Section 4 - Design Loads

4-1

Section 4 Design Loads

A. 1.

General, Definitions General. c0 = 10,75 S = 10,75 cL cL

This Section provides data regarding design loads for determining the scantlings of the hull structural elements by means of the design formula given in the following Section or by means of direct calculations. The dynamic portions of the design loads are design values which can only be applied within the design concept of this Volume. 2. 2.1 Definitions Load centre Vertical stiffening system: 0,5 @ stiffener spacing above the lower support of plate field, or lower edge of plate when the thickness changes within the plate field. Horizontal stiffening system: Midpoint of plate field.

300 S L 100

1 ,5

for 90 < L < 300 m for L > 300 m

= length coefficient = L 90 for L < 90 m for L > 90 m

= 1,0 cRW

2.1.1 For plates:

= service range coefficient = 1,00 for unlimited service range = 0,90 for service range P = 0,75 for service range L = 0,60 for service range T

= probability factor = 1,0 for plate panels of the outer hull (shell plating, weather decks) = 0,75 for secondary stiffening members of the outer hull (frames, deck beams), but not less than fQ according to Section 5, D.1. = 0,60 for girders and girder systems of the outer hull (web frames, stringers, grillage systems), but not less than fQ/1,25

2.1.2 For stiffeners and girders: Centre of span R. 2.2 v0 c z x p0 Definition of symbols = ship's speed according to Section 1, H.5. = density of cargo as stowed in [t/m3] = density of liquids in [t/m3] = 1,0 t/m3 for fresh water and sea water = vertical distance of the structure's load centre above base line in [m] = distance from aft end of length L in [m] = basic external dynamic load = 2,1 @ (CB + 0,7) @ c0 @ cL @ f @ cRW [kN/m2] for wave directions with or against the ships heading =
2,6. ( C B + 0,7). c 0 . c L [kN/m2]

cD, cF = distribution factors according to Table 4.1.

B. 1.

External Sea Loads Load on weather decks

1.1 The load on weather deck is to determined according to the following formula: pD = p0 20 @ T c [kN/m2] (10 % z - T) H D

p01

for wave directions transverse the ships heading CB c0 = moulded block coefficient according to Section 1, H.4., where CB is not to be taken less than 0,60. = wave coefficient L = for L < 90 m % 4,1 25

1.2 For strength decks which are to be treated as weather decks as well as for forecastle decks the load is not to be less than the greater of the following two values: pDmin = 16 @ f [kN/m2] or pDmin = 0,7 @ p0 [kN/m2]

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Section 4 - Design Loads

Table 4.1 Distribution factors for sea loads on ship's sides and weather decks Range A 0< 0,2 < x < 0,2 L x < 0,7 L 1,0 + Factor cD 1,2 x L 1,0 + Factor cF1) 5 CB 0,2 x L

1,0 c x - 0,7 3 L c = 0,15 L - 10 where: Lmin = 100 m Lmax = 250 m

1,0

0,7 <

x < 1,0 L

1,0 +

20 CB

x - 0,7 L

1)

Within the range A the ratio x/L need not be taken less than 0,1, within the range F the ratio x/L need not be taken greater than 0,93

= horizontal distance between load centre and centreline [m]

2.1.2 For elements the load centre of which is located above the load water line: ps Fig. 4.1 Longitudinal sections A, M, and F according to Table 4.1 = p0 @ cF 20 10 % z - T [kN/m2]

1.3 Where deck cargo is intended to be carried on the weather deck resulting in load greater than the value determined according to 1.1, the scantlings are governed by the greater load (see also C). Where the stowage height of deck cargo is less than 1,0 m, the deck cargo load may be required to be increased by the following value: pz hc 2. 2.1 = 10 (1 S hc) [kN/m2] = stowage height of the cargo in [m] Load on ship's sides and bow structures Load on ship's sides

for wave directions with or against the ship's heading. 20 |y| ps2 @ = p01 [kN/m2] 5 % z - T B for wave directions transverse to the ship's heading including quasi-static pressure increase due to heel 2.2 Load on bow structures

