1、Designation: F1455 92 (Reapproved 2017) An American National StandardStandard Guide forSelection of Structural Details for Ship Construction1This standard is issued under the fixed designation F1455; the number immediately following the designation indicates the year oforiginal adoption or, in the c
2、ase of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.INTRODUCTIONThe principal aim of this guide is to depict recommended practices related to the design
3、of shipstructural details. The importance of structural details is clear:(1) Their layout and fabrication represent a sizable fraction of hull construction costs.(2) Details are often the source of cracks and other failures which, under certain circumstances,could lead to serious damage to the ship
4、hull girder.(3) The trend toward decreasing ship hull scantlings (that is, increasing average hull stresses) hasthe potential of increasing the damage to details.(4) Researchers have largely neglected the analysis of structural details at least in part because theconfiguration and purpose of these d
5、etails vary greatly and are not commonly described or discussedin the literature.Due to lack of analytical and experimental effort devoted to structural details, their determinationhas been left up to draftsmen and designers, with very little engineering input.In two comprehensive reviews2,3of the p
6、erformance of structural details, 86 ships were surveyed.These included naval and commercial ship types. The commercial ships included both U.S. andforeign built. The vessels ranged from 428 to 847 feet in length, from 18 000 to 90 000 tons indisplacement, and from five to twenty-six years in age. T
7、he details obtained were grouped into 12typical families. Knife Edge Crossings (Family No. 6) and Structural Deck Cutout Details (Family No.9) are shown but not covered in detail in this guide. The remaining ten detail families were furthercategorized into 53 groups comprising a total of 611 detail
8、configurations. A number of theseconfigurations are very similar to others in detail geometry and such duplicates have been excludedfrom this guide. A number of others were eliminated because of relatively infrequent observed use. Asa result, a total of 414 details are included herein. However, all
9、611 details can be found in “StructuralDetails,”4if desired.In total, 607 584 details were observed with a total of 6856 failures. Failures were attributed to oneor a combination of five categories: design, fabrication, welding, maintenance, and operation (see 4.1through 4.1.5). This extensive, well
10、 documented research, together with engineering judgement,provides the principal support for this guide.1. Scope1.1 This guide provides a recommended list of selected shipstructure details for use in ship construction.1.2 Structural details which have failed in service and arenot recommended for use
11、 in ship construction are included aswell.1.3 This guide is intended to convey the lessons learned ondifferent configurations of ship structure details, not thedimensions, thickness, or construction methods which wouldresult from structural calculations.41This practice is under the jurisdiction of A
12、STM Committee F25 on Ships andMarine Technology and is the direct responsibility of Subcommittee F25.01 onStructures.Current edition approved May 1, 2017. Published May 2017. Originallyapproved in 1992. Last previous edition approved in 2011 as F1455 92 (2011).DOI: 10.1520/F1455-92R17.2Jordan, C. R.
13、, and Cochran, C. S., “In-service Performance of StructuralDetails,” SSC-272, Ship Structure Committee Report, March 1977, availablethrough the National Technical Information Service, Springfield, VA 22161.3Jordan, C. R., and Knight, L. T., “Further Survey of In-service Performance ofStructural Deta
14、ils,” SSC-294, Ship Structure Committee Report, May 1979, avail-able through the National Technical Information Service, Springfield, VA 22161.4Jordan, C. R., and Krumpen, P., Jr., “Structural Details,” American WeldingSociety Welding Journal, Vol 63, No. 1, January 1984.Copyright ASTM International
15、, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United StatesThis international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for theDevelopment of International Standards, Guides a
16、nd Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.11.4 This international standard was developed in accor-dance with internationally recognized principles on standard-ization established in the Decision on Principles for theDevelopment of Internati
17、onal Standards, Guides and Recom-mendations issued by the World Trade Organization TechnicalBarriers to Trade (TBT) Committee.2. Terminology2.1 Definitions of Terms Specific to This Standard:2.1.1 Terms:2.1.2 beam bracketa bracket at the end of framing orstiffening members that is used for increased
18、 strength, conti-nuity and end constraint.2.1.2.1 DiscussionSee Fig. 1.2.1.3 clearance cut-outsa hole or opening in a piercedmember to allow passage of a piercing member.2.1.3.1 DiscussionSee Fig. 2.2.1.4 gunwale connectionthe connection of the sheerstrake to the stringer strake of the uppermost dec
19、k of the hull.2.1.4.1 DiscussionSee Fig. 3.2.1.5 knife edge crossingthe projected point intersectionof members (plate members, stiffeners or bulkheads) onopposite sides of an intervening plate member. An undesirablecondition to be avoided.2.1.5.1 DiscussionIncluded for information only, see 3.1.2.1.
