/3

DESIGN CONSIDERATIONS

FOR

ALUMINUM HULL STRUCTURES

S~UDY OF ALUMINUM BULK CARRIER

This document has been approved for public release and sale; its distributions unlimited.

. ..><. , 1971

,,-.,

SHIP STRUCTURE COMMITTEE

w.,.

.-

SHIP

STRUCTURE

COMMilTEE

AN INTERAGENCY ADVISORY COMMITTEE DEDICATED TO IMPROVING THE STRUCTURE OF SHIPS MEMBER AGENCIES:
LJNITED STATES COAST GUARD NAVAL. SHIP SYSTEMSCOMMAND MILITARY SEALIFT COMMAND MARITIME ADMINISTRATION AMERICAN BUREAU OF SHIPPING

ADDRESS CORRESPONDENCE
SECRETARY SHIP STRUCTURECOMMITIEE U.S. COAST GUARD HEADWAITERS WASHINGTON, D.C. 20591

TO:

.,. . ..;
.,.

SR 190
--... ?

The Ship Structure Committee is sponsoring research to investigate the suitability of modern structural materials for ships hull structures and to examine changes in design practices necessary to take advantage of the properties of these materials. This report describes an investigation of the design of an all aluminum bulk carrier. Comments concerning this report are solicited.

W. F. REA, III Rear Admiral, U. S. Coast Guard Chairman, Ship Structure Committee

.-!,,. ,

,..

.. ,.

.-.

..-.

.-,..

.-

. .

.._

SSC-218 Final Technical Report Project SR-190 Alumin;~ Hull Feasibility Study

DESIGN CONSIDERATIONS FOR ALUMINUM HULL STRUCTURES STUDY OF ALUMINUM BULK CARRIER

by C. J. Altenburg R. J. Scott Gibbs & Cox

under Department of the Navy Naval Ship Engineering Center Contract No. NOO024-70-C-5138

This dbeument haz been approved reksa and sale; its dikkibution

for

public i; unlimited.

U.S. Coast Guard Headquarters Washington, D. C. 1971

ABSTRACT

The fabrication of a large aluminum hull with state of the art materials and construction techniques is shown to be technically feasible. Present 5000 series alloys have adequate properties, though additional research is required, particularly Exinto fatigue characteristics. date with existing aluminum ships has been good, perience to though instances of cracking at welds and corrosion have been noted. Criteria for the design of the aluminum hull structure are presented and justified. Methods of fire protection and system/equipment installation are evaluated, and operational characteristics of an aluminum bulk carrier are reviewed. The designs of a large aluminum bulk carrier and an equivalent steel ship are presented and compared. The aluminum ships structure weighs 43 per cent less than the steel ship, and its hull is about 50 per cent more flexible. Cargo deadweight is increased 7-1/2 per cent. Cost studies indicate that for the same return on investment the required freight rate of the aluminum bulk carrier is higher than the for all levels of procurement, assumed hull life, equivalent steel ship, or voyage length considered. Areas for further research are presented and further of large aluminum ships are proposed. investigations

ii

CONTENTS PAGE I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . 1 1 3 3 7 7 37 42 58 60 70 85 86 !37 109 111 115

Background . . . . . . . . . . . . . . . . . . . . . Scope of Study . . . . . . . . . . . . . . . . . . . Selection of Bulk Carrier . . . . . . . . . . . . . . II. MATERIAL AND DESIGN STUDIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bulk . . . . . . . . . . . . . . . . . . . . .

Review of Aluminum Alloys . . . . . . . Operations of Existing Aluminum Ships . . Design Criteria for Hull Structure . , Fabrication of Large Aluminum Hulls . . Fire Protection . . . . . . . . . . . . Installation of Systems and Equipment , . Operational Characteristics of an Aluminum . . . . . . . . . . . Carrier
G

. . .

III. Iv. v. VI VII.

G

COMPARATIVE SHIP DESIGN AND EVALUATION COST STUDIES

. . . . . . . . .

. . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
G

RECOMMENDED AREAS FOR FURTHER STUDY CONCLUSIONS AND RECOMMENDATIONS LIST OF REFERENCES

. . . . .

. . . .

*...

APPENDICES A DETERMINATION OF LONG-TERN BENDING MOMENTS FOR ALUMINUM BULK CARRIER . . . . . . . . . . . . . . EXCERPTS FROM RULES AND REGULATIONS FOR CARGO AND MISCELLANEOUS VESSELS . . . . . . . . . . . . . FIRETESTMETHODS . . . . . . . . . . . . . . .

121

124 127

c
,..

iii

LIST OF TABLES TABLE NO. 1 2 PAGE 4

Principal Characteristics - M. v. C7zaZZenger . . . . . . . . . . Mechanical Properties of Aluminum Alloy Sheet and Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Mechanical Property Limits of Aluminum Alloy Extrusions. . . . . . . -. . . . . . . . . . . . . . . . . . .14 Static Properties of Welded Aluminum Alloys. . . . . . . . . ~ . 14

4 5 6 7

Relative Toughness of 5000 Series Aluminum Alloys. . . . . . . . 25 Sea Water Immersion Tests (5086-H34) . . . . . . . . . . . . . . 29 Corrosion Resistance of Aluminum Alloys to Tide Range Sea Water Immersion - Seven Years Exposure. . . . . . . . 29 Resistance of Aluminum Alloy Weldments to Corrosion in Sea Water - Five Years Exposure. . . . . . . . . . 29 Relative Corrosion Resistance of Aluminum Alloys toBulkCargoes. . . . . . . . . . . . . . . . . . . . . . . . .31 Evaluation of Aluminum Alloy Characteristics . . . . . . . . . . 36

10 11

Aluminum Bulk Carrier - Summary of Joiner Bulkheads, Linings and Insulation in Living, Working and Stores Spaces. . . . . . . . . . . . . . . . . . . . . . . .63 Aluminum Bulk Carrier - Summary of Ceilings, Insulation and Deck Covering in Living, Working and Stores Spaces. . - . . . . . . . . . . . . . . . . . . . . .64 Aluminum Bulk Carrier - Additional Insulation and Deck Covering in Machinery Space . . . . . . . . . . . . . . . . 66 Material Cost - Ballast System (Dollars U.S.). . . . . . . . . . 77 !laterial Cost - Bilge System in Ballast Tanks(Dollars U.S.). . . 78 . .

12

13

14 15 16

Comparison of Aluminum a~d Steel Bulk Carrier . . . . . . . . . . . - . . . . .-.-.90 Midship Sections . . . . . . Light Ship Weight Estimate - Steel Construction. . . . . . . . . 92 . . . . . . . 92

17 18

Light Ship Weight Estimate - Aluminum Construction

iv

LIST OF TABLES (Centd) TABLE NO. PAGE

19

Aluminum Bulk Carrier - Hull Structure Weight Estimate. . . . . . . . . . . . . . . . . . . . . . . . . . . .93 Aluminum Bulk Carrier - Equipment and Outfit WeightEstimate. . . . . . . . . . . . . . . . . . . . . . . . .94 Aluminum Bulk Carrier - Machinery Weight Estimate. . . . . . . . 95 Trim and Stability - Full Load Departure Condition (Homogeneous Cargo) . . . . . . . . . . . . . . . . . . . ...96 Trim and Stability - Ballast - Arrival Condition . . . . . . . . 96 Price of Steel Bulk Carrier. . . . . . . . . . . . . . . . ...98 Price of Aluminum Bulk Carrier . . . . . . . . . . . . . . . . . 98 Operating and Maintenance Cost Assumptions . . . . . . . . . . . 99

20

21 22

23 24 25 26 27

Comparison of Steel and Aluminum Bulk Carriers (Ck,a2Zwzger Class) - Four-Leg Voyages. . , . . . . . . . . . . . 100 Comparison of Steel and Aluminum Bulk Carriers (OzzZZenger Class) - Two-Leg Voyages . . . . . . . . .. . . . . .. 102 . Comparison of Steel and Aluminum Bulk Carriers (ClzaZZenger Class) - Three-Leg Voyages . . . . . . . . . . . . . 107

28

29

LIST OF FIGURES FIGURE NO.

1

PAGE

General Arrangements - M. V. Clza2Zmgm Midship Section - M. V. ChaZ2enger

. . . . . . . . . . . .

5 6

2 3

. . s . . . . . . . . . . .

S-N Fatigue Curves for Unwelded 5000 Series Aluminum Alloys and Structural Steel . . . . . . . . . . . . . 17 S-N Fatigue Curves for Welded 5000 Series Aluminum Alloys and Structural Steel . . . . . . . . . . . . . 17 S-N Fatigue Curves for 5083-H113 Aluminum Alloy S-N Fatigue Curves for 5086-H32 Aluminum Alloy S-N Fatigue Curves for 5456-H321 Aluminum Alloy S-N Fatigue Curves for Structural Steel . . . . . . . . 18 . . . . - 18 - . . . . . . 19

5 6 i 8 9

. . . - - . . . . . . 19

S-N Fatigue Curves for 5083-H113 Alloy and Mild Steel Subject to Water Spray. . . . . . . . - . . . . . . .20 Recommended S-N Fatigue Curves for Welded 5000 Series Aluminum Alloys and Mild Steel for Design of5hipStructure. . . . . . . . . . . . . . . . . . 23 Cracking in Way of Lapped Joint Between Flanged . . . . . . . . . - .40 Plates. . . . . . . . . . . . . . .
G

10

11

12 13

Stress-Strain Relationships for Aluminum.

. . . . . . . . . . . 49

Relationship Between S-N Curves and Life Cycle Hull Bending Stress for Steel and Aluminum Bulk . . . . . c . . . .50 Carrier. . . . . . . . . . .
G

14

Stern Tube&

Propeller Details

M. V. Ch.azlmger.
15 16

. . . . . . .

- . . - - - - . . . . - 72
. . . . . . . . . . . . . 89

Midship Section - Steel Bulk Carrier.

Midship Section - Aluminum Bulk Carrier Static Strength Requirements . . . . . . . . . . . .. . - - . - - . .-

89

17

Midship Section - Aluminum Bulk Carrier Fatigue Strength Requirements . . . . . . . . . . . . . . . . . . . . . 89 Typical Bulkhead- - Steel and Aluminum Bulk Carriers . . . . . . 91

18

vi

LIST OF FIGURES (Centd) FIGURE NO. 19 Required Freight Rate Versus Round Voyage . . . . . . . . . . . PAGE
103

20

Required Freight Rate Versus Ship Investment cost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Required Freight Rate Versus Ship Life. . . . . . . . . . . . . Annual Transport Capability Versus Round Voyage Distance. . . . . . . . . . . . . . . . . . . . . . . . Required Freight Rate Versus Round Voyage Three Legs - Weight Sensitive Cargo . . . . . . . . . . . . . . *****

103 104

21 22

104

23

109

1A

Long Term Distribution of Vertical Bending Moment (For Preliminary Design). . . . . . . . . . . . . . . . . . . .

123

cl

Standard Time - Temperature Curve For Fire Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

128

vii

SHIP STRUCTURE COMMITTEE

The SHIP STRUCTURE COMMITTEE is constituted to prosecute a research program to improve the hull structures of ships by an extension of knowledge pertaining to design, materials and methods of fabrication. RADM W. F. Rea, III, USCG, Chairman Chief, Office of Merchant Marine Safety U, S. Coast Guard Headquarters Capt. J. E. Rasmussen, USN Head, Ship Engineering Division Naval Ship Engineering Center Capt. T. J. Banvard, USN Maintenance and Repair Officer Military, Sealift Command t!;!e:. S. Dillon Office of Ship Construction Maritime Administration Mr. C. J. L. Scho.efer, Vice President American Bureau of Shipping

SHIP STRUCTURE SUBCOMMITTEE The SHIP STRUCTURE SUBCOMMITTEE acts for the Ship Structure Committee on technical matters by providing technical coordination for the determination of goals and objectives of the program, and by evaluating and interpreting the results in terms of ship structural design, construction, and operation. NAVAL SHIP ENGINEERING CENTER Mr. Mr, Mr. Mr. Mr. P, J. G. H. I. M. Palermo - Chairman B. OBrien - Contract Administrator Sorkin - Member S. Sayre - Alternate Fioriti - Alternate U. S, COAST GUARD LCDR C. S. Loosmore, USCG - Secretary CDR C. R. Thompson, USCG - Member CDR J. W. Kime, USCG - Alternate CDR J. L. Coburn - Alternate NATIONAL ACADEMY OF SCIENCES MARITIME ADMINISTRATION Mr. Mr. Mr. Mr. F. Dashnaw A. Maillar R. Falls Raymond F. - Member - Member Alternate Coombs - Alternate Mr. R. W. Rumke, Liaison Prof. R. A. Yagle, Liaison SOCIETY OF NAVAL ARCHITECTS & MARINE ENGINEERS Mr. T. M. Buermann, Liaison AMERICAN IRON AND STEEL INSTITUTE Mr. J. R. Lecron, Liaison BRITISH NAVY STAFF Dr. V. Flint, Liaison CDR P. H. H. Ablett, RCNC, Liaison WELDING RESEARCH COUNCIL Mr. K. H. Koopman, Liaison Mr. C. Larson, Liaison viii

AMERICAN BUREAU OF SHIPPING Mr. S. G. Stiansen - Member Mr. F. J. Crum - Member OFFICE OF NAVAL RESEARCH Mr. J. M. Crowley - Member Dr. W. G. Rauch - Alternate NAVAL SHIP RESEARCH & DEVELOPMENT CENTER Mr. A. B. Stavovy - Alternate MILITARY SEALIFT COMMAND Mr. R, R. Askren - Member Lt. J. G. Ervin T. Powers. USNR -Member

I.

INTRODUCTION

This report summarizes the results of a study of the present technical state of the art to determine the feasibility of economical construction and operation of a large high density deadweight carrier constructed entirely of aluminum. The present level of technology in the aluminum industry is sufficiently advanced to warrant active consideration of the use of aluminum for a large bulk carrier. This study is given further impetus by the recent emphasis of life cycle cost, which has provided the techniques necessary to justify higher initial expenditures where the potential for long-term economic benefits exist. Background Aluminum alloys suitable for use in a marine environment have been available for approximately 30 years, offeri~ significant advantages in reducing structural weight and hull maintenance. However, the unit material cost of aluminum alloys is presently between 5 and 6 times that of mild steel. The use of aluminum alloys generally reduces hull structural weight by approximately SO per cent relative to steel, so that the total material cost of an aluminum hull will be between 2-1/2 and 3 times that of a comparable steel hull. Since aluminum construct~on does not generally result in a significant reduction in the labor costs for hull construction, the higher material cost produces a corresponding increase in overall construction cost which must be passed on to the purchaser. This factor has generally restricted the use of aluminum to the following marine applications:
o

High-speed hull forms, particularly planing hulls, where the higher hull cost can be justified on the basis of superior performance. Special applications where the resistance of aluminum to specific corrosive environments is required. Superstructures , where the reduction in topside weight justifies the higher material cost. Applications where light hull weight is essential to suit draft limitations or lifting requirements.

k addition to the foregoing restrictions, the introduction of aluminum alloys into the marine industry has encountered technical difficulties in some areas, resulting from either the basic characteristics of aluminum alloys, or from misuse of these alloys during fabrication. Among lrtheprobl~mslf experienced with aluminum marine applications are:

Early problems with the introduction of aircraft-type alloys and fastening methods which were unsuited for a marine environment. Problems with welding prior to the introduction of the ~000 series alloys. Although these problems have been largely

-d- overcome, careful consideration must still be given to strength degradation, locked-in stresses and distortion in way of welds. o FYoblems with isolation of dissimilar metals, particularly at mechanically-fastened joints between aluminum and steel structures exposed to salt water. Additional problems occur with installation of piping and equipment, shafting, propellers~ mooring and anchor gearj etc. LowfizwreSistanc eofalumi,numst?Wcturw. Th3sha9 requiredextensive investigation due to the low melting point of aluminum and gross loss of structural integrity resulting from fire. Exfoliation of the 5456 alloy in the N&vy patral and assault craft, and crevice corrosion in way of welds and discontfiuities. Use of improper primer/paint systems. Improper fabrication of aluminum weldments due to lack of qualified welders. This problem has largely disappeared at facilities where a significant quantity of thei~ production is of aluminum construction.

o o

The aforementioned limitations and problem areas have tended to restrict the use of aluminum to smaller hulls and other specialized applications in the marine field until recent years. However, as the technical problems have been overcome and the state of the art in fabricating aluminum structures has advanced, aluminum has been considered and used in larger hulk, including: o o o
0 o

U. S. Navy 8)J foot LCM-8 landing craft. U. S. Navy PGM high-speed patrol craft, 154 feet long.
244 foot oceanographic vessel SEA PROBE, now under construction.

118 feet long. The shallow draft tanker ;INDEFENDENCE, The trailership
IISAC&rj

BORINCANOff, 306 feet long.

o o o o

Commercial and military hydrofoils. 86 foot aluminum purse seiner, presently under construction. 223 foot aluminum barge ALUMINIL. 160 foot ferry GTS TAVALONT.

A major factor affecting the future of aluminum in marine applications is the recent trend toward evaluation of life cycle cost, in which all factors affecting the economics of a specific system are evaluated over the lifetime of the system to determine total cost throughout its li~e. The use of life cycle cost techniques permits the designer and economist to trade-off higher first cost of an aluminum ship against potential fuel savings or increased earning capacity resulting from lighter hull weight, as well as economies in hull maintenance and higher scrap or resale value. This factor, in conjunction with the recent advances in the state of the

-3art in fabricating and maintaining aluminum, justifies consideration of aluminum in the construction of a large hull such as the bulk carrier presently under consideration. Scope of Study This program consisted of four phases: o
-.

Material and Design Studies including a review of alloy properties, development of criteria, methods of fabrication, fire resistance , effect on systems and effects on operations. Comparative Ship Design and Evaluation, including modification of the selected steel bulk carrier to suit 1969 strength standards, and design of an equivalent aluminum bulk carrier: dimensions, midship section, weights, and construction cost. Cost Studies, wherein equivalent steel and aluminum bulk carriers are analyzed to determine relative required freight rates over several trade routes and for operating lives of from 20 to 30 years. These studies are conducted for both single hull and multi-hull procurement. Recommended Areas for Further Study wherein a research program iS proposed for extending this study in areas requiring further investigation.

The study was originally specified to be based upon comparison to an existing US-built bulk carrier or a realistic design study reflecting ABS requirements. Since few, if any, large ocean going high-density bulk carriers have been built in this country in the past 20 years, this study is based on a hypothetical ship which is physically identical *O a recent large foreign built bulk carrier approvedby ABS. All cost factors are based upon construction in the United States and operation under the American Flag. This approach is considered preferable to basing this work on a design study, since the physical characteristics of the existing base line ship are well doc~ented and fully proven in service. Selection of Bulk Carrier The ship selected as a basis for developing the hypothetical high den.sity bulk carrier is the M.V. CHALLENGER. This ship is an ocesn going flush deck bulk carrier with raised forecastle and poop, 6 cargo holds and machinery aft. The characteristics of the CHALLENGER are summarized in Table 1.

-4-

TABLE 1.

Principal Characteristics

- iv.v. ChaZ2enger

Length Overall Length Between Perpendiculars Beam Depth Draft Deadweight Light Ship Displacement Shaft Horsepower Design Speed Range Built Classification

632-10 590 -6-I/2 ,g8 I-711 521-211 351-911 36,858 LTmax. 7,892 LT
44,750 LT max.

9,6oo 14.8 10,400 1955, Mitsubishi AM+AIE

max. (Dl_esel) Knots statute miles Heavy Industries, Ltd. * m

Bulk Carrier

Registration Gross Tonnage Net Tonnage

Strengthened for hea~ cargoes Monrovia, Liberiaj No. 2373 19,633 (Liberian) 13,451 (Liberian)

The M.V. CHALLENGER is of roil+ steel construction, and is longitudinally frame d. The general arrangements and a typical midship section are shown in Figures 1 and 2 respectively. This vessel was chosen for several reasons: o The aluminum hull structure would be economically more viable for a smaller bulk carrier (30-40,000 tons deadweight) than with a larger vessel, since the effects of reduced hull weight are more pronounced. Sufficient data is available on the ship to produce a high level of confidence in the physical characteristics of the base line design. Incorporation of aluminum hull structure on a relatively small vessel represents less of a technical risk and results in scantlings which are not beyond the state of the art to fabricate.

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FIG.

1.

General Arrangement

If. V. Challenger

-6-

J)eclc Longll 9.8%.984 nF.B. 1.063 I I [

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1 1

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sI.oping Bulkhead ~IW1

7.9%3 .5nx.354x.551 L (TYP) Shell XOng 11 7.9nx3.5x.354x.551 L

33

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r -t ./

14*2%3,9 nx.512%.709nL .._ ._..: __r _

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Structure

Spaced 94-1/2
I.B. lk~~l 9.811x3 .5x.394x.591 L(TYP)

I.B. Plating .748n -----= .433 1- r r .433W _ .61 O r 1

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FIG. 2. Midship Section - M,V. Ch.aZ2wge~

BottomIang1 9.8%3 .5fIx.39h%.~91 L (w)

-7-

11,

MATERIAL AND DESIGN STUDIES

IIA .

REVIEW OF ALUMINUM ALLOYS

This section includes a comprehensive review of the properties of weldable aluminum alloys suitable for a marine environment and the selection of the most appropriate alloy or alloys for the construction of a large aluminum bulk carrier. In.order to limit the scope of the study, only S000 series alloys are considered for hull structure. Although 6000 series alloys, such as 6051, have excellent salt water corrosion resistance, their weldability is not considered suitable for welded structural applications. However, 6000 series alloys could be considered for catwalks, joiner panels and other similar applications. The areas covered in this review include the following:
1.

Mechanical Properties Toughness Buckling Strength Corrosion and Abrasion Weldability

(Static and Fatigue)

2. 3.
4*

5. 6. 7*

and Workability

Alloy Material Cost Selection of Alloys (Static and Fati~e)

Mechanical Properties

This phase of the aluminm bulk carrier feasibility study is a review of alloy properties including parent and welded static and fatigue strengths for 5000 series aluminum alloys. The follotig factors have a primary effect on the static and fatigue strengths of parent and welded aluminum, and are herein evaluated quantialloy temper, material thicktatively, where possible, or qualitatively: ness, weld procedure: filler wire alloy, type of weld - single veg butt, double vee butt, fillet, etc., weld process (MIG, TIG, etc.), weld defects, cold working, surface finish of parent metal and weld, stress concentrations such as notches, craters , welds, etc., service environment, differences in laboratory test specimens and test procedures. Cumulative fatigue, low and elevated temperatures, composition and grain size are discussed, However, the effects of these latter factors on the static and fatigue properties of parent and welded aluminum alloys are beyond the scope of this study. Future required theoretical and experimental investigations, are defined.

-8-

Numerous references have been reviewed and those pertinent to this study are References (1) through (36). The tables and curves presented were obtained from the references and represent typical or average values. Some of the values are based on little data, while others are typical of the values obtained from numerous tests. In Ming these values or curves for design purposes, it is recognized that they often represent relative trends, ard can be used only to compare materials and define those variables that affect the material properties evaluated. A more complete literature survey and evaluation of properties is being performed by the American Welding Society, in preparation for a major test program. Static Pro~erties Table 2, obtained from Reference (l), presents minimum, maximum and typical static strength values for unwelded 5000 series aluminum sheet and plate. The values are obtained from many tests and are accurately Table 3 presents unwelded representative of the material properties. static strength limits for ~000 series aluminum extrusions. Table 4 presents values for the static strength of butt-welded S000 series aluminum alloystested in axial tension. The average values are obtained from both field and laboratory welded specimens of various thicknesses and dimensions, References (2) through (17). Values are presented for specimens in the as-welded condition with the bead on and for specimens with the weld bead machined flush with the parent material or bead off. Where undefined, the values correspond to specimens in the as-welded condition. Results for specimens with weld defects are not included, and no differentiation is made for filler wire, type of weld, weld process or specimen geomet~ since the effects of these variables are no more significant than normal test scatter. Several possible inconsistencies are noted in Table 4 relative to the average elongation figures. In some.cases, bead on values are greater than bead off values, which is questionable. In other cases, the average values are equal to or slightly less than the minimum values of Tables 2 and 3. These inconsistencies reflect the relatively limited data available on average elongations, and the need for more consistent testing. Comparison of Tables 2, 3 and 4 clearly indicates that, for all ~000 series alloys investigated, annealed parent materisls butt-welded annealed material and butt-welded tempered material possess approximately the same ultimate and yield strengths under static load. The elongation of welded alloys, annealed or tempered, approaches that of tempered parent material, due to stress concentrations, residual stresses in the weld and metallurgical fac tore. These results establish that the static strength properties ,df ~,000 series aluminum welds are approximately equal to the static strength properties of annealed (O temper) parent material.

-9-

TABLE 2.

Mechanical Properties of A-uminum Alloy Sheet and Plate PART A - Property Limits 1

o
(kg/mm) Yl~LD ELONGATlON percent min mmx in 2 in. or 4D@

TENSILE STRENGTHk,i ALLOY AND TEMPER THICKNESS@ in. min 5050 0.006-0.007 0.008-0.019 0.020.0.031 0.032-0.113 0.114-0.249 0.250.3.000 0.017-0.050 0.051-0.249 0.009-0.031 0.032-0.050 0.051.0.249 0.006-0.019 0.020-0.050 0.051-0.162 0.006-0.007 0.008-0.031 0.032.0.050 0.051.0.128 0.250-3.000 T&o 18.0 18.0 18.0 18.0 18.0 (12.7) (1 2.7) (12.7) (12.7) (12.7) (12.7) 24.0 24.0 24.0 24.0 24.0 24.0 (16.9) (1 6.9) (1 6.9) (16.9) (16.9) (1 6.9) ULTIMATE mnx

min

5050-0

6.0 (4.2)@) 6.0 (4.2)@ 6.0 (4.2) @ 6.0 (4.2)@ 6.0(4.2)@ 6.0(4.2)@ 16.0(11.2)@ 16.0 (11.2)@ 20.0 (14.l)@ 20.0 (14.l)@ 20.0 (14.l)@ 22.0 (1 5.5)@ 22.0(15.5)@ 22.0 (1 5.5)@

ii 1? 22 20 4 6 3 4 5 2 3 4 ,. 2 ,, ; 12

5050 -H32@

22.0 (15.5) 22.0 (15.5) 25.0 (17.6) 25.0 (17.6) 25.0 (17.6) 27.0 (19.0) 27.0 (1 9.0) 27.0 (1 9.0) 29.0 29.0 29.0 29.0 (20.4) (20.4) (20.4) (20.4)

28.0 (19.7) 2s,0 (1 9.7) 31.0 (21.8) 31,0 (21.8) 31.0 (21.8) 33.0 (23.2) 33,0 (23.2) 33,0 (23.2)

5050-H34@

,.

5050-l+ 36@

,:

5050-H38

5050-H 112

20.0 (14.1) 5052

8.0 (5.6)@

5052-0

0.006-0.007 0.008-0.012 0.013-0.019 0.020-0.031 0.032-0.050 0.051-0.113 0.114-0.249 0.250-3.000 0.017-0.019 0.020-0.050 0.051-0.113 0.114-0.249 0.250-0.499 0.500.2.000 0.009-0.019 0.020-0.050 0.051-0.113 0.114.0.249 0.250.1.000 0.006-0.007 0.008-0.031 0.032-0.162 0.006-0.007 0.008-0.031 0.0320.128 0.250-0.499 0.500.2.000 2.001-3.000

25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 31.0 31.0 31.0 31.0 31.0 31.0 34.0 34.0 34.0 34.0 34.0

(17.6) (17.6) (17.6) (17.6) (17.6) (17.6) (17.6) (17.6) (21.8) (21.8) (21.8) (21.B) (21.8) (21.8) (23.9) (23.9) (23.9) (23.9) (23.9)

31.0 31.0 31.0 31.0 31.0 31.0 31.0 31.0

(21.8) (21.8) (21.8) (21.8) (21.8) (21.8) (21.8) (21.8)

9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5

(6.7)0 (6.7)@I (6.7)@ (6.7)@ (6.7)@ (6.7)@ (6.7)@ (6.7)@ 4 5 7 9 11 12 3 4 6 7 10 2 3 4 2 3 4 7 12 16

5052 -H32@

38.0(26.7) 38.0 (26.7) 38.0 (26.7) 38.0 (26.7) 38.0 (26.7) 38.0 (26.7) 41.0 41.0 41.0 41.0 41.0 (28.8) (28.8) (28.8) [28.8) (28.8)

23.0(16.2)@) 23.0(16.2)@ 23.0(16.2)@ 23.0 (16.2)@ 23.0(16.2)@ 23.0 (1 6.2)@ 26.0(18.3)(@ 26.0 (1 8.3)@ 26.0(18.3)@ 26.0 (1 8.3)(@ 26.0(18.3)@ 29.0 (20.4)@J 29,0(20.4)@ 29.0 (20.4)@l 32.0 (22.5)@ 32.0 (22.5)@ 32.0(22.5)@) 16.0 (11.2)@) 9.5(6.7)@ 9.5 (6.7)@

5052-H34@

5052-H36@

37.0 (26.0) 37.0 (26.0) 37.0 (26.0) 39.0 (27.4) 39.0 (27.4) 39.0 (27.4) 28.0 (19.7) 25.0 (17.6) 25.0 (17.6)

44.0 (30.9) 44.0 (30.9) 44.0 (30.9)

,.

5052-H38@

5052-H 112

.,

For all numbered Footnotes, see Page

13.

.10.

TABLE

2.

Mechanical

Properties

of Aluminum

Alloy Sheet and Plate

PART A - Property LimitQ 1 (cont.)

TENSILE STRENGTHk$i AL1OY AND TEMPER THICKNESS@ in. min 5083 0.051-1.500 1.501-3.000 3.001-4.000 4.001-5.000 5.001-7.000 7.001 -S.000 0.250-1.500 1.501.3.000 0.188-1.500 1.501-3.000 0.051-0.125 0.126-0.249 0.051-0.125 0.126-0.249 40.0 39.0 3S.0 38.0 37.0 36.0 (28.1 ) (27.4) (267j (26.7) (26.0) (25.3) 51.0 (35.9) 50.0 (35.2) 18.0 17.0 16.0 16.0 15.0 14.0 (12.7) (12.0) (11.2) (11 .2) (10.5) (9.8) 29.0 (20.4) 29.0 (20.4) 16 16 16 14 1A 12 12 12 12 12 8 10 6 8 ULTIMATE mnx min (kg/mm) YIELD max ELONGATION pmrc*nt min in 2 in. or 4D@

5083-0

5083-HI 12

40.0 (28.1) 39.0 (27.4) 44.0 (30.9) 41.0 (28.8) 45.0 (31 .6) 45.0 (31 .6) 50.0 (35.2) 50.0 (35.2) 5086 5&o (39.4) 56.0 (39.4) 54.0 (38.0) 54.0 (38.0) 59.0 (41 .5) 59.0 (41 .5)

18.0 (12.7) 17.0 (12.0) 31.0 (21 .8) 29.0 (20.4) 34.0 (23.9) 34.0 (23.9) 39.0 (27.4) 39.0 (27.4)

., ., 43.0 (30.2) 43.0 (30.2) 44.0 (30.9) 44.0 (30.9) 49<0 (34.4) 49.0 (34.4)

5083-H321

50E3-H323

5083 -H343

5086-0

0,020-0.050 0,051-0.249 0.250-2.030 0.020-0.050 0.051 -0.2A9 0.250-2.000 0.009-0.019 0.020-0.050 0.051-0.249 0.250-1.000 0.006-0.019 0.020-0.050 0.051-0.162 0.006-0.020 0.188-0.499 0.500-1.000 1.001-2.000 2.001-3.000

35.0 (24.I5) 35.0 (24.6) 35.0 (24.6) 40.0 (2s.1 ) 40.0 (28.1 ) 40.0 (28.1 ) 44.0 44.0 4.0 44.0 (30.9) (30.9) (30.9) (30.9)

42.0 (29.5) 42.0 (29.5) 42.0 (29.5) 47.0 (33.0) 47.0 (33.0) 47.0 (33.0) 51.0 51.0 51.0 51.0 (35.9) (35.9) (35.9) (35.9)

14.0 (9.8) 14.0 (9.8) 14.0 (9.8) 28.0 (19.7) 2s.0 (19.7) 28.0 (19.7) 34.0 34.0 34.0 34.0 (23.9) (23.9) (23.9) (23.9)

.,

15 18 16 6 8 12 4 5 6 10

5086-H32@

,.

5086-H34@

50B6-H36@)

47.0 (33.0) 47.0 (33.0) 47.0 (33.0) 50.0 (35.2) 36.0 35.0 35.0 34.0 (25.3) (24.6) (24.6) (23.9) 5154

54.0 (3s.0) 54.0 (38.0) 54.0 (38.0) ,.

38.0 (26.7) 38.0 (26.7) 38.0 (26.7) 41.0 (2s.8) 18.0 16.0 14.0 14.0 (12.7) (1 1.2) (9.8) (9.8)

,.

3 4 & 3 8 10 14 14

5086.H3S@

5086-H112

,.

5154.0

0.020-0.031 0.032-0.050 0,051.0.113 0.114-3.000 0.020-0,050 0.051-0.249 0.250-2.000 0.009-0.050 0.051.0.161 0.162-0.249 0.250-1.000 0.006-0.050 0.051-0.113 0.114-0.162 0.006-0.050 0.051-0.113 0.114-0. 12s 0.250-0.499 0.500-2.000 2.001-3.000

30.0 30.0 30.0 30.0

(21.1) (21 .1) (21.1) (21 .1)

41.0 41.0 41.0 41.0

(28.8) (28.8) (28.8) (28.8)

11.0 11.0 11.0 11.0

(7.7) (7.7) (7.7) (7.7)

.,

12 14 16 18 5 8 12

5154-H32@)

36.0 (25.3) 36.0 (25.3) 36.0 (25.3) 39.0 39.0 39.0 39.o (27.4) (27.4) (27.4) (27.4)

43.0 (30.2) 43.0 (30.2) 43.0 (30.2) 46.0 46.0 46.0 46.0 (32.3) (32.3) (32.3) (32.3)

26.0 (18.3) 26.0 (18.3) 26.0 (18.3) 29.0 29.0 29.0 29.0 (20.4) (20.4) (20.4) (20.4) .,

5154-H34@

4 6 7 10 3 4 5 3 4 5 8 11 15

5154.H36@

42.0 (29.5) 42.0(29.5) 42.0 (29.5) 45.0 (31 .6) 45.0 (31 .6) 45.0 (31 .6) 32.0(22.5) 30.0 (21 .1) 30.0 (21.1)

49.0 (34.4) 49.0 (34.4) 49.0 (34.4)

32.0 (22.5) 32.0 (22.5) 32.0 (22.5) 35.0 (24.6) 35.0 (24.6) 35.0 (24.6) 18.0 (12.7) 11.0 (7.7) 11.0 (7.71

5 154-H38@

5154-H112

For all numbered Footnotes, see Page

13,

-11-

TABLE 2

Mechan cal Properties of Aluminum Sheet and Plate PART ~ - (cont.)

ALLOY AND TEMPER

Thickness@) in.

k
.

TENSILE STRENGTHksi min 5252 38.0 (26.7) 39.0 (27.4) ULTIMATE ..max

(kg/mmc) YIELD min + max

ELONGATION pcwtent min in 2 in. or 4D@

~-

~~:~ 5257 ---

w
5454-o 5454 -H32@ 5454 -H34@ 5454-H 112

E%---m--T----m
5454 0.020-0.031 0.032-0.050 0.051-0.113 0.114-3.000 0.020-0.050 0.051-0.249 0.250-2.000 0.020-0.050 0.051.0.161 0.162-0.249 0.250-1.000 0.250-0.499 0.500-2.000 2.001 3.000 . 0.051-1.500 1.501-3.000 3.001-5.000 5.001-7.000 7.001-8.000 0.250-1.500 1.501-3.000 0.188-0.624 0.625-1.250 1.251-1.500 1.501.3.000 0.051-0.125 0.126-0.249 0.051.0.125 0.126-0.249 . 42.0 41.0 40.0 39.0 38.0 (29.5) (28.8) (28.1) (27.4) (26.7) 31.0 31.0 31.0 31.0 (21.8) (21.8) (21 .8) (21.8) 41.0 41.0 41,0 41.0 (28.8) (28.8) (28.8) (28.8) 12.0 (8.4) 12.0 (8.4) 12.0 (8.4) 12.0 (8.4) .. ., . 26.0 (1 8.3) 26.0 (1 8.3) 26,0 (18.3) 29.0(20.4) 29.0 (20.4) 29.0 (20.4) 29.0 (20.4) 18.0 (12.7) 12.0 (8.4) 12.0 (8.4) 5456 53.0 (37.3) 52.o (36.6) 19.0 18.0 17.0 16.0 15.0 (13.4) (1 2.7) (1 2.0) (1 1.2) (10.5) 30.0 (21.1) 30.0 (21.1) 16 16 14 14 12 12 12 12 12 12 12 6 8 6 8 12 14 76 18 5 8 12 T 6 7 10 .. 8 11 15 36.0(25.3) 36.0 (25.3) 36.0 (25.3) . . 39.0 39.0 39.0 39.0 (27.4) (27.4) (27.4) (27.4) 44.0(30.9) 44.0 (30.9) 44.0 (30.9) 47.0 47.0 47.0 47.0 (33.0) (33.0) (33.0) (33.0) .. . . - .

32.0 (22.5) 31.0 (21.8) 31.0 (21.8)

5456-O

.5456-H 112

. .,

.,

--.

42.0 (29.5) 41,0 (28.8) 46.0 46.0 44.0 41.0 (32.3) (32.3) (30.9) (28.8) -59.0 56.0 56.0 56.0 (41.5) (39.4) (39.4) (39.4)

19.0 (13.4) 18.0 (12.7) ,----33.0 33.0 31.0 29.0 (23.2) (23.2) (21.8) (20.4) 46.0 45.0 43.0 43.0 (32.3) (31 .6) (30.2) (30.2) ... 46.0 (32.3] 46.0 (32.3)

5456-H321 .5456-H 323 ,.. 5456-H343

48+o(33 .7) 48.0 (33.7) 53.0 (37,3) 53.0 (37.3) .. .

58,0(40,8) 58.0 (40,8) 63.0 (44.3) 63.0 (44.3)

36.0 (25.3) 36.0 (25.3) , 41.0 (28.8) 41.0 (28.8)

51.0 (35.9) 51.0 (35.9) .

.-

5457 22.0 (15.5) 5557

5457-0

0.030-0.090

16.0 (11.2)

. .

20

-..

5557-o

~=-of

13.0 (9.1) 5657

20.0(14,1)

.,

]~

20 . ..