The design load for bow structures from forward to 0,1 L behind F.P. and above the ballast waterline in accordance with the draft Tb in 4.1 is to be determined according to the following formula : pe = c 0,20 @ v0 % 0,6 L with Lmax = 300 m. c = 0,8 in general = 0,4 (1,2 & 1,09 @ sin ) for extremely flared sides where the flare angle is larger than 40 The flare angle at the load centre is to be measured in the plane of frame between a vertical line and the tangent to the side shell plating. For unusual bow shapes pe can be specially considered. pe must not be smaller than ps according to 2.1.1 or 2.1.2 respectively.
2

[kN'm2]

The external load ps on the ship's sides is to be determined according to 2.1.1 and 2.1.2. 2.1.1 For elements the load centre of which is located below load waterline: ps = 10 (T - z) % p0 @ cF 1 % z T z T [kN/m2]

for wave directions with or against the ship's heading. ps1 = 10 (T - z)% p01 1% z T 1% @2 |y| [kN/m2] B

for wave directions transverse to the ship's heading including quasi-static pressure increase due to heel

Section 4 - Design Loads

4-3

Aft of 0,1 L from F.P. up to 0,15 L from F.P. the pressure between pe and ps is to be graded steadily. The design load for bow doors is given in Section 6, H.3. 2.3 Load on stern structures

cSL

= distribution factor, see also Fig. 4.2

The design load for stern structures from the aft end to 0,1 L forward of the aft end of L and above the smallest design ballast draught at the centre of the rudder stock up to T + c0/2 is to be determined according to the following formula: pe = cA @ L [kN/m2] with Lmax = 300 m. cA c pe 3. = 0,3 @ c $ 0,36 = see 2.2 = must not be smaller than ps according to 2.1.1 or 2.1.2 respectively Load on the ship's bottom cSL Fig. 4.2 Distribution factor cSL = 0 x - 0,5 L c2 for x < 0,5 L x < 0,5 + c2 L x < 0,65 + c2 L x > 0,65 + c2 L

for 0,5 <

= 1,0

The external load pB of the ship's bottom is to be determined according to the following formula: pB 4. = 10 @ T + p0 @ cF [kN/m ].
2

for 0,5 + c2 < 1 -

Design bottom slamming pressure c2

x L = 0,5 1 % 0,35 - c2 = 0,33 @ CB + L 2500

for

4.1 The design bottom slamming pressure may be determined by the following formula: pSL = 162 L @ c1 @ cSL @ cA @ cs for L < 150 m = 1984 (1,3 - 0,002 L) c1 @ cSL @ cA @ cs [kN/m2] for L > 150 m c1 = 3,6 - 6,5 Tb L
0 ,2

[kN/m2]

c2max = 0,35 cA A = 10/A = loaded area between the supports of the structure considered in [m2] 0,3 < cA < 1,0 cA cs 5. = 1,0 for plate panels and stiffeners. = 1 % cRW 2

c1max = 1,0 Tb = smallest design ballast draught at F.P for normal ballast conditions in [m],according to which the strengthening of bottom forward, see Section.6, E. has to be done. This value has to be recorded in the Class Certificate and in the loading manual. Where the sequential method for ballast water exchange is intended to be applied, Tb is to be considered for the sequence of exchange. Note With respect to the observation of the smallest design ballast draught Tb, an exception is possible, if during the exchange of ballast water weather conditions are observed the parameters of which are put down in the annex to the Certificate of Class.

