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Majalah Ilmiah Pengkajian Industri

(Journal of Industrial Research and Innovation)

Vol. 16, No.2 August 2022 – (53-61)

Journal homepage: https://ejurnal.bppt.go.id/index.php/MIPI/index

The Influence of Padeye Placement on Ship Block Lifting

Andi Mursid Nugraha Arifuddin1*, Muhammad Uswah Pawara1
1
Naval Architecture Department, Kalimantan Institute of Technology, Indonesia
*Correspondence E-mail: [email protected]

ABSTRACTS ARTICLE INFO

Article History:
Nowadays, steel ship construction in Indonesia is dominated by the hull block Received 01 Mar 2022
construction method. This method can reduce man-hours as the ship is Revised 22 Mar 2022
Accepted 24 Mar 2022
manufactured by a division of the hull into several sections/blocks; here, it
can be worked in parallel. Once work is finished on these blocks and then
proceeding to the main hull for assembling, the lifting operation is performed
Keyword:
on the blocks during this erecting process. Lifting of ship blocks must be
Padeye,
planned safely to avoid damage. One of the items that must be considered is
Ship Block,
the position of the padeye. The placement or installation of the padeye in the
Lifting,
block during the lifting operation plays a vital role in the deformation and
Deformation,
working stress of the block structure. Consequences if this is not observed,
Stress.
which van cause misalignment in the welding join path on ship bloks due to
excessive plastic deformation and stress. Therefore, this study aims to
simulate the placement of a padeye that results in minimum deformation and
structural stress. The method used in this research is the stiffness method
applied in computer programs. In this studied, it had been recorded that the
structure on the ship blok is deformed and stressed at each padeye position.
Based on the simulation from 23 positions of the padeye, the optimal position
of the pad eye is at position 10 in simulation 2 with deformation of x, y, and
z coordinates which are 7 mm, 2 mm, and 7 mm, respectively. Generrally, In
this case shown the deck girder and longitudinal beam structure is dominantly
subjected to high deformation and stress in several position.

© 2022 Developer journal team of Majalah Ilmiah Pengkajian Industri

INTRODUCTION shipyard [1].

However, in this method, a shipyard has to provide
Shifting the shipbuilding method from the lifting facilities with various sizes of Safe Working Load
conventional one into the product work breakdown (SWL) to undertake the lifting operation of heavy panels
structure (PWBS) method has been a trend in Indonesian and blocks during the assembly process. An important
shipyards. The PWBS method can reduce man-hours in factor that should be taken into account when the lifting
the shipbuilding process by applying the Hull block operation is the position of the padeye. The incorrect
construction method (HBCM) technique. The concept location of the padeye on the ship block will cause
of HBCM is the Division of the ship’s hull and deformation when the ship block is lifted by the crane
superstructure into several blocks with parallel work. [2]. Lifting the ship block is a sensitive process as the
Thus, the man-hours during ship construction can be lifting beam must be installed in the correct position and
reduced. The aim of this method is to improve orientation [3]. Furthermore, in the joining process, the
collaboration among all departments in the shipyard, erection and turnover operation of a block can cause
and as a consequence, it increases the productivity of the interference between the block and the wire ropes on the

*Corresponding Author | Andi Mursid Nugraha Arifuddin| [email protected]

©The Authors 2022 Published by BRIN. This is an open access article.
 E- ISSN 2541-1233 54
cranes [4]. Another thing that must be considered in this METHODS
case is overload and interference between the ship block
and the ropes, resulting in major damage [5]. Ship’s Data
As a case study, a tugboat will be investigated in
the present study. The ship is a towing tug-built block
method with a transverse framing system. The ship is
being in PT. XYZ, where the hull and superstructure are
divided into several parts of the block, as seen in Figure
2. The main dimensions of this ship are as follows:

Ship Type : Harbour Tug

LOA : 29.00 meter
B : 9.60 meter
H : 4.38 meter
T : 3.50 meter

The material used on this ship is mild steel with grade A

Figure 1. Padeye in Ship Block. by BKI with material properties as follows:

