University of Alexandria Dept.

of Naval Architecture & Marine Engineering

Faculty of Engineering Instructor: H. W. Leheta

CHAPTER 2 STRUCTURAL DESIGN LOADS

Loads on the ship hull structure are categorized as follows:

(a) Longitudinal strength loads
(b) Transverse strength loads
(c) Local strength loads

2.1 Introduction

Longitudinal strength loads are ship hull girder loads such as bending moment,
shear force and torsional moment. The ship behaves as a beam and bending
moments may be in the vertical plane or the horizontal plane if the ship moves
diagonally across a wave. The wave also causes a torsional moment. The
longitudinal strength load is a most important load.
Transverse strength loads are loads acting on transverse members such as
hydrostatic loads, cargo load on bottom structure, ballast water pressure, etc.
Local strength loads are loads affecting local strength members such as plates,
stiffeners, and connections.

For practical design purposes, strength is checked at different levels. For the bottom
structure shown, bottom plates are considered first then longitudinal stiffeners
followed by transverse webs and finally the global strength of the bottom structure.

2.2 Longitudinal Strength Load

It may be divided into static and dynamic. Static longitudinal loads are induced by
weight and buoyancy in still water condition. Dynamic longitudinal loads are induced
by waves. These may be sagging or hogging. IACS (International Association of
Classification Societies) has standardized the rules in the Common Structural Rules
(CSR) specifying dynamic loads based on long-term prediction with ship motions
calculated using the strip theory. In long-term prediction, the ship response is
predicted over a long period, e.g. the 20 years life cycle.

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University of Alexandria Dept. of Naval Architecture & Marine Engineering
Faculty of Engineering Instructor: H. W. Leheta

2.3 Transverse Strength Load

These are loads causing distortion of transverse members. These loads include:
lightship weight, ballast weight and cargo weight; hydrostatic and hydrodynamic
loads; cargo or ballast inertia loads due to ship motion; and impact loads (slamming
and sloshing).

2.4 Ship Response in Waves

2.4.1 Introduction

Wave loads and ship responses are evaluated using the following steps:
- Calculation in regular waves by the strip method.
- Short-term prediction in irregular waves.
- Lon-term prediction in irregular waves.

2.4.2 Strip Method

Loads due to ship motion may be calculated by integrating the forces acting on strips
as shown in figure below.

Ship motions, wave induced longitudinal strength loads and wave pressure
distribution around the hull in regular waves are calculated using the strip theory. An
example calculation for a 150,000 DWT tanker is shown in figure.

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University of Alexandria Dept. of Naval Architecture & Marine Engineering
Faculty of Engineering Instructor: H. W. Leheta

2.4.3 Short-Term Prediction

In short-term prediction, the ship response in irregular waves is evaluated statistically

over a short period, e.g. 30 min. In this method, the probability distribution of the ship
response follows the Rayleigh distribution. In irregular seas, the wave is represented
by the wave spectrum, e.g. ISSC wave spectrum.

2.4.4 Long-Term Prediction

In long-term prediction, the ship response in irregular waves is evaluated statistically

over a long period, e.g. 20 years. The probability distribution of the ship response
follows the Weibull distribution.

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