20、5.2 DiscussionSee Fig. 4.2.1.6 miscellaneous cut-outsmall holes or openings of avariety of sizes and shapes used for access, drainage, ease offabrication, stress relief, and so forth.2.1.6.1 DiscussionSee Fig. 5.2.1.7 non-tight collara fitting at the cut-outs in way of theintersection of two continu
21、ous members that provides lateralsupport for the piercing member which does not fully fill thecut-out area of the pierced member. May be a lug.2.1.7.1 DiscussionSee Fig. 6.2.1.8 panel stiffenersintercostal, non-load-carrying mem-bers used to reduce the size of plate panels.2.1.8.1 DiscussionSee Fig.
22、 7.2.1.9 stanchion endsstructural fittings at the ends (top andbottom) of a stanchion to transfer loads from the supportedmember to the supporting member.2.1.9.1 DiscussionSee Fig. 8.2.1.10 stiffener endsthe configuration of the end of anunbracketed, non-continuous stiffener.2.1.10.1 DiscussionSee F
23、ig. 9.2.1.11 structural deck cutsallow passage through decksfor access, tank cleaning, piping, cable, and so forth.2.1.11.1 DiscussionIncluded for information only, see 3.1.2.1.11.2 DiscussionSee Fig. 10.2.1.12 tight collaras per non-tight collar but the cut-out inthe pierced member is fully filled
24、and is air-, oil-, or watertightas required. Tight collars may be lapped or flush fitted.2.1.12.1 DiscussionSee Fig. 11.2.1.13 tripping bracketa bracket or chock that provideslateral support to framing and stiffening members. Supportmay be provided to either the web or the flange, or to both.2.1.13.
25、1 DiscussionSee Fig. 12.2.2 Symbols:2.2.1 Symbols are as indicated in Fig. 13. The detailidentification symbol (Fig. 13, 1-J-1 for example) is the sameas that assigned in the original research reports and is retainedthroughout for all details for ease in referring back to thereports if desired.FIG.
26、1 Beam Brackets (Family No. 1)FIG. 2 Clearance Cut-Outs (Family No. 8)FIG. 3 Gunwale Connections (Family No. 5)FIG. 4 Knife Edge Crossing (Family No. 6)FIG. 5 Miscellaneous Cut-Outs (Family No. 7)F1455 92 (2017)23. Summary of Guide3.1 In this guide, details are shown for the ten families ofstructura
27、l details identified above and as shown in Figs. 1-3,Figs. 5-9, Fig. 11, and Fig. 12. Knife Edge Crossings, Fig. 4,are not discussed further in this guide since none wereobserved in the research and fortunately so. This detailrepresents very undesirable structural conditions and is to beavoided. Str
28、uctural Deck Cuts, Fig. 10, are not discussed in thisguide since this detail must be considered in relation to the sizeof the opening and its proximity to primary structures.3.2 Evaluation of details shown in Figs. 14-23 is based onin-service experience as described in “Design Guide forStructural De
29、tails”.5Data for over 400 details is summarizedand rated in the figures by observed relative successfulperformance. Each of the ten families of details includeconfigurations with no signs of failures. The details withoutfailures within each family group are shown in descendingorder of numbers observ
30、ed. Those details with failures areshown in ascending order of failures (percentage are indicatedfor each). Thus the first detail shown in each family group hasthe best observed service performance and is most highlyrecommended while the last has the highest failure rate andtherefore least desirable
31、.3.3 These details, rated as indicated above, provide guid-ance in the selection of structural detail configurations in futuredesign and repair of such details.4. Failure Causes4.1 Failures in the details shown in Figs. 14-23 wereattributed to either one or a combination of five categories:design, f
32、abrication, welding, maintenance, and operation.4.1.1 Design:4.1.1.1 Design failures generally resulted from the omissionof engineering principles and resulted in a buckled plate orflange; the formation of a crack in a plate, flange or web; or therupture of the bulkhead, deck or shell. Each of the f
33、amilies,with the exception of tight collars, had detail failures attributedto design.4.1.1.2 Failures directly related to design in structural de-tails and supporting members were the result of being sizedwithout adequate consideration of applied forces and resultingdeflections.5Jordan, C. R., and K
34、rumpin, R. P., Jr., “Design Guide for Structural Details,”SSC 331, Ship Structure Committee Report, August 1990, available through theNational Technical Information Service, Springfield, VA 22161.FIG. 6 Non-Tight Collars (Family No. 3)FIG. 7 Panel Stiffeners (Family No. 12)FIG. 8 Stanchion Ends (Fam
35、ily No. 10)FIG. 9 Stiffener Ends (Family No. 11)FIG. 10 Structural Deck Cuts (Family No. 9)FIG. 11 Tight Collars (Family No. 4)FIG. 12 Tripping Brackets (Family No. 2)F1455 92 (2017)34.1.1.3 In the beam bracket configurations of Family No. 1(Fig. 14), 20 % of the surveyed failures attributed to desi
36、gnwere caused by instability of the plate bracket edge or byinstability of the plate bracket panel. This elastic instability,which resulted from loads that produce critical compressive orshear stresses, or both, in unsupported panels of plating, can beeliminated when properly considered in the desig
37、n process.4.1.1.4 The failures of beam brackets by cracking occurredpredominately where face plates had been sniped, at thewelded connections, at the ends of the brackets, at cutouts inthe brackets, and where the brackets were not properly backedup at hatch ends. The sniping of face plates on bracke
38、tsprevents good transition of stress flow, creates hard spots andproduces fatigue cracks due to the normally cyclic stresses ofthese members. Care must be taken to ensure proper transitionwith the addition of chocks, back-up structure, reinforcementof hole cuts, and the elimination of notches.4.1.1.