56~ 5657-H25 5657-H26 5657-H28

E;

~-..m

For all nwmbered Footnotes, see Page 13,

-12-

TABLE 2

Mechanical Properties of Aluminum Sheet and Plate PART B - Tynical Propertie< I

TENSION ELONGATION percent in 2 in.

@
SHEAR ULTIMATE HIEARING STRENGTH ksi (kg/mmn) 1I (7.7) 14 (9.8) 14 (9.8) 15 (10.5) 16(11.2) 14 (9.8) 14 (9.8) 15 (10.5) 16(11.2) 15 (10.5) 17 (12.0) 18 (12.7) 19 (13.4) 20(14.1) 18 (12.7-J 20(14.1) 21 (14.8) 23 (16.2) 24(1 6.9) 26(IB.3) 34(23.9) 32 (22.5) 25(1 7.6) 23 (16.2) 23(16.2) 2; ti9:o) 58 67 73 78 80 63 68 7s 32 43 62 73 81 70 62 - 22 (15.5) 22 (15.5) 24(1 6.9) 26(18.3) 28 (19.7) 21 (14.8) 23 (16.2) 11 (7.7) 12 (s.4) 23 (16.2) 24(1 6.9) 26(1 8.3) 23 (16.2) 23 (16.2) 17 (12.0) 18(12.7) 19(13,4) 20 (14.1) 21 (14.8) 17 (12.0) FATIGUE ENDURANCE@ LIMIT ksi (kg/mm~ MODUWJS@ OF ELASTICITY ksi (kg/mm) x 103 lo,oi7,0j 10.0 (7.0) 10.0 (7.0) 10.0 (7.0) 10.0 (7.0) 10,0 (7.0) 10.0 (7.0) 10.0 (7.0) 10.0 (7.0) 10.0 10.0 10.0 10.0 10.0 10.2 10.2 10.2 10.2 10.2 (7.0) (7.0) (7.0) (7.0) (7.0) (7.2) (7.2) (7.2) (7.2) (7.2)

HARDNESS BR[NELL NUMBER 500 kg load 10 mm ball 28 ,.

ALLOY AND TEMPER

I
5005-0 5005-H 12 5005.H14 5005-H16 5005-H18 5005-H32 5005-H34 5005-H36 5005-H38 5050-0 5050-H32 5050-H34 5050-H3.5 5050-H38 5052-0 5052-H32 5052-H34 5052-H36 5052-H38 5056-0 5056-H18 5056-H38 5083-0 50B3.H321 5086.0 5086-H32 5086.H34 5086.H112 5154.0 5154.H32 5154.H34 5154.H36 515A.H38 5154-H112

ULTIMATE

YIELD 6 (4.2) 19 (13.4) 22 (15.5) 25 (17.6) 28(1 9.7) 17 (12.0) 20(14.1) 24(1 6.9) 27 (19.0) 8 (5.6) 21 [14.8) 24(1 6.9) 26 (18.3) 29 (20.4) 13 (9.1] 28(19.7) 31 (21.8) 35(24.6) 37 (26.0) 22 (15.5) 59 (41 .5) 50 (35,2) 21 (14.8) 33 (23.2) 17 30 37 19 (12.0) (21.1) (26.0) (13.4)

1/16 Inch Thick Specimen 25 10 6 5 4 11 8 6 5

1/2 Inch Diameter Specimen

T
18(12.7) 20(14.1) 23 (16.2) 26 (18.3) 29 (20.4) 20(14.1) 23(1 6.2) 26 (18.3) 29 (20.4) 21 (14,8) 25(1 7,6) 28(19.7) 30(21.1) 32 (22.5) 28 33 38 40 42 (19.7) (23.2) (26.7) (28,1) (29.5) 42 (29.5) 63 (44.3) 60 (42.2)

36 41 46 51 36 46 53 5s .33

12 (s.4) 13 (9.1) 13 (9.1) 14 (9.8) 14 (9.8] 16(11.2) 17(12.0) 18(12.7) 19 (13.4) 20 (14.1) 20(14.1) 22 (15.5) 22 (15.5)

25 12 10 8 7

30 18 14 10 8 35 10 15 22 16

47 m 68 73 77 65 105 100

10.3 (7.2) 10.3 (7.2) 10.3 (7.2) 10.3 (7.2) 10.3 (7.2) 10.3 10.3 10.3 10.3 10.2 10.2 10.2 10,2 10.2 10.2 (7.2) (7.2) (7.2) (7.2) (7.2) (7.2) (7.2) (7.2) (7.2) (7.2)

42 (29.5) 46 (32.3) 38 42 47 39 (26.7) (29.5) (33.0) (27.4)

5252.H25 5252.H38, -H28 5k57-H25 5257-H38, .H28 5454-o 5454-H32 5454-H34 5454-H 111 5454-Hi 12 5456-O 5456-H 111 5456-Hi 12 5456-H321 5457-o 5457-H25 5457-H38, -H28

135 39 42 45 (24.6) (27.4) (29.5) (31 .6) 48 (33.7) 35 (24.6) 17 (12.0) 30 (21,1) 33 (23.2) 36 (25.3) 39 (27.4) 17 (12.0) I 34 (23.9) 41 (28.8) 25 (17.6) 35 (246) 16(11.2) 19 (13.4) 17 30 35 26 18 (12.0) (21.1) (24.6) (18.3) (12.7) I 19 (13.4) 23 (16.2) 36 40 44 38 36 45 47 45 51 [25.3) (2B.1) (30.9) (26.7) (25.3) (31 .6) (33.0) (31 .6) (35.9) 23(1 6.2) 33 (23.2) 24 (16.9) 37 (26.0) 7 (4.9) 23 ( 16.2) 27 (19.0) 6 (4.2) 20 (14.1) 24 (16.9) 20 (14.1) 24 (16.9) 19 (13.4) 26 (18.3) 30 (21.1) 16(11.2) 23 (16.2) 2.s (19.7) 23 (16.2) 28 (19.7)

22 12 10 14 27 15 13 12 10 25

11
5 14 8 22 10 10 14 18

10.0 (-7.0) 10.0 (7.0)

... ,.
., ., , ., ... .

10.0 (7.0) 10.0 (7,0) 10.2 10.2 10.2 10.2 10.2 10.3 10.3 10.3 10.3 (7.2) (7.2) (7.2) (7.2) (7.2) (7.2) (7.2) (7,2) (7.2)

,.

24 18 22 16 ,.

.,. ., 90 32 48 55 28 40 50 4(I 50

30(21~i) 12 (8.4) 16(11.2) 18 (12.7) 11 (7.7) 14 [9.8) 15 (10.5) 14 (9.8) 75 (10.5) .,. , ..

22 12 6 25 12 7 12 7

10.0 (7.0) 10.0 (7.0) 10.0 (7.0) 10.0 (7.0) 10.0 (7.0) 10.0 (7.0) 10.0 (7.0) 10.0 (7.0)

5557-o 5557.H25 5557.H38, -H28 5657-H25 5657-H38, -H28

For all numbered Footnotes, see Page 13.

-13FOOTNOTES (Part A - Pages 9-11) Mechanical test specimens are taken as detailed under T%mpling pages 52-54 of Reference (l). and Testing~l,

Type of test specimen used depends on thickness of material; see L%mpling and Testingll, pages 52-54 of Reference (1). For the correspofiing H2 temper, limits for maximum ultimate tensile strength and rninimum yield strength do not apply. This material is subject to some rec~stallization of brightness. D represents specimen diameter. These yield strengths not determined unless specifically requested. and the attendant loss

(Part B - Page

12)

These typical properties are average for various forms, sizes and methods of manufacture, afi may not exactly describe any one particular product. Based on$OO,OOO,OOO cycles of completely reversed stress using the R.R. Wore type of machine and spec~en. Average of tension and compression moduli. 2% greater than tension modulus. Compression modulus is about

-14-

TABLE 3

Mechanical Property Limits of Aluminum Alloy Extrusions Part A - Extruded Rod and Bar
DIAMETER ELONGATENSILE STRENGTHksi ULTIMATE AREA sq in. 50s3 Up thru 5.000 Up thru 5.000 Up thru 5.OOO Up thru 32 Up thru 32 Up thru 32 5086 Up thru 32 UP thru 32 Up thru 32 5154 39.0 (27.4) 40.0 (28.1) 39.0 (27.4) 51.0 (35.9) min mux min mnx (kg/mmg) . ..-.... YIELD TION percent min in 2 in. or 4D OR LEAST DISTANCE BETWEEN PARALLEL FACES in.

ALLOY AND TEMPER

-...-5083-0 5083-Hill 5083-H112 5086-0 5086-H111 5086-H112

. 16.0(11.2) 24.0 (16.9) 16.0 (11.2)

. . . ..-..

-. 14 12 12

..

Up thru 5.000 Up thru 5.000 Upthru5.000

35.0 (24.6) 36.0 (25.3) 35.0 (24.6)

46,0 (32.3)

14.0 (9.8) 21.0 (14.8) 14.0 (9.8)

14 12 12

5154-0 5154-H112

All All

All All 5454

30.0 (21,1) 30+0 (21.1)

41,0 (28.8)

11.0 (7.7) 11.0 (7.7)

I .,
., 1.4 ;:

5454-o 5454-H 111 5454-H 112

Upthru5.000 Upthru5.000 Up thru 5.000

Up thru 32 Up thru 32 Up thru 32 5456

31.0 (21.8) 33.0 (23.2) 31.0 (21.8)

41.0 (28.8)

12.0(8.4) I :;: [/4?

5456-O 5456-Hi 11 5456-Hi 12

Up thru 5.000 Up thru 5.000 Up thru 5.000

Up thru 32 Up thru 32 Upthru32

41.0 (28.8) 42.0 (29.5) 41.0 (28.8)

53.0 (37.3)

19.0 (13.4) 26.0 (18.3) 19.0 (13.4)

14 12 12

TABLE 4

Static Properties of Welded Aluminum A1lOYS1 Mmim.m

Value K31

Matmial
5052-0 -H3h

Ffu FTY
25
25

Ave rage Vzlucs FTU (K31) ElO~abion (j)

28.0 29.9 28.4 43.6
l!5.2 43.LI

Condition

9.5
13

18.0
22.2 16.2

77.6
14.0
111.1

Bead On Bead Off Bead OTI Bead On Eead Off

&ad ti

<083-0
-H321 -1-1321

40
110
39 35 35 ;5

18 24 21 IL 19 18 11 1<

-H111
5086-o -H32 .H32

36.0 38.S 38.5

20.0 20.0

16.0
15.0

-HI 11
5154-0 -H31.I

30 30

33.0

35.5
Ill .2

F3F6-H321 -H321
5!L4-o

-H321 .H321 -H1 11

-H1 11

41 112 ;1 31

18 26 24 12 16 16

39.2 411.0
M.8
M.

17.0 17.3 16.8

15.0
17.1
12.2

Bead On madoff
3md On

Bead 011

<M-o -H3~

31 31

-15Tescvalues of static ultimate and yield strengths for the parent material are generally higher than the minimum values in Tables 2 and 3. The following exceptions were noted during the evaluation of the referenced data. Yield strengths for 10 specimens of ~4~6-H321 alloy are approximately 10 per cent below the minimum value, Reference (9). Although significant, this is not critical since aluminum does not have a yield point and the yield strength is arbitrarily defined. Reference (10) lists yield strengths inch thickness) that are approxifor 2 specimens of 5086-H3~l, alloy (0.06L mately 3 per cent below the minimum value. The elongation of S083-HI13 alloy which is identical to H321 temper, is about~per cent less than the minimum value, Figure 25 of Reference (13). tie specimen of S086-H32 a~~oY has a yield strength in the transverse direction 2 per cent below the rninim.m value and one specimen of JLL56-H321 has yield strengths both longitudinal and transverse about 7 per cent below the minimum value, Reference (21), Th~se limited cases do not modify the conclusion that the properties presented in Tables 2 through 4 are considered satisfacto~ for general design purposes. Fatigue Strength Figures 3 through 9 present typical S-N fatigue curves for 5000 series aluminum alloys and structural steel. The curves are based on average data from available references. Some of the curves have been verified by maw tests while others were obtained using few specimens. Ranges of test scatter are not presented, and the curves are used to develop relative trends ofly. Generally, specimens with weld defects are not included in the development of the curves. Fabrication variables evaluated include butt-welds and weld bead. Envirormlental variables evaluated include stress ratio R, test loading procedure, notches and wate~ spray.

Figure 3 describes fatigue curves for unweld~d (parent) alloys subjected to zero and complete stress reversal. The values of endurance limit (EL) are the same, within normal experimental scatter, for all ~000 series aluminum alloys evaluated, although the static strengths vary from 33 to 51 KST. Complete stress reversal (R = -1) reduces the endurance limit by SO per cent from the value for zero stress reversal (R = O). The endurance limit (EL) of mild steel is higher than that of ~~oo series aluminum by approximately the same ratio as that for the average static skre~~ths. Fatigue curves are not presented for anmealed (O temper) alloys. However, the endurance limit of a~ealed alloys is the same as that of tempered alloys, References (4), (5) and (7).
Fatigue curves for butt-welded alloys in the as-welded condition are presented in Figure ~1. for zero and complete stress reversal. As with the unwelded mat.~rial,all butt-welded ~QOO series aluminum alloys approach the same endurance limit, although the static strengths vary from 29.9 to 46.8 lsxc. Complete stress reversal reduces the endurance limit by 40 per cent from the value for zero stress reversal. The endurance limit of buttwelded annealed alloys is the same as that of butt-welded tempered alloys, References (6) ati (16). A significant observation from Figure 4 is that the fatigue strength of butt-welded S000 series aluminun is less than half that of butt-welded structural steel, whereas the fatigue strength of unwelded aluminum is 70 to 80 per cent that of unwelded structural steel. Also significant is the magnitude of the fatigue limit of butt-welded aluminum subjected to complete stress reversal. The value, 6-7 HI, leaves little room for the safety factors that are required because of environmental conditions, water spray, corrosion, notches.

-16l?igures5, 6, 7 ati 8 present fatigue curves for 5083-H113, 5086-H32 and 5456-H321 aluminum as well as structural steel alloys. These curves evaluate the effects of stress ratio, weld bead removal and s~face notches~ to the extent of available test data. The letter M corresponds to the R.R. Moore rotating beam fatigue test, and the letter K refers to the Krouse reversed beam bending fatigue test. Axial tension-compression fatigue tests give results appfioxima.tely equal to reversed beam bending results for complete stress reversal. Most complete reversal tests utilize the M30re or Krouse procedure. Where undefined, the curves for complete stress reversal are probably developed from axial.or Krouse bending tests. The factor KT defines the stress concentration factor at the root of the notch. Equivalent curves of Figures 5, 6 and 7 are nearly coincident, and the following discussion applies to the three aluminum alloys. The endurance limit fatigue band covers the range from 35 KSI to 6.5 KSI, the upper bound corresponding to a stress ratio of 0.S and tie lower bound corresponding to as-welded material or sharp-notched material subjected to complete stress reversal. The effect of stress ratio and notches on the fatigue strength of unwelded material is obvious from the curves. A very significant observation is that the fatigue strength of butt-welded specimens with the weld bead removed is 50 to 80 per cent greater than the fatigue strength of as-welded specimens, although the static strength of as-welded specimens is slightly higher than that of specimens with the bead removed. The reasons for this phenomenon and the different values from different test procedures for complete stress reversal will be discussed later in further detail. The S-N curves for steel, Figure 8, follow the same trends as the aluminum curves. However, the magnitudes of the curves for butt-welded mild steel and high tensile sfieelare somewhat higher than the equivalent magnitudes for aluminum, the lower bound for steel being IS KSI. This is to be expected, since welding of structural steel results in a 100 per cent efficient joint, wh~reas welded aluminum joints exhibit somewhat less than 100 per cent static efficiency. The metallurgical explanation for the different weld strengths is beyond the scope of this study; however, its effect is clearly described by the fatigue curves. The limited fatigue data presented for steel is obtained from References (29) and (3o), and is used for comparison purposes only. A complete evaluation of the fatigue strength of structural steel is not intended for this study. Figure 9 indicates the detr~ental effect of fresh or salt water spray on the fatigue strengths of unwelded mild steel and ~083-Hl13 aluminum alloy, Reference (13). Both metals have large reductions in fatigue strength from water spray, but the reduction in the endurance limit of aluminum to 4.5 K51 is a major concern in the application of aluminum in marine environment. References (14) and (23) indicate that the extreme reduction in fatigue strength due to water spray is caused by surface oxidation leading to fine cracks. Some methods for minimizing the reduction in strength are protective coating, surface compressive stresses, etc., Reference (23). The fatigue limit of butt-welded aluminum alloy with notches, subjected to water spray and slow complete stress reversal in a corrosive atmosphere, is as yet undetermined, but it is expected that such a value would be very low. The following paragraphs explain the reasons for the trends in Figures 3 through 9, and discuss the maw variables that have not been evaluated quantitatively. The effects of alloy composition, grain size

-17-

\
505? ~. U241T \ \\ - ,-. . . . .. . . . . . .

\\.-. -.

l-------Hy YK~
\.\

10: -l-----+--+ -t+-----*-----

1----~1++-
,03
FIG. 3

01-

I -------~o;.

/#

i~ 106

+
1 Oe EL

mER OFcYcLES(N)
S-N Fatigue Curves for Unwelded 5000 Series Aluminum Alloys and Structural Steel

50

ho

30

20

10

0 ,03 , ~4 1$ 106 NUM8EFl OF ~CI,ES(N)

,07

108

SL

FIG.

S-N Fatigue Curves for Welded 5000 Series Aluminum Alloys and Structural Steel

-18-

$0i

ti---n=
L
11

.L__.l..,,,.. .
u
~-

1 .. . . .. .

103

106
NuMBER OFCYCLES (N)

I 07

--.. 1 .. , ~8

EL

FIG.

S-N

Fatigue Curves for 5083 -H113 Aluminum Alloy

1/

r--- - - -- ----

~----

-l #
. ..-. -

- -. ... ....... - 7-- ., ... -..-

--

NOICl[Fb h!iDE~

PA P.ENT

1 Ilo ~ = RzO
l+. I .,

BLADOW . . ,, -c> \ \ -

30-

R:O BEAD ON--->=

Lf----- -- 7----: 20:.------.-- ~.. 10; T .- %:... 0 Cl

103

\ L \ \ --, ~---- \ \ :! g *>+ h .

,. -....

*O

--

.R, .IM - /-R..-,K - =&!!, - . .. . __ ___ -. ....

M!+5 .

.~_i ~,

I ~ .,... . . . . . . . .
1oh l& ,06 NUMSER OF CYCLES(N)

. . . . ., .
1,37

,08

: .. . ... EL

FIG.

S-N

Fatigue Curves for 5086- 132 Aluminum Alloy

-19-

 .-T---1
1 -. .--.-

.---.

.-

1-

+Ti!-----------~

._ .... 1 -4-----

..__T-.-_7_7__ I

PARE MT NOTCHED WIELDED

-.

------i---+

+----

--!------L~-t

r --7-r---4-----+ --------- E 10----.+20

.
I

--

0 ..-..-...1. . .. . .. ..--------------._...__.. <L..-

,03

~~ [
--1FIG. 7 S-N

---< ------------- ---~ ----.-f -------, OL 1#

. . . .

mm Fatigue
Curves

106 OF CYCLES(N)

- -R-KLAD

L...108

for 5456 -H321 Aluminum Alloy

60 \

.-.

..L.

. ..--_l--II..=

-_._..,.,_ ._._ n. \ /$

ARLk Jr
.WE1.Dk-lJ

50
-----.. .,. ..-,

40 I

M5 FZ=O1 E .
z -, E m; 20 ~ MS 10 e .--JT B~A~O~ 30,~

c>F+O BE~b ~N _/e

0 ,03 NUMBER OF CYCLES(N)

FIG.

S-N

Fatigue

Curves

for

Structural

Steel

-20-

60 .r---

..,.

,L-,.. _.. 50~~ - . .. -. -

PARENT -

SPRAYED PAF&}4T

R=-IM --

Ilo - 3 . z jo x ?! a 20

...

J... - -------- -----

~- ., .. .-

Ii
10

~..

. .___..-__L. ..

103

4 10

, ~5
mm

106
OF CYCLES(N)

,07

1OS

EL

FIG.

9 S-N Fatigue Curves for 5083-H113 Alloy and Mild Steel Subject to Water Spray

and temper, weld process (including number of passes) and bead configuration, filler wire, specimen finish and thickness have not been analyzed in detail in this study. Although the references indicate variation in fatigue strength due to these variables, the magnitudes of variation are smaller than normal test scatter and are therefore considered negligible for this evaluation. It is sufficient to state that metallurgical and fabrication variables should be optimized to obtain maximum strength properties. Careful consideration shouldbe given to complete removal of the weld bead in order to increase the endurance limit of welded aluminum structures. Stress concentrations and residuals at the weld bead accelerate fatigue failure of butt-welded specimens. Removal of the weld bead minimizes stress concentrations and residuals and strain hardens the weld region by the machining process, thus greatly increasing the fatigue strength of butt-welded aluminum alloys. However, this procedure is of questionable value for ship structures, because of the large number of fillet welds resulting from attachment of framing members and bulkheads. A significant variable in this study is stress concentration due to fillet-welding structure to alumim plate, Although there is no buttwelding in the parent plaie, the introduction of stress concentrations and residuals at the fillets reduces the fatigue strength of the parent plate to values as low as or below values for butt-welded plate. Insufficient data is available for the presentation of curves; however, test results are presented in References (6) and (13) that verify the above statement. Test results for specimens with longitudinal butt-welds

-21-

parallel to the direction of load are presented in References (6), (7) and (13). The fatigue strength of longitudinal weld specimens is approximately equal to that of specimens with transverse welds. However, the weld region covers the entire width of test specimens, but only a negligible width in full-scale structures. Further investigation is required to determine whether fatigue cracks will form at welds parallel to the direction of load in full-scale structures. The effects of temperature on the fatigue behavior of aluminum alloys are not included in this Study. Test resfits at elevated te~pe~atures are presented in References (1) and (5), and results at cryogenic temperatures are presented in References (l), (6), (10) and (12). Fabrication, welding and inspection requirements for steel and aluminum ship hulls are defined in References (24) and (25). The critical variable relative to inspection is weld defects, which are more critical for aluminum than steel due to the inability of aluminwm welds to develop 100 per cent efficiency. The effects of weld defects; cracks, incomplete penetration, lack of fusion, slag inclusions, porosi~, etc. on the fatigue properties of aluminum, as yet undetermined, should be incorporated in inspection specifications. Weld defects relative to acceptance standards are discussed in References (26), (27) and (28). Figures 3 through 9 present curves corresponding to ratios of minimum to maximum stress that vary from 0.5 to -1. Endurance limits for O.~ stress ratio are reasotibly higher than for zero stress ratio, which achieves higher eudurance limit values than -1 stress ratio (complete reversal), as expected. Where available, S-N curves aye presented for complete stress reversal obtained by rotating beam and reversed beam bending test procedures. The rotating beam test uses specimens with circular cross-section which subjects several fibers only at the top and bottom of the c,ross-sectionto maximum stress. The reversed beam bending test uses specimens with rectangular cross-section which subjects all fibers along the top and bottom edges of the cross-section to maximum stress, thus achieving lower fatigue strength values. The few available test results for complete stiressreversal obtained using axial tensioncompression tests give fatigue strength values approximately equal to those obtained from reversed beam bending tests. Since axial tension-compression tests stress all fibers equally, it is probable that the reversed beam bending test specimen has inherent stress concentrations or that incipient fatigue Tailure of beams occurs at the fatigue strength of the outer fibers. The test values reported in the references are obtained from small specimens that are fabricated and tested in the laboratory and do not simulate full-scale structures that are fabricated in shipyards and subjected to marine environment. Pertinent variables, the evaluation of which is beyond the scope of this study, include the size, shape and configuration of full-scale structures, shipyard welding procedures, Reference (2), slow surface corrosion together with slow or rapid discontinuous fatigue loading, plate shear fatigue and section-on-plate bsnding fatigue, salt water and salt air environment such as waves , wake, barnacles, etc., protective coatings (References (15) and (23)), and cumulative fatigue. The effects of each of these factors on the static and fatigue strengths of unwelded and welded alloys may be reasonably greater than normal test scatter. Evaluation of these variables is required for accurate prediction of the structural behavior of alloys. References (33), (34), (35) and (36) define procedures for evaluating cumulative fatigue damage. Consideration of varying stress ratios, maximum stress magnitudes, number of cycles at

.22-

each stress level, rate of load application and removal, and actual expected stress-frequency spectra determines the actual fatigue behavior of materials and structures. The test data produces very wide scatter bands. Much of the scatter is typical for fatigue tests, and much is due to the many variables previously discussed. In cases where the data was considerably higher or lower than the general trends, it was usually possible to at+mibute this to variations in test procedure, specimen preparation, etc., in which cases the data was not included. Statistical evaluation of the data is required in order to develop design fatigue curves for aluminum alloys. This type of analysis is very important, since it appears that the scatter of aluminum fatigue data is greater than with steel, which could affect the selection of safety factors. It now becomes necessary to reduce the data shown on Figures 3 through 9 to a set of design fatigue (S-N) curves for the various aluminum alloys under consideration, which will be suitable for use in comparing the hull structure of a large aluminum hull with that of an equivalent mild steel hull . This process involves reduction of the variables presented in Figures 3 through 9 to obtain a single curve for each alloy, for comparison to an equivalent steel S-N curve. Figure 10 contains such design curves, which are based upon the welded strength with bead on, using the average of R = o (zero to maximum stress) and R =-1 (complete reversa~)~ and disregarding notch effects and salt water spray. The rationale for this approach follows. The choice between welded and unwelded values is fairly straightforward, since the lower welded strengths would govern the design of a typical ship structure for both cyclic and short-term loading. This approach is somewhat conservative, in that the reduction in fatigue strength for aluminum due to welding is proportionally greater than that for steel. The fatigue strength of both aluminum and steel is improved by removing the weld bead of full penetration butt welds. However, this represents an idealized condition which can not be economically achieved in ship construction. Cold working of fillet welds by peening will increase their fatigue strength, but again this represents an unreasonable fabrication requirement. Therefore it must be assumed that tbeadonJl values are more appropriate for typical ship structures. For the idealized shipfs hull girder bending on a trochoidal wave, it would be expected that fully reversed cyclic stress values (R = -1) would apply. However, as shown later, the actual life cycle-stress hi~togram of a bulk carrier lies between the cases of R = -1 ad R = O (from zero stress to maximum tension or compression) because of the effects of the relatively high still water bending moment. Similarly, local structures seldom experience fully reversed stresses due to various combined loading conditions; i.e., bending plus compression or tension. Pending a more complete evaluation of this problem, it is proposed to use the average of the values for R = O and R = -1. The quantity of data on the effects of notches of various types on fatigue strength is far too limited to derive general design curves at this time. In addition, it is not possible to relate the stress concentration factors prevalent in t~ical ship structures to the test data now available. The use of bead-on data reflects the notch problem; thus it is proposed to neglect additioml stress concentration effects.

-23As noted previously, salt spray significantly reduces the fatigue strength of steel and, to a greater degree, aluminum. Howe~er~ this effect is not being considered in this study for several reasons. First, the highly-stressed portions of the hull girder would be subjected to direct salt spray during relatively small percentage of their operating life. The bottom, for example, is totally immersed, while the deck wofid experience spray in the highly stressed midship portion only a small percentage of the time. Current salt spray fatigue data is based upon continuous exposure, and it is probable that the effects of salt sPraY are exponential~ For a given reduction in exposure time, the reduction in strength degradation would be far less. Secondly, the relative depth of surface pitting and loss of thickness of thin test samples for a given period of exposure would be far greater than for the thick plates of a b~k carrier h~l~ which may reduce the net section loss in area. In conclusion, it does not appear that the salt spray data in Figure 9 is applicable to typical ship structures in a normal life-cycle sea environment. However, it is not intended to minimize the problem. As shown in Figure 9, a sufficient concentration of salt spray can effectively destroy the stresscarrying capabilities of aluminum alloys at a large number of cycles. Thus this problem warrants considerable future attention. Figure 10 indicates that the S-N curves of the various aluminum alloys have approximately the same shape, with initial strength corresponding to the bead-on values of welded ultimate tensile strength of Table 4 reducing to between 6 and 9 ILSIat 108 cycles. Based upon the curves of Figure 10, the gross area under the S-N curves of the aluminum alloys relative to that of mild steel are as follows:

60

50

l,-!

30 ~ ,Ii .. ..;!,,

- *-I

10
II L.
II

,,, (
..1!
,,

!1 - -

..

,,, 1 . .. ..1 II.. L-..L. ...-.1

11,! 11,

1! .

1 I

>,, l.. ,1! 1...-....11

- , ...1 ...$. .. ..

OJ
102

J; : 1

,,,, 1,,,, IOLI

1 105

Ill,

,.3

, . L ,

~06

10

108

NUhBFEOF CYCLES(N)

FIG. 10 Recommended S-N Fatigue Aluminum Alloys and Mild Steel

Curves for Welded 5000 Series forDesign of Ship Structure

-24!Z456-H321 5083-H321 515~~-H34 5086+H32 5052-H34 = = = = = 0.48 0.48 0.43 0.38 0.33

Thus S.4S6-H321 and 5083-HI13 are essentially equivalent,with just under one-half the Lotal life-cycle fatigue strength of mild steel, while 5154-H34 and5086-H32 are essentially equivalent with three-eighths the life cycle fatigue strength of mild steel. The foregoing discussion has been limited to plate and sheet tempers, with no consideration given to corresponding extrusion tempers, Hill or HI12 in most cases, due to lack of data. A review of the data in Tables 2 through 4 indicates that the welded ultimate tensile strengths of plate and extrusion tempers are generally identical. Therefore, until further data can be developed, it is proposed to use the fatigue curves of Figure 10 for both plate and extrusion tempers. Toughness Test data used to evaluate the toughness of S000 series aluminum alloys was obtained from References (10), (13), (16), (17), (18), (21), (37) and (38). Toughness describes the resistance of a material to fracture without reference to the specific conditions or mode of fracture and includes notch toughness, fracture toughness and tear resistance. Notch toughness is closely associated with the resistance of a material to the initiation of fracture, and describes the ability of a material to undergo local plastic deformation in the presence of stress-raisers, i.e., cracks, flawsor design discontinuities,without crack initiation; thus distributing loads to adjacent material or components. Fracture toughness describes Lhe resistance of a material to unstable crack propagation at elastic stresses OY GOlow-ductility fracture of any kind and does not generally involve resistance to crack initiation but only to the unstable propagation of an existing crack. The term tear resistance is generally applied to data obtained from tea~ tests and is a measure of the relative resistance of a material to the development of fracture in the presence of a tear-t~e stress-raiser. Various @ic tests are used to evaluate the topglmess OJ!~000 series aluminum alloys. References (10),.(I6) and (Ii) present test results from tensile impact specimens; Reference (17) presents test results from Charpy keyhole impact specimens; Reference (18) gives test results from bending impact specimens; Reference (21) gives test results from notch-tensile specimens and tear specimens; Reference (13) gives test values from tear specimens. References (37) and (38) describe

numemus theoretical ad experimental procedures used to evaluatethe toughnessof aluminumalloys,correlation of the procedures, determination of relativetoughnesslevelsfor aluminumalloys,arxl quantitative compari- son of aluminumand steel fmctun strengths which are beyond the scope of 121is stu~.
Figure 5 of Refereme (21) presents the relative unit propagation ener~, tear-yield ratio ani notch-yield ratios of various ~000 series alloys, in both the unwelded and O-temper condition. The quantitative values an relatively unimportit for tiis study, siwe they can not be directly comparedto equivalent values for steel. However, the qualitative

toughnessis meaningfulin evaluatingthe relativemeritsof the various alloys. Table 5 presentsthe relativeover-alltear ad retch lmghnesa of tiess alloys,based upon a m=imum of 10.

-25-

KLloy ad Temper
5083-o ~083-H321 5086-0 5066-H32 5154-0 $15k-H34
9&4-o

Relative l!ouf$mess
H :; Avg = 6 Avg - 7
TABLE 5 Relative Toughness of 5000 Series Aluminum Alloys

10 ) ~) Avg-$
10 ) b)AVg=d

%.%-H32 9+56-o 54.56 -H321

;{hg~6

The following conclusions summarize the evaluation of toughness of

the 5000
1.

series aluminum alloys. me notoh tiu~hness,fracture toughness ad tear r~sist~e

are generally acceptable for structural applications,

2.

Toughness of aluminum is inversely proportional to the ultimate or yield strengths of the various alloys, and increases with greater elongation. Relative values of notch toughness, fracture toughness and tear resistance for unwelded and welded aluminum compare favorably with values for steel for single load applications. Greater number of tests, standardization of theory and tests, and correlation of theory with tests are required to evaluate quantitatively the toughness of aluminum alloys.

3.

4*

Buckling Strength The column and panel buckling strer@hs of aluminum alloys are recognized as being significant design constraints under some circumstances, due to the lower elastic modulus of the material. However, the buckling behavior of aluminum is well documented, and can be readily incorporated into the design of ships structures based upon presenilyavailable design procedures. Sources for design data on buckling include the design handbooks published by the various aluminum manufacturers and U.SJ.Navy Design Data Sheet 9110-4 lStrengthof Structural Members which presents curves of column strength versus slenderness ratio and plate panel buckling properties as a function of breadth/thicluless ratio. In the design of aluminum columns, the following applies: (a) Members welded at the ends and butt-welded outside the middle 3A length maybe designedon the basis of the yield strength of the prime (unwelded) metal. Members with butt-welds within the middle 3/s length should be designed on the basis of O temper or annealed yield strength. In this case, the curve of column strength versus slenderness ratio has a horizontal cutoff in strength at the annealed yield strength of the material.

(b)

-26(c) Members with partial or continuous longitudinal welds maybe designed on the basis of an average stress, where the annealed or O temper values apply to material within a 1-1/2 inch radius of the weld and the prime values apply elsewhere: =Fc- prime Aannealed prime Fc - Fc annealed prime ( )

Fc avg

where Aamea~ed and Apr~e are the respective cross sectional areas. Similar considerations could be applied to the design of aluminum plate panels subject to compressive buckling loads. In general, welding does not affect the buckling characteristics of plate panels, since there is seldom welding in the middle of a panel. However, for welded aluminum b structure, the cut-off panel strength for low k ~ ratios should be based upon the JweldediJ strength. One aspect of buckling which is often overlooked in the design of ship structures relates to local instability of fr~ing members. Because of the low modulus of elasticity of al~inuj norm~ ProPOr~iO~ of beams and flanged plate girders which are commofiy used for steel~ship structures are unacceptable for aluminum sections, since local instability of th~ flange or web may result. In the selection of framing member scantlingsj the following limitations should be.met if the member is to be capable of resisting stresses approaching the yield strength of the material: (a) ~~~~$ness [ for 1 for

(b)

Flange width Flange thickness [ 1

where E is the modulus of elasticity (10 x 106 PSI) I?yis the unwelded yield strength of the alloy For structural sections meeting the foregoing requirements, the maximum span between supports should not exceed the following limits to prevent over-all lateral instability:

7.283 ~~ T 5 1 +0.2
(d/bF) 0.128 (bF/d)2

where bF = flange width for tees;twice the flange width for angles and flanged plates d = depth of sechion This equation is derived fromDDS 9110-4. If this distance is exceeded, an intermediate chock should be provided to prevent tripping of the section.

-27Corrosion Resistance The S000 series aluminum magnesium alloys are generally considered to have excellent resistance to corrosion in a salt air~salt water environment if reasonable precautions are taken tO protect the metq. lhe characteristics of aluminum which might lead to corrosion are well documented, References (39) through (45). The following paragraphs briefly summarize the potential types of corrosion and the conditions leading to them. Galvanic Corrosion is caused by dissimilar metals in contact in the presence of an electrolyte such as salt water. Alumirnm is generally anodic to other materials ad will be the metal to corrode. This corrosion is due to the different potential in electrical contact between the metals, which results in the transfer of ions through the electrolyte. Hull cathodic protection can be provided by sacrificial zinc or aluminumanodes on the shell, bilge areas, piping systems in,tanks and sea chests or an impressed current system, as discussed later.

Deposition Corrosion is a special case of galvanic corrosion where particles of the more noble metal are deposited on the aluminum, which then pits. Copper and mercury are particularly bad in this respect, and contact of aluminum with these metals should be avoided. Crevice Corrosion results from trapped water in crevices causing pitting due to the anodic reaction between the o~gen-free water deep in the crevice ad the oxygen-saturatedwater at the mouth of the crevice. Crevice corrosion canbe avoided by eliminating pockets, crevices, lapped joints and other similar conditions where water can become trapped. In areas where such a condition is unavoidable, such as the faying surface between aluminum foundations and eq-uipment, the aluminum sur~ace should be protected with a suitable paint system.or sealant. Pitting Corrosion occurs in water when only a small area of protective oxide or paint is removed from the aluminum surface. Once started, the pitting teds to continue, though at a diminishing rate. The damage to the aluminum oxide film is self-healing, even undezwater~ However, the loss in paint area might not be repaired for a long period of time. This leads to the conclusion that painting of the aluminum structure should be avoided except where required, such as anti-fouling paint for the bottom. As recommended later, a cathodic protection system is recommended to prevent pitting corros~on in way of scratched anti-fouling paint. Stress Corrosion is cracking which occurs over a period of time as a result of a susceptible metallurgical structure, sustained surface tensile stress and a corrosive environment. The imposed stresses may be residual OY externally applied. In strain-hardened A1-Mg alloys, precipitation occurs over the years, and in h~gh-magnesium alloys (over h per cent)} this suscepbibiliky may develop in 5 to 10 years or less. Susceptibility to stress corrosion cracking (SCC) becomes worse at elevated temperatures. Reference (43) notes the following relative to S000 series alloys: 5052, 5252 and ~b~hhave low susceptibility to SCC, and~4~4 (Mg content 2.7 per cent) has low susceptibility at temperatures above 1~0 degrees 1?. Alloy ~1~~ (l& content j.~ per cent) is satisfactory at room temperature, but not at temperatures above 150 degrees F. Alloy 5086 (Mg content 4.0 per cent} is similar to 5154.