In addition, it should be noticed that working stress Modulus Young (E) : 210000 N/mm2
on the block can exceed the allowable stress of the Poison Ratio (√) : 0,3
material. Padeye is a hook between the block and the Yield stress (Se) : 235 N/mm2
sling crane, as seen in Figure 1. The other variables that Tensile stress (Su) : 400 – 520 N/mm2
should be considered in the lifting operation are plate Shear Modulus : 80 kN/mm2
size of padeye, ideal sling angle, and sling diameter.
Previous studies have been performed to locate the
optimal position of the pedeye. For example, the optimal
pedeye position from lifting the bottom portside block
in the inner bottom, which is in line with the side girder
position using FEM [6]. The other study, the padeye
arrangement using the genetic algorithm method to
obtain a safe position has been carried out by Ming le
Seung et. Al [7], which in the study showed the
distribution of deformation and stress in thin plate
blocks after turnover and lifting. The analysis of the
structural strength in the lifting of the offshore platform
experiences a high-stress ratio on the beam components
that require an increase in thickness [8]. Seung et al.,
2021. has investigated the effect of lifting and turning a
block of ships on structural stress using 2D flexible
multibody dynamics [2]. Furthermore, Rizal et al., 2014
conducted a study on lifting operation and padeye Figure 2. Blok Arrangement.
design on the deck jacket wellhead tripod platform using
a floating crane barge [9]. Meanwhile, a study on padeye Based on Figure 2, the block of layer deck 2 is
design was conducted by Ardianto et al., 2017 by one of the largest blocks on the ship. This block is
comparing the effects of symmetrical and asymmetrical without a longitudinal bulkhead on the centerline.
padeye shapes [10]. Based on previous studies, the Besides, there is an opening in the middle that can
lifting operation in shipbuilding should be studied reduce its strength. For this reason, this block will be
further, particularly in a heavy ship block examined as it is assumed that prone to deformation,
In the present study, a ship block will be modeled particularly on the deck when the block is being lifted.
in the computer program and then perform a simulation The Block location is on frames 12 to 31 with the
of padeye placement. This study aims to estimate the following dimensions.
deformation of block structure and then compare it with
the allowable deformation recommended by IACS Length (L) : 9.5 meter
guidelines for shipbuilding and repair assessments No. Width (W) : 9.6 meter
47. In addition, flexural and shear stress in the block will Height (H) : 3.6 meter
be investigated in this study and compared with
allowable stress according to the classification rules

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Ship Structure Modelling The structural model is a frame model. The plates
attached to the frame are used as a load on the nearest
In this study, the modeling of frame structure will joint. In addition, it should be considered the role of the
be carried out on computer software. The following is plate on the structural strength or the so-called effective
the first step in structural modeling plate. This effective plate is attached to the frame
according to the location of the plate in real conditions.
1. Determination of global and local axis of the Assuming that the acting load distribution is supported
element. on the ship plate, the location of the moment that is equal
2. Determination of join coordinates as element to zero will be determined. The distance between the
boundaries. moment points equal to zero will be compared with the
3. Determination of the elements in the non-supported distance in the frame. Finally, the cross-
coordinate structure. sectional length of the effective plate will be identified
using the effective area graph at the maximum bending
moment, as shown in Figure 3 [11].

Figure 3. Graph of Plate Effective Area of Maximum Flexural Moment.

For the load used in the calculation of the effective plate Volume 2 Rules BKI 2021 is used for the
area, the weather deck load and sideload formulas are allowable stress of the structure. The allowable shear
applied according to BKI: stress is obtained by the following equation:
Load on ship’s side [12] : 𝜏=
80
(3)
𝑘
𝑍
𝑃𝑠 = 10 ∙ (𝑇 − 𝑍) + 𝑃𝑜 ∙ 𝐶𝐹 ∙ (1 + ) (1) For the allowable bending stress:
𝑇
120
Load on ship’s weather deck [12] : 𝜎= (4)
𝑘

20 ∙𝑇 Where: k is the material factor

𝑃𝐷 = 𝑃0 (10+𝑍−𝑇) 𝐻 𝐶𝐷 (2)

For loading on the model, the weight of the block itself

is used with a total weight of 26.46 tons. After input
from the ship construction drawings is finished, the
results of the structural modelling can be seen in Figure
4.

