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Article history: The objective of this work is to analyze the fatigue strength of small scale corroded steel specimens. The
Received 10 June 2013 specimens were cut from a box girder, which was initially corroded in real sea water conditions. The sur-
Received in revised form 8 September 2013 face of 11 corroded specimens was analyzed applying photogrammetry techniques and a description of
Accepted 10 September 2013
an idealized corroded surface was established. The non-corroded specimens are identied as FAT 86 cat-
Available online 27 September 2013
egory but the fatigue test demonstrated that due to the severe corrosion degradation the experimental
fatigue results of the corroded specimens are located above the fatigue design category FAT 50 and below
Keywords:
FAT 100 referring to the nominal stress approach. The regression analysis of fatigue test results leads to
Fatigue life
Fatigue tests
m = 3.094 and Dr97:7%;m3 64:95 MPa. Fatigue assessment of crack propagation on a pit like crack ow
Corrosion based on a failure assessment diagram was performed. The admissible initial idealized ow defect has
been dened, which matches the fatigue life achieved by the fatigue test for different load categories
and corrosion degradation level.
2013 Elsevier Ltd. All rights reserved.
0142-1123/$ - see front matter 2013 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.ijfatigue.2013.09.005
138 Y. Garbatov et al. / International Journal of Fatigue 59 (2014) 137144
However, ship welded structures are not perfect and their Table 1
behavior depends on a variety of inuential factors, namely geo- Chemical composition of steel.
metric [30] and material properties [31], loadings, initial or post Element Concentration (wt.%) Element Concentration (wt.%)
built imperfections, deterioration, crack propagation denting etc. C 0.079 P <0.001
The imperfections change permanently the structural capacity of Mn 0.612 S 0.00133
welded structures that initially have been designed to resist load- Si 0.017 Cr 0.0115
ings, keeping a certain level of safety. Cu 0.0474 Ni <0.001
Fe Remainder
In a recent work box girders have been corroded in sea environ-
ment [32] and then have been tested up to ultimate strength,
showing important reduction of strength [33]. The analysis of the
results suggested that this might have been done by changes in The dimensions of the box girder specimen were 1400 800
mechanical properties of the corroded steel [34], which has sug- 600 mm. The deck panel was stiffened with ve longitudinal at
gested that this may also occur with the fatigue strength. Thus, bars with a spacing of 150 mm. The side panel was stiffened with
the objective of this work is to analyze the fatigue strength of cor- two stiffeners on a distance of 300 and 500 mm respectively and
roded small scale steel specimens that have been cut from those the bottom panel was stiffened with one stiffener in the middle
tested box girder specimens. as may be seen in Fig. 1. The box girder was made of normal ship-
Corrosion environment drastically reduces fatigue strength building steel with yield stress of 235 MPa. The chemical compo-
with respect to dry air conditions. There are important differences nents of the steel used for constructing the box girders as weight
in the results of separate and simultaneous action of corrosion percentage is presented in Table 1.
environment and fatigue load. Fatigue strength can be drastically The box-girder specimen was exposed to the Baltic seawater
reduced if the steel detail is rst corroded and later tested in dry and tested in hot water. The box girder was placed in a large tank
air condition and in this case the fatigue SN curve may have a hor- and seawater was pumped into the tank continuously. The temper-
izontal sector in the high frequency regime. In the simultaneous ature of sea water was increased and additionally oxygen depolar-
application of corrosion environment and fatigue cyclic load, the ization sub process rate was increased by the agitation of seawater,
fatigue strength is drastically reduced and the fatigue SN curve which resulted in a corrosion rate increase.
is lower and parallel to the non-corroded one. To model corrosion degradation, acceleration anodic polariza-
Fatigue damage in corrosion environment is accompanied by tion of the metal surface was used. Anodic electric current was
the appearance of many cracks, but only one of them will reach supplied by an external source. The test duration was 90 days
the size of failure. In aged structures, the corrosion degradation ini- without polarization. More detailed information about the corro-
tially is smoothing the existing sharp corners on hot spots and lat- sion set up may be seen in [32]. The total weight loss observed
ter due the penetration effect of corrosion, new hot spots are was 56 kg (23% of initial weight). The average value of the electro-
created leading to faster fatigue damage. lyte ow rate was 308 dm3/h, water temperature is 48 C and
The work presented here is analysing a small scale specimen of pH = 7.93.
a transversely stiffened welded plate, which was rstly corroded After the test was completed the box girder was covered with
and then fatigue tested. The surface of 11 corroded specimens iron corrosion products. This box girder has been subjected to ulti-
was analyzed applying photogrammetry techniques to obtain the mate strength tests as described in [3335]. Eleven fatigue test
description of the corroded surfaces. The non-corroded specimens specimens were cut from the box girder from the side shell panel
are identied as FAT 86 fatigue design category. The admissible ini- around the neutral axis of the box girder (see the locations marked
tial ow defect has been dened, which matches the fatigue life in Fig. 1). The shape of the specimens can be seen in Fig. 2.
achieved by the fatigue test for different load categories and corro-
sion degradation.
3. Photogrammetry analysis of corroded surfaces
2. Corroded test specimen To properly characterize the test specimens an analysis of their
thickness has been made employing photogrammetry techniques.
As indicated, the fatigue specimens have been cut from box The photogrammetry techniques have already been used in various
girders that have been subjected to corrosion, in a real corrosive cases for close-range measurements, including for structural test
environment in direct contact with sea water. specimen. The principles of photogrammetry are known since the
Fig. 1. Box girder after the test in hot sea water with anodic polarization [32].
