Ship Impact Analysis

Design for Ship Impact
DESIGN FOR SHIP

IMPACT
18 Dec 2014 1 Dr. S. Nallayarasu

Department of Ocean Engineering
Indian Institute of Technology Madras-36
 Design for Ship Impact  Plastic Design Concepts
 Examples of ship collision accident  Plastic Hinge concept
 Collision Mechanics  Plastic capacity of sections
 Reaction Force to Deck  Shape Factors
 Dissipation of strain Energy  Moment-axial force interaction
 Force Deformation Relationship  Plastic collapse load
 Design basis  Maximum allowable rotation
 Vessel size  Marshal joint rotation criteria
 Impact types  Joint capacity
 Impact locations  System analysis
 Energy dissipation  Reserve strength ratio
 Impact energy
 Energy absorption
 API RP 2A recommendations
 Global Damage assessment
 During impact
 Dent model
 Dent force
 Post Impact Assessment

DESIGN FOR SHIP COLLISION

Examples of ship impact accident

Examples of ship impact accident

Collision mechanics
Strain energy dissipation- The collision energy to be dissipated as strain energy

any depending on the type of installation and the purpose of the analysis be
taken as
ms = ship mass
Compliant Installations 2
 vi  as = ship added mass
1   vs = impact speed
Es   ms  as  vs 2 
1 vs 
mi = mass of installation
2 m  as
1 s ai= added mass of installation
Fixed Installations mi  ai vi – velocity of installation
1
Es   ms  as  vs 2 J= mass moment of inertia of
2 installation (including added mass
2
Articulated columns  vi  ) with respect to effective pivot point
1  
Es   ms  as  vs 2 
1 vs 
z= distance from pivot point to point
2 ms z 2
1 of contact.
J
Design principles
• Strength design implies that the
installation is strong enough to
resist the collision force with minor
deformation, so that the ship is
forced to deform and dissipate the
major part of the energy.
• Ductility design implies that the

installation undergoes large plastic
deformation and dissipates the
major part of the collision energy.
Energy dissipation for strength,
ductile and shared-energy design • Shared energy design implies that
both the installation and ship
contribute significantly to the
energy dissipation.

Reaction force to deck
In the acceleration phase the inertia of the topside structure generates large
reaction forces. An upper bound of the maximum force between the collision
zone and the deck for bottom supported installations may be obtained by
considering the platform compliant for the assessment of total strain energy
dissipation and assume the platform fixed at deck level when the collision
response is evaluated.

Dissipation of strain energy
The structural response of the ship and installation can formally be represented
as load-deformation relationships.
The strain energy dissipated by the ship and installation equals the total area
under the load-deformation curves.
Ws ,max Wi ,max
Es  Es , s  Es , i  
0
Rs dws  
0
Ri dwi
Dissipation of strain energy in ship

and platform
Force-deformation relationship for bow with and without bulb.

Force-deformation relationship and contact area for the bulbous bow of a
VLCC

Energy dissipation in bow versus brace resistance

Energy dissipation in bow if
Contact Location brace resistance R0
>3MN >6MN >8MN >10MN
Above bulb 1 MJ 4 MJ 7 MJ 11 MJ
First deck 0 MJ 2 MJ 4 MJ 17 MJ
First deck-oblique brace 0 MJ 2 MJ 4 MJ 17 MJ
Between forecastle/first deck 1 MJ 5 MJ 10 MJ 15 MJ
Arbitrary location 0 MJ 2 MJ 4 MJ 11 MJ

Vessels
• Passing vessels in the nearby shipping route

• Could be large size
• Unknown sizes ?
• Frequency unknown
• Supply boats or vessels
• Could be around 100 Tonnes DWT to 1000 DWT
• Frequency can be estimated
• Installation vessels and barges in the vicinity
• Large sizes
• Potentially dangerous due to installation operations

VESSEL IMPACT
Vessel impact could be due to any one or more of the following
reasons.
• Worsening weather conditions

• Engine failure
• Manual error
• Combination of the above
Primary importance of Vessel impact is to estimate the following

parameter to assess the risk associated with the event
• Size of vessel
• Speed of approach
• Frequency

CLASIFICATION OF IMPACT
Impact can be classified into two broad categories
• Operational Impact
• Accidental impact
Operational impact is associated with known locations such as boat

landing, fenders, barge bumpers etc
Accidental impact is associated with unknown locations on jacket

legs, braces etc
The velocity and vessel size may be higher and sometimes very
severe.