-28AllOyS 5083 and 54.56(~ contents 4.5 and 5.1 per cent respectively) are somewhat susceptible to SCC, particularly at elevated temperatures. In the O temper, thermal treatment for 4 hours at b50 degrees F is suggested to relieve residual stresses. H321 temper has no tendency toward SCC if cold formed to a sufficiently large radius. For smaller radii (less than St)j hot forming Q.rstress relief in way of cold forming is recommended for L hours at 450 degrees F. This method of stress relief is,not recommended for welded assemblies inasmuch as it can lead to susceptibility to Scc . Temper H311 is only recommended for alloy 5456, subject to the for~iw limits and stress relieval practices noted for5456-H321. Tempers H32 and H34 are susceptible to SCC with either alloy and are not recommended. Microbiological Corrosion. Corrosion has been observed in aluminum aircraft fuel tanks due to accumulations of microbes found in the fuel residue at the bottom of the tank. These problems occurred with 7000 Experience to series alloys, and have been solved with fuel additives. date indicates no comparable problem with S000 series alloys exposed to marine grade fuels. Combustion Products. If soot is allowed to stand on the decks of an aluminum ship, the soot deposit will act as a cathodic metal and produce pittiqg of the aluminum. Experience to date with S000 series alloys indicates that the intensity of pitti~ from combustion products is not severe, though frequent washdown of deck surfaces is recommended. Bfoliation or intergranular corrosion results from excess magnesium precipitating into the grain boundaries causing separation of the material This form of corrosion is most pronounced in high along grain boundaries. primarily 5M6, and appears to affect plates (temper magnesium alloys, H321) more than extrusions (temper Hill). The problem was brought to light recently due to plating exfoliation in bilges and wet areas of U. S. Navy partrol boat hulls operating in Southeast Asia. The aluminum industw undertook a program to investigate the causes of exfoliation and means of preventing or inhibiting it, including the test program discussed in Reference (44). This program led to the development of the H116 and H117 temper, now available with alloys 5086 and54.~6. These tempering processes are expected to eliminate the exfoliation problem, though service experience with the new tempers is very limited at this time.

!2WWZZIn summary, it may be concluded that S000 series alloys have satisfactory corrosion characteristics in a salt water environment when conventional precautions are taken to avoid conditions promoting corrosion. The lower magnesium content alloys such as 5052, 5454, 5154 and g086 are somewhat less susceptible to stress corrosion and exfoliation than the high magnesium content alloys.
Tables 6, 7 and 8, derived from Reference (45) indicate that exposure of welded and non-welded samples of ~083 and 5086 alloys to sea water immersion for five years produced a maximum depth of attack of only .008 (8 roils) with no significant loss in tensile strength, yield strength or elongation. Other S000 series alloys would yield results in this same range. Fora ships hull, assuming a 20 year life, the average loss in thickness would be between 10 and 12 roils,which is considered negligible.

-29TABLE 6 Sea Water

Immersion Tests ~5086.H34)

Eiposure Time 2 Years 5 Years

Average Depth of Attack Inches .001

Per Cent Change in Strength 0

.003

TABLE 7

Corrosion

Resistance ~~e~slon -

of

Aluroinum ~e~~s~

Alloys Exposure

to

Tide

Range

Sea

Water

SeYen

Alloy & = 5083-0

Location Tensile Samples Totally Immersed Water Line Splash Zone Totally Immersed Water Line Splash Zone Totally Immersed Waker Line Splash Zone Totally Immersed Water Line Splash Zone

Per Cent Change in Strength++ Yield Tensile Tensile Strength -2

-3
-6

0
-2 -2

5083-H34

0 -?
-2 -2 -3

5086-0
5086-H34

0 0 o 0 0
0

o o
-1

0 0 0

(++ Percent

change negative (-) indicates apparent loss)

TABLE 8

Resistance of Aluminum Alloy Weldmencs to Corrosion In Sea Water - Five Years Exposure

Alloy & Temper

5083-HI13

Test Condition XBeads Intact. Beads Removed Non-Welded Beads Intact Beads Removed Non-Welded Beads Intact Beads Removed Non-Welded Beads Intact Beads Removed Non-Welded

Per Cent Change in Strength ++ Yield Tensile Ultimate Tensile -6 o -2 -2 -8 -2

0
-2
-14

5086-H32

0 0 0
-;

~154-H34

o
-2 -2
-2

0 0 0
-1

S3S6-HI12

-1 -2

++ MIG Welded vrithS3S6 filler alloy. Y&c Per cent change negative (-) indicates apparent loss.

-30-

The previous paragraphs have dealt with the reaction of aluminum alloys to a salt water/salt air environment. It is also necessary to consider the corrosive effects of potential bulk cargoes on aluminum as well as the possibility of contamination of the cargo by the aluminum. Reference (~t.6) reviews the compatibility of alumirnunwith a wide range of foods and chemicals, and Reference (47) summarizes extensive tests of the corrosion resistance and potential product contamination of S000 series alloys. In general, aluminum is superior to mild steel in resisting the corrosive effects of potential bulk cargoes, and in all cases would present less danger of product contamination. This results from the tenacity of the oxide film which forms on aluminum, which is extr~mely thin and self-healing when scratched or abraded. This film is attacked by some fluorides and chlorides, and heavy metals (tin, mercury and copper) are unusually harmful. Table 9 indicates the corrosion resistance of ~000 series aluminum alloys relative to steel. The 11Arating indicates equal to or better than steel, while an AA rati~ indicates superior performance with no significant corrosion. A rati~ of U indicates that aluminm is unsatisfactov for this service. In summary, aluminum is compatible with all potential dry bulk cargoes with the exception of copper, tin or mercury ores, potassium carbonate, potassium hydroxide and trisodium phosphate. Precautions should be taken with cargoes of aluminum fluoride, aluminum sulphate, lime and ferrous ores to minimize moisture within the hold, and the holds should be cleaned regularly to minimize build-ups of cargo residue. Abrasion Resistance Experience with bulk carriers indicates that abrasion can present a significant problem in several areas: (a) The flat of bottom when the ship is engaged ina trade requiring navigation in shallow waters or across sand bars. An example of this is the bauxite trade in Surinam, where bulk carriers must cross a sand bar at the mouth of the Orinoco River and then navigate the shallow river. In this serVice, weardown of bottom plates occurs at an accelerated rate, generally resulting in renewal of bottom plates several times during the vessels life. The bottom and sloping bulkheads in the cargo holds. Bulldozers a~d front end loaders are often used to consolidate and move the last of the cargo toward the center of the hatch to facilitate unloading by the grabs. In this process, the bottom and side bulkhead plating is subjected to severe abrasion, in addition to the impact loads resulting from unloading grabs and falling rock cargo.

(b)

The problem of bottom weardown due to abrasion is not recurrent except in a few specialized trades~ such as the @inoco River trade. Therefore this problem should not influence the design of a general service bulk cam-ier such as that presently being considered. For an aluminum bulk carrier in such a specialized trade, detailed studies of relative bottom weardown rates of aluminum and steel would be required, in conjunction with studies to determine the optimm balance between initial thickness and replacement costs.

-31-

TABLE 9

Relative Corrosion Resistance of Aluminum Alloys to Bulk Cargoes Corrosion Resistance

A

Product Aluminum Fluoride

Comment The presence of moisture can causerandom attackwhen in contactover longperiods (inexcessof2 weeks) Generally thereis no problemsincethere Free is no free sulphuric acidprefient. acidwouldresultin seriousattackif moisture was present.

Aluminum SulphaLe

AmmoniWn Nitrate

Borax, Boric Acid Cement

Coal,Coks

A A A

AA A A AA A A

over Aluminum has a 2 or 3 to I advantage steel,evenwith high sulphurcontent. Superficial surfaceattackonly. Rice,wheat,corn,etc. causeno problem. Slightlocalized attackif wet. No problem with dry lime. wet limeforms highly rssistamb prokective filmon Shouldbe satisfacko~Tor aluminum. intermittent service ii? the cargois kept dry.

FlyAsh l?orest Products Grains Gwsum

Lime

Limestone IJitrogen FerMXEers Oil (Crud@ and Refined)

Ores

A AA .&l AA to u

It may be necessary to rinseresidue from structure.

Copper,tin and mercuryores shouldnot be carried. In moistconditions, builtup residues of ferrousores couldca~e corrosion.Bauxite, lead,phosphate, zinc arid nickelorespresentno problems. Phosphate fertilizers causemild etching. Potassium chloride is similarto salt, Potassium carbonate causingno pz-obleme. and potassium hydroxide are highlycorrosiveand shouldnot be carried. Highlyconcentrated saltwater such as that foundin bulk shipping causeless pittingthandilutesolutions - no problem.

Phosphate Fertilizers

Potash

AkolJ

salt

AA

Sand,Gravel Soda Ash

A
Initialattackon surfacebecomesarr~fited, and continued use in thisservicecauses no majorproblems.

SodiumChlorate SodiumNitrate SodiumSulphaLe Sugar Sulphur lrisodium Phosphate

AA A A AA AA u

3 to 1 advantage over steel. Not compatible.

-32-

The problem of cargo hold abrasion is by no means limited, and must be considered carefully in the design of gem~al service bulk carriers. Data on the relative weardown of aluminum and steel when abraded by sliding rock has been derived from References (48) through (51). These studies present weardown rates in heavy-duty aluminum dump truck bodies and compare the performance of aluminum and steel wear bars attached to tihebottom of the truck body. This data is somewhat limited and must be extended to bulk carrier plating design with discretion. However, Tt serves as a basis for determining the ability of aluminum to resist abrasion from sliding rock cargoes relative to steel. A typical heavy-duty aluminum truck body consists of aluminum plating between 3/4 and 1-1/4 inch thick. The bottoms are protected by a combination of steel plates and/or wear bars of steel or aluminum, on about 8 inch centers. The extent of protection is proportional to the hardness of the rock being handled. Actual truck body weardown rakes are of questionable value due to the dMferent nature of the services; however, relative weardown rates are meaningful in designing bulk carrier cargo areas. The limited data presently available on the abrasion resistance of aluminum and steel indicates a relationship between increasing hardness and decreasing weardown rate. The trends are not yet well established, but it appears that the S000 series alloys will abrade at approximately 4 to ~ times the rate of mild steel. There appears to be little difference between the abrasion resistance of the various 5000 series alloys, since their hardness values, noted in the following tabulation are not significantly different: Brinell Hardness, ~00-KG Load, lo-mm Ball =
S083 5086

Unwelded (Hard)
80 72

O Temper
67

5454
5456

81 90

2 70

AS an indication of the relative abrasion allowance requirements of these various alloys, the equivalent of a .0S inch weardown in steel would vary from approximately .23 to .29 inches in aluminum depending on the hardness and chemistry of the alloy. The potential savings in thickness afforded by high-hardness S000 series alloys does not appear to be sufficiently significant to warrant the use of one alloy in lieu of another solely on the basis of abrasion resistance. The lower hardness in the O temper would imply that greater weardown would occur in way of welds, though no data has been found to confirm this. Several of the 2000 series alloys having high unwelded harnesses have proven to be about twice as abrasion resistant as the S000 series alloys in truck body service. However, these alloys are not satisfactory in a marine environment and are much softer than 5000 series alloys in the heat affected zone. Weldability and Workabilitiy The welding of 5000 series alloys is accomplished with either the metal inert-gas (iWIG) and turgsten inert-gas (TIG) process, both of which melt the aluminum at the weld line by heat from an arc struck between the

-33-

electrode in the welding tool ati the aluminum being welded. The weld area is protected from oxidation by a shield of inert gas such as argon, helium or a mixture of the two. Neither method requires flux, thus minimizing the possibility of porosity or corrosive residue. The methods are applicable
to flat, horizontal, vertical and overhead welding, though downhand welding is fastest ati of highest quality, as with steel. The fundamental differences between MIG and TIG welding is that with llIGwelding, the aluminum filler

wire serves as the electrode and is consumed, whereas the TIG process uses a non-consumable tungsten electrode, with filler metal provided in rod form, either manually or automatically. The MIG process is somewhat faster and more economical, but the TIG process produces a smoother beady which is very important in maintaining high fatigue strengths. Based upon discussions with aluminum fabricator and review of available litera:ttie , it appears that the weldability of JOOO series alloys improves as alloy magnesium content is reduced. The shipbuilding and boatbuilding industg presemtlyfavor S086 alloys in preference to S083 and5456 alloys, which have approximately one-half and one per cent higher magnesium contents respectively. Aluminum is somewhat more susceptible to weld distortion than steel, due to greater thermal conductivity. Heat fairing can be used to eliminate this distortion. However, when ~000 series aluminum alloys are heat treated to 150 to 200 degrees F for a sufficiently long period to allow heat fairing, the magnesium in the alloy migrates within the metal, which becomes susceptible to exfoliation. Heat Tairing at higher temperatwes for more limited periods may be used, providing the critical range is passed through quicldy for both heatiingand cooling. However, this will result in the aluminums properties being reduced to those of the annealed material, which may not be acceptable. Proper weld techniques (speed, heat input, number of passes, edge preparation, etc.) can mitimize distortion problems= It is generally preferable to use continuous welding for aluminum structures, even if strength considerations would permit the use of intermittentwelding. Although intermittent welding reduces the quantity of electrode used and minimizes heat distortion, it can lead to crater cracking at the ends of beads ard crevice corrosion if moisture is present. Therefore intermittent welding should be used only for secondary structures which are reasonably free from wetness, and are lightly loaded. The problem of shrinkage in way of aluminum welds requires particular attention, since improper welding techniques can produce high residual stresses. These high stresses can lead to cracking, particular~y when theY occur in way of a poorly designed structural detiails. ThTs is perhaps the most serious production problem to be overcome in the fabrication of large aluminum hulls, because experience in fabricating large aluminum weldments with thick plates is relatively limited. In nearly all cases of residual stress cracking of aluminum weldments, solutions can be found through improved design, testing and personnel training. Even with these precautions, however, it is vitally important that all structural details be very carefully designed and fabricated to eliminate sources of stress concentration. Among other things, this would require careful development of cuts in the hull girder, proper stiffener endings> elimination of excessive concentration of welding, including triaxial welds at intersections of three mutually perpendicular surfaces, avoidance of details which are difficult to properly fabricate, elimination of notches and hard sPots~ and location f welds away from highly stressed areas.

-34-

The question of residual stresses due to welding and fabrication presents a major problem area, in that they are difficult to predict and control. In the design of steel ship structures the presently-accepted design loads and safety factors have provided a sufficient margin to account for most unknown factors in design, construction and life-cycle operation, including residual stresses resulting from welding. Unfortunately, there is no precedent to indicate that the relationship between residual and material yield stress will be comparable for steel and.aluminum structures. In fact, the past experience with large alrminum weldments tends to indicate that the effects of residual stresses may be more severe with aluminum than with steel, because of the cracking that has been observed in way of improperly designed welded connections. Proper cleating of aluminum in way of welds is very important, to prevent porosity or contamination of the weld. The area must be cleaned just prior to welding, preferably by wire brushing or equal, to prevent reformation of the aluminum oxide film. Most manufacturers of aluminum boats and,structures find it desirable to accomplish welding in a protected environment, since moisture is detrimental to proper welding of aluminum and wind tends to disturb the shield of gas around the arc. Further investigation must be undertaken to determine the extent of environmental protection required for a large aluminum hull, since data is presently too limited to draw firm conclusions. These factors can not be overemphasized since nearly all cases of structural cracking of aluminum which have been observed have been the result of improper design or fabrication rather than an inherent weakness in the material. Consequently, it will be necessa~ to achieve a high level of quality control in designing and building a large aluminum hull. Aluminum alloys of the S000 series possess good workability characters tics, and can be easily formed, punched, cut, flanged, ground, and othemise processed. In general, the ease with which alloys may be cold formed decreases with higher magnesium content. h cold bending aluminum, it is very important to maintain minimum bend radii in accordance with manufactuxerls recommendations, to prevent cracking of the cold-worked area.
In summa~, the weldability and workability of S000 series aluminum alloys are considered satisfactory for large aluminum hulls subject to the following limitations:

(a)

Additional investigation will be required to develop proper welding procedures to minimize residual stresses. Structural details must be very carefully designed and fabricated, as discussed previously, to eliminate hard spots, sbress concentrations and other deleterious factors. The necessary environment for ProPer Production of a large aluminum hull must be established. Pending proof to the contrary, it must be ass~ed mat khe enviro~ent in which an aluminum hull is fabricated must be more carefully controlled than with steel const?mction. However, the extent tO which it must be controlled, including temperature and humidity limits, are not known at this time.

(b)

(c)

-35-

(d)

Quality assurance procedures, particularly for checking welds, must be developed. It will be necessa~ to determine the level of weld porosity which can be accepted as degrading the strength of the weldment to a lesser degree than would a repair.

Alloy Material Cost The final factor which must be considered in selecting an alloy is the raw material cost. A survey of aluminum manufacturers indicates that the base price of all common ~000 series plate or sheet alloys in large quantities will vary from about $o.~0 to $0.~~ per pound, depending upon width, length, thickness and manufacturer. However, all manufacturers questioned indicated that their individual base prices for ~000 series plates are identical.
will The base price of all S000 series extrusions except SLS6-HIII vary from about $0.62 to $0.66 per pound, with SlLS6-Hill costing about @.04 per pound or about 6 per cent more. Since extrusions generally represent less than Is per cent of the weight of an aluminum hull, this 6 per cent differential-for S4S6-HIII allo~ has a negligible effect on the selection of alloys.

In conclusion, alloy material costs do not have a measurable effect on selection of alloys for the construction of a large bulk carrier. It is noted that specific instances will arise in which a fabricator can obtain low-priced plates or shapes of a particular alloy from a specific manufacturers warehouse, ba~ed upon ~tilizing currekt invento~ rather than placing a special order. This showld not be a factor in this study, however, since the quantities, thicknesses, widths and lengths required for constructing a bulk carrier womd warrant a direct shipment from the mill to the fabricator. Selection of Alloys The selection of an alloy or series of alloys for use in designing an aluminum bulk carrier, or, for that matter, aqy aluminum hill, is a very difficult process, particularly if the availability and basic cost per pound of the alloys is identical. This is due primarily to the fact that each alloys advantages in a particular area are usually balanced by disadvantages Or some type. For example, the alloys with high magnesium content such as 5083 amlS4S6 have high strength and would thus produce a lighter hull with lower material procurement cost and life cycle operating cost. However, -these alloys-present more problems.in.weldi~, cold working and corrosion than do the..low-rnagnesi@alloys suchas 5052 and 5086. -Achieving a proper balance between these factors is difficfit, since it depends upon the individual designers assessment of their relative importance. In the process of selecti~ an alloy or series of alloys for the design of a bulk carrier hull, an ass~ed relative importance has been established for each of the factors considered in evaluating the alloys: static strength, including buckling, fatigue strength, corrosion and abrasion resistance, toughness, weldability and workability. Alloy costs were not included because of their similarity, and weight was not included directly since this factor is directly related to material strength, and is thus implicitly incorporated in the evaluation.

.36-

Each alloy was given a relative quantitative rating against these factors, based upon an evaluation of its relative merits, and a total rating was derived as shmwn in Table 10. Because of the necessarily arbitrary selection of weighting factors and relative ratings, a brief sensitivity study was conducted in which these factors were varied within reasonable limits. Although quantitative ratings did change, the qualitative results remain relatively consistent. The values in Table 10 indicate that all of the alloys investigated are remarkably close in over-all scoring, which is consistent with the foregoing observation about the advantages of an alloy in one area being offset by its disadvantages in another. Based upon this, the selection of an optimum alloy becomes somewhat arbitrary. As a result of this study, the following alloys have been selected YOY plates and shapes respectively: o S083-H321 ands083-Hill for all material in the prima~ hull structure. This is based upon its high ranking and the relatively low hull weight and material cost resulting from itsrelatively high stirength. It is this materially properties which will determine required hull girder section modulus. S086-H32 and!71086-Hill maybe substituted for S083 a~~oyfor local structures if desired based upon its ease of fabrication, good corrosion resistance and good toughness characteristics. s4sb-H34 andSLS4-Hill forcasingsj stack and otherareas subjected to high temperature (in excess of 1S0 degrees) unless these surfaces can be thermally insulated, in which case S086 alloy can be used.

It should be noted that most of the JOOO series alloys considered could be satisfactorily used for the construction of the hull of an aluminum bulk cari-ier,though the a~oys at the extreme emds Of the sPectm (~0~2 and ~~~~6) would not be recommended for use in the primary girder. The low welded strength of sOS2-is not considered adequate for this application and the high magnesium con~entof 5456 d-10Y creates potential p~o~~ernssuch aS susceptibility to stress corrosion cracking, potential corrosion problems, greater difficulty in welding and working, etc.

TABLE 10

EYa udtion of Aluminum Alloy Characteristics

Factor Static Strength (Welded) Fatigue Strength (Welded) Weldability and Workability Corrosion Resistance Impact, Strength and Fracture Toughness Abrasion Resistance Total

m.% 25

5052 14

5083 24

5086

5154

5454

20 25 15 10 >~~J22 100

~i 15 !7

20 17 10 8

21 16 21 12 10

19 18 22 12 9

18 14 24 15 8

25 20 16 10 6 2

78

8L

83

83

82

82

-37U13
OPERATIONS OF EHf3TING.AL~ SHIPS

At this times there are inany vessels of variuus types h semrice which are constructed either partially or wholly of aluminum alloys. The service experience gahed with these vessels ~ extrem@lY h~pfil in predicting the long-tern performance of an aluminum hull bulk carrier, and ih avoiding problems which were incorporated in early designs. On& of the fbndarm%ltal chall~es in such a study is to separate prbble~ Which ars inhdrent to the material from thdse which result from lack of ~perience, improper design or pdor worlunanship, and then to predict which are readily solved and which might reasonably be e=ected to occur under n@mal ship buildimg or operational environments. k conducting this phase of the study, the followiug primary souraes of information were considered: (a)
U. S. Navy experience with deckhouses on destroyer type vessels.

{b)

U. S, Navy e~erience with alumipum p~~gunboais, craft, SWIFT patrol boats and hydrofoils.

landtig

(c)

~. % Goastduard experimce with aluminum decldlouses on HAMILTON class cutters and others. Alumimm deckhouses on odean liners and cargo ships.

(d) (s)

The aluminl-lm cargo vessel INDEFIEliDENCE, operated in the -bbean S&a. The aluminum trailership SACAL BORINGANO operated between Caribbean ports and Ilortda. Altiminu~ cmtw boats andiishing craft.

(f)

(E)
(h)

Specialized applicatiofisr suoh as barges, lNG tanks, etc~.

In evaluating the performance of these Vwselsj all available published reports were reviewed and in-depth discussions were held with owners, operators snd builders,to determine the perfomace of aluminum alloy structures in a marine environment. Since much of the data derived in these discussions is consider~d proprietary, it will be necessary to present general comments and conclusions , without citing spectiic examples. Howeverg where a speaific obsemation appears to be unique to a patiicular service pr set of circumstances, it will be so presented. In general, this review has been limited to applications in which ~000 series alloys and state-of-the-art design and fabrication techniques have been incorporated. Thus, for example, early problems with welded 6061-T6 deckhouses on Navy dstroyers have not been specifically considered. The problems associated with these deckhouses have been well documented and have been avoided in subsequent designs. They.n~ad no% be rei:te~ated as part of this study.

-38GENERAL OBSERVATIONS FYior to a detailed review of the performance of existing aluminum structures in a marine environment, it is appropriate to make a few general remarks. The basic metallurgy appears to be quite compatible with the salt water/salt spray environment when compared to competitive metals. To date, the problems which have occurred which relate to the basic metallurgy of the material are in three basic areas: corrosion, impact and abrasion, and localized cracking in way of structural hati spots or poorly developed details. Each of these areas is discussed in some detail below+ In gener~, all problemswhich have been encountered in the past have been or could be improved upon or solved by modifications.to alloy properties, design or construction techniques. Unfortunately, it is not possible -to filly extrapolate these observations to ships as large as the bulk carrier design presently being considered based solely upon the performance of past designs. However, these observations will prove to be essential tools in deriving overall conclusions as to the feasibility of such a design. CORROSION As expected, a number of problems have occurred in existing aluminum vessels or steel ships with aluminum deckhouses, related to corrosion, particularly where the aluminum is in contact with a dissimilar metal. In general, these problems have occurred as a result of improper isolation of aluminum structures from either steel strucfiures or non-alumtiurn piping or equipment, and/or inadequate eathadicprotection,~llof which have been or could be solved. The principal exception Gothis was the exfoliation problem experienced with the Navys SWIFT boats. The most prevalent corrosion problem to date has been in way of the connection between aluminum deckhouses and steel hulls. This joint is generally made quite close to the steel deck, so that it is nften subjected to salt water spray. As the joint works due to relative hull-deckhouse motion, the fasteners lomsen, allowing salt water to enter and corrosion to initiate. This problem was greatly reduced when the isolating material at the interface was changed from zinc chromate impregnated burlap cloth to neoprene or equal. A further potential improvement is afforded by the bimetallic strips which are presently becoming available. These strips consist of layers of aluminum and steel which are explosively or chemically bonded together, to which the respective aluminum and steel ship structures can be welded. These strips offer a number of advantages: (a) Joint efficiencies of 100 per cent basedan properties of the aluminum. (b) Minimum joint slippage. (c) Comosion characteristicswhich have been shown experimentally to bevery good, evenat the interface of the steel and aluminum. The use of these bimetallic connection strips tiotid be given very careful consideration in future designs involving permanent connections to steel and aluminum. Present indications are that the initial cost of the O-temper

-39such a connection is sommhat higher than a conventional mechanically fastened joint, but life-cycle cost consideration may favor bimetallic strip comections ifstificiently large quantitiesoftiaterialare involved. The exfoliation problem was discussed previously, and is well documented in numerous reports. At this time, it can be ~oncluded that this problem has been solved by the introduction of new tempers for the highmagnesium alloys which exhibited the problem. The survey conducted in conjunction with this study found no significant evidence of exfoliation All of the known hulls which have exin commercial alumirmn hulls.
perienced exfolia-bion were of g4S6-H321 alloy, while W cmme~cia~ hnl~s

have generally been constructed of S083, S086 or alloys with lower magnesium content. Crew boats which were fabricated with ~086-H32 plating and were subjected to a relatively rugged operating environment and high panel stress levels have reportedly stood up very well, with no apparent evidence of exfoliation. This would lead to the tentative conclusion that 5086-H32 alloy is superior tO 5456-H321 alloywi~h rega~d to exfolia~ion resistance, which is consistent with the higher magnesiun content of the latter alloy. Fortunately, the foregoing discussion is now of academic interest only, since the recent introduction of the HI16 and HI17 tempers for both alloys has apparently solved the exfoliation problem. Obher areas Tnwhich corrosion has occurred as a result of improper isolation of aluminum from other metals include the following:

(a)

Black iron piping systems in ballast tanks connected to aluminum bulkhead spools via rubber lined stainless steel sleeves. If the rubber lining is not p~operly installed, severe corrosion can be expected on the aluminum sleeves. Adequate cathodic protection is required within the ballast tank to protect the hull structure.

(b) Steel deck machine~ must be well isolated from aluminum foundations, using butyl rubber, neoprene gaskets, plastic chocking, or equal. Painting both surfaces with red lead is not recommended. (c) Miscellaneous minor details are often developed without coneiderabion of isolation requirements. Minor piping pystems, connections of hose racks ard other miscellaneous outfit, etc., must consider these requirements, since minor details often create problems with critical structures. (d) Corrosion and pitting has been observed in way of overboati discharges, indicating the need for local inserts. Other instances of localized pittiinghave generally been rest~icted to areas in which known galvanic couples have existed, ABRASION AND IKFACT Several instances have been noted in which steel mooring cables and anchor chains have caused moderate to severe abrasion of aluminum hull structures. Minor abrasion has also resulted from contact with wharves and pilings. This appears to be an inherent desi,gn problem with aluminum hulls which must be overcome by the proper location of mooring gear and ground tackle, as well as pro-vision of expendable chafing strips whe?e required; Abrasion of cargo decks has been a concern o,ncrew boats, where hea~ equipment and pipe is being handled. This is generally solved by fastening wooden protection strips to the aluminum deck.

-40-

The question of comparative impact resistance of steel and aluminum hulls is difficult to evaluate because there are relatively few cases in which a direct comparison is possible. However, the general opinion of crew boat operators and Navy personnel involved with equivalent aluminum and steel landing craft is that steel hulls possess somewhat greater resistance to impact loads than aluminum hulls. It is very difficult to evaluate such qualitative opinions. However, the lower modulus of elasticity of aluminum will result in greater apparent damage in aluminum than with steel, i.e., deeper dents am more gouging for similar impact loads. Since these factors do not necessarily relate to the residual strength of the structure after damage, it is very difficult to compare aluminum and steel in this regard. However, it can,be concluded that sufficient impact resistance can be designed into an aluminum hull for a normal life cycle environment without an unacceptable penalty on weight or cost. IOCALIZED CRACKING OF STRUCTURE
A number of instances of cracking of aluminum ship structures have been observed, both h deckhouses and hulls of various sizes. In all cases which could be studied in details these cracks could be attributed to poorly designed or fabricated structural details rather,than a fundamental weahess in the material. Among the cracking problems obsermd, the following examples are of particular interest.

(a)

Hate cracks originating i.nthe radius corners of uptake, vmt and door cuts in aluminum deckhouses on destroyer type hulls.

(b) Weld cracking at the connection of highly loaded framing members where conventional merchant ship type details have been used, such as flamged plates lapped back to back. In many cases, the crack originated at the end of the weld beads where such beads could not be carried up into the intersection Qf the two mtiers, as shown in Figure 11, It is noted that such details can lead to cracking of steel structures also.

riinofw
-c

Lapped Joint Between Flanged Plates

A-A

Cra;k

(c)

Plate cracking at the end of stiffners where the hard spot was not relieved. Plate cracking in bulkheads where intercostal longitudinal girders were not aligned fore and aft o.fthe bulkhead.

(d)

(e) Weld crackimg at the ends of stanchions in the heat affected zone where the load transfer into the stanchion was not fully developed.

-41(f) Weld and plate cracking in way of impact d~age side shell. (g) on bottom or

cra~kfig in the welds attachfig highly loaded fittings, - . i.e., bitts, chocks, etc. to the hull. -

These instances of structural cracking on existing aluminum ships or deckhouses lead to the following conclusions:

(a)

Aluminum is more susceptible to such moblerns than steel. since the hamspots, discont~nuities and po~r welding details firoducing the stress concentrations invariably occur in either the weld of lower strength heat affected zone. Proper attention to the design of aluminum structural details is of paramount importance, particularly if the structure is to be highly stressed. Details should be designed so that access for welding is adequate all around. Continuous welding should be used in way of all connections of framing members, stanchions, etc. to avoid, or at least minimize, undercutting and radial shrinkage stresses at the end of the bead. Conventional merchant ship details for frame and beam connections should be avoided in aluminum construction since lapped brackets or overlapped framing members are hard Goweld properly, and high stress concentrations can result at the discontinuity of these members. Navy-type details, though more expensive initially, should be less expensive in the long run, since failures are less likely to occur. Careful attention must be paid to the stress flow in aluminum deckhouses. lliscontinuitiessuch as large openings and inadequate attachment to the steel hull will result in stress concentrations which will produce structural failure even when the theoretical stress levels sre relatively low. The transfer of loads between deckhouse and hull must receive special attention, particularly at the fore and aft ends of long deckhouses. All longitudinally effective structure in am aluminw hull or deckhouse must be continuous through transverse structure.

(b)

(c)

(d)

(e)

REPAIRS Several owners or operators have noted the dfificulty in obtaining high quality repairs of aluminum structures. In many cases, the repair work does more harm than good, since bad welding applied to a cracked or highly stressed structure seldom remains sourd. The basic problems seem to relate to the following factors: (a) Unqualified welders working in a bad environment.

(b) Lack of proper surface or edge preparation in way of welds. (c) Insufficient access for the welding gun.

-42(d) Poor quality welds due to moisture inclusion or porosity, often resulting from wind disturbing the shielding envelope of gas around the weld arc. (e) Improper weld sequence resulting in high residual stress. MAINTENANCE General maintenance of aluminum hulls has reportedly been excellent. h many cases, the aluminum above the water line is unpainted, and only requires an occasional washdown with fresh water. The tendency of unpainted aluminum to streak and spot often leads to painting for aesthetic reasons, which can lead to problems if the coating breaks dowm locally, thereby tending to concentrate any corrosive or electrolytic attack. Hulls are generally painted with antifouling paint below the water line. Primer and tributyl tin oxide AF paint or other paints not containing cuprous oxide are generally used. These paint systems have stood up well, and when repainting is required, a careful sand washing is employed to remove old paint and barnicles.

The operational experience with existing aluminum vessels and deckhouses has generally been satisfactory. All problems encountered in design~ construction and operation to date have been or can he satisfactorily solved, and the practical experience gained cam be applied to large aluminum hulls such as the bulk carrier under consideration. Undoubtedly, the most serious challenge to be faced in designing large aluminum ships is to avoid conditions which might lead to stress concentrations and subsequent cracking, since larger hulls will be more highly stressed than those now in operation.

IIC.

DESIGN CRITERIA FOR HUL~ STRUCTURE

The development of acceptable design criteria for the hull girder and local structure of an aluminum bulk carrier represents one of the most challenging and important considerations in this study. These criteria are fundamental in developing a technically.feasible design, and require a thorough evaluation of the empirical and theoretical considerations leading to the steel scantlings presently required by regulatory bodies. Design criteria have been developed for the primary hull girder structure and secondary structure to the extent necessary to fully demonstrate technical feasibility, including the following: 1. 2. 3* , h. Hull girder section modulus at midships. Hull girder moment of inertia at midships. Prhmry hull structure: deck, tank top, shell plating and framing, longitutial floors and girders, center vertical keel and web frames. Secondary hull structure: bulkhead plating and framing, deep tank structure, deckhouses, etc.

Additional consideration is given to crack arresting and thermal stresses.

-43EXISTING CRITERIA As a prelude to developing design criteria for an aluminum bulk carrier, an extensive review was made of existing acceptable procedures for developing aluminum structure for merchant and Naval vessels, including discussions with the American Bureau of Shipping, IiloydsRegister of shippin~, ~t Norske Teritas,Bureau Veritas, Regis~ro Italiano Navale and the United States Navy. In general, these criteria are based upon conversion of proven steel scantlings to aluminum on the basis of relative strength or stiffness, particularly where steel scantlings are based upon emperical considerations. In the folloting paragraphs, these existing criteria are briefly presented and evaluated. It is noted that the Regulatory Body cormnents are very preliminary and subject to further review, and thus do not necessarily represent official policy. American Bureau of Shipping - The firs% large aluminum vessel designed to ABS criteria was the trailership SACAL BORINCANO, completed in 1967. The design criteria used in converting steel scantlings to aluminum were published in the July 1967 issue of Marine Engineering/Log magazine. These criteria have been extended to the design of the ALCOA SEAPROBE, and are as follows: (a) FOR PLATING:

60,000
alum (b) FDR BEAMS: = steel x 80 x Ult
G

Str of Alum. (unwelded)

Emalm =
AAlum w

SMsteel x .80

60,000 Ult. Str of Alum. (unwelded)

1.5

ASteel

(c) FOR HULL GIRDER (Ii/D s 1S):

Talum

0.9 X

SM~teel X

2.0

where

UL1 epth 2.03

SMalm

I _

0.9 x

SM~teel x

2.0

Y The factor of 0.80 is apparently a steel corrosion allowance which is not required for aluminum. The relationships for hull girder inertia are intended to limit the deflection of the aluminum hull to approximately 1.7 times that of the steel hull. These criteria were developed by ABS for relatively small hulls, and would be subject to reconsideration for larger hulls in the area of low cycle fatigue, welding degradation, corrosion allowances and hull stiffness requirements. During discussions with ABS, they indicated that the limitation on hull girder stiffness is somewhat empirical, and that greater deflections would be considered, though the effects on shafting, piping and draft/freeboard relationships must be evaluated.

-44The ABS criteria noted above were used in the preparation of a preliminary midship section for an aluminum bulk carrier. The resultant weight per foot was approfiately!% per cent of that of an equivalent steel hull, while huu gtider deflections would be,increased by a factor of 1.75. l)urln~the desi~n of the Fast Jkplqyment Logistic (FDL} GhLpS, one of the criteria developed and approved by ABS for aluminum deckhouceo wag a~ follow~:

(a)

For plating designed primarily wave slap, deck loads, etc.:

/

for lateral loading from

alum

.9 T

steel

Tssteel II UTSalum

(b) For plating designed primarily for edge loading as might be induced by longitudinal bending or axial loads:

Talm

G 9 steel

( )
UTS steel UTSalum

(c) Framiti<

Slllalum =

Sllteel x

( )
Tssteel UTS alum

Ialum = 2 Isteel where UTS~m is in the unwelded condition. Lloyds Register of Shippinq+- In 1956, Lloyds conducted a limited study of a 67o foot aluminum bulk carrier, to be built of 5083 aluminum alloy. The basic criteria at that time were as follows: (a) Local plate thicbesses were increasedby the square root of the ratio of material ultimate tensile strengths to provide equivalent safety factors. Assuming an ultimate tensile:strength of 17 tons/in.2~for the 5083 alloy and 29 tons/in.2 for steel, this factor was 1.31. Local beam section moduli were increasedby the ratio of the ultimate tensile strengths of steel to 5083 alloy or 1.71. a factor

(b)

(c) Hull girder section m~dulus was also increasedby of 1.71.

No consideration was given directly to corrosion allowances, fatigue or notch toughness properties, welding degradation or yield strength. The resultant. aluminum hull girder deflection was about 83 per cent greater than the steel hull.

-45These criteria with some modifications have been adopted into Lloyds latest Rules for AluminumYachts, Reference (52), which require a Is per cent increase in plate thickness and a 70 per cent increase in stiffener section modulus when substituting aluminum alloy for steel. These rules apply to aluminum alloys with a 0.1 per cent proof stress of 8 tons/in.2, an ultimate tensile strength of 17 tons/in.2 and an elongation in a 2 inch and 8 inch gage length of 12 and 10 per cent respectively. The Lloyds Rules relative to aluminum deckhouses require the following increases in scantlings: Fronts, sides, aft ends and unsheathed decks Sheathed deck Beams and stiffeners Scantlings of small isolated houses 20 10 70 O per per per per cent cent cent cent

These requirements are consistent with those discussed previously, and reflect a consideration of ratios of ultimate strength. Recent discussions with Lloydls relating specifically to the Aluminum Bulk Carrier project resulted in the following observations: (a) A reduction in steel section modulus of ~ per cent should be accepted as a basis for converting to aluminum.