Load on decks of superstructures and deckhouses

5.1 The load on exposed decks and parts of superstructure and deckhouse decks, which are not to be treated as strength deck, is to be determined as follows: pDA pD n = pD @ n [kN/m2] = load according 1.1 = 1 S z S H 10

= 1,0 for the forecastle deck nmin = 0,5 For deckhouses the value so determined may be multiplied by the factor 0,7 b % 0,3 B

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Section 4 - Design Loads

b B

= breadth of deckhouse = largest breadth of ship at the position considered. pc h

pbc = pc (1 + av)

[kN/m2] [kN/m2]

= static bulk cargo load = 9,81 c h n

Except for the forecastle deck the minimum load is: pDAmin = 4 [kN/m2] 5.2 For exposed wheel house tops the load is not to be taken less than p = 2,5 [kN/m2]

= distance between upper edge of cargo and the load centre [m] = tan2 45o 2 sin2 % cos2

n 2.

= angle in degrees between the structural element considered and a horizontal plane = angle of repose of the cargo in degrees Load on inner bottom

C. 1.

Cargo Loads, Load on Accommodation Decks Load on cargo decks

1.1 The load on cargo decks is to be determined according to the following formula: = pc (1 + av) [kN/m2] pL pc = static cargo load in [kN/m2] if no cargo load is given: pc = 7 @ h for 'tween decks but not less than 15 kN/m2. h = mean 'tween deck height in [m]. In way of hatch casings the increased height of cargo is to be taken into account av = acceleration factor as follows: = F@m F m = 0,11 v0 L = mo - 5 (mo - 1) = 1,0 = 1 % mo v0 m0 % 1 0,3 x L for 0 < for 0,2 < x < 0,2 L x < 0,7 L

2.1 The inner bottom cargo load is to be determined as follows: pi G V h = 9,81 @ G @ h (1 + av) V [kN/m2]

= mass of cargo in the hold in [t] = volume of the hold in [m3] (hatchways excluded) = height of the highest point of the cargo above the inner bottom in [m], assuming hold to be completely filled. see 1.1 For calculating av the distance between the centre of gravity of the hold and the aft end of the length L is to be taken.

av

2.2 For inner bottom load in case of ore stowed in conical shape, see Section 23, B.3. 3. 3.1 is: p 3.2 p Loads on accommodation and machinery decks The deck load in accommodation and service spaces = 3,5 ( 1 + av ) [kN/m2]

x x - 0,7 for 0,7 < < 1,0 L L

= (1,5 + F) = see A.2.2. v0 is not to be taken less than L [kN]

The deck load of machinery decks is: = 8 ( 1 + av ) [kN/m2]

1.2 For timber and coke deck cargo the load on deck is to be determined by the following formula: pL hs = 5 @ hs (1 + av) [kN/m2] = stowing height of cargo in [m].

3.3 Significant single forces are also to be considered, if necessary.

D. 1.

Load on Tank Structures Design pressure for filled tanks

1.3 The loads due to single forces PE (e.g. in case of containers) are to be determined as follows: P = PE (1 + av) [kN].

1.1 The design pressure for service conditions is the greater of the following values: p1 or = 9,81@ h1 @ (1 + av) + 100 @ pv [kN/m2]

1.4 The cargo pressure of bulk cargoes is to be determined by the following formula:

Section 4 - Design Loads

4-5

p1 h1 av n

= 9,81@ [h1@ cosn%(0,3 @ b %y) sinn]%100 @ pv [kN/m2] = distance of load centre from tank top in [m] see C.1.1 = design angle of heel in degrees for tanks = arctan fbk@ H in general B

Regarding the design pressure of fuel tanks and ballast tanks which are connected to an overflow system, the dynamic pressure increase due to the overflowing is to be taken into account in addition to the static pressure height up to the highest point of the overflow system, see also Regulation for Construction, Equipment and Testing of Closed Fuel Overflow Systems. 2. Design pressure for partially filled tanks

fbk n b y pv

= 0,5 for ships with bilge keel = 0,6 for ships without bilge keel $ 20o for hatch covers of holds carrying liquids = upper breadth of tank in [m] = distance of load centre from the vertical longitudinal central plane of tank in [m] = set pressure of pressure relief valve in [bar], if a pressure relief valve is fitted = working pressure during ballast water exchange [bar] = z 2,5 % pv 10