TYPES OF IMPACT
In order to assess the energy imparted by the vessel on to the
structure, the vessel impact can be classified in to following categories
• Stern / Bow impact

• Broadside impact
Energy dissipation occurs during the process of impact both in the

vessel side and on the platform side by various mechanisms
Impact can be classified into two broad categories
• Operation Impact
• Accidental impact

VESSEL COLLISION
All exposed elements at risk in the collision zone of an installatiom

should be assessed for accidental vessel impact during normal
operations
The collision zone is the area on any side of the platform that a vessel
could impact in an accidental situation during normal operations. The
vertical height of the collision zone should be determined from
considerations of vessel draft, operational wave height and tidal
elevations.
Elements carrying substantial dead load ( that is, knee braces), except
for platform legs and piles, should not be located in the collision zone. If
such elements are located in the collision zone they should be assessed
for vessel impact.

Ship Impact Scenario In the Splash zone the most

likely impact scenarios are:
 Broadside impact at one
of the legs of the platform
 Bow or stern impact of
one of the braces in the
splash zone.
Force
during
collision
Dent
caused by Dent
ship impact geometry
according
to Amdahl


CORNER IMPACT

BROAD SIDE COLLISION
Approach Velocity (v)

BOW/STERN COLLISION
Approach Velocity (v)
Vessel mass =m
Added mass factor a=1.1

IMPACT LOCATIOPNS


IMPACT ENERGY
The kinetic energy of a vessel can be calculated using the below

equation
E = 0.5 a m 2
Where
E = the kinetic energy of the vessel

a = added mass factor
= 1.4 for broadside collision
= 1.1 for bow/stern collision
m = vessel mass
= velocity of vessel at point.

ENERGY ABSORPTION
The energy absorption capacity depends on the following

depending on the configuration of the structural system and vessel
• Local denting
• elastic beam bending
• Plastic bending/hinge formation and rotation
• Plastic tensile strain
• global deflection of the installation
• local deformation of the vessel

API RP 2A RECOMENDATION
For platforms in mild environments and reasonably close to their base

of supply, the following minimum requirements should be used,
unless other criteria can be demonstrated.
Vessel mass = 1,100 short tons (1,000 metric tons)

Impact Velocity = 1.64 feet/second)
The 1100 short ton vessel is chosen to represent a typical 180-200

foot long supply vessel in U.S Gulf of Mexico.
For deeper and more remote locations, the vessel mass and impact
velocity should be reviewed and increased. In shallow areas, it may
be possible to reduce this criteria where access to the platform is
limited to small workboats.

Ship collision
During Impact Post impact
Vessel Structures Capacity to sustain

structures
integrity further load
Dent formation
Elastic beam bending
Plastic bending / Hinge formation
Global deformation of structure

DAMAGE ASSESSMENT
Two cases should be considered:
1. Impact (energy absorption and survival of platform).

2. Post-impact (platform to meet post-impact criteria).
Primary framework should be designed and configured to absorb

energy during impact, and to control the consequences of damage
after impact. Some permanent deformation of members may be
allowable in this energy absorption.
The platform should retain sufficient residual strength after impact

to withstand the one-year environmental; storm loads in addition
to normal operating loads. Special attention should be given to
defensible representation of actual stiffness of damaged members
or joints in the post-impact assessment. Damaged members may
be considered totally ineffective providing their wave areas are
modeled in the analyses.
DURING IMPACT
During impact following shall be considered
1. Local Buckling
2. Denting and Energy absorption capacity
3. Member strength in bending and axial combined (elastic)
4. Member strength in bending and axial combined (elasto-plastic)
5. Global Structural strength against total collapse
6. Joints capacity against rupture

AFTER IMPACT
After impact following shall be considered
• Adequate global reserve strength

• Failed members to be removed from analysis
• Joints capacity against rupture
• Need to resist 1 year design environmental loads
• This allow time to repair if possible


Plastic stress distribution in pure bending for a dented
tubular 
Stress free d
-y
Plastic Compression
/2
+y
Plastic tension
Dent Depth  d  D(1  cos  ) / 2

sin 
Plastic Section Modulus Z  D .t (1  cos  / 2) 
2
2
Dent Geometry according to Amdahl
Where
d = the dent depth.
D = the diameter of the tubular.
t = wall thickness.
Mp = the section property of the tube wall, given by:
t 2 .Fy
Mp 
4
EFFECT OF DENT DEPTH ON SECTION MOUDULUS
Relation between plastic modulus and dent depth

1
Realtive section modulus
0.8
Zr i 0.6
0.4
0.2
0 0.1 0.2 0.3 0.4 0.5
dr i
Relative dent depth

DENTING MODEL
The denting of a tubular is described by the equations by Amdahl or

by Ellinas & Walker. These equations for the impact force (P) and the
impact energy (E), obtained from integration of the impact force as
a function of the depth are:
- Ellinas and Walker: P  150.M p .