(b) Consideration must be given to low-cycle fatigue properties in relation to the hulls life cycle stress spectrum. (c) Extensive radiographing of welds will be required to ensure proper reliability. Butts should be staggered as much as possible. (d) Notch toughness is not considered a problem, and no crack arresting riveted seams are required. (e) Hull girder deflection should generally not exceed that of a steel hull of equal length but with an L/D ratio of 16, i.e., = SMsteel x .95 x 3 x half-depth of ship. This requirement r alum might be modified for this speciffc case, though both wave and still mater deflection must be considered. (f) Deflection of local aluminum beams may be SO per cent greater than that of equivalent steel section. Det Norske Veritas - DNV has no rules ralating diractly to aluminum structure at this time. However, they indicate that the procedures used in selecting high strength steel scantlings would be applicable to aluminum. These requirementsconvertmild steel scantlings to high strength steel by a factor which is based upon the ratio of yield strengths. Ultimate tensile strengths do not enter into the conversion directly, though lower limits are placed on the ratio of ultimate tensile strength to yield strength. For aluminum alloys, they would consider both ultimate and yield tensile strength ratios, assuming welded strengths of aluminum alloys, and the entire area under the stress-strain cuwe. They would deduct an appropriate corrosion allowance frcm the steel scantlings before converting, and would not require a corrosion allowance for aluminum. They would also not require riveted crack arresting seams for an aluminum hull.

-46DNV would consider fatigue in establishing hull girder section modulus by comparing the life cycle histogram of the stress level for combined wave and still water bending versus the number of cycles, with the fatigue strength (S-N) curve of the material. The relative areas under these curves would establish a safety factor which would be the same for both steel and aluminum. Relative to hull deflection, DNV noted the possibility of resonance between the natural frequency of a flexible hull and period of wave-induced forces. They also noted the possibility of problems with flexibility of the double bottom, particularly if its frequencies are in resonance with those of the hull. The effects of cargo mass and antrained water must be considered when determtiing these frequencies. Registro Italiano Navale - RIN experience relating to aluminum is presenti~y limited to deckhouses and large LNG tanks. Eoweve~, they indicated that the following considerations would apply todesigfing alarge aluminumbulk carrier: (Ei ) Deduct a 10 per cent corrosion allowance from the steel hull girder section modulus before converting to aluminum.

(b) For the hull girder, fatigue would be considered b compartig relative strength of steel and aluminum at 702, 1& and 106 cycles. The combined wave and still water bending stresses over the life of the hull would be compared to the fatigue characteristics for both materials. Both ultimate tensile streng%h and welded yield strength should be considered. (c) Unstable propagation of a fatigue crack in aluminum should not occur. Therefore, crack arresting should not be required.

(d) Limitations on hull girder deflection for an aluminum ship may not be necessary though greater permissible deflections require more careful consideration of low-cycle fatigue behavior. welding, (e) Pa~tTcular attention is requtred to ensure proper - . with no undercutting, and to prevent excessive weld distortion. Bureau Veritas - The Bureau Veritas suggests a 10 per cent reduction in steel thicknesses for corrosion, and conversion of effective steel scantlings to aluminum on the basis of yield strength ratios unless the field strength exceeds 0.6 tines the ultimate strength, in which case ultimate strength must also be considered. Unwelded characteristics of aluminum alloys should be considered as long as the welded connections are well checked, and butts in the sheer strake, bottom and deck plate are staggered. Bureau Veritas recommends that the deflection of the aluminum not exceed that of a steel hull with a length-depth ratio of 16.1, which is the maximum they permit. U.S. Navy - The Navyrs general specifications. proviclea working stress based upon the following equation for design of secondaxy structures su~ject tO normal loading such as wave slap, deck loads,-etc. on al~inum deckhouses:

lfa~m= :

Welded Y.S. of Aluminum ~ [ F.S. on Y.S. of Steel

Welded UTS of Aluminum F.S. on UTS of Steel 1

-47No direct credit is given for the corrosion resistance of aluminum, since reliance is placed on maintenance or protective coatings to mintiize corrosion in.steel. Recent Navy studies of aluminum destroyers have been based upon an allowable hull girder stress of 4.5 tons/in.2 for 5086 alloy when the ship is balanced on a wave equal to the ship in length and equal to 1 .l~length for its height. This provides equivalent margins for secondary stress for aluminum and steel. No consideration is given directly to fatigue although this matter is presently under investigation. The deflection of an aluminum destroyer hull designed for the above criteria was limited tO 1.5 kties that of an equivalent high strength steel hull. This is not expected to produce binding at shaft bearings or problems with piping or other systems. TheNavyls design criteria for small, high performance craft include a requirement that hull bottom structure be designed for the welded yield strength at 107 cycles when considering wave impact loading.

PRoposmI CRITERIA -

mL

GI~ER

sEcTIoNMoD~us

The required section modulus of the hull girder at midships for steel merchant vessels has traditionally been determined on the basis of balancing the vessel statically on a trochoidal wave and equating the resultant wave bending moment to an allowable stress. This stress, generally around 8 tons per square inch, was arrived at empirically, based upon the successful performance of many previous designs. During the last decade, rapid growth in the size and number of super tankers and large bulk carriers has prompted the regulatory agencies to reconsider their requirements for hull girder strength. This has been possible because of recent developments in the science of oceanography and sea spectrum analysis, which have made it possible to predict life-cycle hull girder stress patterns with acceptable accuracy, and to relate these to the fatigue characteristics of the material. The state of the art in hull girder stress analysis has not yet advanced to the point where a truly classical structural design is possible. At this time, the process of hull design is essentially one of working backwards, comparing proven, acceptable scantlings with more sophisticated load inputs and resulting moments and shears to determine %he range of safety factors which have provided satisfactory designs in the past. Based upon the above limitations, it will be necessary to determime the aluminum hull section modulus on thebasisof converting acceptable steel scantlings, maintaining equivalent safety factors. In this process, the following factors apply: Steel I-Iu1l s.11. - For this study, the base line steel hull girder section modulus will be based upon the latest requirements of the American Bureau of Shipping. Corrosion Allowance - Present data indicates that the loss in aluminum shell and deck thickness due to salt water corrosion will be negligible over a 20 year lifetime if the selection of alloys, cathodic protection and isolation of dissimilar metals are suitable. For the equivalent steel hull, the corrosion anticipated by ABS can be derived from the allowance which they permit for steel protected by an approved corrosion control system,,such as inorganic coatings. This allowance is 10 per cent or I/8 inch, whichever

-48is less, for the exposed side shell and deck plating. It is noted that the ABS equations for converting mild steel to HTS steel consider corrosion allowances .of .12 inch for tank top, deep tank and double bottom girder plating, and .17 inch for exposed shell and deck plating. Since these latter ~lue-s--are --deductefromrom *he mild steel scantlings prior to conversion and are then added back to the HTS, it is slightly conservative to apply the higher allowances in converting fromMS to HTS. However, where an allowance is being deducted from steel which will not be added back to the aluminum scantlings, the I/8 inch or 10 per cent allowance is more appropriate. Therefore, in converting from steel to aluminum, an effective steel midship section will be derived by deducting 1/8 inch or 10 per cent from bottom and side shell and exposed deck plate. A lesser allowance of I/16 inch will be deducted from all other longitudinally effective structure. Short-Term Loading - In considering short-term loading, it is desirable that the aluminum and steel hulls have the same safety factor when experiencing the maximum combination of wave and still water bending moments. For a constant hull girder bending moment, this can be expressed by the relationship in Equation (l):

Equation (1):

1+.111 SMalum = SMsteel (effective) x

~7;0~

Where Y is the minimum welded tensile yield strength at 0.2 per cent offset with 10 inch gage length of the aluminum alloy, in FSI, with bead on, from Table 3. U is the welded ultiflatetensile strength of the aluminum alloy plus one-half the specified range, in PSI, or the average ultimate tensile strength from Table ~. For alloy g083-H321 plate the minimum welded yield and average ultimate tensile strengths with bead on are 24 and h~ KST respectively. Corresponding values for S083-HII1 extrusions are 21 and 4S KSI respectively. Using these values in the above equation results in the following relationship: Hull S.M. for S083-H321 = 1.40x effective Steel Hull S.M. Hull S.M. for ~083-Hill = 1.47 x effective Steel Hull S.M, The above equation gives equal ranking to yield and ultimate strengths, and is based upon minimum values of Y and U of321JO0 PSI (minimum) and 65000 PSI respectively for strllctural steel meeting ASTM A131-61. The relative importance of yield and ultimate strengths has been the subject of wide debate, and a review of the previous discussion on existing criteria indicates that there still are differences ti opinions. Therefore, the equal ranking proposed above, which is consistent with present ABS criteria in converting mild steel scantlings to HTS, is considered appropriate at this time, but requires further Study. Theone factor which has not been addressed in the above equation is the relative elongations of the two materials. For hull-grade steel, the minimum specified elongation in 2 inches is 24 per cent, while that of the ~000 series alloys is 12 per cent for the unwelded metal and 1$-20 percent for the welded condition. By inspection, therefore, the unwelded case would

-49be more critical if elonga%fon were to be considered as a limiting factor. Referring to the typical stress-strain curve in Figure 12 below~ two areas axe considered: The area under the curve in the elastic r~ge~ and the area -betweenthe yield and ultimate strengths, designated Al and A2 resPective~Y:
Ultimate Tensile Strength ~

Rupture -7

FIG. 12

Stress-Strain for Aluminum

Relationships

Stress

Elongation

The areas AI and AP are both important in studying the overall response of a material to loading, even though Al is far smaller than AP. These areas represent the quantity stress times elongation, which is proportional to force times distsmce, or work. Axes Al therefore represents the work required to exceed the elastic limit of the material, and falls within the area in which structures are normally loaded. Within this area, at any given stress level, aluminum has a 3 to 1 advantage over steel because of its lower modulus of elasticity. The area A2 represents the work associated with the plastic strain energy of_,t&he material, between the elastic range and rupture. Tn this area, due toits steel has an approximate 2 to 1 advantage over aluminum. greater eio~atio~ If it is assumed that the importance ofareas A1 amd A2 is identical, which is implicit in the Equation 1, it is apparent that aluminums advantage in the elastic zone more than offsets its lower total elongation. Thus, differences in material elongation do not directly affect Equation 1 . Long-Term Loading - Long-term loading implies consideration of the anticipated stress levels which the hull will experience throughout its life, in conjunction with the low cycle fatigue strength of the hull material. For this specific study, the following proce~ure has ~een adopted: (a) Estimate the life cycle histogram, bending moment versus number of cycles, for the steel bulk carrier, and convert th~s to equivalent bending st~ess, based on the steel hull girder section modulus as built. (b) Develop a fatigue (S-N) curve for hull steel, ASTM A131-61. (c) Determine the ratio of fatigue strength to hull girder bending stress throughout the life of the vessel. This can be considered a safety factor on fatigue failure. (d) Apply these same ratios to the S-N curve of the selected aluminum alloy, thus establishing a curve of allowable life cycle bending stress for the aluminum hull girder.
(e)

Determine the area (A) under the two life-cycle bending stress curves. The required hull girder section modulus to satisfy fati~ue requirements is then as follows:

-50-

Equation (2):

Hu1l SMa~um = Hull SMsteel (as built) x

steel aluminum

It is noted that the actual S.M. of the steel hull :s used rather than the effectiveTS.M., reduced for corrosion allowance, since the conversion of life-cycle moment to stress was based upon the actual S.M. Considerable investigation is required to establish a general life cycle histogram of hull girder stresses for a bulk carrier, considering combinations of still water and wave bending moments, anticipated servicej North Atlantic versus Pacific, etc., loading conditions, including per cent of time in ballast, operational profile and others. The scope of this study is not sufficient to investigate this problem in detail, although a general approach has been established which is sufficiently accurate to demonstrate feasibility. The results of this study are summarized in Appendix A. Figure 13 illustrates the application of the foregoing criterion to the M/V CHALLENGER, where S083 alloy is being used in lieu of mild steel. This figure indicates that the allowable stress for the aluminum hull would vary from 2.1 KSI (still water bending stress) at 108 cycles to 13.s KSI (extrapolated) at 10 cycles. The corresponding values for the steel hull are S KSIand 19 KSI. The area under the steel and aluminum life-cycle stress curves between 10 and 108 cycles are 6.7S x 108 KSI and 3.S6 x 108 KSI respectively, resulting in a required ratio of hull girder section moduli of 1,90, ,0~.. \..-. 1 ......
~:_:::-T i

: . .
,.~.~ .. .1.. l~ iJ~[~ l=;;:;-% ,.:-,. . ~

; 0
I - ..~l~.~-~.-jl

: :
..; .,::+

; : m
.,. .-

; : :

: : ~ .
x
o

ili~ ---! ---+~ .1

NoTES: S-N CURVES OF

l:=::.. -./-. ;l::!: :. ~1-

.$ , II

,1

STEEL AND AL131!INUM13ASED 1: ONWELDED IIATERIAL, WITH 13ElD ON, USINGi r AVG.OFR=Of LNDR -l, FROMFIGURE8. BENDING STRESS FORSTEtLHULL ~ LIFE CYCLE
IS FIASEOJ ON IDMENTS FROM APPENDIX A AND A HULL GIRBER S.M. OF 67IIB 1N2 FT.

.. . . .... .,,. ,~, ,,, ,,

..

30
,!p.:. w

~-~-~ dd,.~-l.l..~d, },l.l.l..;l-;..l ,,, ;1---------J ..11

,,, L..

1-1---; -:--,-!-,

:l---

,--F?

,,.,

102

,03

, ~4

1$

106 NU!DJ!EOF CYCLES

,07

1Oa

FIG.

13

Relationship Stress for

Between steel

5-N and

Curves Aluminum

and

Life Bulk

Cycle Carrier

Hull

Bending

-51PROPOSED CRITERIA - HULL GIRDER MOMENT. OF INERTIA lt appears obvious that the hull girder stiffness of an aluminum bulk carrier must be less than that of its steel counterpart if it is to be economically feasible. It now becomes necessary coestablish the extent to which the hull girder deflection can be increased over that of a steel ship. AS noted earlier, the only guidance in this area at p~esent is the ABS requirement that the hull girder deflection of an aluminum ship shall not be more steel vessel while Lloyds than SO per cent greater than that of a !!Rulesll and Wreau Veritas suggest no increase. In justifying these recommendations or deviating from them, the following factors must be considered:
(a)

Response to sea-induced forces.

(b) Wll girder vibrations, and possible resonances between%he hull girder and other major structural components. (c) Effects of deflection on draft. (d) Effects of deflection on shafting, piping systems, etc. (e) Stress-strain relationships of the material.

Sea-hduced Forces - Reference (53) indicates that reduced hull girder stiffness is beneficial in reducing dynamic bending moments associated with sea-induced forces. At the bow and midships, the reduction in maximum bending moment was approximately proportional to the square root of the ratio of hull rigidities, considering reductions in stiffness of as much as ~0 per cent, though at the quarter points, the reduction was less. Although the studies discussed in Reference (53) were relatively limited and subject to further refinement, it appears that reduced hull sttifness will improve rather than degrade the hulls ability to withstand wave-induced forces. Hull Vibrations - The hull girder frequency spectrum of a bulk carrier for vertical, lateral and to~sional vibrations can be readily p~edicted either by empirical formulae or direct computation. Assuming that the overall weight distribution along the hull girder is identical for the aluminum and steel ship (i.e., reduced hull weight is fully compensated for by increased cargo deadweight), the variation in hull girder vibratory response will be approximately proportional to the square root of EI ratios, i.e.: IOX106 Talum

/ F

aluminum

F steel i 30x106 Isteel

The ratio under the square root sign is the deflection ratio. Thus, if an increase of SO per cent were accepted for the aluminum hull, its lower mode frequencies would be reduced by a factor of about 0,82. For a typical steel bulk carrier, the lowest hull frequency (Ist mode vertical) is about 70 Cm, with the second mode vertical being at approximately 1~0 c.W. l?oran equivalent aluminum hull with a ~0 per cent allowable increase in deflection, the corresponding values would be 60 and 120 CPM. Thelower frequency spectrum of an aluminum hulled bulk carrier would have to be given consideration in selecting cruise and full speed shaft RPM and number of propeller blades to avoid resonances between either the shaft or blade forcing frequencies. However, this is nat considered a design constraint since similar.comments apply to steel hulls.

-52Another aspect of vibrations which must be given consideration in designing an aluminum bulk carrier is the possibility of resonance between the hull girder and major structural components such as the double bottom or deckhouse. The possibility of such resonances exists with steel hulls as well, so that similar design considerations apply in both cases. 11 all hull girder scantlingswere to be converted to aluminum on the basis of the previous discussions, the relationshipbetween frequency spectra of the hull and major structural components would remain essentially the same. Although this matter must be given consideration in selecting hull girder scantlings, it is not considered a design constraint for either a steel or aluminum hull. Effects on .llrafk - The effects of hull girder deflections instill water on full load draft involves both technical and economic considerations. I?xcessive deflection can limit cargo carrying capacity both for freeboard requirements and fox limiting drafts requirements entertng harbors or crossing sandbars. The MJV CFI./iL~ENG~R presently has still water bending stresses as high as 2.s tons.per square inch which may result in differences in draft between midships and the ends of approximately 1.9 inches (sag). However, these values correspond to conditions of partial loads. The maximum still water bending stress and corresponding sag for full load conditions are 1.7 tons per square inch and 1.4 inches respectively. For a similar, but 2,900 tons heavier, non-homogeneouscargo distribution the aluminum ship is expected to have a sag deflection of 3.1 inches. Such deflections correspond to losses of caxgo carrying capacity due to freeboard requirements of 1.00tons in bhe case of the steel ship and 220 tons in the case of the aluminum ship. IIowever, with homogeneous cargo distributions in full load conditions, the sag deflections may be ~educed to 0.7 and 1.7 inches respectivelyfor steel and aluminum ships, with corresponding losses of cargo capabili~ of SO tons and 120 tons respectively. Loss of cargo carrying capability due to effects of sagging OE freeboard is expected to be a relatively rare occurrence in tramp operations. When picking up cargoes which are volume limited, a ship is not down to her marks and freeboard reductions due to sag are of no consequence. When picking up cargoes which are weight limited, in whtch case holds are only partially full, sagging stressesand deflections may be reduced by distributing cargo away from amidships. On few occasions when taking on cargoes of such densities to simultaneouslyfill the holds and load the ship to her marks, a loss of deadweight capacity would be experienced. It is noted that when loading heavy cargoes partly at one port, and completing loading at another, it may not be feasible to limit the vessells sag in full load and avoid loss of deadweight capacity. Concerning navigational limitations on drafts to values less than full load draft, it is considered that the inch or so extra sag of an aluminum ship is not significant in the face of the inherent greater trim aft of an aluminum, machine~ aft ship, as compared to a steel ship at a reduced draft. ln view of both the small percentage of cargo lift capacity that may be lost and the low frequency with which such losses may occur in tramp operations, it is not expected that reductions in cargo carrying capacity resulting from hull deflections can have measurable influence on the economic feasibility of an aluminum ship. Effects orIShaftti and System Runs - Greaker hull girder deflection will have no effect on the design of the shafting of an aluminum bulk carrier, since the machinery is located aft, and the relative angular deflection along the length of the shafting is far less than with machinery amidships. For a

-53hull with machinery amidships, the shaft bending stresses and bearing reactions would increase roughly in proportion to the hull girder deflection ratio, so that the question of shafting and bearing reactions would require serious consideration in this case. The effects of greater hull girder deflection on longitudinally oriented bilge and ballast systems shouldbe negligible, since the materials recommended for these systems have greatly reduced elastic modulus compared to conventional steel piping. Aluminum piping wouldbe stressed to only 1/s the level of equivalent steel piping for equal hull deflection, while the stress ratio for to 1/1S that of steel. Thus an increase fiberglass piping would be only 1/10 in hull girder deflection could be accepted without overstressing the pipe. Again, this presents a relatively simple design consideration which canbe readily incorporated in the design of the piping system. For longitudinal runs of steel piping, such as fuel oil piping, an expansion be incorporated to absorb the additional deflection of the hull girder.

loop cm

Stless-Strain Ilelationship- Consideration of design stresses, including fatigue, have been dealt with previously in detail, and it is these considerations which affect deflections rather than deflection considerations affecting stresses. Therefore, if previously established strength relationships have been satisfied, there is no apparent reason to impose a limit on hull girder deflection based upon consideration of material properties. Tt is noted, however, that increased hull deflection increases the strain energy in the post yield (plastic) range in way of stress concentrations. The only area in which excessive deflection would affect structural design is in the design of hull longitudinal, where the secondary bending due to hydrostatic or deadweight loading should be augmented by the moment resulting from end loading being applied along an axis which is not in line with the neutral axis of the deflected beam, i.e.:

Additional secondary bending moment at midspam

ere Cprimar

Primary %eamxAbeam

~eam beam

is the hull girder primary bending stress =x the area of the beam, including hull plate supported
iS the midsPan deflection of the beam

The stresses resulting from such secondary moments are usually negligible, but for an aluminum hull, where Abeam will be greater than with steel, this additional bending should be considered. Conclusion - It is concluded that no limits should be placed on the hull girder deflection of an aluminum bulk carrier, but that the affects of the deflection resulting from normal structural design should be considered in the areasnoted above. PROPOSED CRITERIA - PRIMARY HULL STRUCTURE In this section, criteria are proposed for converting ABS steel scantlings to aluminum for application to the design of the primary hull structure of an aluminum bulk carrier. The following structural elements are considered:

-540 0 0 0 0 0 0 0 0 0 0 Bottom Shell Plate Side Shell Plate Deck Plate Tank Top Plate Wing Bulkhead Plate (Upper and Lower) Inner Bottom Floor and Girder Plates Bottom Longitudinal Deck Longitudinal Tank Top Longitudinal Other Hull Framing Members Stanchions

In general, these criteria will establish minimum scantlings to resist combinations of primary and secondary stresses, local loads, impact, abrasion, slamming, etc., with consideration given to vibration and buckling problems. Tt will often be necessary to increase these minimum scantlings to suit hull section modulus requirements. Design Criteria for Plates - In gene~al, the approach to converting steel plate thicknesses to equivalent aluminum thicknesses requires the derivation of an effective steel thickness by deducting all corrosion or abrasion allowances, then increasing this thickness by a function of the relative strength ratios, and adding back any required corrosion or abrasion allowances. The corrosion allowance to be deducted from steel will depend upon its anticipated exposure to salt water. An allowance of I/8 inch or 10 per cent of the thickness, whichever is less, is proposed for the hull envelope (deck, side and bottom plate) with a 1/16 inch allowance for the internal plates. If the owner or Regulatory Bodies have added an additional margin for abrasion, such as on the flat of bottom or on the bottom of the hold, this should also be deducted. The factor by which the effectively thickness is to be modified is based upon the ratio of the sum of the welded yield and ultimate tensile strengths of the materials as in.Equation (1) previously. For plates loaded primarily in shea~, tension or compression, the full ~atio should be used. However, for plates which are loaded primarily in tertiary bending (bending betweer stiffners due to applied normal load) the square root of this ratio should be used, since the section modulus of an element.of plate is a function of (thickness)2. For plates subjected to a combination of tertiary bendfng and tension, compression or shears an average factor should be used. The allowance for abrasion to be added back to the resultant aluminum thiclmess is somewhat arbitrary. Howeverj the previous discussion of aluminum alloy abrasion resistance indicates that aluminum will abraid about 4 times as fast as steel in a similar environment. Thus, for equal life, the steel allowance should be multiplied by four, unless a detailed economic analysis

-55indicates that it is less expensive to renew the Plate periodically or to p~ovide steel chafing bars. However, neither o? these approaches is considered economically or technically attractive at this time. Summarizing the foregoing cliscussion, the conversion of mild steel pla:e thicknesses to .&minum would be as shown in Equation (3):

Equation (3): talum

steelcl 2

m
y+u

97,000 n +~c
2

Where talum = minimum required aluminum thickness tsteel = steel thiclmess required by MS files without correction for corrosion control or increases for hull girder section modulus requirements c1 = corrosion allowance for mild steel C2 = additional allowance for abrasion Y, U are as defined fo~Equa%ion (1)

n is an exponent based on type of stress such as bending, shear or axial Values of Cl, C2, and n are as follows:

Item Minimum bottom thicl-mess

c1

32 As required by Owner o

n 1 1

I/81or .lOt I/8!or .lOt

Side Plate Deck Plate (exposed)

Determined primarily by hull girder S.M. requirements. Equation (3) not applicable. 1/1 6 As required by Owner or Am 3/4

Tank Top Plate

Upper Wing Bulkhead Plate. Lower Wing Bulkhead Plate

1/16!1 1/16

o
As required by Owner or AM o o

3/4
3/n

Floors and Girders Shell Plates at Ends

1/16!!
I/8 or .lOt

1 1/2

In addition cothe foregoing, a safe-ty factor of 1.2g on the critical panel buckling strength is recommended. The panel buckling analysis can be based upon the primary hull bend~ng stress without considering the additional stress from secondary bending of the plate-s-tiffener combination, since the la%ter is generally,quite small. For an aluminum hull equivalent to the M/V CHALLENGER, fabricated with 5083 alloy, this maximum hull bending stress willbe 13.~ KSI

-56at the deck and keel. This stress should be assumed to taper to 6.7J KSI at the neutral axis for the hull envelope and its framing, and tO ze~o foT O~h@r internal structure to account for stresses at an angle of heel. Limitations on -platepanel deflections are no% considered necessary, since the increase in plate thickness in converting from mild steel to aluminum will generally provide a sufficient increase in inertia to offset the effects of differences in elastic moduli. Design Criteria for Stiffeners - The design procedu~e for converting mild steel stiffener scantlings to aluminum consists of increasing the section modulus of the steel mem~er by the relative strength ratio noted previously for plahes:

Equation (4): Malum

WIteel

97,000

Y+u/

Where Y and U are as noted previously for Equation (1).

Corrosion allowances are technically applicable to the above equation, but are neglected to provided an additional margin for member stiffness and high residual stresses in way of end connections. The additional weight resulting from this simplification is negligible, since the added area generally contributes to hull girder section modulus for longitudinally framed ships. It is noted that longitudinal stiffeners on the shell and deck are subjected to a combination of axial load from hull girder bending and secondary bending from normal loads. Fortunately, however, the ratio of hull girder primary design stress to the quantity (Y + U) of steel and aluminum bulk carriers are essentially identical at about 0.20, so that this combined loading condition affects both materials similarly, and Equation (4) remains valid. In addition to the foregoing, stiffeners should be checked for column buckling strength under the effects of longitudinal bending loads, and against local instability of flange and web as discussed in the previous section. Ii is suggested that the L/r ratio of the plate-stiffener combination be sufficiently low that the safety fackoT on column buckling failure would be 1 .67, and that the web and flange proportions would permit development of full welded yield stresses in the member without local instability. The deflection of aluminum stiffeners should be kept within reasonable limits, so that vibration problems and secondary bending effects are minimized. However, it is difficult to establish a specific deflection limitation, since this is a somewhat arbitrary decision, with little technical justification. Until a valid technical foundation for such a limitation can be developed, it is proposed to limit deflections of Primarv framinp members (girders. web frames, ~tch end beams, etc.) to l-1/2-times-that of-the equiva~ent st~el section, with no limits on the deflection of secondary stiffening. Equation (s) specifies the inertia required for primary hull framing members:

Equation (~):

Ialum =

2 Isieel (primary members only)

-57Stanchions - Aluminum stanchions should have the same sSfety factor on The end connections, column buckling as the equivalent Rules steel stanchion. considered. which will be at O temper, should be specially PROPOSEO CRIT~IA - SECONDARY HULL STRUCTURE

h designing suck secondary structures as deckhouses, structural bulkheads, tanks, etc., the following criteria are proposed, which are essentially the same as those far primary hull structures:

For Plates:

Equation (6):

talum

tsteel (

97,000 y+u

Where n = 1 for plates loaded primarily on the edges (tension, compression or shear) n = 1/2 for plates loaded laterally For Stiffeners: Equations (~) and

(5)apply.

Crack Arresting - The various Regulatory Bodies and design activities with whom crack arresting requirements were discussed, indicated t~at aluminum alloys appear to possess sufficient fracture toughness, ductility and tear resistance that mechanically fastened crack arrestor seams may not be required for an aluminum hull. The investigation of fracture toughness and tear resistance of aluminum which was conducted for this study did not provide sufficient data to justify such a conclusion for a large, highly stressed hull subjected to cyclic loading. The data is particularly sparse in the area of crack propagation in way of the heat affected zone when subjected to high intensity cyclic loading. Therefore, it is concluded that a minimum number of mechanically fastened seams should be incorporated in the design of large aluminum hulls. For this study, it is proposed to incorporate a single mechanically fastened seam at the lower edge of the shear strake port and starboard. This location reflects the fact that the deck is more highly stressed than the bottom, and subject to high stress concentrations at hatch corners. Mechanically fastened seams are not desirable below the water line due to possible stress corrosion problems at the faying surface. Thermal Stresses - The thermal stresses induced h the hull of an aluminum ship with S083 alloys will be no more critical than with an equivalent steel hull, based upon the following logic: Thermal elongation E the length of the member the coefficient of linear expansion per IOOF .00128 for aluminum
- .00065 for mild steel

-58AT is the change in temperature

UT = Thermal Str@SS E = Elastic modulus Thus, T = EQAT Ecl =
= 12,800 for aluminum 19,500 for steel

Where

For equal AT, the thermal str~sses for a steel tnemberwill be 1.s2 times that of an aluminum member. Thus for any aluminum alloy with a welded yield strength in excess of 21 KSI, the safety factor on thermal stresses will be equal to or better than that of the equivalent steel structure. Since the welded yield strength of S083 plate and shapes are 24 and 21 KSI respectively, thermal stresses are not considered as a design constraint. However, the effects of thermal expansion on hull deflection should be investigated, since limiting drafts might he affected.

IID. FABRICATION OF LARGE ALUMINUM HULLS The investigation of the effects of large scale aluminum construction on presently employed fabricating techniques and shipyard operations consisted of a series of discussions with representatives of four large U.S. shipyards with extensive experience in fabricating aluminum structures. The following paragraphs smarize these discussions. MATERTAL HANDLING The material itself poses no particular storage problems. Handling however, requires greater care since the aluminum is more prone to damage than steel. Plates are handled with suction cups or vacuum lifts. This process requires additional labor. Aluminum requires no sand blasting or priming such as steel, but is washed with solvent to remove the oxide film or other contaminants. Since most yards presently do relatively small amounts of aluminum work per hull, this is generally done by hand. Present techniques could be updated for a large aluminum hull and mechanically controlled cleaning could be employed for plates and dipping for all shapes. Larger subassemblies can be handled in aluminum, due to lighter weight, which results in a cost savings. ENVIRONMENTAL CONTROLS
In general, most yards have no special enviro~ental controls for temperature or humidity in the fabrication areas. To minimize thermal effects of the sun, it was generally felt that a shed type covering should be erected over the ways. This covering, in conjunction with other protective shielding, would also decrease welding time lost due to high winds and inclement weather.

WELDING AND CUTTING General yard experience with aluminum covers thicknesses up to and including one tich. The present techniques for handling and fabricating are generally based on material one-half inch thick and below. No special problems are envisoned in fabricating large quantities of thicker material.

-59Presentlyj sawing is the most common way of cutting aluminum since the finished edges need the least amount of dressing-up. Some amount of re-tooling for large quantities of thicker material would be necesssry. Where modules of the hull are to be butted together, an allowance would be left to establish the final cut which couldbe done by a power saw mounted on a trackway. Another common method of cutting, generally used for preparing access or lightening holes, is by plasma arc. ThLs does not leave as smooth a finish as sawing and sometimes requires dressing. MIG seems tobe the preferred choice for welding, with a mixture of 75 per cent Argon and 2S per cent Helium. Small quantities of aluminum ship construction do not necessitate extensive use of automatic welding but it was felt that more automatic welding, perhaps as high as 70 per cent, would be in order for a large aluminum hull. A higher content helium-gas mixture was also proposed as a means of speeding up the welding process, but this would have iO be evaluated against the additional cost of the helium. A training program to qualify additional aluminum welders would be necessary for any shipyard undertaking the project, but no major problems were foreseen by any of the yards in either upgrading steel welders or in training new welders for this particular skill. The general consensus of opinion seemed to dictate flat panel corlstruction initially rather than three dimensional assemblies. The heavy scantlings proposed would in part minimize distortion problems and curved shapes would tend to remain as rolled. When fabricating aluminum, more care must be exercised since it has a shrinkage rate of two to three times that of steel. This is an area where a careful study should be made in the design stage to minimize any problem areas, particularly in way of shafting. &pansion tables could be developed for various combinations of plate thicknesses and weld sizes which would be an invaluable tool during construction. Heavy stress should be placed on the development of the minimal welding sizes required. This will not only minimize distortion and expansion but reduce the total overall cost of welding. The sizes of aluminum fillet welds presently required by Navy welding specifications are considered excessive by the shipyards , and result in excessive distortion. htermittent welding is not reco~ended. Continuous welding is pre. ferred since it results in smaller, better quality welds and hence lower rates of rejection, and minimizes cratering at the end of beads. Experience has shown it is very difficult to meet an acceptable weld quality X-Ray standard when welding outside with high humidity. Further examination of possibly reducing this standard was proposed. Possible reductions in porosity standards were also viewed as another cost saving item. ATTACHMENTS Attachment of ferrous materials was another area which it was felt deserved special attention. Presently utilized methods Yor installing deck fittings and other hardware in the weather do not provide a completely satisfacto~ installation. It was proposed that flexible plastic sealerS be used to cover all of these exposed joints over and above the normal tape and paint methods presently employed.

-60SUl@!ARY All parties contacted foresaw no insurmountable construction or fabrication problems and agreed that a satisfacto~ hull could be delivered by implementing three basic tools: (1) Establishmentof a,ndrigid adherence toapmper
(2)

welding sequence.

Use of good welding equipment, continuouslyma intained,

(3) Use of properly trained and qualified welders with good on-line supervision.

IIE.

FIRE PROTECTION

DEFINITION OF REQUIREMENTS
This phase of the stu~ evaluates the problem of providing a satisfactory level of fire protection for a large aluminum bulk carriers giving consideration to present requirements for steel ships, means of maintaining structural integri~ in the face of a fire, and methods of detecting and extinguishing a shipboard fire. References (~b) through (68),form the basis of &is stu@.

Present Coast Guard Requirements - The basic document applicable to this study is the U. S. Coast Guard Rules and Regulations for Cargo and Wscellaneous VesselsIJ, Subchapter 1, Part 92.07, Structural Fire Protection, excerpts of which appear in Appendix B. It must be assumed that at present, compliance with the intent of the Rules is essential for certification of a U. S. Flag aluminum bulk ore carrier. The standard fire test defined in paragraph 92.07-~(a) of the Rties, is essential in the development of a fire protection system. Appendix C contains a brief history of maritime fire testing and the reasons for adopting the standard fire test as a means of evaluating fire resistant constructions and materials. The hull, superstructure, structural bulkheads, decks and deckhouses are specified by the U. S. Coast Guard to be of steel construction Orj alternately, in special cases other equivalent materials. Metal equivalent to steel is defined as one which, by itself or due to insulation provided, has structural and _integri@ qualibies equivalent to steel at the end of the applicable fire exposure. These composite structures are required to be of llAll_o co~truction, which, when subjected to the standard fire test~ are capable of preventing the passage of smoke and flame for one hour. For aluminum structural equivalence to steel, it is required that the temperature of tlm aluminum shall not rise 200 degrees C abmre,ambient in the presence of ftie. In addition to the structure stated above, certain other structures are constructiO~: required to be of IIAII-O (a) The bounda~ bulkheads and decks separating the accommodations and control stations from the cargo and machinew spacesl galleys, main pantries and storerooms> other than small service lockers.

-61(b) Bulkheads of galleys, paint and lamp lockers and Emergency Generator Room. Stair towers, elevator, dumbwaiter and other trunks.

(c)

In summary, it must be concluded that all aluminum structures, specified to be of ]AII-O construction, must be capable of withstanding the passage of smoke ard flame for a period of one hour while restricting the maximum temperahre of the aluminum to 400 degrees F. Fire Test of Aluminum Construction - An extensive test program of representative insulated aluminum bulkhead and deck assemblies is presently being conducted under the auspices of the Fire Test Ad Hoc Subgroup of Task Group HS-6-1 (Aluminum) of the Society of Naval Architects and Marine Engineers (SNAME). Reference (67) is a test report on the first bulkhead test by the National Bureau of Standards dated June 1~, 1967. Ten additional bulkhead and ceiling configurations are now in the process of fabrication for testing during 1970. From these tests it will be possible to establish factual criteria for the protection of aluminum structures within the living, working and stores spaces. In addition to the SNAME test maw smaller tests have been conducted by materials manufacturers. Unfortunately, the results of these tests are of a proprieta~ nature. However, while these smaller tests lack official Government approval they do nevertheless contribute valuable information towar~ eventual solution of the problem of fire protective aluminum construction. AREAS REQUIRING PROTECTION Living, Working and Stores Spaces - A study has been made of the living, working and stores spaces of a steel and equivalent aluminum bulk cargo ship, similar to the MV CHALLENGER, and built in strict accordance with current U.S. Coast Guard rules. The study included the complete after deckhouse down to and including the underside of the Upper Deck. The construction utilized to afford the required protection is based upon tests, where available, or the construction considered most suitable at this time, based upon past experience, pending confirmation by test methods. In most cases, a conservative approach has been taken in order to realistically approximate the maximum additional cost and weight that might be required. For both steel and aluminum ships, the stateroom and living space divisional bulkheads and the house side lining will be identical, i.e., 7/8 inch thick free standing marinite with steel H posts and joiner shapes with insulation if necessary. The normal application of thermal insulation on the surfaces of air-conditioned spaces results in an added degree of protection.
ID general, the aluminum bulkheads requiring additional protection can be grouped in the following categories:

(a) (b)

The exposed surfaces within stair-towers. The engine room side of the machinery casing.

-62(c)

T~e exterior side of the machinery casing, where this surface is normally exposed bare metal as in the crew sto~es and service a~eas.

(d) Bulkheads separating stores and se~vice spaces which are normally exposed bare metal. (e) Galley and pantry bulkheads require additional protection over that normally fitted for thermal conditions. (f) Other minor cases. With regard to the lower suxface of the decks, it is apparent that with a maximum allowable aluminum temperature of 400 degrees F, and a required test of 1700 degrees F, an insulated construction is mandatory. For the upper surface of aluminum decks in the presence of a fire within quarters, equivalent to the Standard Time Curve, the following observations tests, Reference (s4) indicated that the deck are noted: The Nantasketfl covering restricted the downward propagation of flame, provided the covering was of an incombustible nature. This was largely due to the lack of oxygen at floor level, the products of combustion at this level, and the rising of heated air. This point was also illustrated by the Stateroom Fire Test Report, Reference (58). In this case with bare aluminum deck, the aluminum reached a temperature of 400 degrees F within 18 to 2S minutes. The maximum temperature reached was only approximately 675 degrees F at 3S minutes, afber which the temperature declined. The British Test, Fire Protection in Passenger Ships~l,Reference (~~), with a 3/16 inch sand filled latex underlay and I/8 inch thermoplastic resin bonded tiles, resulted in a maximum aluminum temperature of 425 degrees and 2g0 degrees on two isolated thermocouples at the end of SO minutes. From the above, it can be assumed that a lesser degree of protectioncanbe permitted within the quarters to protect the upper surface of the decks than is required on the underside. Therefore, the decks requiring additional probectiion can be grouped under the following categories: (a) Above the ~ormal stateroom ceilings, insulation must be added. (b) ksulation protection must be added in those spaces exposed to the weather, in addition to that normally fitted with thermal insulation.

