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CLASS GUIDELINE

DNV-CG-0138 Edition July 2021

Direct strength analysis of hull structures in

passenger ships

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FOREWORD

DNV class guidelines contain methods, technical requirements, principles and acceptance criteria
related to classed objects as referred to from the rules.

© DNV AS July 2021

Any comments may be sent by e-mail to rules@dnv.com

This service document has been prepared based on available knowledge, technology and/or information at the time of issuance of this
document. The use of this document by other parties than DNV is at the user's sole risk. Unless otherwise stated in an applicable contract,
or following from mandatory law, the liability of DNV AS, its parent companies and subsidiaries as well as their officers, directors and
employees (“DNV”) for proved loss or damage arising from or in connection with any act or omission of DNV, whether in contract or in tort
(including negligence), shall be limited to direct losses and under any circumstance be limited to 300,000 USD.
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CHANGES – CURRENT

Changes - current
This document supersedes the July 2018 edition of DNVGL-CG-0138.
The numbering and/or title of items containing changes is highlighted in red.

Changes July 2021

Topic Reference Description

Fatigue requirement and Sec.5 Alignment of fatigue assessment procedure for passenger ships
calculation procedure with latest changes of fatigue requirements in DNV-RU-SHIP Pt.3.

Rebranding to DNV All This document has been revised due to the rebranding of DNV GL
to DNV. The following have been updated: the company name,
material and certificate designations, and references to other
documents in the DNV portfolio. Some of the documents referred
to may not yet have been rebranded. If so, please see the relevant
DNV GL document.

Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.

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CONTENTS

Contents
Changes – current.................................................................................................. 3

Section 1 General.................................................................................................... 5
1 Introduction.........................................................................................5
2 Objective..............................................................................................5
3 Scope................................................................................................... 5
4 Application........................................................................................... 5
5 References........................................................................................... 6
6 Definitions........................................................................................... 6

Section 2 Direct strength assessment.....................................................................7

1 Load combinations...............................................................................7
2 Pillar analysis...................................................................................... 8
3 Bow impact analysis............................................................................ 9
4 Docking analysis.................................................................................. 9
5 Direct wave load analysis.................................................................... 9

Section 3 Global FE strength analysis................................................................... 10

1 Objectives.......................................................................................... 10
2 Global finite element model...............................................................10
3 Boundary conditions.......................................................................... 11
4 Stillwater loads application............................................................... 11
5 Dynamic loads application................................................................. 12
6 Simplified global strength assessment method..................................13

Section 4 Local FE strength assessment............................................................... 14

1 Application......................................................................................... 14
2 Peak stress control............................................................................ 14
3 Shear stress control.......................................................................... 14
4 Pillar supporting structure.................................................................14

Section 5 Fatigue.................................................................................................. 15
1 Method and application..................................................................... 15
2 Fatigue capacity and strength representation....................................15

Changes – historic................................................................................................ 18

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SECTION 1 GENERAL

Section 1
1 Introduction
In many contemporary passenger ship designs, the superstructure extends over most of the ship length and
the internal structure comprises of a large number of decks connected together with pillars and longitudinal
and transverse bulkheads. The structure, in general, has many discontinuities such as knuckle points,
recesses, non-continuous bulkheads and decks and geometric irregularities such as openings in decks and
bulkheads, as well as many side shell doors and windows. To evaluate the global stiffness of the structure,
establish the load path and assess the global and local strength of the design, the use of direct analysis
methods is deemed necessary.
Strength analysis carried out in accordance with the procedure outlined in this class guideline will normally be
accepted as basis for class approval.
It is recommended that the designer provides the intended analysis procedure for review at an early stage of
the design process.
Where in the text it is referred to the rules, the references refer to the latest edition of DNV rules for
classification of ships.

2 Objective
The objective of this class guideline is to provide:
— Guidance for the hull structural design and assessment of passenger ships in accordance with the rules
when direct strength calculations are required.
— A general description on how to carry out the required calculations and analyses.
— Guidance on other structural aspects, not necessarily being part of the scope of the rules, but being
important for passenger ship design, e.g. vibrations.

3 Scope
This class guideline describes the methods for performing direct strength calculations for passenger ships by
use of finite element methods. The calculation procedure is divided in two levels, global and local, defined in
Table 1 below.

Table 1 Analysis levels

Level Description Requirements

The global model is used to evaluate the global To evaluate the global hull girder strength and
Global strength of the entire hull girder accounting for perform yielding and buckling check of stiffened
the stiffness contribution of the superstructure. plates and pillars as required by the rules.

