An experimental study on Kca value to arrest a running brittle crack in structural model specimens with steel plate of 100 mm thickness for container ships

Abstract

With demand for ultra-large container ships, high-strength steel plates with extremely large thicknesses are applied to the structural elements around hatch side structures. The two longitudinal plates of the upper deck and hatch side coaming are the main structural elements that support bending stress during hogging of the ship structure, and brittle crack arrest toughness as well as crack initiation toughness are required in these steel plates to avoid the catastrophic ship damage. Although the International Association of Classification Societies prescribes a unified requirement for brittle crack arrest steel plates providing the value of brittle crack arrest toughness Kca at − 10 °C for plate thicknesses of 80 mm or less, ultra-large container ships using steel plates with thicknesses exceeding 80 mm are continuously required and built. In the present work, brittle crack arrest tests with large scale structural model specimens which simulate the structural element of the hatch side structure were performed to investigate the Kca value required to arrest a running brittle crack for steel plates with the thickness of 100 mm. The present investigation suggested that the test plate simulating upper deck could arrest a running brittle crack at the plate Kca of 6000 N/mm3/2, nevertheless the Kca value of 8000 N/mm3/2 was needed in the test plate simulating hatch side coaming. The different Kca values required to arrest a running crack between the test plates simulating the upper deck and the hatch side coaming are also discussed from the viewpoint of the arrested crack size and shape.

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Acknowledgements

The present work was achieved on the platform of the Japan Welding Engineering Society (JWES). A joint industrial research committee named the ATE3 (3rd phase Arrest Toughness Evaluation) Committee was organized with the participation of ClassNK, steel manufacturers, shipbuilding companies and universities in Japan. Here, the authors gratefully acknowledge the contribution of all the committee members and express their thanks to all those concerned for their appropriate advices in the test planning and fruitful discussions of the test results.

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Correspondence to Tetsuya Tagawa.

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Appendix

Appendix

Additional photographs of the tested specimens are shown in Figs. 22, 23, 24. The figure numbers in Appendix are referred in the main text.

Fig. 22
figure22

Photographs of specimen after brittle crack arrest test (Test 2-2). a Bottom view of test plate side. b Bottom view of dummy plate side. c Magnified image of white square (c) in a

Fig. 23
figure23

Photographs of specimen after brittle crack arrest test (Test 2-3). a Bottom view of t/4 (25 mm) groove depth side. b Bottom view of t/3 (33 mm) groove depth side. Where t means the total plate thickness of 100 mm

Fig. 24
figure24

Photographs of specimen after brittle crack arrest test (Test 2-4). a Bottom view of t/4 (25 mm) groove depth side. b Bottom view of t/3 (33 mm) groove depth side. c Magnified image of white square (c) in a. d Magnified image of white square (d) in b. Where t means the total plate thickness of 100 mm

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Tagawa, T., Tajika, H., Handa, T. et al. An experimental study on Kca value to arrest a running brittle crack in structural model specimens with steel plate of 100 mm thickness for container ships. J Mar Sci Technol 25, 943–963 (2020). https://doi.org/10.1007/s00773-019-00692-7

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Keywords

  • Container ship
  • Hatch side structure
  • Brittle crack arrest design
  • Thick steel plate
  • Structural model test
  • Brittle crack arrest toughness
  • Weld joint