(c) insulation must be fitted to the overhead of nonair-conditioned spaces when located under air-conditioned spaces in addition to the thermal insulation normally provided. (d) Insulation is required in the overhead of stores and service spaces located under similar spaces.

(e) All topside surfaces must be protected. The required protection resulting from the application of these criteria to the MV CHALLENGER of steel and aluminum construction are smarized in Tables 11 and 12. These tables indicate that the additional insulation required for the aluminum deckhouse would be about 110,000 pounds if tie present U. S. Coast Guard requirements are fully satisfied.

TABLE 11
Linin! ;

Aluminum Bulk Carrier - Summarv of Joiner Bulkheads.

Insulation STEEL in Living, blorkin~ and Stores ALUM. SDaces SHIP

and

SHIP LB./ SQ.FT. 4.31 2.14 4.00 4.00 4.00

! NSUL , 2/1 -1#

THIS SPACE DK.HSE SIDE

ADJACENT TO WEATHER WEATHER S/RF4Y-ETG

LB./
SHEATHG 7/8 SHT,
7/8 7/8 7/8 MAR 36# MET. MAR 36# MAR 36#

IN SUL .
2/1 2/! NONE -T# -1#

SHEATHG 7/8
SHT. 7/8 7/8

SQ.FT. 4.31 3.25 4.00 4,00 8.00

SQ.FT. 7,600 255 5,040 5,925 1,265

ADDLWGT ALUM-LBS
NONE 283 NONE NONE 5,060

MAR 36#
MET. MAR 36#

DK FiSE SIDE PASSAGEWAY

2/1-6# NONE NONE NONE

s/RM
STAIR TOJER A.C. !4ACW

s/RM
PASSAGE

NONE NONE

MAR 36# MAR 36#

7/8

SINGLE FACED TOILET

MAR 36# 00U13LE FACEO MET. MAR 36# MET.

MET. MAR 36#

ROOM
MACHY CASING MACHY CASING MACHY CASING WEATHER PASSAGE, S/PJ4S, ETC. STAIR TOWER, TOILET, PASSAGE WEATHER FAN ROOM STORE ROOM MACHY

2;(;;-1# STL 2/1 -3# 2 /1 -3# 2:fR;-3#

STL

SHT.

MET,

2.14

2/1-l# 21!/4fn_6# 2/4n-6# 2/4-6#

SHT, 7/8 SHT. SHT.

7/8 SHT,

6.14

136

544

SHT,
SHT. 7/8 SHT.

MET.
MET. MAR 36# MET.

2.60 6.60 2.60

4.60 8.60 8,60

161 1,130 2,370

322 2,260 14,220

7/8
2/1-l# 2\l-l# 2/1-T# BARE STEEL 2/1 2/? -1# -3# SHT. StiT. WT. MET. MET. MET.

MET. MAR 36# MET, MET. MET. MET. MET. MET. MET.

A.C.

MACHY RM

2.14 4.30 0.0

2 /1 -6# 2/1 -6# 2/1-6# 2/1 2/1 -6# -6#

SHT. SHT, SHT. SHT. SHT. SHT. SHT.

3.25 6.50 6.50 6.70 6.70 7.20

161 132 765 612 161 323

178 290 4,973 1,224 322 1>583

A.C, MACHY ROO-1 STORE RO@l

&

Ld

A.G.
ROOM

14AGlit CASING
GALLEY GALLEY

SHT.
SHT. SHT. SHT. SWT.

i.IET. MET. MET. MET. MET,

4.70 4.70 2.29

2/T-l# 2/4-6# 2/7 -T# 2r/4-6# 4 -6# 2/1 -6# 4-6# 12-l# 2/1 -6# 2/1-6# 2/1 2/1 2/1 -6# -6# -6#

!4ACHY CASING
STORES

2/1-1# 2/1-3# 4-1# BARE S TL 4-T# 12-l# BARE

SHT. MET. SFIT. MET. SHT. SHT. SHT. 7/8 MET. MET. MET. MAR 36#

~ESSRMS 5TORES

GALLEY
REFRIG. STORES LOUNGE

SHT.
7/8

MET.
MAR 36#

6.29 9.20

7.90 12.50

153 800

260 2,640

REEFERITE

REEFERITE SHT. MET. SHT. MET. 7/0 MAR 36#

5HT. 3HT. 7/8 5HT. 7/8 MET. MET.

STL
PANTRY PANTRY 2ASSAGE .AUNDRY k STORES

2/1 -1# ?l~/1 11-1# 21t/lllq# 711/~ llq#

SHT. 7/8

MET. MAR 36#

4.31 2.14 4.31 2.14

7.25 3.25 7.25 7.25

272 2,130 187 1,250 30,828

816 2,365 ?559 6,450 44>349

WEATHER EMER. GEN.

PASSAGE

SH7.MET,
SHT, 7/8 MET,

MAR 36# MET.

MAR 36#
MET. MAR 36#

SIIT.

1TOTAL - JOINER BULKHEAOS Ah

INSULATION

TABLE

12

Aluminum Bulk Carrier Deck Covering in Living,

- Summary
Ilorking

of Ceilings,
and S~o~es

Insulation
Spaces

and

Steel Ship Upper Space Open Deck Open Deck Open Deck Air Cond. Spaces
Air Cond. Spaces

Alum. Ship Lb/ Sq.Ft. 2.6 Iklsul . Sheathg Lb/ Sq.Ft. 3*7 Sq Ft.
G

Lower Space Air Cond. Spaces Refrig. Spaces Machy Casing Galley

Addl

Insul .

Sheathg

Alum

2rf\~ff-1# 3/16 Mar.Ven 8J)/12Jl-1# 1/4JJ Reeferite

2!1/~f!-6# 3/16J Mar.Ven 811\1211-~# 1/~II Reeferite 2t!\4fI-6# Shb. Met.

411 - 6#

6,188

6,

8.9

8.9

532

21i/111-3#
~11 - 1#

Sht. wt. Sht. Met.

3/1 61

2.6
2.2

4.6

685

1,

Sht. Met.
3/1 6

3.92

368

Air Cond.
Spaces

None

2.3

21\I1-6#

3.7

7,6f5h

10,

MarVen 211/lIl_l# Sht . Met.

411 -1#

I%r.Ven 2.14 2f1/~!l-6# 3/16 Mar.Ven

41! - 6#

Air Cond. Spaces Air Cond. 5paces Cpen Deck Stores Spaces 3tores,AC % Service 3paces

Non-Air Cond.Spaces Pantry

3*7

2,190

3,

Sht. Met.

2.2

Sht . Met. Sht . Met. Sht . Met. Sht* Met.

3.92

78

Emer. Gen. Rm. Steering E@. Rm. Machy Casing

21t/lIl_~# Sht . Met. None None

2.I4

2!I\-l If-6#

3.25

190

0.0

2JI/lH-6#

3.25

I,240

4,

6N - 1#

Sht . Met.

2.42

6 I! - 6#

4.92

4,253

10,

Totals - Ceiling and Insulation Total - Deck Covering

23,388

37,

26,

.65Machineq Spaces - Reference (68) lists 24s fire casualties on all classes of ships, of which only four were on bulk carriers. Three of the four fires originated in the machineryspaces and one in the accommodation spaces. Of those occurring in the machinery spaces, two were the result of fuel oil fires while combustible materials restited in the accommodation space fire. This agrees with the expected assumption that these two t~es of combustibles are the primary sources of incipient fires, and that these locations must therefore be provided with the maximum protection against fires. Within the machine~ space, the most serious problem is the protection of the exposed aluminum structure to prevent the passage of smoke and flame and to restrict the maximum temperature of the aluminum to 400 degrees F for the required one hour time interval. The overriding requirement is the maximum temperature restriction in the presence of fire, since if this can be accomplished, the structure will prevent the passage of smoke and flame. One potential solution might be the use of sprinklers to form water walls on the vertical surfaces and the underside of the flats. However, this method is incompatible with an oil fire. A fixed fog system might be considered but to date there have been no physical tests to evaluate the timetemperature results of either of these proposals. A simple solution would be to constmct the machinew space enclosing structure of stieel. This, however, poses additional problems of added weight, connection of incompatible metals, and differential coefficients of expansion. For many local structures, such as machinery flats and small tanks, the use of steel in lieu of protected aluminum would appear to offer significant cost savings without a major weight penalty. Various types of fire-retardant intumescent paints are available, but these are p~imarily used to retard the sPread of fire rather tha to restrict the temperature rise on the surface to which they are applied for any appreciable time duration. Of all the methods considered, the one chosen to best provide the desired protection to vertical surfaces and the crown of the machinery box is the application of a suitable thickness of insulation, sheathed with metal to protect the insulation against injury and abrasion. The surface of tank top, while still requiring the same degree of protection, presents a rather different problem due to personnel access and abrasion from the movement of equipment. Of all the available materials considered, a composite construction consisting of an approved cellular glass incombustible material, expanded metal, .%bkote No. 1 and a magnesia aggregate topping similar to MIG-11-2313L has been selected as the optimum after due consideration of weight, cost. abrasion, resistance, oil spillage, good housekeep~ng and other constraints.
the approximate areas in each category together with Table 13 gives the anticipated approximate added weight to protect the aluminum.

While not considered in detail at this time, other items that must be dealt with are structural stanchions and webs in the machine~ spaces, together with exposed areas of main and auxilia~ machine~ foundations. It is also necessa~ to offset the deleterious effects of heat tramfer,

.66-

INSUT.ATION AND SHEATHING Shell Forward Bulkhead AfterBulkhead Underside - UpperFlat Underside - LowerFlat Total

8,000Sq.Ft. 3,6oo 1,600 3,720 3,31Jo 20,260 sq. m.

With2~fl -6#/Ft3 Insul. and Sh@et MetalSheathing at 5.1#/sq.Ft. = 106,000 pounds additional weight DECK COVERING
Top Surface - Upper Flat Flat Top Surface - Lower

TABLE 13 Aluminum Bulk Carrier Additional Insulation in Machinery and Deck Covering
Space

3,730

Sq. Ft.

!COp Surface - Tank Top Total

With 1 Cellular Glass) Expanded Metal ) ) 1/h Subkote 3/811 Magnebond )

3,3110 2,930 10,000 Sq.Ft.

h.2#/Sq.Ft.

h2,000 pounds additional weight

preferable to utilize steel stanchions in lieu of inetiatecl aluminum stanchions because of the disastrous results of stanchion failure. -o Spaces - Within the cargo spaces, fire protection depends upon many variables, including the relative flammability of the anticipated cargo. If the cargo to be carried can be guaranteed to be non-flammable, the requirements for protection could ostensibly be reduced. However, in the course ofthe shipls general service it must be assumed that a flammable cargo will be carried. It is then necessary to either prevent a fire from starting, or to maintain the surface temperature of the aluminum structure at an acceptable level, by fighting the fire and/or protecting the surfaces. The most promising method of preventing the start of a fire within the cargo spaces would be to fit a closed, pressurized nitrogen or carbon dioxide inerting system, although the effects of this on edible cargoes and means of exhausting the hold must be studied. This system will be discussed in further detail later. Restricting the maximum temperature of the aluminum structure to 400 degrees F in the presence of a fire within the cargo spaces presents many problems. Of the maw potential solutions considered, none have been actually tested. All methods are subject to the following constraints:
(a)

The intensity of the fire for different type cargoes.

(b) Compatibility of the extinguishing agent with the type of cargo. (c) Effectiveness of the extinguishi~ agent on fires of varying types of cargo. (d) System weight. (e) Potenti~ damage to and loss of protection of the system, due to cargo handling whether by grab bucket, mechanized vehicles, conveyor system, or others.

(f) Additional cost.

-67One method considered for maintaining strength & the alumimun strutture was the concept ot a heat sink. A recent shore-side instal.latim utilizes a water wall column system, with circulating pumps and expansion tanks to reduce tkm amount of insulation protection required fpr steei in corlcolqponents (Refereme (66)). Similar cowepts might be utilified stu.mting the wing tanks and inner bottom within the cargo holds. This method is not considered practical, however, sime it is not desirable to car~ water ballast in these tanks when cargo is carried. This system would require some type of double wall transverse bulkhead construction, or imreased length of cargo holds with consequent lOSS of cargo chic, for equivalent ca~o cubic. An alternative method which reduaes th~ quantity of water to be circulated would utilize double wall extrusions for wing tanka, bulkheads and tank top. While this is within the state-of-the-art, it must satisfy the constraints outlined above, and would present significant fabrication problems. Conetruoting the inner surfaces of the wing and inner bottom tanksj and tranwerse bulkheads of aluminum clad with stainless steal might result in raising the adlowable msxhum temperature of the metal befpr~ structural tstrength is impaired. However, this would result in high cost and would present additional fabrication constraints. .Furthertesting would be raquired.

There are several proprieta~ brands of intumescent paint that retard the spread of fire. However, it is ~tremely doubtful that these could effectively maintain the reqtired ~imm temperature of the structure in the face of cargo space fire. Within the current aerospace programs, many have been developed. The total exotic ablative material constructions effectiveness of these matefials in maintaining required the-temperature relationshipsmust be tested am studied b determine weight and cost constraints. At this time, it appears that ablatives would be relatively expensive to i~til and maintain, but w~rant ~rther consideration.
There is no doubt that suitable cargo hold insulation with some type of protective sheathing could be designed to meet the requiranents. However, whatever components are selected, it appea~ that the added cost ani weight would retier this method unacceptable. Therefore, it is concluded Mat the cargo hold structure should not be protected. Rather, an inerting system should be installed which is compatible with the anticipated flsmmable cargoes, including coal anl grain. This system, in conjumtion with a proper detecting and exti~ishing system, is tinmsidered to be the best solution to the somewhat low risk fire problem in the cargo holds of a bulk carrier.

DETECTION AND EXTINGUISHING SYSTEMS

The Fhles and Regulations of the U.S. Coast Guard, for Cargo and Miscellaneous Vessels, subchapter I, Part 955 sets fOrth various requtiements regarding fire detection and extinction which are summarized as follows: (a) Fire detecting, manual alarm and supervised patrol systems are not required, except in special cases.

-68(b)

At least two fire pumps are required, located in separate spaces, each capable of delivering water at the two highest points in the ship at SO pounds per square inch. Hose and hydrant sizes shall be 2-1/2 inches, with 7/8 inch nozzle and SO foot length of hose,or, a 1-1/2 inch siamese hydrant with single hose, 7S feet long with 5/8 inch nozzle. Fire hydrants shall be of sufficient number and so located that any part of the vessel, other than the machinery spaces, accessible to persons on board while the vessel is being navigated, and all cargo holds may be reached with at least two streams of water from separate outlets, at least one of which shall be from a single length of hose. In main machinery spaces, all portions of such spaces shall be capable of being reached by at least two streams of water, each of which shall be Trom a single lengtlnof hose from separate outlets. Vessels engaged exclusively in the carriage of grain or coal in bulk, need not be fitted with a fixed carbon dioxide system in the cargo h~s.

(c)

(d)

(e)

(f) A fixed carbon.dioxide or other approved system shall be installed in all lamp and paint lockers. (g) A fixed carbon dioxide system shall be installed in all spaces containing internal combustion main propulsion machinery and auxiliaries of 1,000 ~HT or greater or their fuel oil units, including purifiers, valves and manifolds. (h) If an enclosed ventilating system is installed for electric generators, a fixed carbon dioxide system shall be installed in such system. (i) Spaces which are protected by a carbon dioxide system and are normally accessible to persons on board when the vessel is being navigated, other than paint and lamp lockers, shall be fitted with an approved audible alarm in such spaces which will be automatically sounded when the carbon dioxide is admitted to the space.

(j) Hand portable and semi-portable fire extinguishers shall be fitted of the type and number and in the locations specified. Livirw and Working Areas and Stores Spaces - It is considered that the requirements outlined above are sufficient for the aluminum ship in these Weas. Mach.nery Spaces - Within the machinery spaces, consistent with the protection for the aluminum structure outlined previously, the requirements noted above are considered the minimum necessary to afford protection. Additional &tection devices together with a fixed foam system would provide a greater margin, provided that it can be reconciled against the additional qost involved. Cargo Spaces - For steel bulk carriers engaged in grain or coal trade, no detection or fixed extinguishing system is presently required in the

-69cargo holds. This is assumed to be based on the premise that if a fire did start the provision of two fire hoses would permit sufficient fire control, together with the fact that steel does not lose its inherent strength in the face of an average fire. For some cargoes and arrangements, these fixed systems may not be effective. The ignition temperatures of the dusts of the various types of bulk cargo vary approximately between 6S0 degrees F to 9000 degrees F. Thus a potential fire in the cargo spaces can not be disregarded. In view of the maximum temperature restriction of aluminum, this warrants the installation of a detection system within the cargo holds. A temperature rise sensing system would probably prove to be the most satisfactory. In addition to the conventional cargo hold fire extinguishing system, an inerting system is recommended for all cargo spaces. This system could utilize either nitrogen or carbon dioxide, and would be activated when potentially dangerous cargoes are carried. such systems are presently incorporated in a number of oil tankers to reduce the risk of explosion. The cargo holds must be gas-freed prior to unloading cargo, so that men may safely enter the hold, thereby requiring the installation of large In this regard, nitrogen offers an adsuction fans serving the holds. vantage in that it is slightly lighter than air and would tend to rise naturally from the hold when the hatch covers are open. However, this tendency of gas to rise would necessitate special techniques to maintain a satisfactory dist~ibution of nitrogen throughout the cargo, such as circulating fans or continual bleeding of additional nitrogen at the lowest level of the hold. Carbon dioxide, being heavier than air, would be more difficult with regard to gas-freeing the hold, but would satisfactorily distribute itself throughout the cargo without resupply or recirculation. Neither gas would appear to be harmful to the range of cargoes being considered. There are a number of umknowns concerning an inerting system such as that proposed~ which preclude an evaluation of its cost. These include such factors as the required concentration of inerting gas to maintain a satisfacto~ level of fire protection, the residual coricentration which could remain after gas-freeing the hold, recirculation requirements and so forth. The solution to these problems is beyond the scope of the present study, but warrants further consideration. An alternative which might be preferable to an inerting system would include a high-capacity carbon dioxide smothering system in conjunction with fire detecting equ!cpment of improved sensitivity. This system would incorporate the following features:
o

Sufficient quantities of carbon dioxide to selectively flood a~ hold, or the engine room, with a high concentration of gas. A gas delive~ system which would insure rapid flooding of the spaces and even distribution throughout the space. A detection system sensitive to rate of temperature rise and to ultra-violet emissions from open flame.

-70-

IIF.

INSTALLATION OF SYSTEMS AND FQUIPMENT

MATERIALS Propellers - For cormnercialship application the majority of propellers have been of the following materials: Material-Alloy Manganese Bronze Nickel Manganese Bronze Nickel Aluminum Bronze Manganese Nickel Aluminum Bronze Trade Name

Turbine Metal Nialite awl Nikalium Superston

When these materials are coupled to aluminum in sea water a galvatic cell is created and the aluminum hull platim, rudder. etc. will be anodic to the bronze and will act as an anode-to pr~~ect thi~ vexy large area of bronze cathode and the ahmin-mnwill corrode vexy rapidly. A cathodic protection system can be installed to protect the aluminum underwater structure. Another material which is more compatible with aluminum in sea water should be considered. Such a material is 18 per cent chrome - 8 per cent nickel stainless steel alloy, similar in composition to the Alloy Casting Institute Specification CF-8 (corresponding wrought alloy type is AISI 304). This alloy has been used successfully for many years on the 29 ships built between 1962 and 1968 for Lykes Bros. and Gulf & South American Ships. These propellers vary from ~2,000 to 76,000 pounds in weight and are about 21 feet in diameter. The chemical, mechanical and physical properties of this CF8 material are as follows. (CF8 alloyis also similar to ASTM Specification A296-Grade CF8) . (a) Chemical Carbon M@anese Si P s Chrome Ni (b) Mechanical Tensile Strength Yield Strength Elongation in 2 Inches Brinell Hardness Charpy Impact (c) Physical Constants Dsnsity Specific Heat 0.280 Lbs/Cu.In. 0.12
65,000 PSI Min. 30,000 PsT Mill.

Per Cent 0.08 w. 1.50 Max. 2.00 k. 0.04 k. 0.04 Max. 18 to 21 8 to 11

~~oPer Cent 75 Ft-Lbs

-71

(d) Welding Procedures Preheat Postheat None None - if area is small

These propellers are of the built-up type with the blade palms bolted to the cast hub. The propeller blades and hub are cast stainless steel CF8 alloy, while the studs for attaching the bladesto the hub are monel 1%00 (Kmonel) and the nuts for studs are Armco 17-@Hcondition H-11~0. The CHALLENGER propeller is presently a solid five-bladed of bronze material ad is 18 feet b-1/2 inches in diameter. An est~ated weight and cost comparison is shown in the following table: Finished Cost Per Pound, $
1.50

Material Ni Al Bronze CF8 - Cast Stainless Steel

m Solid Built-up

Weight - Lbs. Approximate

To tal cost, $ 56,2S0 60,000

37,500
L8,000

1.25

The cast stainless steel propeller will weigh more since the hub has to be larger in diameter to accommodate the palms of the blades.
13ased upon the foregoing, cast staitiess steel, CF8 alloy is recommended for the propeller of a large aluminum-hulled vessel.

Shafting - The shafting for the CJIHJXNGER is presently made of American Bureau of Shipping Grade 2 steel and the diameters were based on the American Bureau of Shipping rules that were in existence at the time the vessel was constructed in 1965. Thisship has an engine with a metric BHP of 9600 and a propeller RPM of 119. The diameter of the shafts are 16-3/4 inches (line shaft) and 19-1/2 inches (tailshaft). The tailshaft has no liner since an oil lubricated stern tube bearing was installed. In this application it is suggested that the American Wreau Shipping Grade 2 steel material be retained for the shafting. of

Stern Tube, Beari~ s and Seals - The existing steel hulled ship, has a cast steel stern tube welded into the stern frame casting at the aft end and into the engine room aft watertight bulkhead at the forward end. The arrangement is generally as shown on Figure 14. There are two stern tube bearings of the oil lubricated type (Waukesha type), one long bearing 43-1/2 inches long at the aft end of the tube and a shorter one, 17-3/4 inches long, at the fcrward end of the tube. The materials of the existing assembly as installed in the steel hull ship and the suggested materials for the aluminum hull ship are shown in the table in Figure 14. All bolts, nuts and studs for the seals and glands exposed to sea water should be made of a combination of 304 or 316 stainless steels, in other words, if the studs or bolts are 304 then the nuts should be 316, or vice versa, to prevent galling.

-72-

Rudder Assembly - The rudder and rudder stock of the aluminum bulk carrier should be made of steel, similar to that of the steel ship, for the following reasons:
(a)

An alwminum stock would have an excessively large diameter, to suit torsional and bending loads, which wo-dd r=sult in an unfavorable aspect ratio for the rudder. In addition, steel sleeves would be required in way of the bearings to resist abrasion. Therefore a high-strength steel stock is considered more practical. The use of a steel stock dictates that the remainder of the rudder be steel, to avoid problems of attachments of dissimilar metals. The use of a steel rudder minimizes abrasion and vibration problems.

(b)

(c)

The rudder stock should be isolated from the hull by the use of micarta or phenolic stave bearings. A cathodic protection system is also required, as discussed later. Details of the rudder bearing attachment to the hull will be similar to Figure 14.

\ \ \\\

~// / ///////5
/
/ /

1
I .=: I I I ! 1 .

.., _

~-l

FIG.

14

Stern

Tube

&

Propeller

Details

M. V. C7mZZmgw

-73-

Sea Valves - The selection of aluminum alloys for the sea valves and shell connections is subject to specific approval by the American Bureau of Shipping and U. S. Coast Guard.
hAm

American Bureau of Shippi~ follows:

Rules - Article 36.2S.S on Page 249 of the - 1969 Rules is quoted for ready reference as

1136.25.5 Materials for Shell Valves and Shell Fittings - All shell valves and shell fittings required by this Subsection are to be of steel, bronze or other approved ductile material. Valves of ordina~ cast iron or similar material are not acceptable. All pipes to which this subsection refers are to be of stieelor other equivalent material, subject to special approval.
U. S. Coast Guard - Marine Engineering Regulatio~ am Material Specifications, Subchapter F, CG-11~, Part ~6.~0-9~ Overboard Discharges and Shell Connections, Subchapter F is quoted for ready reference:

II (-f) Valves required by this section and piping system components outboard of such required valves on new vessel installations or replacements in vessels of 1~0 gross tons and over shall be of a steel, bronze, or nodular cast iron specification listed in Table s6.60-a(a). Lead or other heat sensitive materials having a melting point of l,700F, or less shall not be used in such service, or in a~ other application where the deterioration of the piping system in the event of fire would give rise to danger of flooding. Brittle materials such as cast iron shall not be used in such service. Where non-metallic materials are used in a piping system, and shell closures are required by this section, a positive closure metallic valve is required (see also Para.

S6.60-2S) .11
In addition to cast aluminum alloys, other materials such as cast 25 per cent nickel - 20 per cent chrome and AISI 304 or 316 stainless steel could be considered for the sea valves. This 2S nickel - 20 chrome alloy is marketed under several trade names, Craneloy 20, Walworth Aloyco A-20. 25 Per Cent Nickel - 20 Per Cent Chrome alloy . has been used for many years on the Lykes Eros. Gulf-Pride and Clipper Class freighters for sea valve suction and discharge services with good success. These stainless steel valves were fitted with monel trim. The following lists the properties of this alloy:

(a)

Chemical Carbon Manganese Silicon Phosphorus Sulphur Nickel Chromium Molybdenum Copper

Per Cent
0.07 0.7 w. 1.5 Max. 0.04 IJ&x. 0.04 k. 28 tO 30

19 to 21 2t03 3.5 to4.5

-74(b)

Mechanical Tensile Strength (As C~St) Yield Strength 65,000 to 75,000 PSI
28,000 to 38,000

(c) Physical 35 to 50 Elongation (per cent in 2 inches) 50 tobo Reduction in Area 120 to 150 Brinnell Hardness AIST 30L,and 316 stainless steels could be used but are not considered to be as good for this service as the 2S per cent nickel - 20 per cent chrome stainless steel. Aluminum Alloy 3S6-T6 has been used with apparently excellent results on the hydrofoil DENISON. This material has excellent corrosion resistance, good machinability and excellent pressure tightness. This alloy has the lollowing properties: (a) Chemical Silicon Iron Copper Manganese Magnesium Zinc Titanium Aluminum Per Cent 6.5 tO 7.1 0.5 Max. 0.2 Max. 0.10 Max. 0.2 to 0.4 0.20 Max. 0.20 Max. Remainder

(b)

Mechanical Ulti3nateStrength Yield Strength 33,000 PSI 22,000 PSI that the elongation is only about 6 per This by the American Bureau of Shipping and the DENISON was approved only for that specific case.
12 per cent for permanent molds.

This alloy has one disadvantage in cent for sand castings and perhaps material would have to be approved U.S. Coast Guard, since it=use on

The trim material will have to be carefully selected, depending on the material used for the valve body. H aluminum valves are used, then 304 or 316 stainless steel can be considered. If the staimess steel valves are used then monel 400 could be considered as the trim material. Valves of al~inw alloys suitable for use in sea water are not readily available and are very difficult to obtain. Cbst data is based on the actual aluminum alloy used, size and quantity. Valves of 2!JNickel - 20 Chrome, and 304 or 316 stainless steel are more readily available in sizes 1/2 inch to 6 inches. A cost comparison of aluminum alloy versus stainless steel valves is as follows:

-75Pressure Service Lbs 1so 150

150 150 150 150 150

Size IFS 3 ItFlgd 4 Flgd 6 Flgd 81Flgd 3 Flgd 4 Flgd 6 Flgd

304, 316 and 2S Nickel - 20 Chrome Stainless Steel $/Each Gate Gate Gate Gate Globe Globe Globe
263.00 376.00 610.00 40; .00 h78 .00 809.00

3S6-T6 Alum~ruunAlloy $/Each

268.00 389.00 622.00 809.00 273.00 512.00 891.00

Cast stainless steel, 25 Nickel, 20 Chrome valves are recommended. However, as stated above, special approval to use materials other than those listed in the Regulations will have to be obtained from the American Bureau of Shipping and the U.S. Coast Guard. - The ballast system for the steel CHAIJXNGER consists mch reams through the tanks, one each in the port and starboard fcRwupper wing tanks and double-bottom tanks, with 8 inch branches to each tank. The necessary piping connections are provided in the engine room to fill and empty the tanks. In addition, the upper wing tanks are fitted with 6 inch shell valves to permit rapid deballasting directly overboard by gravity. All pipe within the tanks is Schedule 80 galvanized steel.
of

Several different materials may be used in the ballast system for the aluminum hull ship, with the ultimate choice being based on the balance of installed cost versus compatibility with aluminum and reliability and maintenance cost. The different piping materials considered are aluminum, black steel, galvanized steel, fiberglass reinforced plastic, PVC coated sbeel pipe, 90-10 copper nickel alloy and stainless steel pipe. Each of these materials have advantages and disadvantages which will be discussed. An aluminum pipe system with aluminum valves has the basic advantage of being completely compatible with the surrounding hull structure. IL is weldable and bendable and there is extensive experience in its use and installation. Because of its corrosion resistance Schedule 40 thickness can be used for ballast piping service. Its major disadvantage is its high initial cost. A black steel pipe system with black steel or nodular iron valves has the advantages of low material cost and is easily fabricated, bent and welded. However, it is not compatible with the aluminum hull structure, therefore, many measures have to be taken to protect the structure as follows: (a) Each bulkhead penetration has to be a thick aluminum spool piece. (b) On each side of this bulkhead spool piece another thick aluminum spool piece has to be fitted to act as a waster piece to protect the bulkhead fitting. Cathodic protection using expendable aluminum anodes must be fitted within the tanks to protect the aluminum structure.

(c)

(d) Pipe supports must be carefully insulated.

-76(e) The steel piping must be of Schedule 80 thickness to provide reasonably long life in the sea water environment. A galvanized steel pipe system with galvanized steel or galvanized nodular iron valves has the advantage of being more compatiblewith the aluminum structure and reduces the corrosion effect of galvanic couple. However, this protection may last only a year since the zinc will waste away. Therefore, the protection of the aluminum structure suggested for the black steel system is also necessary for the galvanized steel system. The installed cost of this system will be somewhat higher than for the black steel system. A fiberglass reinforcedplastic pipe system has the advantage of the penetrationswould be with flanged aluminum material being inert. IhiLkhead spools. Valves could be either aluminum or 304 or 316 stainless steel. The fiberglass pipe can not be bent.and only a few shipboard installationswith U. S. Coast Guard approval have been made. U. S. Coast Guard approval would have to be obtained. A PVC coated steel pipe system requires both the inside and outside of the pipe to be coated in order to provide full protection to the aluminum structure. Steel pipe systems with inner PVC lining only are used quite extensively on shore installationswhere contamination of the producti being handled must be prevented, or where the product is quite active in attacking metals. It has the disadvantageof being costly, must be purchased in fixed lengths, can not be bent, and the coating is subject to mechanical damage. AqY break in the coating will cause rapid corrosion of the steel. An 18-8 stainless steel pipe system has the advantage of being compatiblewith the aluminum structure, can be readily bent and welded and is acceptable to the U. S. Coast Guard. It has the disadvantage of h~gh initial cost. A 90-10 copper nickel alloy is excellent for use in sea water applications but has the basic disadvantage that it is not compatiblewith aluminum and must be insulated and protected similar to the steel systems and, in addition, maw heavy wall waster pieces are required. An estimate of piping materials, quantities and costs has been made of the ballast system within the ballast tanks, Table 14. Certain items which are common to all systems such as bulkhead penetration spools, pipe hangers and valve reach rods have not been included. Installationcosts are not included. The welding, fabrication and assembly costs of the aluminum, carbon steel, 90-10 copper nickel alloy and 18-8 stainless steel piping systems are assumed to be approximatelyequal and the assembly costs of the plastic and PVC lined steel systems should be somewhat less. As indicated in Table lb it can be seen that the fiberglass reinforced plastic pipe system is the lowest in material costs as well as having the advantage of being compatiblewith the aluminum hull structure. Maintenance of this plastic material for the life of the ship should be very low in cost. It is recommended that this plastic material be used for ballast service in the ballast tank provided it is acceptable to the American Bureau of Shipping and U. S. Coast Guard. Nodular iron or bronze valves insulated from the hull can be used. If this plastic material is not acceptable to the American Fiureau of Shipping and U. S. Coast Guard then considerationshould be given to the use of an all aluminum ballast system.

TABLE 14

Material Cost - Ballast System

(Dollars U.S.)

Steel Pipe
Black

Material Spec. Schedule Type 400 Ft 8 IPS Tipe 2000 Ft 12t IPS Pipe Bhd PenetrationCorms. 8 Alum Spool(Was%er Piece) 121 Alum Spool(l$aster Piece) 8 Flanges (92) 12 Flanges (38) 8 Valve (23) 12 Valve (1) 8JElls (37) 1211 E1ls (82) 12 Tees (20) CathodicProtection 8 Couplings (4) 12~1 Couplings (18) Total Cost

Aluminum Steel 6061 T6 A~3

40 80

Fiberglass Galvanized Reinforced Steel. Plastic AS3

80

Pvc

Coated and Lined

Stainless S*ainles Steel Steel AISI 304 AISI 30h

10 40

Seamless Butt hltt Weld Weld 2,962 3,554 2,940 31,S8S 22,893 27,442 31,585 22,893 27,4112 3,000 3,000 4,048 5,168 12,600 12,600 3,220 2,280 3,X3 2,557

lbBondstrandJl Flesistoflex PP or equal 3,180 7,900 29,oOO 59,500 2,9,000 59,500

Seamless 4,744 41,740 41,740

Seamless 12,732 124,600 124,600

1,509 1,638

Included in Pipe Included in Pipe

5,300 6,2s0

5,300 6,2s0

3,330 21,320 20,320

1,338 1,769 8,282 10,783 3,380 4,28o 3,400 3,400

2,s66 8,930 7,2)J8 .58 445

6,384 28,700 9,200 111,684

2,295 22,796 15,000

4,101 3S,424 18,180

88,7I 1

63,405 72,936

54,57L

98,12s

207,!58

-78Other Piping Systems and Valves - The bilge system for the proposed ship would consist of a bilge main within the machinery space having the usual bilge suctions in the machinery space and two manifolds for the cargo hold suctions. The cargo hold bilge suctions go forward through the innerbotiom sea water ballast tanks and enter the bilge wells placed at the after eni of the holds. The selection of piping materials for bilge service within the sea water ballast tanks would be subject to the same restrictions as tie ballast piping. An estimate of the material cost exclusive of the check valves required for this service is shown in Table 1S. This estimate shows that the rnat.erial cost of Schedule ~~0aluminum pipe system is almost the same as the low-cost Schedule 8(Iblack steel system. It is the~efore recommended that this portion of bhe bilge system be made of aluminum provided it meets U. S. Coast Guard requirements.
TABLE 15 Material Costs - Bilge System In Ballast Tanks (Dollars U.S.) Fiberglass Reinforced Plastic PVC Lined Res istof Iex %ondstrandtt or Equal +
10,248 10,248

Galv. Steel
AS3

Thickness
2440 Ft 11~] Pipe Alum. Bhd Pen (S0) Alum. spools (Llo) Flanges (70) Ku (150) couplings (36) Valves (10)

ScheduleScheduh Schedul~ 40 80 80
5,967 5,967

5,630 5,630 1,800 506 1,376 3,i.120 1,014

~ Not

6,7s0 6,7~o 1,800 760 1,402

Includei I, 720

16,104

539
2,520 194

Includ~d

8,295

Cathodic Protectiion

I,720 I

Total cost

]10,763 110,670/12,432

13,681

24,399

Firemain - The steel hull ore carrier has a firemain system composed of 90-10 copper nickel alloy piping with bronze valves and fittings. Since the U. S. Coast (hard probably would not approve the use of aluminum alloys or reinforced plastic piping for fire service, it is recommended that the 90-10 copper nickel alloy system be retained for the aluminum hulled ore carrier. Special precautions are necessary to insulate this material for the aluminum structure. The detail of bulkhead and deck penetrations through aluminum structure must be developed. However, there is good experience with this type of installation on the SS UNITED STATES. Oil Systems - Black steel is usually used in the construction of oil piping systems. The U. S. Coast Guard will not approve the use of aluminum for these systems because of ik low melting point. In addition, because of the non-conductive characteristicsof fuel oil and the need for the fire protection provided by steel, it is considered that the fuel oil transfer and service systems, both heavy oil and diesel oil should be of all steel construction. Since lubricating oil has similar characteristicsand requirements as fuel oils, it is considered that the lubricating oil

-79service, transfer and purifying systems should also be of all steel construetion. Special precautions are necessary where the steel piping penetrates the aluminum structure. Diesel Engine Fresh Water Systems - The steel hull ore carrier has the diesel engine fresh water systems made of Schedule LO galvanized steel pipe. For the aluminum hull ship it is recommended that the same material be used for these systems, with special precaution to insulate the system from the aluminum hull structure. Sea Water Systems Within the Machineq Spaces - The systems under consideration are sea water cooling service systems for all heat exchangers, clean ballast system, oily ballast system and bilge system. The steel hull ore carrier has the sea mater service systems within the machine~ spaces composed of 90-10 copper nickel alloy with bronze valves and fittings. Because of U. S. Coast Guard Regulations, it is recommended that these materials be retained for the sea -waterservice systems in the aluminum hull ship. However, insulation of the entire system is required, particularly at the connections between the piping and the sea valves. If the U. S. Coast Guard would approve the use of aluminum for this service, it should be considered. However, it will be very costly in comparison to the 90-10 copper nickel alloy system, primarily due to the high cost of valves and fittings. The steel hull ore carrier ballast system within the machineqy spaces is of Schedule 80 galvanized steel pipe. For the aluminum hull ship it is recommended that the ballast system within the sea water ballast tanks be of fiberglass reinforced plastic. However, there is some question as to whether the U. S. Coast Guard will accept this material within the machine~ spaces. If the U. S. Coast Guard accepts the use of fiberglass reinforced plastic, tihis will permit the use of standard materials for p~s and valves ard reduce maintenance costs. The second choice would be aluminum pipe and valves. Since large capacity centrifugal pumps of aluminum are not available, special pump connections with replaceable waster pieces must be provided. The steel hull ore carrier bilge system within the machineqy spaces is of Schedule LO galvanized steel pipe. For the aluminum hull ship it is recommended that the bilge system in the machinery spaces be of aluminum. This presents the same problem as noted above, namely, the requirement of heavy waster pieces at the pump connections. However, in this case they will be comparatively small (~ inch or 6 inch IPS) and their replacement is not too expensive. For this reason an all aluminum Schedule 40 piping system is recommefied. The weather deck ard sanita~ drainage systems for the steel hull ore carrier are all made of galvanized steel Schedule 80 pipe. It is recommended that all aluminum construction be used for these systems in the aluminum hull ship, using Schedule LO aluminum piping to simplify the maqy corulectionsati structural penetrations. The tank venting system and sounding tubes for the steel hull ore carrier are all made of galvanized steel, Schedule 80 in way of the upper wing ballast tanks and Schedule LO for the remainder of the piping.
Beciuse of the maw connections to structure and structure penetrations of these s~stems, it is recommended that they be made of all aluminum con-

..