— The peak stresses to be within acceptable

Local finite element models of areas with
limits given in DNV-RU-SHIP Pt.5 Ch.4 Sec.2
Local geometric irregularities or discontinuities, e.g
[5.4].
openings, etc.
— Fatigue life > 25 years criterion.

4 Application
The guideline is applicable for ships with the ship type notation Passenger ship with partly effective
superstructure and/or partly effective upper part of hull girder.

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Section 1
5 References
This guideline considers further information from the publications listed in Table 2.

Table 2 DNV references

Document code Title

DNV-RU-SHIP Pt.5 Ch.4 Passenger ships

DNV-CG-0127 Finite element analysis

DNV-CG-0129 Fatigue assessment of ship structure

6 Definitions

6.1 Symbols and units

See DNV-RU-SHIP Pt.3 Ch.1 Sec.4 [1].

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SECTION 2 DIRECT STRENGTH ASSESSMENT

Section 2
1 Load combinations

1.1 General
The moment and shear force distributions used in the final element model (FEM) analyses are to approximate
the permissible bending moment and shear force curves as far as possible. Typical still water and wave
bending moments are shown in Figure 1.

Figure 1 Typical still water and wave moment limit curves

Respective standard cases to be considered for longitudinal strength analysis are loading conditions with
maximized vertical bending moments given in [1.2] and [1.3].

1.2 Maximum hogging (LC1)

This loading condition represents the maximum hogging vertical bending moment curve by combining:
— the permissible still water hogging moment envelope limit curve
— the vertical wave bending moment curve for hogging, as defined in DNV-RU-SHIP Pt.3 Ch.4 Sec.4 [3.1].
The maximum hogging condition will normally be decisive for the dimensioning of the following structural
areas:
— upper decks with respect to yielding criterion
— lower longitudinal bulkheads and side shell and bottom structure with respect to buckling criterion
— main continuous longitudinal structure with respect to shear stress outside 0.4 L amidship

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— pillar loads induced by the global deformations; this is important assessment to identify pillars under

Section 2
tension loads
— peak stresses in areas with discontinuities or geometric irregularities, such as cut-outs and openings in
upper sides, decks and bulkheads.

1.3 Maximum sagging (LC2)

This loading condition represents the maximum sagging vertical bending moment curve by combining:
— the permissible still water sagging or the minimum permissible still water hogging moment curve,
whichever is applicable
— the vertical wave bending moment curve for sagging, as defined in the rules DNV-RU-SHIP Pt.3 Ch.4
Sec.4 [3.1].
This loading condition will normally be decisive for the dimensioning of the following structural areas:
— upper decks, longitudinal bulkheads and side walls with respect to buckling
— pillar loads induced by the global deformations. This is important assessment to identify pillars under
tension loads.

1.4 Maximum vertical shear (LC3)

This loading condition represents the rule vertical wave shear force within 0.4 L amidship. This condition shall
cover:
— shear strength within 0.4 L
— shear strength at areas with large cutouts or cluster of cutouts e.g. passenger lifts area, side shell with
doors and windows.
The maximum and minimum still water conditions shall be combined with the positive and negative wave
shear force as defined in the rules DNV-RU-SHIP Pt.3 Ch.4 Sec.4 [3.2].

2 Pillar analysis

2.1 Objective
The purpose of the pillar analysis using direct strength assessment methods, is to calculate the maximum
axial force in compression and/or tension in each pillar, and verify that the structural strength of the pillars
and surrounding structure is adequate.

2.2 Analysis procedure

When the still water loads are applied to the global FE model according to Sec.3 [4] and Sec.3 [5], the forces
in the pillars may be calculated according to the following procedure:
— Step 1: calculate the pillar loads from the maximum hogging or maximum sagging load case (LC1 or LC2).
This load case gives the combined pillar load due to global bending and deck loads, but includes local
effects on the pillars due to the way the loads are applied and distributed in the model.
— Step 2: the same load case as in step 1, but with boundary conditions where transverse bulkheads are
fixed in vertical direction from bottom to double bottom. This step enables to isolate the local effects on
the pillars.
— Step 3: calculate the pillar loads due to steel weight and design deck loads applying the rule envelope
vertical acceleration defined in DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [3.3]. The same boundary conditions as in
step 2 are applied. This step gives the pillar loads due to self weight and deck loads accelerations only.

