking, inspection of all cargo oil wing
tanks revealed fatigue cracks in side longitudinals in several tanks and in several locations.
Extent of damage
All cracked side longitudinals were located in the zone between the loaded water line (LWL) and
the ballast water line (BWL). At the collision bulkhead, the fatigue cracks initiated from the toe of
the connecting brackets. The extent of damage varied from small cracks in the flange to cracks
penetrating into the longitudinals webs.
On the port side, two longitudinals were cracked through (Figure 1) and a vertical crack of
approximately 450 mm was found in the side shell. Fatigue cracks of varying size were found in
several longitudinals at the wash bulkheads. The cracks had initiated from the weld toe at the heel
of connecting stiffeners or tripping brackets (see Figure 2).

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Fig. 1

Fig. 2
Fatigue cracks were also found where the longitudinals pass through the web frames, although the
damage here was less severe than that at the bulkheads.
Probable Cause
The cracks are typical fatigue cracks, probably caused by high, local dynamic stresses at the toe of
welds between longitudinals and connecting stiffeners and brackets. Lateral bending of the
asymmetric L-profiles, unfavourable structural details and high nominal stresses caused by use of
high tensile steel (NV32) all contribute to high local stresses. Additional bending stress in side
longitudinals arising from relative transverse deflection between bulkheads and adjacent web
frames explain the greater extent of damage at bulkheads. The vessel was designed according to
DNV Rules issued prior to introduction of specific fatigue strength criteria.
Lessons to be learned
A. Rule development
Based on the above and similar experience with other vessels, DNV realised the need for specific
fatigue strength criteria in the Rules:
-In 1991, DNV was the first Classification Society to introduce specific fatigue strength criteria for
the exposed side structure.
-In 1993, the fatigue strength criteria were amended based on the latest experience.
-In 1993, guidelines for more comprehensive fatigue strength assessment were developed.
B. Design
The risk of fatigue cracks in side longitudinals may be greatly reduced if stress concentrations near
welds are reduced. This may be achieved by:
-Design of brackets and stiffeners with soft nose and heels
-Use of symmetric profiles (T-type)
-Fitting soft brackets on both sides of transverse bulkheads (and web frames)
In the case of novel designs for which no in-service experience exists, checking of fatigue strength
is particularly important. Valuable guidance may be found in the DNV Report No. 93-0432 Fatigue
Assessment of Ship Structures.
C. During construction
Special attention should be paid to:
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-Weld finish at bracket toes and heels

-Surface finish at weld toes; spatter and arc strikes should be removed
-Alignment of structural details
-Fittings to be kept well clear of the connections between longitudinals and stiffeners/brackets.
Welding methods, procedures and welding sequence should be selected with the aim of reducing
welding residual stresses.
D. Ships in Operation
The weld connections between side longitudinals and web frames and bulkheads in the area
between LWL and BWL should be inspected at regular intervals. In particular, this applies to
connections at transverse tight and non-tight bulkheads, and adjacent web frames forward and aft
of these.

Copyright and disclaimer:This publication may be reproduced freely on condition that Det Norske Veritas (DNV) is
always stated as the source. DNV accepts no responsibility for any errors or misinterpretations.

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