-80struetion for the aluminum hull ship. Schedule 40 aluminum piping should be used. The steel hull ore carrier was fitted with independent potable water and sanitary water systems. The potable water system was made of copper tubing with bronze valves and fittings. The sanitary water system was made of 90-10 copper nickel alloy tubing with bronze valves and fittings. For the aluminum ship it is recommended that freshwater be used for flushing and the sanitary supply system be combined with the potable water systems. Although this would require an increase in the capacity of the distilling plant, the total cost would be reduced. In addition, the piping system should be made of PVC or aluminum, Schedule 40, whichever is the more economical. The ship will be fitted with two compressed air systems, a 4,00PSI system for diesel engine starting and a 100 PST system for ship service. The diesel engine starting air system should be of all steel construction, to suit the high operating pressures. The low pressure ship service air system should be of all aluminum construction, because of exposure to salt laden air and multitude of contacts with the aluminum structure. Schedule 40 aluminwn piping probably will be satisfacto~ for this 100 PSI air system. pumps - Pumps will be required to handle heavy fuel oil (Eunker C), diesel oil, lubricating oil, fresh water and seawater. Steel is recommended for oil pumps, in order to meet U. S. Coast Guard Regulations , and because the piping systems are steel. Nodular iron may be used for the pump casings. Casings - Steel or Nodular Iron Rotow - Steel shafts - Steel Freshwater piping systems are to be either steel or PVC. Standard materials should be used for the fresh water pumps. The materials are: Casings - Bronze - Composition G Impellers - Bronze - Composition G, Shafts - Steel with K Monel Sleeves For the sea water pumps, bhe liquid handled is a good electrolyte, and aluminum should be preferably used. However, aluminum pumps are not readily available and, if used, the metal does not have adequate erosion resistant properties for this service. Also, for the seawater service and fire service the piping materials are not compatible. Therefore, for these pumps and the ballast pumps the recommended materials are: Casings - Bronze - Composition G ImpelleH - Monel Shafts - I%nel with K Plmel Sleeves For the bilge pumps, the liquids handled include seawater and the piping material recommended is aluminum. As noted above, aluminum pumps are not considered practical. The Pws cotid be made of a suitable stainless steel. However, it would appear to be more economically feasible to use pumps made of the same materials as recommended for the sea water pumps ad provide extra heavy waster pieces at the piping suction and discharge connections.

-81SEA CHESTS Sea chests and overboard discharge connections should be made of cast or fabricated aluminum of the same composition as the hull material. Aluminum pipe of heavy wall construction may be used for overboard discharge shell connections. Cuts in the shell plating in way of the sea chests and overboard discharges should be compensated for by the use of heavy insert plates, since pitting has been obse~ed in way of overboard discharges on some existing aluminum hulls. Suction sea chests should be fitted with portable 304 or 316 stainless steel or approved type reinforced plastic strainer plates with 1/2 inch x 3 inch or 4 inch long slots placed in a fore and aft direction. All strainer plates must be recessed in such away as to be removable with no part of the plate or securing studs and nuts projecti~ beyond the shell. All strainer plates should be secured in place with 304 or 316 stainless steel studs and nuts. All sea suctions should be fitted with the usual venting and air and steaming out connections. If 2S nickel - 20 chrome sea valves are used, aluinum waster insert pieces should be i~talled in each sea chest and overboard discharge connection. If aluminum alloy sea valves are used then aluminum insert waster pieces am not required. SUPPORTS FOR PIPING AND MACHINERY Piping Supports - All dissimilar metal piping systems supports connected to the alwninum hull st~cture sho~d be insulated from same. Non-absorbent type insulating materials such as plastic electric tapes, butyl rubber tapes, strips and sheets, and neoprene strips or sheet should be used as a lining between the pipe and the aluminum hanger. Deck Mounted Machinery Supports - Most of the deck mounted machinery such as winches, anchor windlass, etc. are made of cast or fabrication steel parts, including the subbase which is normally bolted to a steel foundation. On the aluminum hull ship these foundations will be made of aluminum. Since it is not economically feasible to provide deck machinery with aluminum base plates, the joint must be insulated. For light weight machine~ or fittings, all Taying surfaces should be cleaned and primed with zinc chromate. A butyl rubber type compound coating should be applied tO the underside of the machine~ or fitting base plates and allowed to dry. When the machinery or fitting is about to be installed, a second coat of such a compound should be applied. When the machinery or fitti~ is bolted down, a quantity of this coating will be squeezed out around the periphery of the base plate, and this excess material should be worked and formed into a large fillet thereby providing an effective seal. The bolting must be carefully considered and for deck service the use of 304 or 316 staifless steel bolting can be justified. I-f carbon steel bolting is used, it should be aluminized, galvanized or cadm.i~ plated and plastic or neoprene bushings and washers should be used. AS long as sea water spray can be kept out of the joint, no corrosion will occur. For this reason absorbent type materials should never be used and extreme care shofid be t~en to m~e we bolted connection weathertight.

-82-

Large heavy type machine~ must be handled in a different manner. All faying surfaces should be cleaned and primed with zinc chromate and coated with a good paint system. If metallic chocks are used they can be treated on both sides with a butyl rubber type compound as described above for light weight equipment, lined up and then bolted down. Bolting should be handled in a similar manner. Cast-in-place plastic chocks can also be used, together with special bolting arrangement and materials. The foundation must be designed so that the under portion of the steel based machine~ and the top plate of the foundation can be inspected and maintained. Enclosed Space Wachinev Supports - Machinery installed in the Engine Room can be supported in a manner similar to that described previously for deck mounted machine~. In some instances non-metallic chocking materials such as plastic cast-in-place, can be used to insulate the engines, turbines, gears or other equipment from the aluminum foundation. In general, main machinery alignment requirements such as those for propulsion machinery and bearings limit the type of insulation to some of the more effective protective coatings, particularly along the faying surfaces of the connection. For this reason, it appears that the cast-in-place plastic type materials would be practical and beneficial. There has been extensive service experience with this type cast-in-place chocking material. On light weight equipment flexible type shock mounts could be used for insulating the machine~ from the aluminum hull. HULL com~IoN CONTROL

The aluminum alloys under consideration are highly resistant tiosea water and a marine environment. From a corrosion standpoint it is desirable not to paint the aluminum. However, an anti-fouling paint system will be applied and abrasions and scratches in the paint system will concentrate the corrosion attack in these relatively small localized areas. Thus, the corrosion which would have occurred over a very large area when the hull is not painted is now directed to these isolated spots. In addition, when aluminum alloys are combined with other metals normally used in shipbuilding and are in the presence of an electrolyte, such as sea water, galvanic action will result and the aluminum alloy will be subject to attack winless it is effectively protected. Thenecessity of protecting a ship built of aluminum has therefore been investigated and evaluated. Since the underwater portion of the hull will be painted with an anti-fouling paint system and the rudder and propeller will be made of a material other than aluminum, it is considered essential that a hull corrosion control system should be installed to protect the underwater hull surface. Experience over many years duration has shown excellent results in protecting steel hull ships by use of controlled systems. It is, therefore, recommended that an impressed current cathodic protection system be installed. The installation of a reliable automatically controlled, impressed current cathodic protection system will provide a long service life of aluminum hull ships even when the paint system has been broken. Service experience has proven an economic advantage for these systems. The purpose of such a system is to eliminate the corrosion of metals and also to prevent the galvanic corrosion of dissimilar metals when they are immersed in sea water.

-83The system proposed herein is based on the protection of the exterior wetted hull surface of approximate@ 80,000 square feet. When properly installed, operated and monitored such a system will minimize the corrosion of the aluminum hull ad rudder and the propeller. The interiors of sea chests, other intakes and discharges are only protected to a ltiited degree by the impressed current system. If it is necessary to probect these areas, then other special installation arrangements or coatings must be considered. The system under consideration has little effect on marine growth on the hull. However, the chlorine generated at the anodes acts as an effective sterilizing agent and it is quite normal for the hull areas in the immediate vicitity of the anodes h be completely free of marine growth.
The current necessa~ to protect the aluminum hull system is estimated to be approximately the same as that required for a steel hull system of the same amount of wetted surface and is estimated to be about 6~0 amps. The following basic components are required for such a system:
(a)

Reference Cells - These unibs are mounted through the aluminum hull, below the light load or ballast waterline and are insulated from the hull and do not receive aqr anode current. These refe~ence cells or electrodes are used to create a pobential betiweenthemselves and the hull which prevents corrosion of the shipls hull. Anodes - The anodes are also mounted through the aluminum hull and are electrically insulated from the hull. Each anode is connected to a power supply and a current flows from the anode to the hull. This current suppresses the current flow from all the small anodic areas and puts the entire hull in a Jcathodic condition which stops the corrosion of the hull material. Controller - A controller is needed to control the power supply and consequently the anode output. This controller measures hull potential relative to the reference cells and adjusts the power supply as necessary to maintain the hull at some predetermined ~corrosion freefl potential.

(b)

(c)

(d) Power Supplies - The power supply converts the shipls AC power to low voltage - high ~erage direct current which is delivered to the anodes and the hull and also provides means for automatically adjusting the direct current output as directed by the controller. At least six anodes are required to protect the entire wetted surface of this aluminum hull. Each anode would be 4 feet long, and is a flush mounted strip tme platinum anode molded in a rectangular glass reinforced polyester holde~~ ~he anode holder is approximately L-3/8 inches wide and protrudes from the hull only one inch. The hull surface are@ @ach a~de is covered with an insulating shield to prevent short-circuitingy of tie impressed current to o~y the i~ediate area of the hull.
the aluminum hull is about the same as Thecurrent required tO protect that required for a steel hull of tie same wetted surface. However, the shields that must be installed around the anodes for the aluminum hull application must be larger in area and must be very carefullY i~t~led in order tioprovide i~ulation to the aluminum plates in the immediate vicini~ of the anodes. The shields must be applied without a~ gaps. This precaution is extremely necessav since alumin~ is an amphoteric metal which

-84suffers attack in an alkaline environment. Six epoxy shields would be required, one fo~ each anode. An area of approximately 8 x 12 feet is coated with the epoxy after the anode is installed. Basically the shield material is built up of successive coats of a coal tar epoxy or tarset. Three to 4 layers are troweled on the cleaned aluminum surface. The final thickness of the shield film is about 12 roilsminimum. Shaft Ground Assembly - In addition to the hull protection system, the propeller shafting system must be provided with a grounding assembly, which is used to electrically connect the rotating shafting system to the h~l. Thepropulsion shafting system is effectively insulated from the hull and this shaft grounding assembly is necessary to permit the anode current which flows through the water to enter the propeller blades and return to the hull. If the propulsion shafting system is not properly grounded, the protective current flow which enters the propeller must flow through the shafting system bearings to the hull ad the current is greatly reduced due to the high resistance of the path that the current must follow. The proposed system consists of a silver alloy band strapped to the shaft, cast bronze brush holdor and two brushes made of a silver graphitm alloy (;)d],,,ro(,]ltI,llv[,~*10~,orcOnL Hrn~,l,ltn). A cathodic protection system suitable for the aluminum ship was discussed with Engelhard Industries. This Compa~has provided hundreds of such systems for protection of steel hull ships and has considerable knowledge in this area. Engelhard Industries believes that the aluminum hull tier consideration can be effectively protected and recommended a system using the following equipment to protect a ship hating a wetted surface of about 80YO00 square feet: Number of 1
1

Description of 4 uipment Transistorized Twin Controller Saturable Reactor Power Supply - b5cJAmps Saturable Reactor Power Supply - 200 Amps Anode Assemblies - Each 4 Feet Long (2 Anodes will be located forward, 2 Midship and 2 Aft) Reference Cell Assemblies Propeller Shaft Groud Remote Ammeter Station Shaft Hull Millivolt Meter The estimated cost of this equipment is $10,28~. Assembly

1 6

2 1 1 1

Shore Power Transformer - Many partially immersed shoreskde strucpilings, etc. are of steel constructures such as piers, retaining walk, tion, and when an aluminum hull is brought into proximi~ with them, a strong galvanic couple exists, with the aluminum being anodic (or !lsacrifi,cialfJ) to the steel. Actual corrosion of the aluminum requires a return path for corrosion currents, i.e.j another conductive path from the steel back to the aluminum hull. Unfortunately, since most shore power

-85-

systems are grotie~a and shipboard Power SYS~emS avea 0 the ships hull through ground detection equipment, the shore power cables) when brought aboard provide this return path, and the aluminum hull corrodes rapidly and severely. In order to avoid this problem, aluminum-hulled vessels are usually provided with one-to-one isolating transformers at the shore powe~ connection to effectively avoid creating a return path fo~ galvanic corrosion current. It is also important to avoid providing metallic paths from the hull to ground at pierside by means of accommodation ladders, loading conveyom, etc. Auxiliary anodes may be dropped over the side when moored to provide added protection.

us~auy

~ati

IIG.

OPERATIONAL CHARACTERISTICS OF AN ALUMINUM BULK CARRIER

The operational characteristics of a bulk carrier will be profoundly affected by the substitution of aluminum for steel as the hull material, particularly in the areas of hull maintenance, repairs~ special surveys and ~suranc e. In the following paragraphs, each of these factors will be briefly discussed. MAINTENANCE Past experience with aluminum hulls and deckhouses indicates that it is feasible and desirable to keep the topsides and all internal surfaces unpainted~ although antifouling paint will be required below the deep load line. The unpainted aluminum surfaces mhy eventually develop streaks and blotches and will become progressively darker. However,for a bulk carrier this consideration will be of secondary Importance. Topslae ~d internal painting or coating is not recommended, since any local breakdown in the surface of the paint will tend to localize corrosive attack. In general~ it appears that normal topside maintenance will be limited to an occasional water wash and scrubbing. However, the renew~ of antifouling paint will be required periodically, as will bottom scraping. This, coupled with requirements for maintaining equipment, appendages and outfit, will result in essentially the same drydocking cycle for aluminum and steel hulls. It is noted that the removal of paint and marine growth from aluminum surfaces requires greater care than with steel. Conventional scraping and sandblasting methods must be modified to suit the lower abrasion resistance of aluminum. Sand washtig has proven successful in removing old paint from aluminum surfaces. During drydocking~ special attention should be paid to the sacrificial anodes or components of impressed current systems, as well as to the condition of propellers snd other appendages, sea chestsg overboard discharges, etc. where corrosion could be present. Anodes or waster pieces installed in fuel and ballast tanks should be reviewed perfodically~ and all piping and structure in the vicinity of bimetallic joints should be carefully checked for signs of Corrosianb The interface between all steel equipment (winches,windlass, etc.) and aluminum foundations should be checked periodically to ensure *hat the isolation material at the faying surfaces is intact and that no corrosion is taking place. Areas subject to chafing, such as in way of chocks and bitts, anchors and hatch comings, should also be checked and renewed as required.

-86-

REPAIRS Obtaining proper repairs to hull damage, or minor structural modifications to an aluminum ship will be more difficult than with a steel ships since the number of repair yards with qualified aluminum welders is relatively limitedy as is availability of required materials in the alloys, tempers and thichesses required. The lack of qualified welders is a particularly important factor, since the use of improperly trained welders can lead to significant problems. Downtime while awaiting arrival of necessa~ materials and skilled personnel to effect repairs could be a significant economic factor, though the effects of this factor will diminish as aluminum gains wider acceptance. SPECIAL SURVEYS At this time, the Regulatory Bodies have no special policy relative to additional surveys for aluminum hulled vessels. However, based upon the large size of the aluminum bulk carrier being considered, as well as the problems with cracking of aluminum ship structures in the past, it would appear advisable to schedule additional structural surveys, at least for the prototype vessels. In order to be effective, these surveys should include close examination of internal structures, particularly in way of welded connections. Since this would entail gas freeing tanks and cleaning of all surfaces, it would be advisable to spot check in a limited number of tanks, and check others only if problems are uncovered. Additional items to be checked would include those noted in the previous discussion of hull maintenance, as well as a careful examination of shell and deck plates for signs of cracking or corrosion. It would be desirable to periodically reXray selected plate seams and butts in critical locations to ensure that internal fatigue cracks are not developing. It wouldalsobe desirable to remove selected pieces of equipment from their foundations to check the condition of the interface, the insulating material and the bolts. HULL INSURANCE The cost of hull insurance for an aluminum bulk carrier will undoubtedly be higher than that of an equivalent steel hull, due to its higher replacement and repair cost and the greater risk of loss by fire. Therelative increase is difficult to predict, since it is dependent upon the degree of fire protection provided, types of cargo to be carried, risk of fire as affected by type of machinexy and equipment installed and other factors.

III.

COMPARATIVE SHIP DESIGN AND EVALUATION

In this Phase of the study, equivalent hypothetical aluminum and steel bulk carriers-are developed wh~;h are essentially identical to the M.V. CHALLENGER. This includes the following tasks: o o o o o Selection of principal dimensions. Design of midship section. Design of typical bulkhead. Light Ship Weight Estimate. Stability and Trim.

-87-

SEI13CTION OF PRINCIPAL DIMENSIONS dimensions of the steel bulk carrier will be identical to The principal choseof the M.V. CWALIENGER, as delineated in Table 1. The aluminum bulk carrier is assumed to be identical in full load displacement, with the reduction in light ship weight used to increase the cargo deadweight, and thus the earning capacity. The anticipated increase in available cargo deadweight is about !?,700tons or 7-1/2 per cent, which means that the existing cargo hold dimensions would be satisfactory for all but the most volume-critical cargo~s such as grain. For a new design, the hold volume could be increased accordingly. However, for this study, the volume of the cargo holds for the steel and aluminum ships will be kept identical to permit direct comparison. All hull dimensions ad form coefficients of the two ships are to be identical~ so that speed-power relationships at full load displacement are similar. This means that the power plants of the two ships will be identical, thereby eliminating costs associated with the machinery system as variables. It is recognized that this approach, although satisfactory for a feasibility study, will not necessarily result in an optimum aluminum hull. For example, the reduction in hull weight without a corz-esponding reduction in the machinery weights will result in greater trim by the stern in some conditions. It might also be desirable to increase the hull and double bottom depth to increase stiffness. However, these are the type of refinements which can easily be incorporated in the design if desired, but which should be excluded from this feasibility study if a direct basis is to be maintained for comparing the two designs. Another feature of the M.V. CHALLENGER which bears consideration is the selection of propulsive power. The ship, as built, is powered by a 9,600 SHP diesel engine, which is questionable for U. S. Flag operation. A brief investigation was made of the feasibility of installing a steam plant within the present hull. This study indicated that the following changes would be required to facilitate installation of a steam plant: (a) Increase the height and/or length of the machinery box.

(b) Modify the weight of the propulsive system. (c) Increase the fuel capacity to maintain the present ramge, due to the higher specific fuel consumption of the steam system. The magnitude of the above changes would necessitate a complete redesign of the ship, even for this prelimina~ feasibility study. Since the machinery systems of both the steel and aluminum ships are to be identical, and thus do not directly affect the relative economic tradeoffs between the two designs, it appears p~eferable to retain diesel propulsion for this study in order to preserve the integrity of the existing design. DESIGN OF MIDSHIP SECTION Themidship section of a steel bulk carrier equivalent to the M.V. CHALLENGER, designed to suit 1969 ABS Rules, is shown in Figure Is. This section differs slightly from that of the M.V. C~LLENG~ shown in Figure 2, to reflect upgradtig of scantlings to suit the latest Rules, and elimination of the additional bottom plate thiclmess requested by the owner as an abrasion allowance.

-88The design of the midship s~ction of the aluminum bulk carrier has been carried out h two steps. The first design was developed h accordance with the criteria developed previously with the hull girder section modulus based upon the relative short-term or static strengths per Equation (l). The deck and bottom scantlings were then upgraded to suit the fatigue strength criteria (See Figure 13) to determine the relative effects of this more severe requirement. The resultant midship sections are shown in Figures 16 and 17. These midship sections are based upon the welded properties of 5083 alloy as delineated im Table 4. Built-up sections have been used for the stiffeners at the extreme fibers of the hull girder so that the somewhat higher strength of the plate temper, H321, would govern the design- Btrusions have been specified for stiffeners in portions of the hull closer to the neutral axis. The tank top and lower wing bulkhead plating reflect an allowance of about 0.80 inch for impact and abrasion in the hold. This is an increase of about 4 times the 0.20 inch allowances applied by ABS for steel bulk carriers, in accordance with Equation (3). As noted previously, this approach is considerd to be more desirable and less costly than installing mechanically fastened steel chafing strips or steel doubler plates. In deriving the hull girder section modulus of the aluminum ships, a somewhat thinner effective thictiess was used for this plating, based upon increasing the minimum required aluminum plating thiclmess by a factor equivalent to the addition of 0.20 inches to the minimum steel thiclumss for abrasion. Throughout the design of the aluminum midship sections, the maximum plating thickness has been restricted to 1-1/2 inches, since the propetiies of thicker plate am less. This has created some difficulty in obtaining sufficient deck area for the midship section in Figure 17. For this study, the additional area has been included in the deck longit,udtials, sheer strake and hatchside girder. Several alternatives are available: deck structure, with two skins about 1-1/4 inches (a) Use aCelkkT thick separated by about 3-1/2 feet, tied together with longitudinal webs, about 3 feet apart. This structure might be more difficult to fabricate, but would provide a safety factor on cracktig in that a crack initiating in the upper skin would probably not extend down to the lower skin except under extreme circumstances. (b) The deck and longitudinal stiffener thicknesses could be reduced by installing a doubler on the deck. However, this could lead to possible crevice corrosion problems. In accordance with the discussion of crack arresting in Section IIC., a mechanically fastened sesm has been indicated at the lower edge of the sheer strake. However, the two additional seams per side incorporated at the deck and bilge of the steel ship have been omitted. Several additional Iongitudimal stiffene~s have been added to the bottom shell outboard and lower wing bulkhead to increase buckling strength. Table 16 presents a comparison of the three midship sections shown in Figure Is through 17. As indicated therein, the use of static strength design criteria results in a weight pe~ foot ratio of approximately 0.47, while the more stringent fatigue strength criteria increases this factor to 0.62. h terms of overall hull structural weight, this fatigue strength criteria is expected to add about 43s,tons or 15 per cent to the hull structural weight,

UJ IA

.&

.-.-~

-90-

assuming the increase is applicable throughout the midship 0.6 length. As will be noted later, the overall ~eduction factor for the primary aluminum hull structural weigh% is 0.~7, comesponding to a weight.savings of &3 per cent.

TABLE 16 Comparison of Aluminum and Steel Bulk Carrier Midship Sections

Item Weight per foot++,tons Weight/foot relative to steel Section Modulus (Deck) in2ft Section Modulus (Bottom) in2ft Minimum S.M. relative to steel Moment of Inertia, in2ft2 EI, in2ft2 EI, relative to steel 7<Mcluding trmsverse structure

Aluminum Steel Static Strength Fatigue Strength Figure Is Figure 16 Figure 17 7.99 3.718 0.46s 67,090 89,40s 88,7s7 117,196 1.323 2,042,914 6.129x1013 2,691,992 13 2.692xIO 0.439 4.930 0.617 13S,890 171,969 2.025 4,048,1~4 4.048x1013 0.660

The weight penalty resulting from the use of the fatigue criterton is considered more than offset by the benefits in long-term hull girder strength and stiffness which are gained. Therefore, the section shown in Figure 17 is Proposed as the aluminum equivalent of the steel section in Figure 1S. The EI ratio of the proposed aluminum section is approximately 66 per cent of that of the steel ship, resulting in hull girder deflections being increased by a factor of 1.S. This is not considered excessive, based upon the discussion of hull girder deflection in Section IIC, and reaffirms the conclusion that the hull girder scantlings should be based upon strength requirements rather than an arbitraxy deflection limitation for hulls of this type. DESIGN OF TYPTCAL BULKHEAD Figure 18 shows a typical transverse bulkhead utilizing mild steel and S083 aluminum construction respectively. The steel bulkhead reflects current , aridthe conversion to aluminum was based upon the criteria JIBSrequirements presented in Section IIC. The ratio of aluminum to steel weights is O.SS, corresponding to a 45 per cent weight sa~ings, which is consistent with the savings noted previously for the primary hull stmcture.

1,

,,

.uEM

MILD STEFI

ALW!NLM PLATE = 5083+321 EXTRUSi C+i = 5D83W

B
c

D,G, N E F,H J

K L,M

l!
I I II II

0.28 0.32 0.35 0.39 0.41 0.45 0.61 0.75 0.57

0.38 0.38 0.44 0.5W o.5m 0.56 0.85

1.m
0.69

l!
I

1G 8 2*3*4,5* 6.? 9,10/11,12,13 14,15,16 17,18 19,20 21,22 23/24,25,26 27,32 2BJ29J~,31

27.2 X 2?.2 X 19.7 x 19.7 X 15.B X 7.9 X 11. EX 9.8 X 7.9 X 5.9 x

9.EI X 0.43 X 0,50 T 7.1 X 0.43 x 0.50 T 10.6 x 0.39 x 0.50 T 7.1 X 0.39 X 0.50 T 3.9 X 0.51 X:,O.71 L 3.5 X 0.35 X 0.55 L 3.5X 0.43 X 0.62. L 3.5 X 0.39 X 0.59 L 3.5 X 0.35 X 0.55 L 3.5 X 0.35 x 0.35 L
G

30.0

30.0 X 12.0 X 0.8S X 8.5 X 0.88 X X 22.0 X 13.3 X 0.63 X 22.0 X E+.5 X 0.63 X 18.0 X 8.0 X 0.50 X 10.0 X 4.0 X 0.30 X 13.5 X 5.B. X 0.50 X 11.5 X 5.8 X 0.44 X 10.0 X 5.0 X 0.38 X S 8X5 X5.07#L*

1.03 T
1.03 1.03 1.03 0.75 0.50 0.63 0.56 0.50 T T T T T T T T & ~

sTANOARO SNAME ALUN I NUM ANGLE (ALL 0114ENSIW4S IN INCHES]

FIG.

18

Typical

Bulkhead

.s~eel

and

Aluminum

Bulk

Carriers

-92LIGHT SHIP WEIGHT ESTIMATE In order to develop comparative light ship weights for the steel and aluminum ships the weight estimate and inclining experiment for the steel !TCHAL~NG~l?were first combined and analyzed resulting h an as inclined light ship weight, as shown in Table 17.

steel
Equip. & Outfit Mathinc?y Light Ship

Lak:rl Momt., ICG Weight VCG Vert. Nomt., W.Tons .~on~ Feet ~onz hn~ FOC* Ft 5,9202P.9 177,008 l(.OIA 23,660.! TABLE 17
1,I9o

53.4

63,5116

12h. O,A

1.h7,560A
150,1Jooh

Light Ship Weight Estimate - Steel Construction

752 7,862

29.11
33.4

22,109 200.0t A
262, E&3 h0.9rA

321,640A

Subsequent to the inclining, an additional margin of 30 tons was arbitrarily added to light ship in the Booklet of Loading Conditions. Coefficients for converting the weight of the steel ship to an equivalent aluminum ship are shown in Tables 19, 20 and 21 - Light ship for the aluminum equivalent to the CHALLENG~ is summarized in Table18. Wel~ht VCG
LongT0n8 >e.t HuIJStructure Equip, L Outfit Machinery 3,375 1,027 27.82
53.90

Vd. Mom L., II.Tons 100,638

55,365

1, m Feet 2,41A

IOng]l Mom+., Fk. Tons 8,12FJl

170,55o11
144,

I 66.7oA

7?0
78
5,200

29.60
3h.62

21,312
177,315

2LJ3.00A 63.00A

000A

TABLE 18
Estimate

Light Ship Weight

- Aluminum Construction

Total WiLh.nt Margin 5,122 Margin

Total

322,675A

, .38
35.00 182,000 63. 00A 327, 600A

w,thMI+II

should be noted that some of the conversion factors (Cl/Stl) reflect It en~ineerti~ .Iudgements based on previous studies and assumptions as to the percentage-o~ i;ems included h ~he original group weight breakdown which would be affected by the converz%on between steel and aluminum. . The steel-to-aluminumweight conversion factors for hull structure, Table 19, are based upon the following considerations: (a) Comparison of typical midship section in steel and aluminum, Figures 15 and 17. For hull framing, shell and decks; CA~./Steel = 0.465 for mainstmcture (Table 16) with a SO per cent increase for fatigue in the midbody. (b) Comparison of typical bulkheads in steel and aluminum, for which C~*/Steel = 0S46 for bulkheads and similar major structures. (c) Comparison of less significant items, based on samplings from previous studies, indicates that C~*/Steel = OSS for castfigs, forgings, miscellaneous weldments amd minor structures. (d) The allowmce for welding was increased from 1.1S per cent for the steel CHALLENGER to 3 per cent for the aluminum ship based on the additional welding required for aluminum and the complications of dissimilar metals attachment.

-93-

TABLE 19 Aluminum Bulk Carrier Hull Structure Weight Estimate

Item Shell P1.at ing Framing

Weight Basic Fa%Weight Weight Weight subSteel Steel igue Weight Alum. Alum. (IongTons) division (IangTons] Coef.f. (Long Tons) Coeff. (LongTons) 1,565
lf~dbdy

939 626 195 130 1,550

.465

L36.6
291.0 90.7 60.5 720.7 505.0 337.1 IM.3 128.3

1.50

655 291

(6QZ)

325

Ends (40%) Midbody (6@) Etlds ~$@ ) All Midbody (70%) Ends (30%) All All Fwd (Remains Steal) Mt (Use Alum. )

.b65
.465 .465 .465 S46 .h65 .b65 .546 .55 1.00

1.50

136 61 721 505

Interbottom Bulkheads Deck

1,550
925 1,035

92S 72S 310 235 50 25

1.50

S06 14L 128 28 25 14 63 3,277 g8

Walls & Casing Engine Seat Forging& Castings

23S 50 50

27.5 25.0

25 115 5,850 70

G 55 G 55

13.8

Miscellaneous

115

63.3

f?mbTotals Rivet&g & Welding Structural Weight

5,850 70 (I*15Z)

2,844 85 (3%)

~,920

~,920

2,929

3,375

OverallWeight Ratio for Hull Structure= 3,37~/~,920= 0.~70

Significant moment shifts due to aluminum construction: Castings Fwd = IOT x 200 = 2~000 Ft. Tons Fwd Moment Neutral Axis for Midship Section (1,687 tons) shifts 0,2 feet up (say 400 ft.tons) Wt. with Original Centers = Adjusted Moments 3,375 29.7 100,238 + hoo 3.OA 10,125 -2,000

AluminumHull Structure

3,375

29.82 106,638

2.41

8,12S

-94-

TABLE 20
and

Aluminum Bulk Carrier - Equipment

Outfit Weight Estimate

Item Hatch Covers Woodwork Joiner Work Deck CoverInsulation Painting Hull Attachments+ II Ventilation 1! Deck Machinery Piping II Misc. Equip. Elec. Plant

Weight Weight Weight DHf. Weight Alum Steel (Long Tons) Coefficient (LJriE Tons) (lon~ Tons)
G

hplanation Weight

Coefficient

23S 20 8S 80 20 60 150 60 100 190 130 60

.%

Add 31 Tons Add 93 Tons .30 (jyxxl ::: (:: ; ;% 1.01 (l;: ; :%) .8o 1.02

130 20 85 111 113 ;; 50 11 40 101 60 68 104 61

-105

+ 31 + 93 -42 -45 - -9 + 1 - 62 - 26 + 1

Sire. to bhd. study No change No change Added fire projection Added fire protection No topside painting Changed to alum. No change Change to alum. No change Dissimilar metals isolation Change to aluminum Optimized metals Estimated Dissimilar metals isolation

Total

1,190

1,027

Overall Weight Ratio for Equipment and Outfit = 1,027/1,190 = 0.86 SHIFT IN V.C.G. AND L.C.G. Item WT VCG X4 55.0 60.0 38.0 SO.O :;.; 60:0 15.0 60.0 60.0 53.90 Mv LC~ F -2,940 210.0 210.0 150.0 200 -9,000 210 5; 150 200 166.07 - 1,890 3,100 3,900 + 200 I70,550 +6,51O +19,530 - 6,3oO ICGA
mo

MA
IG,560

Origll Wt. F&O 1790 CoverReduction -105 + 31 Dk Covlg Incr Insulln lhcr + 93 fiint Reduction -42 Hull AttachReduction -45 Vat Reduction - 9 + 1 Dk Machy hCr - 62 Piping Reduction Mist Eq. Reduction - 26 + 1 Elec Plant Incr
fki,~ch

6~1156
+l;;; 3,534 2,100 -2,700 -540 +60- 930 -1,560 + 60 55,365

28.o

Total - E&O

1,027

+ Assumed to include Masts, Sparsj Rudder~ etc.

.95_

TABLE 21

Aluminum Bulk Carrier - Machinery Weight Estimate

Weight Wekhti Weipht I?eiPht Differ.
S*.;I

Coei

Nui.

ewe
0

Item

( LonKla.. )372.8

(Long Tons) 372.8

kplanation of weight Cocff icient

No Change
No change No

Mainkgine Shaft & Fropcller AwilimyM=mhinery Auxiliary Boiler Uptake, & Funnel Piping, Valves
Equip. Machinery %aCti

115.11
51.9

115.4
51.9

0
0 0

ChanEe

8.8 18.0 ll~. o

71.1 11.0

0.0 0.75 0.95

.6

No Chmga someAlum, Uned SomeNum. used

Alum. Gr.tinp,
NO ChanEe

13.5 109.3
h2.7
11.0

-lb .5 -5.7
-28JI
0

EL..

Ref rigcrathg Il=m L FireExtinguishing

1,6

5.0
-

8.0 +6.6
56.0 720,2 -

Margin andMizcellaiwous56.0 TOTAL MACIU3J?FY 752 .h

fldditional FireEquip. No Ch~e

GwraLlWeight RatioforMachticry - 7?0/752 = 0.96

Changes

toVcrti.al Moment -~.~x~O -5.7X1O = -225 = -57 v -738 =

= +23 I -709

Uptakes, Punmel Piping, Valv@S

!k.chinery Space Eqbipmcnt -26.4 ~ 26 FireExtin~iBhing

l~dL

+6.6x 35
-32.2

STABILITY ~

TRIM

A check of stability and trim was made for the full load (36-11-3/8 draft) and the ballast condition. In the fill Imad Homogeneous Cargo Condition, Table 22, stability of the aluminum ship was similar to the steel ship. Although trim was reasonable in the departure condition, the ship will trim further by the bow as fuel is consumed. This condition can be corrected by a slight change in underwater form to move the L.C.B. forward about 1 .5 feet. In the Ballast Condition, Table 23, drafts, trim and stability are equal to the steel ship. It is noted, however, that the design ballast capacity available in the steel CHALLENGER was marginal and is inadequate for the aluminum equivalent, where slammihg or propeller racing might be expected even in relatively mild seas due to insufficient draft. To increase the ballast capacity in an economical manner, No. 4 Hold was used as a ballast tank. The increased ballast capacity permits the aluminum ship to equal or exceed the ballast drafts of the steel ship. Bending moments for the ship with ballast in No. b Hold were checked and found to be acceptable. From Table 17, it is noted that the V.C.G. of the light ship for the aluminum bulk carrier is over a foot higher than that of the steel ship. This results from the weight savings in the hull being of a lower center of gravity than that of the ship as a whole. This has a negligible effect on stability in the loaded or ballastconditions, due to the relatively small ratio of light ship to displacement, and the low center of gravity of the added cargo or ballast. However, this higher light ship V.C.G. could be s problem in ships where the ratio of light ship to displacement is higher, such as cargo andnaval ships.

TABLE 22 Trim and Stability Full Load Departure Condition (Homogeneous Cargo)
STEEL SHIP VCG _ ALUIIINUI[ SHIP ICG _
Item

TABLE 23 Trim and Ballast - Arrival

STEEL SHIP
WT. . V02 33.4 36.0 LCG 7,892 200 80 30

m.

iiT.
202 1,029 282

VCG

Light Ship

7,892 200 1,029 282 35,849 45,252

33.4 6.8 28.8 29.2

hO.9A

.5,20035.00 36.0

63. OA 189.3A

Light Ship Crew & Mist, Dwt Mel Fresh Water S.W. Ballast

lJO.9

Crew& Misc. Mt. Fuel Fresh Water Cargo

FULL IfJIDCONDITION Draft at TXF KH KG GM Uncorrect~ F.S. Correction G.1,1. Correcte5 LCB ICG

36.o I89.3A 159.5A 31 .OF

llJ!F

189.3A

6.8o 159.5A

12.85 190.OA b6.70

29.Oh

h4.7 257.1A

44.70 257.1A m? 38,!li 28,80 31.