d
D
E  100.M p . d
1.5
D
-Amdahl P  21.M p .
d
t
E  14.M p . d
1.5
t
DENTING FORCE (API RP 2A)
A number of research studies have been performed to evaluate the

force required to locally damage tubular members. O. Furnes,
reported on these experimental test results and the relationship
between force and dent depth to be:
………………….(1)
Pd  15M p ( D / t )1/2 ( X / R)1/2
Where
Pd = the denting force.
Mp = the plastic moment capacity of pipe section plate.
= (1/4)Fyt2 with Fy being the yield strength.
D, R = the diameter and radius of the tube, respectively.
t = the wall thickness.
X = the dent depth.

The energy used in creating the dent is the integral of the force
applied over the distance or:
x
Ed   Pd dx ……………………………………..(2)
0
Combining equation (1) and (2):
Ed  14.14 M p X 3/2 1/2

t ……………………(3)
Substitution of Mp yields
Ed  3.54 Fy (tX )3/2 ………………………..(4)
And introducing the relationship X = D/B to solve for

various D/t ratios yield:
Ed  3.54 Fy (tD / B )3/2 …………………..(5)

Where:
B = brace diameter/dent depth.
RECOMMENDED DESIGN CURVE (NORSOK 1988)
Source : Nonlinear analysis of offshore

structures by Bjorn and Amdahl

Calculate the minimum thickness required for jacket brace to absorb
the impact energy of vessel of size 1000 tonnes approaching the
structure at a velocity of 1m/sec without collapse. The impact shall be
considered to be stern impact. The length and diameter of the brace is
15m and 914mm respectively. The boundary condition for the ends of
the brace shall be assumed to be 70% fixed. The maximum dent depth
shall not exceed 25% of the diameter and the maximum beam
deflection shall not exceed 100mm. Yield strength and modulus of
elasticity of steel shall taken as 345 and 2 x 105 Mpa respectively.
M v  1000tonne Vv  1.
m
sec
L m  1 .5 m
Dm  914m m
Av  1.1
Dm
 2 6 .1 1 4
T m  35 m m Tm
Assume
N
E I  0.5. Av .M v .V v 2 E m  2 .1 0 5
mm 2

Im   D m 4  ( D m  2 T m ) 4 
64
N
Fy  315
mm 2
Tm 2  1 0 5 .6 5 6
1
M p  Fy . M p .kN .m
4 m
Assume X  0 .2 5 . D m X  228.5 m m
0 .5 0 .5
 Dm   X  Pd  5.727  1 0 3 kN
Pd  15 M p    
 m 
T  0 .5 . D m 
E d  3 .5 4 . F y .( X .T m ) 0 .5 E d  873.5 kN .m
 Pd . L m 3   Pd . L m 3 
D ef  0.3    0.7   D ef  102.3 m m
 48 E m . I m   192 E m . I m 
E b  D ef . Pd
E b  585.78 kN .m
Ea  Ed  Eb
E a  1.5  10 3 kN .m
D ef m ax  100 m m T  35 m m

Im   D m 4  ( D m  2.T m ) 4 
64
 L m3   Lm 3 
Y  0.3    0.7  
 48 E m . I m   192 E m . I m 
Def max
Pdr  Pd r  5.599 103 kN
Y
0.5Tm .Pdr 2
Xr  X r  218.393mm
152 M p 2
Xr
 0.239
Dm
Ed  3.54 Fy ( X r .Tm )1.5 Ed  816.2kN .m
Eb  Def .Pdr Eb  572.678kN .m
Ea  Ed  Eb Ea  1.4 103 kN .m
  100mm X d  0.25.D m 2
  3
 

Tmr   
4 0.5
. .
 15. F y X d  0.3. L m 3   0.7 L m 3   T m r  34.5 m m
   
  48. E m . I m   192 E m . I m 

Design of boat impact protector member for an impact from vessel size 8000 tonnes
and the velocity of approach is 1.5 m/sec. Assume stern impact. The jacket legs are
spaced at 15m. The yield strength of steel shall be taken as 345 MPa and the
maximum dent depth shall not exceed 25% of diameter. Use approximate method.