39、5 To reduce the potential for lamellar tearings andfatigue cracks in decks, bulkheads, and beams, transitionbrackets should be made continuous through the plating orsupported by stiffeners rigid enough to transmit the loads.4.1.1.6 The greater number of failures in the trippingbracket configurations
40、 of Family No. 2 (Fig. 15), occurred athatch side girders, particularly in containerships. This will be acontinuing problem unless the brackets are designed to carrythe large lateral loads due to rolling when containers arestacked two to four high on the hatches. The brackets must, inturn, be suppor
41、ted by properly designed backing structure totransmit the loads to the basic ship structure.4.1.1.7 Tripping brackets supported by panels of plating canbe potential problems depending on the plate thickness. Brack-ets landing on thick plating in relationship to its own thicknessmay either buckle in
42、the panel of the bracket, produce fatiguecracks along the toe of the weld, or cause lamellar tearing inthe supporting plate. Brackets landing on plating with athickness equal to, or less than its own thickness, may causeeither fatigue cracks to develop or buckling of an unsupportedpanel of plating.4
43、.1.1.8 The non-tight collar configurations of Family No. 3(Fig. 17) experienced only a few failures. There areconsiderations, however, that must be used by the designer toensure the continuation of this trend. The cutouts should beprovided with smooth well rounded radii to reduce stress risers.Where
44、 collars are cut in high stress areas, suitable replacementmaterial should be provided to eliminate the overstressing ofthe adjacent web plating. These considerations should reducethe incidents of plate buckling, fatigue cracking, and stresscorrosion observed in this family.4.1.1.9 For detail Family
45、 No. 7, miscellaneous cutouts, (Fig.20), the reasons for failure were as varied as the types ofcutouts. Potential problems can be eliminated by the designerif, during detail design, proper consideration is given to thefollowing:(1) Use generous radii on all cuts.(2) Use cuts of sufficient size to pr
46、ovide proper weldingclearances.(3) Avoid locating holes in high tensile stress areas.(4) Avoid square corners and sharp notches.(5) Use adequate spacing between cuts.(6) Properly reinforce cuts in highly stressed areas.(7) Locate cuts on or as near the neutral axis as possible inbeam structures.(8)
47、Avoid cuts at the head or heel of a stanchion.(9) Plug or reinforce structural erection cuts when locatedin highly stressed areas.4.1.1.10 The most damaging crack observed during thesurvey was in the upper box girder of a containership. Thisstructure is part of the longitudinal strength structure of
48、 theship in addition to being subjected to high local stresses due tothe container loading in the upper deck. Openings in thisstructure must be located, reinforced, and analyzed for second-ary bending stresses caused by high shear loads.4.1.1.11 The clearance cutouts of Family No. 8 (Fig. 16) arebas
49、ically non-tight collars without the addition of the collarplate. Suggestions made for non-tight collars and miscella-neous cutouts are applicable for this family.4.1.1.12 Well rounded corners with radii equivalent to 25 %of the width perpendicular to the primary stress flows should beused. Special reinforcements in the form of tougher or higherstrength steel, inserts, coamings, and combinations of theabove should be used where fatigue and high stresses are aproblem.4.1.1.13 In general, failures in stanchion ends, Family No.10 (Fig. 21), were cracks which d
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