Y. Garbatov et al. / International Journal of Fatigue 59 (2014) 137144 139
end of 19th century, but their real application in the industry only are then recorded by two calibrated cameras, so the computer
became possible with the development of digital cameras and automatically calculates the 3D coordinates for each of the up to
powerful computers. They provide an automatic image analysis 4 million camera pixels with high precision within just a few sec-
and fast and complex calculations. The position of a point in the onds [42].
3D space can be determined by triangulating multiple bundles of In order to completely digitize a corroded surface, several indi-
observation rays. If the spatial orientation of each bundle is known vidual measurements from various views were performed. While
in the object coordinate system, the intersection of the rays measuring the surface, the ATOS system automatically identies
delivers the desired 3D object coordinates. Such sophisticated the reference markers that are placed directly on the surface or
technique of estimating the three-dimensional coordinates of in surrounding xtures. All measurements are automatically
points on an object by measurements made in two or more merged together into the global coordinate system. The measuring
photographic images taken from different positions , is known as accuracy depends on the object size. Objects of 4 m are typically
stereophotogrammetry. measured with a 3D accuracy of approximately 0.1 mm. The accu-
Examples are available of the use of photogrammetry in ships. racy for small objects is better than 0.01 mm.
Koelman [36] presented an industrial application of CAD that con- After scanning, the ATOS software calculates a complete high-
cerned the measurements and re-engineering of the shape of a resolution polygon mesh of the object surface, creating small trian-
complete ship hull and ship parts by using photogrammetry. In gles in curved zones and large triangles in atter areas without
his study, he considered separately the 3D model measurements diminishing the meshs accuracy. Polygon meshes consist of sev-
and the topological proprieties. Furthermore, he went through a eral millions of measuring points and describe the object in a very
comparison between laser and photogrammetric techniques con- detailed way.
cluding that the latter is more appropriate for ship hull inverse The detailed polygon meshes captured by ATOS enable ap-
engineering measurements. Ljubenkov et al. [37] used photogram- proaches like rapid surface reconstruction or class-A surface mod-
metry methods in measurements of the structural deection in the eling. The surfaces of two areas on both sides of 3 cm2 for any
machinery space and displacements of the main engine were taken corroded specimen have been analyzed here (Fig. 4). First, the
before and after the launching. After the launching, they succeed in upper and lower surface topology has been established and based
obtaining structural deections up to 3 mm at the narrowest parts on them the corroded thickness has been evaluated. The non-cor-
of the hull with an accuracy of 0.2 mm. The results of a digital pho- roded thickness of the specimen was 4.5 mm. As can be seen from
togrammetric survey, performed on the 81-foot Italian Navy motor Fig. 4, the corrosion distribution is non-uniform and severe corro-
yacht Argo, were reported by Menna et al. [38]. sion deterioration is observed in many locations of the specimen.
A photogrammetric approach has also been used for laboratory
specimens, in this case for measuring weld-induced initial distor-
tions in plated structures [3941]. 4. Corrosion degradation analysis
Using photogrammetry, a fast and detailed acquisition of a cor-
roded surface shape is established by combining a stereo setup It is considered that the corrosion data from all specimens fol-
with a special projector unit, which projects different fringe pat- low the same time dependency for a mean value and standard
terns onto the object to be measured [42] (Fig. 3). These patterns deviation. The minimum, maximum, mean values and standard
deviation of measured corroded specimen thickness are given in
Table 2. However, if a different corrosion environment is present,
the time-dependent model will be different, but the corrosion
wastage dependency will remain the same. Therefore, a degree of
degradation (DOD) of corrosion wastage is presented here to ana-
lyze the effect of corrosion deterioration on the tested fatigue
specimens.
The degree of degradation indicates the plate deterioration,
which also may identify the degree of indentations, which is
Fig. 3. 3D scanner ATOS [40]. dened as:
140 Y. Garbatov et al. / International Journal of Fatigue 59 (2014) 137144
(a)
Upper surface
(b)
Lower surface
(c) Thickness
Table 2
Principal characteristics of corroded specimen thickness.
Table 3
Principal characteristics of corroded specimens.
Load group Specimen Cross section, (mm2) R Dr (MPa) Frequency (Hz) Number of cycles
A 6 52.74 0.05 120 10 552,360
7 51.48 0.05 120 10 169,023
8 53.86 0.05 120 10 915,974
10 53.37 0.05 120 10 212,719
B 9 55.67 0.05 155 10 368,200
14 51.70 0.05 155 10 842,368
17 53.33 0.05 155 10 315,611
C 4 50.12 0.05 200 10 411,43
11 51.63 0.05 200 10 69,252
12 52.72 0.05 200 10 98,715
13 51.99 0.05 200 10 119,801
Table 4 Acknowledgements
Initial defect size.
Specimen group Dr (MPa) ao (mm) 2co (mm) 2ccrit = W (mm) The experimental work on the box girders fom where the pres-
A 120 0.000104 0.000311 17.6 ent specimens were extracted has been performed within the pro-
B 155 0.000651 0.001953 17.6 ject MARSTRUCT Network of Excellence on Marine Structures,
C 200 0.008199 0.024597 17.6 (www.mar.ist.utl.pt/marstruct/), which has been funded by the
European Union through the Growth program under contract
TNE3-CT-2003-506141. The present work has been funded by the
Table 5
Portuguese Foundation for Science and Technology through its an-
Initial defect SCF. nual funding to CENTEC, the Centre for Marine Technology and
Engineering.
Specimen Dr (MPa) Number of cycles SCF
4 200 41,143 1.829
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