2.1 For tanks which may be partially filled between 20% and 90% of their height, the design pressure is not to be taken less than given by the following formulae: 2.1.1 For structures located within 0,25 Rt from the bulkheads limiting the free liquid surface in the ship's longitudinal direction: pd Rt = 4 & L 150 Rt @ @ nx % 100 pv [kN/m2]

= distance in [m] between transverse bulkheads or effective transverse wash bulkheads at the height where the structure is located.

z pv

= distance from top of overflow to tank top [m] = pressure losses in the overflow line [bar]

2.1.2 For structures located within 0,25 bt from the bulkheads limiting the free liquid surface in the ship's transverse section: pd bt = 5,5 B b @ @ ny % 100 @ pv [kN/m2] 20 t

pvmin = 0,1 [bar] pvmin = 0,1 [bar] during ballast water exchange for both, the sequential method as well as the flowthrough method = 0,2 bar (2,0 mWS) for cargo tanks of tankers (see also Rules for Machinery Installations, Volume III, Section 15). Smaller set pressures than 0,2 bar may be accepted in special cases. The actual set pressure will be entered into the class certificate. 1.2 p2 h2 The maximum static design pressure is: = 9,81 @ h2 [kN/m2] = distance of load centre from top of overflow or from a point 2,5 m above tank top, whichever is the greater. Tank venting pipes of cargo tanks of tankers are not to be regarded as overflow pipes.

nx ny x1 y1

= distance in [m] between tank sides or effective longitudinal wash bulkhead at the height where the structure is located. 4 = 1 & x Rt 1 = 1 & 4 y bt 1

= distance of structural element from the tanks end in the ships longitudinal direction in [m] = distance of structural element from the tanks sides in the ships transverse direction in [m]

2.2 For tanks with ratios Rt/L > 0,1 or bt/B > 0,6 a direct calculation of the pressure pd may be required.

For tanks equipped with pressure relief valves and/or for tanks intended to carry liquids of a density greater than 1 t/m3, the head h2 is at least to be measured to a level at the following distance hp above tank top: hp = 2,5 @ [mWS], head of water in [m], or = 10 @ pv [mWS], where pv > 0,25 @ .

E. 1.

Design Values of Acceleration Components Acceleration components

The following formulae may be taken for guidance when calculating the acceleration components owing to ship's motions.

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Section 4 - Design Loads

Vertical acceleration: az = a0 1 % 5,3 45 L

2

GM x - 0,45 L
2

= metacentric height in [m] = 1,0 = probability factor depending on probability level Q as outline in Table 4.2.

0,6 CB

1 ,5

kmin fQ

Transverse acceleration: ay = a0
2 x z-T 0,6 % 2,5 - 0,45 % k 1 % 0,6 @ k L B 2

Table 4.2 Probability factor fQ for a straightline spectrum of seaway-induced stress ranges Q 10-8 10-7 10-6 10-5 10-4 2. Combined acceleration fQ 1,000 0,875 0,750 0,625 0,500

Longitudinal acceleration: ax where A = 0,7 ! L z - T 0,6 % 5 1200 L CB = a0 0,06 % A 2 - 0,25 A

The acceleration components take account of the following components of motion: Vertical acceleration (vertical to the base line) due to heave, and pitch. Transverse acceleration (vertical to the ship's side) due to roll, yaw and sway including gravity component of roll. Longitudinal acceleration (in longitudinal direction) due to surge and pitch including gravity component of pitch. ax, ay and az are maximum dimensionless accelerations (i.e., relative to the acceleration gravity g) in the related direction x, y and z. For calculation purposes they are considered to act separately. a0 L0 k = 0,2 v0 L0 % 3 @ c0 @ cL @ cRW L0 fQ

The combined acceleration a may be determined by means of the "acceleration ellipse" according to Fig. 4.3 (e.g. y-zplane).

= length of ship L [m], but for determination of a0 the length L0 shall not be taken less than 100m = 13 @ GM B Fig. 4.3 Acceleration ellipse