Loads on Floating Marine Structures

1. Static Loading and Vertical Bending Moment

• Static loading on a marine structure → its own weight distributed based on the
weight per unit area over the total area of the structure.
• In case of a ship → a long slender structure with length being considerably
more than breadth or depth → weight per unit length gives the weight
distribution in the longitudinal direction. • The weight of a ship → the lightship
weight (which is a constant distribution over the life of the ship) + deadweight
(which is the distribution of payload which may vary from voyage to voyage).
• This weight is supported by the upward buoyancy force proportional to the
immersed sectional area along the length of ship. For equilibrium, the weight
and buoyancy distribution curves must be of equal area and have the same 3. Horizontal Bending Moment
longitudinal centroid. • When a wave passes a ship in the beam sea condition with its length in the
• Figure below shows 4 typical loading conditions for a merchant vessel: direction of ship length → the ship rolls and the hydrostatic pressure due to
• the lightship condition (Figure (a)), wave orientation is different on port side from that of starboard side.
• fully loaded condition, in which cargo is uniformly distributed over the entire • This difference of pressure causes → horizontal bending of the ship girder as
cargo space (Figure (b)), shown in the Figure → it is maximum when the ship is heeled towards the
• fully loaded with specific holds only loaded with heavy bulk (Figure (c)), and wave.
• ballast condition (Figure (d)).
• Because of the ship’s geometry, it can be considered as a longitudinal girder
being loaded by an amount of load = weight − buoyancy (per unit length) along
the length. This gives rise to a static shear force along the length and vertical
bending moment. The ship’s structure must withstand the shear stress and
flexural or bending stress generated due to this loading.

4. Torsional Moment

5. Static External Hydrostatic Load

• A floating or submerged structure experiences static lateral loading due to
hydrostatic pressure normal to its surface proportional to its submergence from
the free surface.
• Hydrostatic loading is normally compressive in nature. Figure (a) and (b)
shows such loading on a floating ship and a semi-submersible, respectively.