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Figure 4. Frame Structure on Ship Block.

Boundary Condition (b)

The padeye is placed at the joint between the
longitudinal girder deck and the transverse deck as well
as on the side of the main deck in the lifting operation
of the layer, where each position is placed four-piece
padeyes. In the structure model of the layer, the padeye
is defined as fixed support. There are 23 lifting lug
positions on the lifting operation in the main deck with
labels 1 to 23.
Terms for numbering labels on the padeye position:
1. The labeling of the smallest number begins on
deck girder 1, which is the nearest girder to the
center deck girder at the starboard and portside.
Then from the deck girder 2 to the outer part of the
block, as shown in Figure 5.
2. On one deck girder, the label with the smallest (c)
number is placed at the joint between the girder
deck and the outermost transverse deck. Figure 5. Placement Simulation Padeye on the Blocks;
3. For all positions, it will be divided into three (a) Simulation 1, (b) Simulation 2, (c) Simulation 3.
simulations. In the first simulation, the padeye is
placed on the joint between the deck girder and the Stiffness Method
transverse deck beam. For the second, it is placed
on the joint between the deck girder and the The stiffness method is a method of structural
transverse deck beam. Lastly, it is placed on the analysis in which displacement at district points is taken
joint between the frame and the transverse deck as the unknown quantity to be specified in the
beam. formulation process of the analysis [13]. This method is
often called the displacement method, using a matrix in
the structural analysis [14]. It was established in the
1800s. But this method has been rapidly developed and
gained popularity in recent years in conjunction with the
advancement of automatic computation that could
simplify its mathematical operations [14].
In this method, the relationship between force and
deflection will be determined and expressed as follows
[13] :

{P} = [K] ∙ {δ} (5)

(a)

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Where {P} and {δ} force and displacement vectors Deformation
respectively at nodal coordinates of the beam element In simulation 1, the pedeye will be placed
and [K] stiffness matrix of the element. symmetrically at the joint between the deck girder I and
the transverse deck beam labeled 1 to 5 a (Figure 5).
This method is also called the displacement Based on simulation position 1, the maximum
method, as the analysis begins with deflection. Thus, the deformation for each position is obtained, see Table 1.
working sequences are as follows [13] :
1. Compatibility: Identifying the relationship between the transverse deck beam and deck girder
between deformation and deflection or 2, which has varying distances due to the asymmetrical
specifying deformation occurring in the position of the deck girder. Based on the variety of the
elements at discrete points due to the deflection positions, the maximum deformation is obtained, as
is being exposed to these structure points. shown in Table 2.
2. The equation of the relation between stress and
strain ; identifying the internal forces as a result Table 2. Maximum Deformation on Simulation 2.
of deformation in these structural elements Position Deformation (mm)
after got the load. Codes X Y Z
3. Equilibrium; is the last step that defines the 6 19 7 28
relationship between external forces of the 7 14 8 20
discrete point and the forces or determines the 8 11 8 15
proper external forces at the end of the element 9 8 3 10
equilibrated by the forces in the discrete points 10 7 2 7
element. 11 9 4 9
12 15 7 17
13 21 10 28
RESULTS AND DISCUSSION 14 31 13 41
15 59 14 90
Table 1. Maximum Deformation on Simulation 1.
Position Code Deformation (mm) Table 3. Maximum Deformation on Simulation 3.
X Y Z Position Deformation (mm)
1 62 40 52 Codes X Y Z
2 30 28 32 16 2 8 11
3 19 17 22 17 2 7 9
4 22 12 16 18 4 7 8
5 34 5 21 19 4 7 8
20 4 7 9
For the 2nd Simulation, the padeye is on deck girder 21 5 7 11
2, which is 3400 mm from the center girder. The 22 5 7 12
position of the padeye is varied up to 10 positions which
23 6 7 15
are coded numbers 6 to 15. It is placed at the joint The
structural strength analysis of the ship block is
In the 3rd Simulation, the pad eye is at the joint
performed by taking into account deformation,
between the deck beam and the frame, which is 4.6
bending, and shear stress. Based on the simulation
meters from the center girder; it is placed symmetrically
results of the padeye placement using SAP software. and starts number 16 to 23, as seen in Figure 5. The
The results of the strength analysis of the ship structure obtained maximum deformation can be seen in Table 3
are discussed as follows :