DESIGN OF BOAT IMPACT PROTECTOR
V essel Size (D W T ) M v : 8000 tonne
m
V elocity V v : 1.5.
sec
Added M ass C oefficient Av : 1.1
Energy of Im pact E I :=0.5 Av .M v .V v 2
Length of M em ber L m :=15 m EI  9900kN .m
Assum ed D iam eter D m :=1000 m m
Assum ed T hickness Tm := 25 m m
5N
M odulus of Elasticity E m := 2.10 .
mm 2
N
Y ield Strength Fy := 345.
mm 2
Dm
D iam eter to T hickness R atio =40
Tm

M om ent of Inertia Im =  D m 4 -(D m -2.Tm ) 4 
64
Tm 2 1
Plastic C apacity of Plate m p =Fy . m p =53.906. kN .m
4 m
Plastic C apacity of Pipe M p =D m 2 .Tm .Fy M p =8.6  10 3 .kN .m
Assum e D ent D epth X =0.25D m X  250 m m

0.5 0.5
D   X 
Force due to assum ed dent depth Pd :=15m p .  m  .  Pd  3.616  10 3 kN
 Tm   0.5 D m 

Energy absorbed due to dent E d :=3.54Fy (X .Tm )1.5 E d =603.5kN .m
 Pd . L m 3 
Elastic D eflection of Beam  e :=    d =34.9m m
 192E m .I m 
Energy absorbed due to E b :=Pd .  e E b =126.222kN .m

elastic deflection of beam
8M
Plastic C ollapse Load Pc :=
p
Pc =4.6  10 3 kN
Lm
M axim um elastic stain lim it  y := 0.002  y = 0.2%
M axim um plastic stain lim it  p := 20  y  p = 4%

M axim um end rotation  = 2 p  =16.206. deg
Lm
D isplacem ent of plastic hinge c = .  c  2.121m
2
Energy absorbed due to E c :=Pc .(  c -  e ) E c =9597.5kN .m

plastic displacem ent
Energy absorbed -T otal Ea =Ed  Eb  Ec E a  10327.2 kN .m
Total energy absorbed is greater than the energy of impact and hence it is
acceptable.

ENERGY ABSORBING DEVICES
FENDERS SHOCK CELLS


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Design for Ship Impact

DESIGN FOR SHIP

18 Dec 2014 1 Dr. S. Nallayarasu

18 Dec 2014 2 Dr. S. Nallayarasu

DESIGN FOR SHIP COLLISION

18 Dec 2014 3 Dr. S. Nallayarasu

18 Dec 2014 4 Dr. S. Nallayarasu

18 Dec 2014 5 Dr. S. Nallayarasu

Strain energy dissipation- The collision energy to be dissipated as strain energy

• Ductility design implies that the

18 Dec 2014 7 Dr. S. Nallayarasu

18 Dec 2014 8 Dr. S. Nallayarasu

Dissipation of strain energy in ship

18 Dec 2014 10 Dr. S. Nallayarasu

18 Dec 2014 11 Dr. S. Nallayarasu

Energy dissipation in bow versus brace resistance

18 Dec 2014 12 Dr. S. Nallayarasu

• Passing vessels in the nearby shipping route

18 Dec 2014 13 Dr. S. Nallayarasu

• Worsening weather conditions

Primary importance of Vessel impact is to estimate the following

18 Dec 2014 14 Dr. S. Nallayarasu

Impact can be classified into two broad categories

Operational impact is associated with known locations such as boat

Accidental impact is associated with unknown locations on jacket

18 Dec 2014 15 Dr. S. Nallayarasu

• Stern / Bow impact

Energy dissipation occurs during the process of impact both in the

Impact can be classified into two broad categories

18 Dec 2014 16 Dr. S. Nallayarasu

All exposed elements at risk in the collision zone of an installatiom

18 Dec 2014 17 Dr. S. Nallayarasu

Ship Impact Scenario In the Splash zone the most

18 Dec 2014 18 Dr. S. Nallayarasu

18 Dec 2014 19 Dr. S. Nallayarasu

18 Dec 2014 20 Dr. S. Nallayarasu

Approach Velocity (v)

18 Dec 2014 21 Dr. S. Nallayarasu

Approach Velocity (v)

Added mass factor a=1.1

18 Dec 2014 22 Dr. S. Nallayarasu

18 Dec 2014 23 Dr. S. Nallayarasu

18 Dec 2014 24 Dr. S. Nallayarasu

The kinetic energy of a vessel can be calculated using the below

E = the kinetic energy of the vessel

18 Dec 2014 25 Dr. S. Nallayarasu

The energy absorption capacity depends on the following

18 Dec 2014 26 Dr. S. Nallayarasu

For platforms in mild environments and reasonably close to their base

Vessel mass = 1,100 short tons (1,000 metric tons)

The 1100 short ton vessel is chosen to represent a typical 180-200

18 Dec 2014 27 Dr. S. Nallayarasu

During Impact Post impact

Vessel Structures Capacity to sustain

Elastic beam bending

Plastic bending / Hinge formation

Global deformation of structure

18 Dec 2014 28 Dr. S. Nallayarasu