2. Wave Bending Moment

• As waves pass a ship in the head sea or following sea condition → the
buoyancy
curve changes → the shear force and bending moment also change.
• The max. bending moment experienced by a ship → when the wave length is
equal to ship length.
• Considering the ship poised on a wave of equal length:
• Hogging bending moment → the wave crest is at the midship (Figure 2.a)
• Sagging bending moment → the wave crest is at the ends (Figure 2.b).
• The total bending moment → the still-water bending moment augmented by 5. Static External Hydrostatic Load
the wave bending moment. • Figure C shows such static external hydrostatic loading on a submarine
• Wave bending moment depends on the elevation of the actual sea surface
which
is very rarely a single wave having a length equal to ship length (a swell wave
may be an exception) and the ship is never poised statically over the wave.
• Even then the wave bending moment is estimated as an augmentation over the
still-water bending moment which is statistically determined as a ship poised on
a static wave.
6. Static Internal Load
• There can be local or regional load which may be concentrated,
semiconcentrated or uniform on ship structure → can cause bending, torsion,
shear or compression of the local structure.
• Figure (a) & (d) → some examples of such loading.
• Figure (c) & (d) → some examples of such loading.
• Figure (e) → whirling vibration of the shafting system which is an internal
load where the loads are oscillatory.
7. Dynamic External Load due to Waves
• Saat kapal terhempas gelombang (baik dalam arah head/beam/oblique seas) →
tekanan hidrostatis eksternal yg mengenai lambung akan fluktuatif dari nilai
max. dan minimumnya (Gambar a).
Efek pada kapal:
• Terjadi variasi momen lentur (bending moment) dalam arah vertikal,
horisontal dan torsional → variasinya tergantung pada kondisi arah gelombang
(head, beam, oblique direction) atau kondisi gelombang pendek.
• Menyebabkan pola tegangan yg bervariasi (tidak konstan) → beban siklis
(cyclic loading) → kelelahan (fatigue) mjd signifikan dan harus
dipertimbangkan dlm disain.
• Variasi tekanan hidrostatis lateral pada lambung kapal → Racking stresses →
menyebabkan distorsi melintang yg berubah-ubah selama terkena gelombang
(utk kondisi beam and oblique sea) → (Gambar c).
8. Dynamic Loading
• Sebuah anjungan lepas pantai terapung (Gambar a: semi-submersible) → di
laut mengalami gerakan dlm 6 d.o.f (degrees of freedom) → 3 translasional dan
3 rotasional → dgn Percepatan dlm tiap mode gerak tsb.
• Percepatan gerak ini → disebabkan oleh interaksi gelombang & struktur
beserta pembebanan yg timbul akibat 6 moda gerakan tsb.
• Percepatan ini sifatnya osilatoris → sehingga menyebabkan beban getaran
pada struktur tsb.
• Gerak moda pitching dan heaving sebuah kapal di laut → menyebabkan
bagian depan kapal suatu saat bergerak ke bawah sehingga terlimpas gelombang
(air laut yang naik dan terperangkap di atas dek kapal akibat limpasan
gelombang di atasnya diistilahkan dgn green sea/water).
• Kejadian ini menyebabkan → suatu beban impak (impact loading) pada dek
kapal bagian depan (Gambar b).
• Jika haluan kapal berbentuk ramping tinggi (high flare) (lihat Gambar c
Section A- A) → maka pd bagian bawah dari struktur bagian atasnya akan
kontak dengan air secara tiba-tiba.
• Kondisi spt itu akan menimbulkan beban benturan/pukulan (impact loading) or
beban hantaman (slamming) akibat gelombang pada struktur lambung bagian
bawah di atas muka-air dari struktur bagian depan (haluan) kapal tsb. (Gambar
c).
• Jika suatu saat, bagian bawah haluan kapal keluar dari air (karena posisi relatif
gelombang thd kapal spt pada Gambar d-kiri), → maka juga akan menimbulkan
beban slamming atau juga beban ketukan (pounding) dari gerakan air → yg
bersifat beban impak pada lambung kapal (lihat Gambar d).
Sifat beban impak (impact loading)
• Beban slamming termasuk beban impak → yg bekerja/terjadi sekejap (short
time). Beban slamming yg bekerja pada struktur kapal secara keseluruhan
dikenal dengan istilah whipping.
• Beban slamming → bersifat osilatori dan memiliki frekuensi tinggi, namun
menghilang dgn cepat akibat efek redaman air. Beban slamming bersifat
osilatori dan memiliki frekuensi tinggi, namun menghilang dgn cepat akibat
efek redaman air.  karena osilasi whipping bersifat sekejap → maka tidak
menjadi sebab kegagalan lelah (fatigue damage).
• Akibat beban impak → timbul gaya geser (shear force) dan momen lentur
(bending moment) vertikal yg besar/tinggi akibat gelombang tsb →
menyebabkan tegangan tinggi (high stress) pada struktur.
Beban siklis: Springing pada Kapal
• Kapal mengalami beban osilatori → akibat aksi gelombang.
• Jika frekuensi osilasi tsb dlm orde 0.5 Hz (or 3 rad/s) yg mana msh dlm orde
encounter wave frequency (biasanya kecepatan laju kapal 20 knots) → shg
terjadi eksitasi pada kapal seperti “meloncat-loncat” yg orde encounter wave
frequency (biasanya kecepatan laju kapal 20 knots) → shg terjadi eksitasi pada
kapal seperti “meloncat-loncat” yg dikenal dgn istilah springing.
• Meskipun tegangan selama springing tidak terlalu tinggi/besar → namun dia
bersifat beban siklis pada struktur kapal → dapat menyebabkan gagal lelah
(fatigue failure).
Catatan: Disain struktur di laut
• Beban pada suatu struktur → menyebabkan timbulnya tegangan (stresses)
pada struktur. • Struktur harus tahan terhadap gagal-kepecahan (fracture
resistant) dan gagal-lelah (fatigue failure).
• Getaran Getaran (vibration vibration) → juga bagian sangat penting dari juga
bagian sangat penting dari desain struktur desain struktur.
• Pada akhirnya → tegangan yg terjadi pd struktur → menjadi diperparah akibat
adanya konsentrasi tegangan (stress concentration), diskontinyuitas pada
struktur (structural discontinuity), dan tegangan pada retakan di bagian yg
terkorosi (stress corrosion cracking).
• Disain → umumnya dilakukan pada Kondisi Terburuk/Terkritis (the worst
condition) terhadap marine structures dan vehicles yg biasanya memiliki umur
operasi sekitar 25 tahun.