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Figure 6. Distribution of Structure Deformation at Each Padeye Position.

From Tables 1, 2, and 3, the maximum 3.2 Stress

deformation is obtained at position 1 for x and y
directions with values of 62 and 40 mm, respectively. For strength analysis, it refers to the bending and
And at position 15 with a value of 90 mm for z-direction. shear stress obtained in all simulations. The stress is
In contrast, the minimum deformation is at positions 16 examined solely in the construction element, excluding
and 17 for x and 10 for y and z, with values 2, 2, and 7 the pedeye. The obtained strength values are as follows:
mm, respectively. The distribution of structural
deformation in all simulations can be seen in Figure 6.
Shear Stress
From the curve, it can be seen that the deformation for
the three directions shows an up-down trend. In general, The shear stress obtained at each padeye position
the deformation values differ among all positions. To can be seen in Table 5. Based on the table, it is found
identify whether the deformation is elastic or plastic, that the minimum shear stress is in simulation 3 at
this can be associated with the obtained stress value in position 16 with 23.98 N / mm2. While the maximum
the analysis of shear and bending stress at each pad eye value in simulation 2 at position 15 with 124.15 N /
position in the following section. mm2. Overall, The shear stress for all positions in the
If compared with the IACS rules, several pedeye is satisfied with the BKI standards as follows in
deformation values exceed the IACS No. 47 Standard Table 5, excluding position 15 in simulation 2. The
for Shipbuilding and Repair Quality [15], as shown in tendency of shear stress for almost all positions that
Table 4. satisfy the standards is influenced by the moment of
inertia and dimensions of the structure, which are
Table 4. Permissible Deformation Standard. sufficient to withstand the shear forces due to the lifting
Deformation (mm) operation. The shear stress of structural elements can be
No Item
Standard Limit seen in Figure 7.
1 Shell plate -Parraller 4 8
part (side & bottom Bending Stress
shell)
Shell plate - Fore & 5 8 For the bending stress values, it can be seen in
aft part Table 6. Based on the Table, the maximum bending
2 Tank Top Plate 4 8 stress is in simulation 1 and at position 1 with 672.86 N
3 Strenght deck- 4 8 / mm2. Meanwhile, the minimum value is in simulation
parralel part 2 and at position 10 with 106.70 N / mm2. The tendency
Strength deck – Fore 6 9 of bending stress is not satisfied with the BKI standards
& aft part as follows Table 6 is caused by the moment due to the
Strength – covered 7 9 gravitational force resulting from the lifting operation.
part The distribution of the bending stress can be seen in
Figure 7.

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Figure 7. Stress Distribution at Placement Simulation of Padeye.

From the curve in Figure 7, it can be seen that the bending stress is bigger than the shear stress when the lifting operation.
From a total of 23 positions. the most suitable is position 10, with minimum bending stress compared to others. As for
the shear stress, it tends to be similar for all except for position 15. Thus, position 10 is recommended for placing the pad
eye for lifting operatio

Table 5. Shear Stress on Each Pedeye Position.