2116.7

11,369
19,571

23.6

IF IJ5,25229.14 13. 361-11 -5/8 36.10 29.lh 6.961 O.bor 6.561 12.71 Fwd 13.11 Fwd O.hn FM Tons 4,50b
brBy Bow

BALMST CONDITION
Draft At LCF KM KG GM Uncorrected FS Correction GM Corrected LOB JIG LTCR MT1 Trim Draft Wd Draft Aft

30.8

5.9

361-11 -~/811 36.109 29.2 6.90~ O,)lo! 6,50 12.71 ll.b 1.3 l%d I fi~d

~bf-~olt

4h.7 30.87 13.9 2.3 11.6 19.21F 5.91A 25.1 A Tons 3,628
111-3-1/2 1 ~ 1-5-3/~11

LVR ~q 11
lkrim Draft Fud Draft

Aft

4,5041Tons
13 By Stern 36r-S-I/8r 371-6-J/811

By Ste

Aft

37 I -1 -5/81 361 -9-5{8

2zr-9-I/~11

++ Used No. 4 Hold for additional ballast ca +$+$includes Full F.S. for No. 4 Hold (4.41),

.97Iv.
OBJECTIVES The objective of these studies was to compare the life cycle costs of an existing steel bulk carrier with an aluminum hulled ship of the same over-all dimensions to determine if the higher first cost of the aluminum hull can be justified on the basis of long-term economics, including extended ship life. METHOD OF ANALYSIS The initial step was to prepare single ship price estimates using an existing computer model based upon a vessel life of 20 years. The price for a steel bulk carrier tifthe CHALLENGERIS characteristicswas determined for construction in a U.S. shipyard in 1970. The steel ship price was then used as a reference in determining a price for the aluminum ship. Copies of the ship price breakdowns are included as Tables 24 and 2?J,which include notes to explain the de~ivation of cost details. The aluminum ship costs are not applicable to a prototype ship, but assume a state-of-the art equivalent to steel. A single prototype would undoubtedly cost far more, due to requirements fo~ personnel training, contingencies, greater testing and development, and other factors beyond the scope of this study. Next, data was gathered on fixed and variable operating and maintenance costs applicable to the two ships and the compvter model was modified accordingly. This data appears as the Assumptions on Table 26. Computations were made to determine the required freight rate (RFTlj the standard economic measure of merit used) on realistic voyages fox fifty-four separate c~ses, using the model. The RFR is based upon present values of vessel life cycle costs and includeg a 10 per cent after tax return on investment to the Owner. The first thirty-six cases were based upon two of the four leg dry bulk carrier voyages which were represented in the previous dry bulk carrier study for the Maritime A~inistration, Reference (70). Results of these computations appear on Table 27. The cases which were studied included construction of steel and aluminum ships in flights of 1, ~ and 10 and ship life of 20, 2S and 30 years. The procurement costs for aluminum and steel vessels with lives in excess of 20 years were increased from the baseline figuresin Tables 24 and 25 as follows: (1) The aluminum hull structure was assumed tobe a 30 year life without modification. satisfactory for COST STUDIES

(2) The steel hull struct~e was assued tobe satisfactory for a life of 2S years without plate renewal, based upon discussions with American Bureau of Shipping. Two methods are therefore open to extend the hull life to 30 years: provide greater plate thickness initially so that the net plate thickness at 30 years 5s marginally satisfactory, or renew excessively corroded plate at 2S years. Thefirst approach was chosen, and one-sixteenth inch was added to the immersed sh~l plating throughout, which would extend the shell life ~ years, based on an average corrosion rate of .01 inches per year. This increases the light ship weight 90 tons, with a corresponding increase in cost and reduction in

-98TABLE 24
Material. Cost Steel Outfit l@ch
Total

Price of Steel Bulk Carrier

(1) (2) (3)

$1,629,000 2,805,000

(4)
Erect

l++%% $1,302,000
1,110,000 )L23,000 $ 2,81J0,00U

Labor

Gos+

(5)
(6) (?) (B)

Steel
Outfit Mach Total

(9) (10) (11) (12) (13) (U)

Indirect & Engr. Mat srial Cost Indirect & Engr. Labor Cost To Lal Direct & Indirsct Labor Cost Overhsad
Profit

$ 250,500 $7.,210,000 $4,050,000 $2,430,000

$1,302,900

TO*=I consti-uc%ion Price - 1 ship

$111,332 ,LOO Nobe (a)

Steel salvagevalue = 5943 x .025 x 2240 = $332,500 (For hull materialwhen vessel is scrapped)+ 5943 x .025 x .12 x 2240 = $40,000 (Wasteproduced during construction) Total 2alvage Value = $372,500 Not@ (b)
Notes (a) for Table 2b

Lhit costs, labor raLes, etc. based upon ReTerence (69) (b) Scrap value of steel = 2-1/2 cents per pound

TABLE 25
Mahrial Cost Alum .

Price of Aluminum Bulk Carrier

Notes

(1)

Outfit (2) Mach. (3) Total (!l)

Direct
Labor

(3426 L. T.) ($1230/L. T.)(1 .o$ = 2,805,000 + 210,000

$ A,425,000 (3) 3,015,000 (b) 1,86<,000 $9,305,000

$ 1,630,000 1,110,000
523,000 (c)

Cost

(5)
(6)
(7) (8)

Alum. outfit Mach.

To*al

(1.25)(1 ,302,000) =
423,000 + 100,000 =

(d) (e)

$3,263,000
$ 382,000 $ 1,535; 000 $ L,798,000 $ 2.710DO0

(9) Indirect & lb!. Material Cost

(10) Indir8ct & Lha. Labor Cost [;;] ~terect & Indirect Labor Cost

(13) profit Construction Price - 1 ship (1 h) Total

$ 1;719;500 $18,9 ?4,500

Aluminum Salvage Value = 3426 x .18 x 22).LO = $1,390,000 (for hull material when vessel is scrapped) + 3JJ?6x .18 z 22~0 x .O~ = $72,000 (wast@ produced during construction) Total salvage Value =
$1,462,000

(f)

Notes forTable 25
(a) Aluminum alloy price = % cmhs per pound - $1230 per long ion. (plate, extrusions and weld wire). Wastage allowance = SZ (b) Additional outfitting costs for aluminum ship! $220,000 for additional fife protection insulation and deck covering $110,000 for aluminum hatch covers $150,000 for hull attachments (doors, hatches, spars, ladders) $ 30,000 for ventilation $ 10,000 for inscallati.n of deck machinery $ 80,000 for piping systems outside machinery spaces $ ~IJ,000fOr miscellamous equipment and outfit $ 20,000 for impressed current cathodic protection syst~m $40,000 for improved fire exti~uishing equipment Rsduced outfitting cost of $S00,000 for reduced initial painting of hwll Net additional out~~tting cost = .$210,000 (c) Total labor for hull structure of aluminum ship assumed to be 25% greater than that for steel ship (d) Increases in labar included in total addition to outfit material cost~ Note (b) (e) Added $100,000 for incrsased piping cost and isolation of machinery and equipment (f) Scrap value of aluqlinum= 18 cents per pound

-99-

TABLE

26

Operating and Maintenance Cost Assumptions

1. All costs for U, S. flag operation.

2.

Steel ship price based upon dry bulk carriermodsl 1968 prices (Reference(69) ) escalatedby 20 per .enb to suit 1970 .oBke. Crew size = 3b men. Wage rates estimatedby escalating1969 Atlantic rates. Wage rates for both ships = $7L0, 391 per year including vacation, ovmtime, pension and welfare, social security,training, etc. Subsistencecost = $30,600 per year. Ovarhead = $50,000 per year. Hull and Machinery Tnsuranc e. UsEd Benford%s formula (Refezwnce(71)) cons~~c~io~ co~~). for both ships. IHM = 10,000 + (.oo7) (hial $110,327per year for stied ship. $142,402 Pw Yew? ror ~~~i~~

3.

b. 5.

ship. (lhr .islgle ship pTOcmem@n~)

and indemni%y insmmme = $Ls, 367 pax Ywr for boti~ Ships. 6. Pi-oteCtiion War res-e Lnsuranee =( .001 )~(cons~ruction cosi). cost = X30.00 per ko~~or marine tie=sl !l@ for die9el generaior 7. Fuel and xl h. 00Per tion for Bunker C ~o~ diesel ~rqmlsiop wit. 8.
Irydock cost based upon an average of $.30 per gross ton per hanl (Reference(69)) Dmtimes ms~ed wui~ale~t for day .r lay &y. steel and aluminumhulls, though the aluminumhull might Tequire more special surreys.

9.

$enswal of 12,000 squa~e feet (totalarea under hatiches) tank top and bulkhead wary 7 years exproasedas average cost added directlyto values accountedfor. Weight or annual maintenancecost. Sti?age s+xucturerenewed = 120 tons and 220 +ons YOP aluminu and steel hulls respectively. This area suffers cumulativedamago from abrasionand impact during cargo loading and unloadingand requirespmriodic renswal.
ear for cost of steel ship ($30,332) over that of alumin!m ship ($20, ~3.2)per discussion tith tiitime Administration officials. lhis ia baaed on the as~umpkionthat bottom painting Xequirwmenksfor steel and aluminum ships are identicalbut the aluminun shipIs topside and interiorare unpaintedand require only occasionalwashdown and scrubbing. The ship!s crmi is assumed to perform sandblastingand painting on the SC esl ship!s topaides.

10. Painting cost . Added $9500 per

11. Maintenanceand Rapaiza (otherthan hull) -

Steel ship = $1S6,257 per year. Aluminum ship = $179,787per year. This assumes that maintenancm costs for machineryand equipmentare identicalfor steel and aluminum ships but uninsuredrepair costs of alnminmm ships axe highar. in addition $?00,000has been allocatedfor a major overhaul of main and auxiliarydiessl enginesand hull for ships with a = $20,000; stores and life in excess of 20 years. Miscellaneouscostis supplies= $38,22h. (Reference (69))

12.

Financialassumpt,ians - Ownerls investment of 2S per cent of initial ship cost; remaindexborrowed from bank at 7 per cent interestrate; investment; SO per after tax return to Owner of 10 per cent on total method of depreciation; loan period equal cent tax rate; accelerated to ship life; no investmenttax cr,edit; inflationnot considered. Voyage assumptionsas follows: 0 No limiting drafts (leg distance) o lhel carriedbased upon (1.10) ship capacityie always available o Cargo greater than o No csna.1 costs or canal dolavs o No cargo handling costs. FT@t rate for transportation cost only O Other voyage data as follows:

13.

Voyage Length, NauticalMile~ -mm Le Cargo Loading Rate . TOII per Hr. Cargo UnloadingRate . Ton per Rr. Port Delay Loading - Days Port ~lay Unloading - Days Port Costs Loading - $ Port COSTA Unloading . $ Othmr Costs . $ 6000
16oo .25 .25 2000 2500 0

14300

e3Lel 3000 1Soo 1 800: 2000 0

I

25 10 2000 Soo 5 5 8000 8000 2000 6000

1600 .25 .25

6000 6000

1700

1600 1600 500 .25 . 2s 1 .25 .25 1 2000 2000 2000 2500 2500 S000 0 0 T 2000

?000 2500 0

TABLE 27
Gas e

.. . Comparison of Steel and Hlwm!.m

-.,Bulk

.
Larrlers

( Cti2tanCQP Clas Annual Gargo Carried-L.T. 514,101 5!14,101 514,101 309,646 309,6116 309,61J6 .512,816 572,816 .512,816 308,872 308,872 308,872 512,816 512,816 512,816 308,872 308,872 308,872 533,759 533;759 533,759 325;688 325,688 325,688 533,759 533,759 533,759 325,688 325,688 325,688 533,759 533,759 533,759 325,688 325,688 325,688

Numb er
1)

Ship Life (Years ) 20 20 20 20 20 20 25 25

No. of Ships Purchased 1 5

10

S%ruckure ~faterial Steel Steel Steel Steel Steel Steel Steel Steel Steel Steel Steel Steel Steel Steel Steel Steel Steel Steel Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum

Roumd Voyage Distance

14,300 14,300 14,300

2) 3) 4) 5) 6) 7) 8) 9) 1o)
11) 12) 13)

25.
25 25 25
30 30 30 30 30 30 20 20

5
10

14) 15) 16) 17) 18) 19) 20) 21) 22) 23)

5
10

;
10

5
10

24) 25)
26) 27)

28) 29) 30) 31) 32) 33) 34) 35) %)

20 20 20 20 25 25 25 25 25 25 ;:
30 30 30 30

5
10

7 .5
10

5
10

1 5
10

5
10

2~,3;O 25,3I o 2~,310 14,300 14,300 14,300 25,310 2s,310 2S,31o 14,300 14,300 14,300 25,310 2s,310 25,3I0 !4,300 14,300 14,300 2s,31o 2s531o 2g,310 14,300 14,300 IL,300 2S,310 2S,31o 2s,310 lh,300 14,300 lh,30Q 2s,370 2s,31o 2s,31o

+ ShipTrice + Ownerls Invest. Costs - Salvage Value

-1o1-

available deadweight for weight critical cargoes. It is assumed that the use of inorganic zincs or equal in conjunction with a reasonable maintenance program will prevent excessive corrosion of the topside plating. (3) Procwement costs for machinery and outfit were assumed identiaal for 20, 2S and 30 year lives, since they do not directly affect the qualitative results of the study. In reality however, i% is obvious, that the cost of equipment with a 30 year life will be higher than for a 20 year life, in most cases. The first voyage of I,!I,300miles consisted of the following legs: From Seattle Yokohama Gladstone Tacoma
%0
Distance

Yokohama Gladstone, Australia Tacoma Seattle

4,280 3,600 6,400 20

Wheat Ballast Alumina Ballast

The second voyage of 2S,310

miles included these legs: Distance 11,890 7,~20 4,2oo 1,700 Wheat Ballast Iron Ore Ballast

From New Orleans Bombay Port Buchanan Baltimore

To Bohbay Port Buchanan, Liberia Baltimore New Orleans

An additional eighteen cases were computed on the basis of three different two-leg voyages of 4,000, 8,4oo and 12,000 miles round trip. These cases represent better opportunities than do the four-leg voyages for the aluminum bulk carrier to benefit from its g~eater deadweight capacity over that of the steel ship. These voyages contained one leg with a dense cargo, iron ore, as the cargo while the other leg was in ballast. Computations were made for single ship procurement with ship life varied at 20, 25 and 30 years. Results of the two-leg voyages appear on Table 28. Many of the operating and maintenance cost assumptions were based upon data which appears in the working papers on the dry bulk carrier evaluation model, Reference (69).

RESULTS Four graphs were plotted to illustrate the results of the computations. Figure 3.9compares RFR versus round voyage distance for the steel and aluminum ships on both the two-leg and four-leg voyages. This figure clearly shows that the two-leg voyages provide the better competitive opportuni~ for the aluminum ship because on these voyages with dense cargo, the full weight savings advantage of the aluminum ship is reflected. However, even with a 30-year life, the aluminum ship requires a higher RFR than the steel ship for the voyages examined. Fi~re 20 is a plot of RFR versus ship investment cost for the 14,300 mile, four-leg voyage. It is possible to estimate the reduced price which would be required for the aluminum ship, to provide an.RFR equal to the steel ship, by projecting

-1o2-

TABLE 28 Comparison Carriers (challenger

of

Steel

and

Aluminum

Bulk

Class)

Two-Leg Voyages

Case
Numb er

ShipLife (Years)
20 20 20 25 25 25 30 30 30 20 20 20 25 25 25 30 30 30

NO. of Ships Structure Purchased Material

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Steel Steel Steel

RoundVoyage AnnualCargo Required Carried-L. T. Freight Rate Distance A,ooo 8,400 12,000 4,000 8,400 12,000 4,000 8,400 12,000 j,~;; 12;000 j,oo; 12;000 4,000 $,400 12,000
1,006,361 511,839 >63,610 1,003, 8L5 ~10,558 362,700 1,003, 84s

++Ship Net
Investment

37) 38) 3?) iJo) 41j 42) 43) 44) u) 46) l!7 ) 48) 49)

$ :.;;per
9.56

ton

ste@l
Steel.

3.42
6.66

steel
Steel S* eel Steel Aluminum

50)
51)

52) 53) 5L)

Aluminum Aluminum Aluminum Aluminum Aluminw Aluminum Aluminum Aluminum

9.32 3.32 ~1 o,~58 6.116 9.olJ 362,700 I 1,071,989 3.8 547,313 7.38 389,366 10.34 1,071,989 3.74 7.2S 5b7,313 389,366 10.1< 1,071,989 3.7i 7.?8 547,313 389,366 10.06

$111,$20,b06 $IL,S20,L06 $14,520,405 $Ik,74EJ,466 $14, 7h5,&66 $1 h, 7115,466 $Ik,7h5,h66 $14, 7LS,L66 $1 b,71.LS,h66 $18,06h,288 $18,06h,288 $18,06 h,288 +18326h,288 $18,261L,288 $18,26h,288 $? 8,26h,288 @8,261L,288 $J8,26b,288

++ Ship Price + Owmeris Tnvest. Costs - Salvage Value

horizontally to the right from the RFR of the steel ship. AlumirIumships, procured in single quantities, would require the following reduced prices at lives of 20, 25 and 30 years to compete with the 20-year life steel ship: Required Investment to Match Steel Ship RFR

Aluminum Ship Life (Years)

20 25

$14,850,000 15,500,000

30

15,700,000

These required investment costs for the aluminum ship are significantly less than the estimated single ship investment cost of $18,06b,000. (Net investment for 20 year life - see Table 28). The effect of ship life on RFR is plotted on Figure 21. The4,000 and mile, two-leg voyages are shown. It is apparent that on the shorter voyage the aluminum ship RFR comes closest to that of the steel ship. However, even beyond a 3s-year life the aluminum ship can not match the steel shi~ RFR.
12,000

A~ual transport capability of the aluminum and steel ships is plotted on Figure 2.2for the two leg voyages. The tramport capabilityof the aluminum ship is about 6.s per cent greater at 4,000 miles and slightly more than 7 per cent in excess of the steel ship at 12,000 miles.

,,, . -lu.2-

-i n..

-~-1
1>

,.

11

10

I I

ALUhllNA.

BALUH

m-;
fl I
,,

I
I I

.,
1

I
,

1,

Note:

Ii
2

Distance for Aluminum (AL) and Steen~T) Dry Bulk Carri~~s Similar to CHAI,LENGER-Based on Single Ship Procurement }!, I I I I I I I I 6 E !0 12 14
16 18 m 22 24 26

:,~

, I
28

24

ROUND VOYAGE DISTANCE -1 WO MILES

FIG.

19

Required Freight Rate Versus Round Vo.yaqe .-

NUM BER OF IDENTICA L $.H,m

i
10

+~--i ,:~~
16 COET MILLIONS $ 12 14 SHIP lNVE~MENT Is m

FIG. 20

Required Freight Rate Versus Ship Investment Cost

12

---n..T.[T

=ErYLEOyAGE-LEGS U ORF

---.-T-.--4----,,

(.-. -

. ,

--..1. .]....
,; ~

1 ..
. !030 MILE VOYAGE TWO LEGS 1 RQN ORE-BALI AST I J

7%
l,=
W!M -. STEEL

., l.. ..

.+--. ....~ ~
..J-l

d-
1

-r
I

L..f -

L --L
I
i ------

t--t t

,- . .. ...... ...

I ---t No\e: 13ased o; SinEle Shiu Procurement

I .-.L-.:I.. . .. .. .

W.--4 J...---\---Z330 31 32 33 M 35

21

22

23

24

25

26

27

28
SHIP LIFE

YEARS

FIG. 21

Required Freight Rate Versus Ship Life

1 .

.,.

.. .. I

--

,, . . ... .
fl

:+-F-
...
..~.._J___~.. __N.Q& Two LeE Vo%agas hon @e-Eallast

... ,..,-.

.2

I
o
Zmlo 4mxl m ROUND VOYAGE DISTANCE ScW NAUTICAL MILES icma 12oca

FIG. 22

Annual Transport Capability vs. Round Voyage Distance

-1o5-

SENSITIVITY STUDIES The basic economic studies recently completed were based upon a fixed set of criteria, both in terms of ship cost and operational considera%iorm. It is of in%erest to investigate the possible effects on life cycle economics of varying these factors, to determine which has the greatest effect on p~ofitability and thus deserves greatest attention in future studies of this nature. Direct Labor Cost - Aluminum Hull - If it is assumed that the 1. 25 per cent differential in labor between aluminum and steel can be eliminated, the potential reduction in direct labor, overhead and profit would be approximately $580,000 for single ship procurement, with correspondingly lower reductions for larger procurements. This is about 3 pe~ cent of procurement cost. Profit - Aluminum Hull - If it is assumed that the shipbuilder 2* will accept the same profit for building an aluminum or steel ship, the potential savings is about $400,000. However, this is unlikely, since the builder would desire to show at least an identical return on his investment and might even prefer a higher return on the aluminum hull due to the greater risks involved.

3. Hull Girder Fatigue Allowance - If the 43S ton increase in hull girder weight for fatigue could be completely eliminated, the first cost of the aluminum bulk carrier would be reduced by about $1,160,000 or 6 psa cent and the available deadweight would be increased accordingly. However, there is presently no technical justification for such a reduction, though further study might lead to the conclusion that a portion of this allowance could be eliminated.
Tank Top Abrasion/Impact Allowance - If bhe 0.80 inch allowance 4* for impact and abrasion on the aluminum shipls tank top and wing bulkheads could be reduced to 0.2~ inches (the American Bureau of Shipping required 0.20 inches for steel times the factor for relative yield and ultimate strength differences), the potential weight savings would be about 100 tons or a cost savings of $270,000, with a corresponding increase in deadweight capaci%y. Fire Protection - The additional cost associated with fire pro5+ tection of the aluminum bulk carrier, including insulation and sheathing is about $260,000 greater than that of the steel ship, based upon full compliance with the intent of the present U.S. Coast Guard fire protection rules. About $160,000 of this is associated with deckhouse protection. If the requirements for deckhouse protection were waived except in stair towers, uptakes and higher fire risk areas (the galley for example), it would be possible to reduce the shipls first cost by about $1~0,000 and its weight by about 40 tons. Although this involves greater risk to the crew, it would not have a major effect on hull girder strength,since a fire in the deckhouse could be isolated from the main hull by proper deck covering. Such a proposal would, of course, require intensive investigation and approval by the U. S. Coast Guard.

6. Voyages - The voyages investigated for this study are considered generalmesentative of the spectrum of tramp operations during the next 20 years, and result in a number of ballast or volume-sensitive legs which do not afford any advantage to the aluminum bulk carrier. If such a ship were to be engaged in a trade with weight-sensitive cargoes,

-106-

such as iron ore, on two of the three legs, the spread between the RFR of the steel and aluminum ships would be reduced. In an effort to evaluate these factors, an optimistic aluminum ship model has been established incorporating the following changes: (a) The 2S per cent labor differential has been eliminated.
(b)

One-half of the 43s ton fatigue allowance has been eliminated.

(c) The 100 ton abrasion.allowance on the tank top and wing bulkheads has been eliminated. (d) Fire protection for the deckhouse has been modified per Item S previously discussed. (e) A three leg voyage with weight-sensitive cargoes carried on. two legs over distamces of 4000, 84OO and 12,000 miles have been assumed, with ship life of 20, 25 and 30 years, to be consistent with previous studies (Table 28). The reduction in first cost of the ship is $1,600,000 for single ship procurement, and the available deadwight has been increased by 360 tons Thus the 7-1/2 per cent increase in available deadweight of the baseline ship increases to about 8-1/2 per cent.
G

The three-leg voyages were considered with the following assumptions: o Round voyage distances, ship life and number of ships purchased are identical to the figures of Table 28. Average Annual Costs for all items which do not vary with acquisition cost are identical to the two-leg voyage. This may not be entirely accurate with regard to such items as fuel costs but it is felt that this discrepancy will not materially affect the final results. Since cargo is carried on two of three legs instead of one of two legs, annual cargo carried will increase by 33 per cent over the values listed in Table28. An additional increase of 1 per cent for cargo carried over the two leg voyage as listed in Table 28 was assigned to the aluminum vessel because of increased cargo deadweight due to the reductions in lightship. Salvage value of the aluminum vessel was reduced directly in proportion to changes in material weight of the vessel as originally conceived+ Owners Investment costs, i.e., non-depreciable costs in. curred during construction, were assumed independent of acquisition costs.

As indicated in Table 29 and Figure 23, the steel bulk carrier has lower RFRs than,the aluminum ship for equal life spans, even for this highly optimistic case.

TABLE

29

Comparison

of Steel

Carriers ( C?za2Zenger Class) Three-Leg

and Aluminum Bulk Voyages

Case Number

Ship Life (Years)

20 20 20 25 25 25 30 ;; 20 20 20 25 25 25 30 30 30

No. of Ships Purchased

Stricture Material
steel

Round Voyage Distance

Annual

cargo &rried-L.T.

Required F&eight Rate

Whip Net Investment $14,520,406 $14,520,4c6 $14,520,1K36 $14,745,466 $!4,745,466 $14,7M,466 $14,745,466 $14,745,466 $111,745,466 $16,1J67,612 $16,467,612 $16,467,612 $?6,667,612 $16,667,612 $16,667,612 $16,667,612 $16,667,612 $16,667,6?2

55) 56) 57) 58) 59) 60) 61) 6z} 63)

64) 65) 66) 67) 68) 69 j
70) 71) 72)

4,000
8,400 12,000 4,goo 8,&00 12,000 4,000 8,400 12,000 :,;:

Steel Steel Steel Steel Steel Steel Steel Steel Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum
1

1,338,460 690,981 483,601

1,254,806 679,0h2 482,391 1,?54,806 679,042 b82, 391 1,447,155 738,873 52S,6U ~,447,765 738,873 525,6hb 1,447,?85 738,873 525,644

$2.63
5.12

per ton

7.17 2G 43
4.74 6.6b 2.3I 4.48 6.27 2.68 ;.;: 2:63 ;.;; 2:62 5.06 7.10

12;900
4,000 8,400 12,000 4,000 8,400 12,000

Aluminum

* ship price + merfs

Invest. Costs - Salvage Value

-108-

is, z
g ~ g g

~5 e m z z ~ E4 E! ~ K2j
A

NOTE:

Gmrves sition

based Price

on single

Prucuremont, P@duced

ship .Wui for Aluninum

2 $

01

231J

5678
RoUiTC

I 91011

12

13

1A

VOYAGEDISTANCE- 1000 MILES

FIG, 23 Required Freight Rate Versus Round Yoyage ~ 3 Legs Weight Sensitive Cargo

CONCLUSIONS The following conclusions may be drawn from this study: o For the realistic cases examined, an aluminwm dry bulk carrier similar to CHALLENGER always produced,a higher RFR than that of a steel ship with the same life.

This unfavorable economic potential of the aluminum ship resulted even though factors favorable to the higher priceddaluminum ship were considered including: o Aluminum ship cargo deadweight capacity was increased because of reduced structure weight Aluminum ship life was extended from 20 to 30 years with no increase in scantlings Aluminum ship salvage value was $1,089,500 more than that of the steel ship After tax return on investment of IO per cent and 7 per cent interest on borrowed capital, both relatively low at present, were assumed.

The foregoing sensitivity studies indicate that there are several areas in which the acquisition cost of an aluminum bulk carrier might be reduced. However, these studies also clearly indicate that at this time even with these reductions, it is unlikely that an aluminum b~k carrier will be directly competitive with an equivalent steel vessel on the basis of Required Freight Rate.

-1o97. REcoMMENDED AREAS FoR FURTHER STUDY

..

One of the results of a limited feasibility study such as this, is that numerous quesbions are raised wh~ch can not be satisfactorily answered within the time or cost allocated to the study. The aluminum bulk carrier study is no exception, and in the following pa~agraphs, the major areas requiring further sbudy are delineated. These areas are listed approximately in omier of priority, based upon their relative importance in establishing feasibility of using aluminum for the hull structure of large ships. CONSTRUCTION COSTS The cost of fabricati~ large aluminw ship structures must be more fully defined to permit more accurate construction cost estimates and trade-offs of alternative construction techniques. At present, it is necessary to use approximate over-all manhours-per-poundvalues to estimate labor costs and associated overhead, which do not permit the type of relatively sophisticated trade-offs required to optimize structural design. For example, it is difficult to choose between various potential methods of p~oviding ~equired deck area, such as thick plates, thinner plates with doublers OF double wall cellular construction. Several qualified shipyards should be authorized to evaluate the construction costs of large aluminum hulls in greater detail. MAINTENANCE COSTS Ekduced hull maintenance costs are a key selling point of aluminum, and data is required to more accurately evaluate the life cycle hull maintenance cost of an aluminum, hull for comparison to the equivalent steel htil. This is particularly important as the ships get older, since the costs of steel hull repairs begin to increase rapidly as plate replacement becomes necessary. The best potential source of long-term hull maintenance data on large aluminum hulls would be Navy records on the hull maintenance of the PGM gunboat. Thisdata should be closely monitored and periodically evaluated by the Ship Structures Committee and applicable Navy activities. WELDING The technology of welding thick. aluminum plates to form subassemblies under shipyard conditions as well as the erection of subassemblies requires considerable investigation. Areas of particular concern are weld sequence, heat input, edge preparation, speed of welding, required level of cleanliness and enviro~ent control and quality control required to affect sound welds with minimum cracking, porosity, inclusions, residual stresses and distortion. An area of major concern is the possible need to accomplish welding in a protected environment to maintain adequate control on moisture and cleanliness. FIRE RESISTANCE The analysis of the fire problem which was conducted for this study was of necessity somewhat limited, and should be extended to include the results of the SNAME fire test program. Additional economic trade-offs are required to optimize the protection of alumin~ structures as well as means of detecting, extinguishing and preventing fires. Proposed areas to be investigated in further detail are as follows:

-11o-

(a)

Inerting system for cargo holds and other unmanned spaces as required, including type of gas, dispersion of gas throughout the cargo, methods of gas-freeing the spaces and extent to which gasfreeing is required for human safety. Optimum insulation system(s) for vertical and horizontal surfaces in the Engine Room, accommodations and other working or living space. Composition of deck covering to limit surface temperature to the required 400 degrees F.

(b)

(c)

(d) Discussions with U. S. Coast Guard to determine the extent of fire protection required in the deckhouse. The present study is based upon full compliance with the intent of current U. S. Coast Guard requirements. However, a lesser degree of protection has been accepted in previous aluminum deckhouses, though these were installed on steel hulls. DESIGN CRITERIA Several factors entering into the establishment of design criteria require further clarification, including the following:

(a)

The question of design stresses for welded structures is not yield based upon the fully clarified. At present, a Iweldedl 0.2 per cent offset in a 10 inch gage length is proposed, rather than the prime or O-temper values. However, this average design stress may not adequately account for the structural response in way of the heat-affected zone, which is the weak link in the structural system, since the use of a 10 inch gage length in lieu of a 2 inch gage length tends to diminish the apparent effects of this degradation.

(b) The relative importance of yield and ultimate strengths in converting from steel to aluminum requires further consideration. In specific cases, the equal ranking used in this study may not be optimum. (c) The question of safety factors should be considered when the variability in structural performance due to the human element in fabrication is better understood. The use of identical safety factors for aluminum and steel designs implies that the conversion of raw materials into a fabricated product produces identical stress concentration and residual stress effects which may not be true. The entire question of residual stress levels must be investigate ed. DEFLECTIONS These studies indicate that hull deflection should not be a limiting factor in itself as long as the hull length/depth ratio conforms to ~reseut standards, and stresses are kept reasonable low. However, the quest>on of allowable hull girder deflecti~ns deservesfurther study-in via of the extensive body of opinion among Regulato~ Agencies that such limitations should be established.

111FATIGUE STRXNGTH As noted earlier in this report, there are a number of factors relating to alloy fatigue strengths which require further clarification and testing. Foremost among these is the question of fatigue strength in the presence of salt spray. This requires an extensive test program, incorporating the following variables: intensity of salt spray, effect of fillet and butt welds, alloys (plate and extrusion tempm) bead-on versus bead-off. Additional testing of extrusion tempers would also be advisable, in both the welded and unwelded condition. FRACTURE TOUGHNESS Further testing is required to determine the relative quantitative fracture toughness of aluminum and steel for comparison with anticipated stress levels. These tests should evaluate the following variables: directionality (transverseversus longitudinal), welding and other fabrication procedures, environment (sea water versus salt spray), effects of repeated.loads, and alloys (plate and extrusion tempers). CORROSION AND ABRASION The etioliation resistance of ~083 alloy should be tested to determine if an HI17 temper is required. I?wcther testing on the relative abrasion resistance of aluminum and mild steel is also required. DESIGN DETAILS A study should be initiated to standardize design details for aluminum ship structures, both to facilitate fabrication and to prevent excessive residual stress build-up and subsequent cracking. This is a vital step which must be taken before a large aluminum hull can be built, if structural failur@s are to be avoided. Specific areas to be detailed would ii-iclude end connections of intercostal stiffeners, connection of continuous stiffeners to web frames or other supports, stanchion endings, proportions of stiffeners, relief of hard spots and other stress raisers, required clearances for proper welding. The required size and continuity of fillet welds requires further study, as there is presem~ly a significant di~ference between Navy and commercial requirements. VI. CONCLUSIONS AND RECOMMENDATIONS

CONCLUSIONS The conclusions to be de~ived from this Feasibility Study for an Aluminum Bulk Carrier are summarized below: General - The construction of a bulk carrier utilizing aluminum 1. alloy for the hull structure is technically feasible witiin the present state-of-the-art in shipbuilding, but is not economically justified in direct competition with a steel vessel of equivalent capabilities. Review of Aluminum Alloys - The present S000 series aluminum 2. alloys being considered (s0s2, 5083, 5086, 5154, 5454 and 5456) have sufficiently high welded mechanical and physical properties for the proposed application, though additional research is required in the area of

-112fatigue, particularly in the presence of salt spray, as well as fracture toughness and abrasion resistance relative to mild steel. Limited test data indicates a significant reduction in the endurance limit of aluminum alloys when subjected to salt spray. The area under the S-N fatigue curve of welded higher strength 3. S000 series alloys (5083 or S4!56)is about 0.48 times that of mild steel, while the corresponding value for lower strength S086 alloy is about 0.38. This is indicative of the relative required section moduli of the hull girders of an aluminum and steel bulk carrier for equivalent fatigue life.

4* The notch and fracture toughness of aluminum alloys appear acceptable for hull structural applications. However, stress levels, including effects of stress concentrations, should be kept below the yield stress. 5. The corrosion resistance of SOOO series aluminum alloys is acceptable for a marine environment if proper precautions are taken. The recent introduction of the IH16 and 13117 temper has apparently solved the exfoliation problem, and suitable gasketing and isolation procedures are available to minimize problems with dissimilar metals. Higher magnesium alloys are somewhak susceptible to stress corrosion problems which must be considered in selection of tempers and operating temperatures. Loss of strength and thickness of aluminum alloys in a salt water environment over a 20 year vessel life will riotbe significant. 6. The corrosion resistance of S000 series alloys is acceptable for the range of bulk cargoes and liquids which might be carried, with the exception of copper, tin or mercury ores, potassium hydroxide and carbonate and trisodium phosphate. Precautions are required for a limited number of other potential cargoes. 7* The abrasion resistance of aluminum when subjected to the loading and unloading of bulk cargoes will be significantly less than that of sbeel, necessitating additional margins in tank top and lower bulkhead thicknesses. 8. The weldability and workability of ~000 series aluminum alloys are very good, and the state-of-the-art in welding technology is presently adequate for the thicknesses of material being considered. Potential problem areas such as control of shrinkage, weld sequence, structural details, residual stresses ad environmental protection require further Study.
The cost of the ~000 series alloys being considered is relatively 7. independent of alloy and temper, and has little effect upon the selection of alloys.

10. Alloy S083 was selected for all material in the primary hull structure of the bulk carrier, based upon its high strength and good workability. Alloy 5086 may be subskihuked for S083 for seconda~ structures, and alloy s~~sbis Lobe used in areas of high temperature. The relative over-all ranking of the JOOO series alloys considered was very close, so thak alternative selecti-ons can be juskified. 11. Operations with Existing Aluminum Ships - Experience to date with large aluminum ships is limited, but considerable data is available on the performance of aluminum deckhouses, patrol craft, crew boats and pleasure craft. This data indicates that the performance of recently-built aluminum

-113vessels and marine structures has been good, though problems have been experienced in the areas of corrosion (particularly at hi-metallic joints), exfoliation, abrasion and localized cracking of structures, particularly at improperly designed or fabricated structural connections. Field repairs have been somewhat difficult due to lack of trained personnel.
12. The problems encountered to date in the operation of aluminum ships either have been or can be solved, and should not affect the feasibility of building and operating an aluminum bulk carrier.

13. General maintenance of aluminum hulls has been excellent, and painting is not considered necessa~ above the waterline.

14. DesiSn Criteria for Hull Structure - A review of design requirements of v~ous regulatory bodiesand the Navy relative to large aluminum hulls indicates no consistent body of opinion. These existing criteria require improvement for application to the design of an aluminum bulk carrier.
lg. Rational, justifiable design criteria can be established for the strength requirements of the hull girder and local structures of an aluminum In general these criteria are based upon modification of bulk carrier. proven steel scantlings to alwminmn, on the basis of relative yield and ultimate strength ratios, as well as relative fatigue stre~ths of the two materials. Relative corrosion rates must also be considered. 16. Restrictions on hull girder deflection are unnecessary for large hulls, since strength considerations lead to the selection of scantlings with sufficient rigidity. 17. Thermal stresses are not a constraint in the design of an aluminum bulk carrier. 18. Fabrication of Large Aluminum Hulls - Discussions with shipyard personnel indicate that the fabrication of a large aluminum hull, such as a bulk carrier, is entirely feasible. 19. State-of-the-art welding, cutting and materials handling concepts are considered adaptable to the construction of an aluminum bulk carrier.
20. Major areas requiring more detailed study include welding techniques and sequence qualification of welders, environmental control.

21. Fire Protection. A satisfactory level of fire protection, i.e. detection, extinguishing am protective shieldiw, can be achieved for large aluminum ships.

22. Living, working and stores spaces should be protected by conventional deck covering, imulacion and sheathing. Surfaces in machine~ spaces should be similarly protected, and steel sho~d be utilized for loc~ structures such as machine~ flats and small tanks. fitinguishing equipment within these spaces should conform to present U. S. Coast Guard standards.
23. Protection of aluminum surfaces in the cargo hold is considered impractical. As an alternative, a CQ and N2 inerting system is recommended, in conjunction with improved detection and extinguishing equipment.

-1142k* Installation of Systems and Equipment. Selection of materials for propeller, shafting, rudder, piping eysbems, sea valves, etc. which are compatible with aluminum construction is feasible, though isolation and protection with anodes or waster pieces is required in many cases. 25. The faying surfaces between steel equipment and aluminum foundations must be properly gasketed. The use of cast epoxy at the interface or butyl rubber coating is recommended. Access to inspect this interface is very important. 26. An impressed current cathodic protection system is recommended for hull corrosion control. 27. operational Characteristics OT an Aluminum Budk Carrier - l%intenance costs for the hull of an aluminum bulk carrier will be somewhat lower than those of an equivalent steel vessel, since the topsfdes require no paint. However, drydocking cycles will be essentially similar to the steel vessel for renewal of bottom paint and maintenance of equipment.
hull will be more expensive than for a 28. Repairs to the aluminum hull due to higher material cost and lack of trained welders in many a~eas of the world,

steel

29. Special surveys are recommended of the hull structure of a large aluminum bulk carrier to check structural connections, corrosion, welds, etc. 30 Comparative Ship Desire and Evaluation - The principal dimensions of the aluminum bulk carrier selected for this study are essentially similar to the baseline steel ship, although a deeper double bottom and g~eater hull girder depth might be desirable for an independent design to increase stiffness.
31. ,Theweight per foot amidsh~ps for the S083 aluminum alloy bulk carrier will be about .62 times that of the mild steel ship, while the stiffness will be about 0.66 times that of the steel. The use of fatigue strength rather than static strength in designing the hull girder adds about 435 tons or Is per cent to the hull structural weight. For a typical bulkhead, the weight reduchion facbor is O.~~.

The total weight of hull structure was reduced from ~920 to 33?s 32. long tons, a savings of h3 per cent. The corresponding reduction in machinery and outfit weight was 4 and IL per cent respectively.

33. Greater ballast capacity is required for an aluminum bulk carrier to provide suitable propeller and bow immersion in the ballast condition. The stability of the ahunin~ and steel designs are essentially identical.

34. Cost Studies. An.aluminum bulk carrier similar to the MV CHALLENGER produces a higher required freight rate (RFR) than an equivalent steel ship, regardless of the level of procurement, voyage type or lengthJ potential hull life or the higher salvage value of an aluminum ship. Thus the greater earning capability of the aluminum hull is not sufficient to offset its higher capital cost.
35 The aluminum shipls RFR is lowest for high-density cargoes where the full weight savings can be considered (i.e. not volume limited). The transport capability of the aluminum ship is about 7 per cent greater than that of the steel ship.

-11536. Recommended Areas for Further Study. Further ~esea~ch is required in the areas of construction and maintenance costs, welding, fire resistance, design criteria, deflections, fatigue strength and fracture toughness, corrosion, abrasion and design details.
RECOMMENDATIONS On the basis of the foregoing conclusions, the following recommendations are offered: 1. Further efforts toward the development of an aluminum bulk carrier should be terminated. 2. Since aluminum construction for large hulls appears technically feasible, similar studies should be made of the use of alwin~ co~t~uction in a design where weight-savings in hull structure are of greater importance. High-speed destroyers, small containerships, trailerships and shallow draft landing craft are examples of such vessels. In view of aluminums excellent cryogenic properties, future studies should also be directed toward LNG carrie~s. Research into the areas previously delineated for furthe~ sbudy 3. should be initiated, sponsored jointly by the Government and the aluminum industry. Existing large aluminum ships such as the SACAL BORINCANO, SEA 4. PROBE and the Navys PGM gunboats should be carefully monitored to fully document their performance. The future development of a prototype large aluminm hull should 5. be encouraged. LIsT OF REFERENCES

(1)
(2)

Aluminum Standards and Data. April 1968.

The Aluminum Association,

Report of Aluminw Weld Test Program. SNAME. January 196S. Research Bulletin No. 2-1s,

Technical and

(3)

Fatigue Resistance of Aluminum and Its Products, by G.A. Rutz and G.E. Nordmark. Society of Automotive Engineers, National Farm, Construction and Industrial Machinery Meeting, Milwaukee, Wisconsin, September 1964. Alcoa Aluminum - Magnesium Alloys, by K.F. Thornton, Alcoa, Novembe~ 19~7. Fatigue Properties of ~000 Series Alloys at Room and Elevated Temperatures, by J.O. Lyst. Alcoa Research Laboratories Report NO. 9-64-I3, April 1964. Fatigue Properties of Aluminum Welds - A Review of the Literature and Compilation of Data on goS6, J0833 ~086~ 54J6and 6061 ~oYss by G.C. Wolfer and N.L. Person. Wiser Aluminum Interim Project %port No. ~ PR 66-20, mrch 1966.

(b)

(5)

(6)

-116LIST OF REFERENCES

(7)

Fatigue Properties of ~083, ~086 and and Plate, by H. MYndlin and C.E. Jaske. Reynolds Metals Co., Cktober 1968. Axial-Stress Fatigue Strengths of As-Welded Aluminum Alloy Butt Joints, by I.D. Eaton. Alcoa Research Laboratories, Engineering Design Division Report 12-62-11, Nkrch 1962. Axial-Stress Fatigue Test Results for Transverse Butt Welds in Aluminum-Magnesium Alloys, by G.E. Nordmark. Alcoa Research Laboratories, Engineering Design Division Report 12-60-17, MY 1960. Fatigue Properties of S083 and S086 Sheet-and Plate Products Kaiser Aluminum Interim Froject Report No. byF.W. Debwy. MS PRs8-b8, June 19s8. Axial-Stress Fatigue Properties of Aluminum Alloy Plate Butt Welds, by N.L. Person. Kaiser Aluminum Project Report No. M13PR 67-110, November 1967. Axial-Stress Fatigue Prope~ties of Plain and Welded sb.~b,~086, S083 ands4s6 Plate at Room Temperature and -320 degrees F, by J.Cl.Kaufman and F.G. Nelson. Alcoa Research Laboratories Report No. 9-60-24, June 1960. Swary of Notch Toughness and Fatigue Data for A1-Mg Alloys by B.D. l!kLaughlan. Alcan Research and Development Limited Report IL%78-69-1~-4, April 1969. The Corrosion Fatigue Behavior of A1-Mg Alloys, by C. Panseri, L. Mori and P. Dettin. British Corrosion Journal, July 1966. Altinum in Shipbuilding, by A. Brinck. A/S Nordic Alu.minw Industry, @~O, Norway, Translated July 19~7 Rotating-Beam Fatigue Properties of g183 I!UGButt Welds in 5083-o and S086-HI12 Plate, by N.L. Person. Kaiser Aluminum Interim Project Report No. LE PR 64-86, November 196~. Swary of Cryogenic Data on Aluminum Alloys ~083 and ~086. Kaiser Aluminum and Chemical Corp.j June 1960. Residual Welding Stresses in Aluminum Alloys, by H.N. Hill. Alcoa Research Laboratories, Engineering Design Division Report 12-60-43, 1960. Shipbuilding Guide to Aluminum Construction, by C.H. Holtyn. Reynolds Metals Co., October 1963. Alcoa News Release, February 1969. High Toughness Al-% Alloys for Mkrine Application, by J.G. Kaufman. Alcoa Research Laboratories Report No. 9-69-4, March 1969.

(8)

(9)

(lo)

(11)

(12)

(13)

(14) (15) (16)

(17)

(18)

(19)

(20) (21)

-117LIST OF REFERENCES (Cent d) (22) (23) (24) (25) Welding Alcoa Aluminum, Aluminum Co..of America. Corrosion-Fatigue,by P.T. Gilbert. Metallurgical Reviews, 1?S6. Fabrication, Welding and Inspection of Ship Hulls. Department of the Navy, NAVSHIFS 0900-000-1000, @tober 1968. Radiographic Standards for Pro&ction and Repair welds. Department of the Navy, NAVSHIPS 0?00-003-9000, March 1967.
with Special Reference to BWRA The Effect of lieldllefects Research, by F.M. Burdekin, J.D. Harrison and J-G. YOW. Conference on the Significance of Defects in Welds, Institute of Welding, London, Februa~ 1967.

(26)

(27)

A Proposed Acceptance Standard for Welded Defects Based Upon Suitability for Service by J.D. Harrison, F.M. Burd~kin and J.G. young. Conference on the Significance of Defects in Welds, Institute of Welding, London, May 1968. Influence of Weld Defects on Performance, by D.V. Lindh and G.M. Peshak. Welding Journal, l?ebrua~ 1969. Fatigue Strength of Butt Welds in Structural Steels, by L.A. Harris, G.E. Nordmark and N.M. Newmark. Welding Research Council Research Reports, Februaw l?~~. Fatigue Strength of Welds in Low-Alloy Structural Steels, by J.E. StXLlmeyer, etc. Welding Research Council Research Reports, June 19S6. Fatigue of Welded Steel Structures, by W.H. Munse. Welding Research Council, 1964. Control of Steel Construction to Avoid Brittle Failure, Edited by M.E. Shark. Welding Research Council, 1%7. The Fatigue of Metals and Structures, by H. Grover, S.A. Gordon 00-2~-~34, and L.R. Jackson. Department of the Navyj NAVW?J?5 19S4 (Revised 1960). Cumulative Fatigue Damage, by H..T.Corten and T.J. Dolan. International Cotierence on Fatigue of Metals, September 19s6 (2277-S) . Fatigue of Metals Under Combinations of Stresses, by W.N. Findley. ASME Transactions, August 19~7. EffecLs of Complex Stress-Time Cycles on the Fatigue Properties of Metals, by W.L. Starkey and S.M. Marco. ASME Transactions, August 1%7. Fracture Behavior of Aluminum Alloys, by R.E. Zinkham and J.H. lled~ick. Chapter 6, Fracture. Academic Press, 1969.

(28)

(29)

(30)

(31)

(32)

(33)

(34)

(35)

(36)

(37)

-11.8LLST OF REFERENCES (Centd)

(38)

.EYaclmre Toughness Characterization Procedures and Interpretations to Fracture-Safe Design for Structural Aluminum Alloys by R.W. Judy Jr., R.J, Goode and C.N. Freed. Naval Research Laboratory, NRL Report 6871, March 1,969. Aluminum - The Age of Ships, by C. Hoylton. Transactions of the Society of Naval Architects and Marine Engineers, 1966. Deterioration of Metals in An Ocean Environment, by l?.LaQue. @can Engineering Vol. 1 No. 3, February 1969. Small Craft Desip@3tmctures, by K.B. Spaulding, Jr. Lecture Notes for Small Boat Design Course Presented at the University of fichigan, 1967. Aluminum in Shipbuilding, by A. Brinck. A/S Nordic Aluminum Industry, Oslo, Norway, 19s7. Alcoa Aluminum-MagnesiumAlloys Suitable for Structural Welding Applications, by K.F. Thornton, November 1, 19s7. The Aluminum Association Tentative Exfoliation Test for Al-w Alloys for Boat and Ship Hull Comtruction by D. Sprowls, et al. Comparative Engineering Data on Alloys ~083 and~086. Technical Bulletin DC-62-l. Kaiser

(39)

(40)

(41)

(42)
(43) (4.4) (45) (M) (h.7) (48) (49) (50) (51 ) (52) (53)

Aluminum with Food and Chemicals, 2nd Edition, The Aluminum Association, February 1969. Railroad Compatibility Study, Kaiser Technical Bulletin

R-6L-2.

The Economics of Operating Aluminum Hopper Wagons by W.F. Campbell. Ra>lway Gazette, September 13, IP63. Counteracting Abrasion of Aluminum Rock Bodies, Alcan$eport dated January 1965. A Technical Report on Off-Highway Rock Bodies, byW.C. Weltman. Alcoa Report dated April 19~9..
AU~St

Aluminum Dump Truck and Trailer Design and Construction. Alcoa, 1966.

Aluminum Alloy Construction. Lloyds Register of Shippiw (Yachting Section), Supplement No. 9 dated 3 September 1964. The Effects of Ship Stiffness Upon the Structural Response of a Cargo Ship to an lnpulsive Load by M. St. Denis, S. Fersht. SSC Report No. 186 dated Sep~ember 1968. Fire Tests on the Steamship NANTASKET - Vol. 4s, 1937 Transactions of the Socie@ of Naval Architects and Marine Engineers. Fire Protection Handbook, National Fire Protection Association

(54) (55)

-119LIST OF REFERENCES (56) (57) (58) (Centd)

Handbook of Industrial Loss Prevention, Factory Mutual System. Fire Resistance of Steel Deck Floor Assembliesj U.S. Department of Commerce, National Bureau of Standards stateroom I?ireTest, Vol. 5B, 19S0 Transactions Of the SocietY of Naval Architects and Marine Engineers. Fire Protection in Passenger Ships, with Partic~ar Reference to Uuminum Structures, 19$2 Institution of Naval Architects. ~ical Class A-60, A-39, A-1~ and A-O Steel Bulkheads and Decks, Navigation and Vessel Inspection Circular No. IO-63, April 1, 1963, Treasury Department, U. S. Coast Guard. Standard Materials, American Society for Testing of Materials ASTM-E-119-67. Standard Methods of Fire Tests of Door Assemblies - American Society fo~ Testing of Materials - ASTM-E-1~2-66. Standard Method of Test for Surface Burning Characteristics of Building Materials - American Society for Testing of Materials ASTM-E-8L-67. Tentative Method of Test for Surface Flammability of Building Mkterials Using an 8 Foot Tunnel Furnace - American Society Tor Testing of ~teria~s - AsTM-E-286-6~T Fire Control for Passenger Vessels, Vol. 4~~ 1937 Transactio~ of the Society of Naval Architects and Marine Engineers. Circulating Water Wall Constriction for Fire Protection Progressive Architecture, October 1969. Report of Fire Endurance Test of Insulated Aluminum Marine Bulkhead, SNAME Technical and Research Report, dated JflY 1967. IMCO Listing of Fire Casualties 17PlX~~.~. Working Papers on Ship Evaluation Model for Competitive Merchant Ship Project. Prepared for U.S. Department of Commerce, Maritime Administration,Washington, D.C. by Boozj Allen Applied Research, Inc., April I?69.

(59) (60)

(61)

(62) (63)

(64)

(65)

(66)

(67)

(68) (6g)

(70)

!lradi~ Cpportumitiesfor U.S. Flag Dry Bulk Carriers. prepared for U.S. Department of Commerce, Marittie Administrationj Washington, D,C. by Booz, AllenApplied Research, Inc. August 1969.
Analysis and Statistics of Large Tankers. The Un.iversi~ of Michigan, College of Engineering, Department of Naval Architecture and Marine Engineering, October 1968.

(71)

-120ADDITIONAL SOURCES OF INFORMATION Alcoa Structural Handbook, Aluminum Company of America Alcoa Aluminum Handbookj Aluminum Company of America
Welding Alcoa Aluminum, Aluminum Company of America

Structural Aluminum Design, Reynolds Aluminum Company Aluminum Construction Manual - Specifications for Aluminum Structuresj The Aluminum Association

-121-

APPENDIXA
DETERMINATIoN OF LONG-TERM BENDING MOMENTS FOR ALUMINUM BULK CARRIER References: (Al) Long Term Distribution of Lewis, E.V. llpredi~ting Wave-Induced Bending Moments on Ships Hulls, SNAITE,196T Interpretation of Full Scale Data on Midship Bending Stresses of Dry Cargo Ships Ship Structure Committee Report SSC-196, June 1969
fiA~lysis and

(A2)

1. The stresses occurring in a critical po~tion of the ships hull girder, such as the deck edge, are function of the basic still water bending moment and randomly varying wave-induced vertical and horizontal bending moments and similar~ varying inclinations of the shipls principal axes. The still water bending moment is easily established. Statistical analysis methods can be used to predict long term distribution trends of random variables, yielding expected stress or bending moment levels versus number of encounters at such levels during a shipls lifetime. This is a lengthy p~ocess when considering a single variable, and would be prohibitive ati without proven precedent for phase-combined effects ofseveral random variables. Accordingly, since vertical bending moments account for the major portions of actual stresses, and have been the most thoroughly researched, the bulk carrier design will be based upon expected still water bending moments and predicted long-term distribution of waveinduced vertical bending moments and resulting stresses.

2. The dimensions of the bulk carrier CHALLENGER fit well with those for a Se~ieg 60 tanker for which long-term probability data is reported in Reference (Al). Figure 17 of Reference (Al) gives Xj vs Q kg 10 (X~Xj) Plots of bendi~ moment coefficients in head seas of for a 600 foot ship with L/B = 7.0, L/d = ly.~ various sigmif~cant heights .3b. Probabilities of occurrence of such seas in CB = .8 andV/m= the designls intended service may be combined with Figure 17 values to produce a single curve of expected bending moment coefficient for the anticipated distribution of weather according to

N
Q(X~Xj)
z
i=l

piQi(x>xj)

~.

Minor adjustment of this curve to account for a V/m of the design, may be based upon proportiofi~ the ordinates according higher than 0.34, to variations in bending moment with ship speed for the 600 feet, 12 Of Reference (Al). TheXj vs Q log 10 CB = .8o ship shown inFigwe (X~Xj) (and corresponding Xj swN) plot will indicate the steepness of static trochoidal waves which would produce bending moments equivalent to the levels of dynamic bending moments expected to be induced by perturbation from the static condition. These moments are superimposed on the still water bending moment.
A standard bending moment calculation for a wave of a 3* given height combines the bending moment due to the differing weight and buoyancy distribution at the still waterline with the moment due to

-122redistribution of the still water buoyancy to reflect the wave. Therefore, such a calculation maybe used to evaluate the levels of total bending moments (static plus dynamic) to be expected. Accordingly, standard bending moment calculations for several waveheights and for still water may be made to produce an Mj vs Q log (M>Mj) plot by plotti~ ~he obtained he bending moments at the probabilities corresponding to the X ~ values at

()

which the bending moments have been calculated. The sense (hog or sag) of this curve of expected moments will be the same as that of the still water bending moment. By subtracting 2 times the still water bending from its ordinates a curve of expected moments of the opposite sense may be obtained. The foregoing procedure should be based upon the load condition of the design yielding the highest still water bendi~ moment, since the effect of load distribution is more significant to the calculated wave bending

moment than is the draft at which it occurs. Finally, if the base scale of probability is multiplied by the expected number of oscillations in the intended life of the ship, the resultant log 10 base scale will indicate the numbers of oscillations during the life of the ship in which it should be expected the Mj lev-elsof bending moments are reached. In applyi~ the foregoing proceduz-es to the subject design 4. it was considered that probabilities based on average North Atlantic weather would be realistic yet not overly conservative, in view of contemplated tramp operations in the various seas of the world. Accordingly, (Al) for a 600 foot ship are the values given by Figure 18 of Refereme considered valid for this application, subject to minor correction for Froude number. Based on Figure 12 of Reference (Al), increasing the Freud rnunber from 0.1 to about 0.2
Q = lo-lof

would increase the ~

L

value at

rom about .0485 shown on Figure 18 of Reference (Al) to .O~.

Bending moment estimates for the various loadings of the 5. MV CHALLENGER were reviewed. Noti,ngthat the subject design will have a deeper load line than the loadings reviewed, and further that light ship weight is expected to be about 2900 tons less than that used in the estimates, Mandelli methods were used to correct for the effects of these. Accordingly, the design bending moment was estimated to vary from 1S0,000 foot tons (sagging) in still water to 67~,ooo foot tons for an
he L = .O.!J wave.

The resulting Mj vs Q log 10 (M>Mj) plot is shown on

Figure Al. Based upon an expectancy of 1.26 x 108 cycles in as computed thereon for the designis lifetime, it may be expected that once in its lifetime the bending moment will exceed S7S,2~0 foot tons. Also in its lifetime, -thereis a 99 per cent probability that the bending moment will not exceed 680,2s0 foot tons. This is obtained by a statistical method given in Appendix A of Reference (A2) and is recommended as the bending moment to be used in yield stress considerations. However, for fatigue considerations the values in the probability range from 1 to 1.26 x 10-8 are considered appropriate.

-123-

FIG. 1A Long Term Distribution of Vertical Bending Moment (For Preliminary Design)

6 5 - - L j ___ _
2

--7 -~

wI 1 t
10 I

{s: 1 ..tn !

.-. .----. -. ~ s I # q ~o-b

I

Q(M>

Mj)

1o-1o

10-8
I
1

-6

10-2 1

-MN(M > Mj)

I02

104

~06

108

+N (M>Mj)

is probablenumberof Wnes Mj willbe exceededby shipsbending momentin its lifettieof n cycles.

200

(n=20

Yrsx

Sea Days/Yr x 864oo Sec/Dayx

w+.3666

cm

= 1.26x

108

Cyc.)

M-% Average North Atlantic

(2 ~~.Wa~. - ~) Note: Fatigue Factor R Value Z j

-124-

APPENDIX B

EXCERPTS FROM RULES AID REGULATIONS FoR CARGO AND MISCELLANEOUS VESSELS Subchapter I
CG-257

PART 92 - CONSTRUCTION AND AR.RJINGE.MENT

P2.OT STRUCTURAL FIRE PROTECTION 92.07-1 Application

(a) The provisions

of

tkIis

subpart,with the exceptionof Section

.92*OT-p0,-shall apply to all vessels of 4,000 ~ross tons and over contracted for on or after January 1, 1962. Such vessels contracted for prior to January 1, 1962, shall meet the requirements of Section 92.Oi-9O(a).
(b) The provisions of this subpart, with the exceptionof Section 92.07-09, shall apply to all industrial vessels of 300 gross tons and over but less than 4,000 gross tons, contracted for on or after July 1, 1968, which carry in-excess of 12 industrial personnel. Such vessels of contract.ed for prior to July 1, 1968, shall meet the requirements Section 92.07-90(b).

92-07-s Definitions 92,.07-~(a) Standard fire test. A standard fire test is one which develops in the test furnace a series of time temperature relationships as follows: S 10 30 60 minutes minutes minutes minutes 1,000 1,300 I,SSO 1,700 degrees degrees degrees degrees F F F 1?

Class divisions. Bulkheads or decks of the A Class 92.07-s(b) 11A!! shall be composed of steel or equivalent metal construction, suitably stiffened and made intact with the main structure of the vessel, such as shell, structural bulkheads, and decks. They shall be so constructed, that if subjected to the standard fire test, they would be capable of preventi~ the passaEe of flame and smoke for one hour. Class bulkheads. Bulkheads of the W1 Class shall be 92.07-~(c) l!B1l constructed with approved incombustible materials and made intact from deck to deck and to shell or obhe~ bounda~ies. They shall be so constructed that, if subjected to the standard fire test, they would be capable of preventing the passage of flame and smoke for one-half hour. Class divisions. Bulkheads or decks of the llCtr Class 92.07-J(d) ICI! shall be constructed of approved incombustible materials, but need meet no requirements relative to the passage of flame.

-12592.07-5(e) Steel or other equivalent metal. Where the term ITsteel or other equivalent metal is used in this subpart,it is intendedto provided,has requirea materialwhich, by itself or due to insulation structuraland integrityqualitiesequivalentto steel at the end of the applicable fire exposure.
92.07-5(f) Approvedmaterial. Where in this subpart approved materials are required, they refer to materials approved under the applicable subparts of Subchapter Q (Specifications)of this chapter, as follows: Deck Coverings
Strucbural Insulations Bulkhead Panels Incombustible Materials 164.006 16L.007 16L.008 16h.oo9

InteriorFinishes

164.012

is a stairwaywhich penetrates 92.07-5(g) Stairtower. A stairtower more than a Singledeck within the same enclosure.
92.07-10 Construction
The hull, superstructure, structural buikheads, decks, and deckhouses shall be constructed of steel. Alternately, the Commandant may permit the use of other suitable material in special cases, having in mind the risk of fire. g2.OT-10(a)

92.07-10(b) Eulkheads of galleys, paint and lamp lockers, and emergency generator rooms shall be of A Class construction.
92.07-IO(C) The boundarybulkheadsand decks separatingthe accommodatiotis and controlstationsfrom cargo and machineryspaces,galleys, main pantriesand storerooms, other than small servicelockers,shall be of lA~l Class construction.

92.07-10(d) Within the accommodation and service areas the following conditions shall apply:
92.07-10(d)(l)

Corridor bulkheads in accommodation spaces shall be of the lIAII or IIBClass intact from deck to deck. Stateroom doors in such bulkheads may have a louver in the lower half. 92.07-10(d)(2) Stairtowers, elevator, dumbwaiter and other trunks shall be of A]t Class construction.

92.07-10(d)(3)Bulkheadsnot alreadyspecifiedto be of A or W Class construction may be of IIAII, IBII, or llCll Class construction. 92.07-10(d)(h)The integrityof any deck in way of a stairway opening,other than a stairtower, shall be maintainedby means of 11A!! or l!B~! Class bfikheadsand doors at one level. The integrity of a stairtowershallbe maintainedby llA~l Class doom at every
level. The doors shall be of self-closing type. Holdback hooks, or other means of permanently holding the door open will not be permitted. However, magnetic holdbacks operated from the bridge or from other suitable remote control positions are acceptable.

-126-

92.07-10(d)(~) Interior
shall be of steel.

stairsj

iml~ding

stringers

and

treads~

92.07-10(d)(6) Except for washrooms and toilet spaces, deck coverings within accommodation spaces shall be of an approved type. However, overlays for leveling or finishing purposes which do not meet the requirements for an approved deck covering may be used in thicknesses not exceeding 3/8 of an inch. 92.07-lo(d)(7) Ceilings, linings, and i~~ation, including PiPe and duct laggings, shall be of approved incombustible materials. 92.07-10(d)(8) Amy sheathing, furring orholdi~ pieces incidental to th~ securing of any bulkhead, ceiling, lining, or insulation shall be of approved incombustible materials. 92.07-lo(d)(9) Bulkheads, linings, and ceilings may have a combustible veneer within a room not to exceed 2/28 of an inch in thickness. However, combustible veneers, trim, decorations, etc., shall not be used in corridors or hidden spaces. This is not intended to preclude the use of an approved interior finish or a reasonable number of coats of paint. 92.07-10(e) Wood hatch covers may be used between cargo spaces or between stores spaces. Hatch covers in other locations shall be of steel or equivalent metal construction. Tonnage openings shall be closed by means of steel plates. 92.07-10(f) Nitrocellulose or other highly flammable or noxious fumeproducing paints or lacquers shall not be used. 92.07-90 Vessels contracted for prior to July 1, 1968.
(a) For all vessels of 4,000 gross tons and over contracted for prior to January 1, 1962, existing structure arrangements and mate~ials previously approved will be considered satisfactory so long as they are maintained in good condition to the satisfaction of the Officer in Charge, Marine Inspection. Minor repairs and alterations may be made to the same standard as the original construction. Major alterations and conversions shall be in compliance with the provisions of this subpartto the satisfaction of the Officer in Charge, Marine Inspection.

(b) For industrial vessels of 300 gross tons and over but less than 4,OOO gross tons,, contracted for prior to July 1, 1968, which carry in excess of 12 industrial personnel, existing structure arrangements and materials previously approved will be considered satisfactory so long as they are maintained in good condition to the satisfaction of the Officer in Charge, Marine Inspection. Minor repairs and alterations may be made to the same standard as the original construction. Major alterations and conversions shall be in compliance with this subpart to the satisfaction of the Officer in Charge, Marine Inspection.

-127-

APPENTm

FIRE TEST METHODS

Referem es:
(cl) (C2) lls~andard
MaterialsJ -

ASTM-E-1 19-67

lFireTests on Steamship NANTASKET Vol. 4S, 1937 Transactions of SNAME Class A-60, A-39, A-is andA-O Steel 13ulk~ical heads and Decks, Navigation and Vessel hspeciion DepartCircular No. 10-63, April 1, IP63, Treas~ ment, U. S. Coast Guard Stateroom Fire Test, VO1. ~B, 19~0 Transactions of the Society of Naval Architects and Marine Engineers Fire Protection in Passenger Ships, with Particular Reference to Aluminum Structures, 19s2 Institution of Naval Architects

(C3)

(C4)

(C5)

1, Test methodshave been developedto determine,insofar as practicable,the various effectsof fires of controlledintensityon such componentsas columns,decks,bulkheadsand other members,(Reference(Cl)). The resultis of such tests are recordedas the period or fire resistance expressed in minutesor hours. They signify that the componenttested resists,to the requireddegree,the effectsof the controlledfir~ under specificconditionsof restraintor load j or both restraintand load, for the period and are reportedto the nearestintegralminute. The ratings so developedare tie acceptedcriteriaof the fire resistance of the variousmaterialsand types of construction.

2. The control for the intensity of the fire for tests of components is based on the Standard Time-Temperature Curve (FiCure C-1). This curve was prepared in 1918 throuEh conferences among represent,~tives of eleven technicel societies or organizations tailed jointly by tiilc ASTM Committee~n fireproofing and the NFPA Committee on Fire-Resistive Construction. me test exposure to b~ evaluated is plotted on Jw ~ime3* temperature graph together with the standard curve. The area unticrth~ test curve and above a baseline taken as th~ maximum temperature to which +&c CXexposed materials under consideration may be subjected witihoutdama<ze,

pressedin Jdegree-hourstl, is an approximation of the severi~yzni ti-ua~ion of a fire involvingordinay combustibles. Any Tire test data can be com~ared to the StandardTtie-Temperature Curve by the approximation that comparative measuresof fire Severity can be obtained by LLssumiI~~ t}laL the
area under the test curve, expressed in Idegree-hours, gives the equivalent severi~ to an equal area under the Standard Time-Temperature Curve. This method for recording the fire resistance of shipbuilding b. materials and constructions was first utilized during the SS NANTASKET ship-

. .

-1280

- .....

10

T
I
I

. .

20

~ 30 g E 1+

1 -+

.-.

...

40

.,

50

., -.

5 . . ..-- .
\--..

60
2

-iJL
1

TEMPERATURE(DEG~S
FIG. C-1

FAHRENHEIT)- HUNDmOS

Standard Time - Temperature

Curve for Fire Tests

A stateroom was loaded with 5 pounds board tests in 1936 (Reference (c2)). of combustibles per square foot of area. The resulting fire was found to be of a severity equal to that represented by the standard curve. All the later tests conducted at this time were compared to the standard curve and the comparative value of the exposure approximated. Thus, the comparative fire resistance of the various materials and constructions were evaluated.

~ this method the U. S. Coast Guard, in conjunction with the 5* National Eureau of Standards have developed constructions utilizing approved materials for steel ships based on a time-temperature rating, Reference (C3). Some subsequent tests for aluminum have been conducted, again using this method of evaluation, (References (C4) and (CS)). This is also the basis of the tests being conducted under the auspices of the Society of Naval Architects and Marine Engineers and the U. S. Coast Guard.

ulltil-ndd~l

LLw

Security Classification
DOCUMENT ,S~.Cu~jlyClas.rfrration of
ORIGINATING bb~ & c~~, ACTIVITY Inc. (Corpora tj[Ie, body of ab.?tracf and tew[hor)

CONTROL
irjdcxjr,k~

DATA
.?u,.1

- R & D
be entered when !IIC .vdr~ll RlTY ~epor( is cla~sif; cd) 2a. REP OR T5Ccu CLASSIFICATION

annotation

Ilnrla<slflprl
2b. GRouP

!W York,
REPORT

New
TITLE

York

Design Considerations for Aluminum Study of Aluminum Bulk Carrier

DESCRIPTIVE NOTES (Type

Hull

5~ructures

Of~~~O~f ~cf ;~el~.?~. date.)

inicia[, last name)

Final Technical Report .. SSC-218

AU THOR(5) {Fi<. t name, middl.

Charles J: Altenburg, and Robert

J.

$Cott

REPORT

DATE

70.

TOTAL

NO

OF

PAGES

7b.

NO.

OF

REFS

November 1970
CONTRACTOR GeANT NO.

128
9LI. ORIGINATOR*5 REPORT NUMBER(S)

71

NOO024-70-C-5138
PROJECT NO.

16671/1-598
gb, OTHEe REPORT fhit+ report) NO(5) (Any other tiumbcrs that may b. es. igned

SF354-22-306 Task 2022, SR-190

D15TWIF4UTIOM

STATEMENT

Distribution of this Document, SSC-218, is unlimited.

SUPPLEMENTARY NOTES 12. SPONSORING MILITARY ACTIVITY

Naval Ship Engineering Center

4B5TRACT

This .study was undertaken to evaluate the benefits and constraints that will evelop when ship design as well as fabrication procedures are modified to employ luminum alloys instead of steel for hull structure of a large deadweight carrier. The fabrication of a large aluminum hull with state of the art materials and obstruction techniques is shown to be technically feasible. Present 5000 series 11OYS have adequate properties, though additional research is required, particularly nto fatigue characteristics. Experience to date with existing aluminum ships has een good, though instances of cracking at welds and corrosion have been noted. riteria for the design of the aluminum hull structure are presented and justified. lethods of fire protection and system/equipment installation are evaluated, and opertiOt7al characteristics of an aluminum bulk carrier are reviewed, The designs of a large aluminum bulk carrier and an equivalent steel ship are pr~ ented and compared. The aluminum ships structure weighs 43 per cent less than the Cargo deadweight is inteel ship, and its hull is about 50 per cent more flexible. reased 7-1/2 per cent. Cost studies indicate that for the same return on investment the required freight ate of the aluminum bulk carrier is higher than the equivalent steel ship, for all evels of procurement, assumed hull life, or voyage length considered.

u
S/N

1:::.51473(PAGE 1)
.807.6 .S01

.,-..,, . .

UNCLASSIFIED
Security Classification

0101

ectinty 4

classification
LINK KEY WORDS ROLE WT ?OLE WT ROLE WT A LINK B Llh

Final Technical Report Aluminum Bulk Carriers Study - Aluminum Bulk Carriers Material Studies - Aluminum Bulk Carriers Fabrication - Aluminum Bulk Carriers Design Studies - Aluminum Bulk Carriers Ship Design - Aluminum Bulk Carriers Cost Studies - Aluminum Bulk Carriers

)DIFrR.,1473
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(BACK)

UNCLASSIFIED
GPO 915-616

2)

SecurityClassification

SHIP RESEARCH COMMITTEE Maritime TransportationResearch Board. National Academy of Sciences-Nat~Oriql Research Council
The Ship Research Committee has technical cognizance of the inter-agency Ship Structure Committees research program: PROF. R. A. YAGLE,

CHAIRMAN; Prof. ofiiaval Director Chief Stru&ural

Arwhiteetie,

University $ciewee,

of Michigan W6earch Co. Imt.

-. -~ : ) ~
.,

DR. 1+.N. ABRAMSON, MR. W. H. BUCKLEY,

Department ofMechanicaZ

Southeet

Criter<a and Loads, Bell Aeroaystems

U.S. Steel ce~opat~on

DR. D. P. CLAUSING, Sen~orSe~ent@t;

Manager, hbwpoz+ Neti8Shipbuilding & Dry Dock Co. Flli. A. E. COX, Senior Prognzm
MR. J. F. DALZELL, senior

Researeh Engbaea, Stevgns Institute of Technology

DR. W. D. DOTY, Senio~ Research Consultanta U.S. Steel Corporation MR. F. D. DUFFEY, Manager ofWeZding & Methods, Maryland Shipbuilding & Dry Dock Co.

MR. D. FAULKNER, Research A8BOC$@e, MassachusettsInst-itiute of Technology PROF. W. J. HALL, Prof. of Citi$l Engineering, University of Ill<nois MR. J. E. HERZ, Ch-ief Structural Design Engineer= Sun Sh<pbuiZding & DPy Dock Co. MR. G. E: KAMPSCHAEFER, PROF. B. R. NOTON,

JR, Manage;,Application E%inee~ng, ARMWSt eel

coloration

Prof of Aerospace & Civil Engineering, Washington University Coast Guard Academy

MR. W.W. OFFNER,Fresident,X-ray Engineering International

.CDR R. M. WHITE, USCG, Chief Applied Engineering Sec-L$on, U.S. MR. R. !4. RUMKE, Execut<tie Secretazy, Ship Research Conrr&ttee

Advisory Group .11,

and evaluated the proposals

ship for

Structural this project.

Design

prepared

the

project prospectus

MR. J. E. HERZ, Chairman;

Design Engineer,SunShip@ild<~& my Dock Co. MR. A. E. COX, Senior Program Manager, Neqort New Sh-ipbuilding & DPy Dock Co.
MR. D. FAULKNER, Research As60ciate, Massachusetts Iwtitute of TechnoZogzj PROF. J. E. GOLDBERG, Prof. ofCiviZ Eng{rwering:Pwdue PROF. B. R. NOTON, Bof.

Ch$ef kwtural

Univerw{ty

of Ae~ospace & Civil Enginee~ing, Washington university University of California

PROF. J. R. PAULLING, JR., Prof. & Chairman of Depmtmentof Naval Architecture, MR. D. P. ROSEMAN, Naval Architecture,Hydkonautics,Inc.

.+ .J,

CDR R. M. WHITE, USCG,

Ch{ef, Applied Engineering Section, U.S. Coast Guard Academy

,:
.-.

The SR-190 Project Advisory Commjtte.e provided-the liaisontechnical Wdances and reviewed the project reports with the investigator. PROF. B. R. NOTON, Chairman, . -of.

of Aerospace & Civ<l E@ineering, DPUVO Corporation

Washington
University

MR. C. R. CUSHING, Pregident, tis~~ng & ~OPdSfipOm, ~nc. MR. D.P. COURTSAL, Ch{ef Marine En@neer,

~.- ._

-..

SHIP STRUCTURE COMMITTEE PUBLICATIONS These dmwnents me distributed by the National Technical Information . These documents have been announced Service, Springf<tild, Vu. 22151. in the Jationul TeehnicaZ Information Servioe Jouzwul U.S. Goverment ReeeaPeh .4Development RepoFts (USGRDR) unde~ the ind{eated AD numbers.

SSC-206, Permissible Stresses and their Limitations by J. J.

AD 710520.

Nibbering.

1970.

SSC-207,

Effeet of Fbne and MeehanieaZ St~aightening on Material WopePt<e$ of WeZdnents by H. E. Pattee, R. M. Evans, and R, E. Monroe. 1970.

AD 710521.

SSC-208, Skmnhg of ships: A Critical

Review of the Current State Zeo?ge by J, R. Henry and F. C. Bailey. 1970. AD 711267.

of Know-

SSC-209, ResuZts fmm FulZ-SeaZe Measuwments of Midship Bending St~esses on

Three DPy Cargo Ships by 1. J. Walters AD 712183. SSC-21O, Anulysie of Skwm@
Wheaton, C. H. Kane, and F. C. Bailey. 1970.

Data fmm

P. T. Diamant,

the S. S. WoZvez+ne State by J. M. F, C. Bailey, 1970. AD 713196.

SSC-211, Design & InstaZZation of a Ship Response Instnunentation Sgstem Aboard the Conta-inm VesseZ S. S. Bostonr by R. A. Fain, J. Q. Cragin, and B. H. Schofield. (To b~ published). SSC-212, Ship Response Instrwnentation Aboard the ContaineP VesseZ S.S. Zst GperationaZ Season in flopth Atzantic Boston: ReeuZts fwnthe Sexwice byR. A. Fain, J. Q. Cragin, and B. H. Schofield. 1970. AD 712186, SSC-213, A Guide foP Ult~asonic Testing and Evacuation of Weld FZaus by R. A. Youshaw. 1970. AD 713202. SSC-214, Ship Response Instrumentation Aboard the Containe~ Vessel S, S.
Bostont: ResuZts f~om 2 GpePatidnd Seasons in ~opth At~ant~c Serwiee by J. Q. Cragin. 1970. AD 712187.

SSC-215, A Guide fop the Synthesis of Ship Struetwes Part One - The Midship Hold of a Tranwe~sely-Frwned my Cargo Ship by Manley St. Denis. 1970. AD 717357 SSC-216, To be PubZished. SSC-217, Compressive Strength of Ship HuZl GirdePs: Part I - Unstiffened Plates by H. Becker, R. Goldman, and J. Pazerycki Mithras. 1970. AD 717590

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