Padeye Shear Stress (N/mm2)

Condition Element
Position BKI Standard Working
1 80.00 62.57 Satisfied Longitudinal deck beam 1
2 80.00 55.44 Satisfied Hacthway Cover 30
3 80.00 43.36 Satisfied Longitudinal deck beam 2
4 80.00 44.57 Satisfied Longitudinal deck beam 1
5 80.00 64.00 Satisfied Haatcway Cover 27
6 80.00 47.59 Satisfied Centre Long. deck beam
7 80.00 36.61 Satisfied Girder &trans. Deck beam 30
8 80.00 38.52 Satisfied Centre Long. deck beam
9 80.00 36.63 Satisfied Longitudinal deck beam 2
10 80.00 34.07 Satisfied Girder &trans. Deck beam 27
11 80.00 39.02 Satisfied Longitudinal deck beam 2
12 80.00 42.71 Satisfied Longitudinal deck beam 2
13 80.00 50.10 Satisfied Centre Long. deck beam
14 80.00 62.95 Satisfied Centre Long. deck beam
15 80.00 124.15 Not satisfied Girder &trans. Deck beam 21
16 80.00 23.98 Satisfied Girder &trans. Deck beam 16
17 80.00 24.45 Satisfied Girder &trans. Deck beam 16
18 80.00 25.48 Satisfied Girder &trans. Deck beam 16
19 80.00 26.43 Satisfied Girder &trans. Deck beam 16
20 80.00 25.91 Satisfied Girder &trans. Deck beam 16
21 80.00 25.73 Satisfied Girder &trans. Deck beam 16
22 80.00 25.52 Satisfied Girder &trans. Deck beam 16
23 80.00 25.20 Satisfied Girder &trans. Deck beam 16

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Table 6. Bending Stress at each Pedeye Position.

Padeye Bending Stress (N/mm2)

Condition Element
Position Standard Working
1 120.00 672.86 Not satisfied Haatcway Cover 31
2 120.00 352.21 Not satisfied Transverse deck beam 13
3 120.00 223.77 Not satisfied Girder beam 14
4 120.00 255.99 Not satisfied Haatcway Cover 28
5 120.00 321.77 Not satisfied Haatcway Cover 27
6 120.00 474.16 Not satisfied Transverse deck beam 12
7 120.00 326.77 Not satisfied Transverse deck beam 13
8 120.00 253.91 Not satisfied Transverse deck beam 12
9 120.00 136.87 Not satisfied Transverse deck beam 12
10 120.00 106.70 Satisfied Girder &trans. Deck beam 27
11 120.00 171.67 Not satisfied Longitudinal deck beam 2
12 120.00 184.80 Not satisfied Longitudinal deck beam 2
13 120.00 236.86 Not satisfied Centre Long. deck beam
14 120.00 299.66 Not satisfied Girder &trans. Deck beam 21
15 120.00 500.97 Not satisfied Girder &trans. Deck beam 21
16 120.00 153.80 Not satisfied Transverse deck beam 12
17 120.00 143.61 Not satisfied Transverse deck beam 12
18 120.00 141.39 Not satisfied Girder &trans. Deck beam 16
19 120.00 146.50 Not satisfied Girder &trans. Deck beam 16
20 120.00 143.69 Not satisfied Girder &trans. Deck beam 16
21 120.00 142.58 Not satisfied Girder &trans. Deck beam 16
22 120.00 141.31 Not satisfied Girder &trans. Deck beam 16
23 120.00 139.03 Not satisfied Girder &trans. Deck beam 16

CONCLUSION
AUTHOR INFORMATION
The simulation of padeye placement in the lifting
operation of the ship block has been carried out with the Corresponding Authors
stiffness method. From the simulation, it is obtained a Email: [email protected]
number of results consisting of the deformation in 3 Phone: +62 85242335673
translation directions, shear, and bending stress of the Author Contributions
ship block. Of the 23 simulated positions, position 10 is All authors have contributed equally to this work.
the favorable position, as it has the minimum
deformation in the three translation directions and the REFERENCES
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