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— Step 4, sum: the total pillar load, including the effect of global deflection, may be calculated according to

Section 2
the following:
Total pillar load = (Pillar load from step 1 – Pillar load from step 2) + Pillar load from step 3.

3 Bow impact analysis

3.1 General
The bow impact analysis will normally be decisive for the dimensioning of the following structural areas:
— decks and longitudinal bulkheads in the fore ship with respect to compressive buckling stress.

3.2 FE model
The global model may be cut at the first full transverse bulkhead aft of collision bulkhead and fixed boundary
conditions applied.

3.3 Load application

Pressure loads according to DNV-RU-SHIP Pt.3 Ch.10 Sec.1 [3.3.5] to be applied to the bow structure. Load
area is given by DNV-RU-SHIP Pt.3 Ch.10 Sec.1 [1.1.3].
Alternative load application method represents the bow impact pressure loads as forces according to DNV-
RU-SHIP Pt.3 Ch.12 Sec.5 [2.4].

4 Docking analysis

4.1 Modelling and load application

When required, a separate docking analysis should be carried out using the global FE model based on the
lightship weight and the docking plan.
Spring elements should be added as boundary conditions to model the docking blocks.

4.2 Critical structure

The docking analysis will often be decisive for the dimensioning of the following structural areas:
— capacity of double bottom structure and support
— shear buckling of floors and girders in the double bottom.

4.3 Aft structure

For vessels with extended flat bottom design in the aft structure, the docking analysis will provide a good
overview of the vertical deflections. It may be necessary to add supporting pillars/docking blocks under the
flat bottom during docking if the analysis shows significant deflections.

5 Direct wave load analysis

Direct wave load analysis shall be based on recognised software. As recognised software is considered all
wave load programs that can show results to the satisfaction of the Society.

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SECTION 3 GLOBAL FE STRENGTH ANALYSIS

Section 3
1 Objectives
The objectives of the global analysis are to:
— determine the longitudinal hull girder stresses
— determine stresses in transverse structures due to racking
— obtain forces in pillars
— provide boundary conditions for the local analysis described in Sec.4.

2 Global finite element model

2.1 General
The main purpose for the global model is to represent the global stiffness satisfactorily with respect to the
objective for the analysis. The effectiveness of the superstructure is dependent on its length, the flexibility
of its supports, the integration with the hull girder at its ends, and the size and number of openings in side
bulkheads and internal decks.
Global finite element modelling is described in DNV-CG-0127 Sec.2 [2.1] to DNV-CG-0127 Sec.2 [2.4]. In
addition, some specific modelling considerations for passenger ship are given in this subsection.

2.2 Modelling simplifications

It may not be practical to include all bulkheads and steps in their correct place. Bulkheads may be lumped to
the nearest mesh-line in the global modelling. However, it is important to document the consequences when
bulkheads are lumped. Figure 1 shows how the shear stress in the deck plate will be affected after bulkheads
have been lumped.

Figure 1 Effect of bulkhead lumping

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Section 3
3 Boundary conditions

3.1 General
The boundary conditions are described in DNV-CG-0127 Sec.2 [2.5]. In addition, some specific information
for passenger ship are given in this subsection.

3.2 Balancing of global FEM model

It is of great importance that the internal and external loads applied on the global FEM model are in balance
with minimum of reaction forces at the fixation points. The size of the reaction forces will indicate how well
the applied loads are balanced and also how realistically the loads are distributed along the hull girder in
order to achieve the desired bending moment and shear force curves. None of the reaction forces should
exceed 2% of the total weight of the structure.

3.3 Fixation points

The fixation points can be either individual nodes or a group of nodes. Preferably they should be 'simply
supported' in such a way for the global structural model to avoid rigid body movement. The fixation points
should be located away from areas where the stress is of interest.
For the longitudinal strength assessment the boundary conditions can be applied as given in DNV-CG-0127
Sec.2 [2.5.2].
For the transverse strength assessment (racking analysis) according to DNV-RU-SHIP Pt.5 Ch.4 Sec.2
[2.2.3], the following boundary conditions may be applied:
— Translation fixation in x and z direction both sides, and in y direction at one side, at the intersection of the
bulkhead deck to the side shell.
— Translation fixation i z direction for all nodes in way of transverse main firezone bulkheads, continuous
pillars and other continuous vertical supporting structure, at bulkhead deck level. This is not relevant
when hydrostatic sea pressure has been added to the global model according to [4.5].

4 Stillwater loads application

4.1 Light ship weight

The weight of the structure is obtained by applying density to the applied steel material. In order to be
able to tune the position of the centre of gravity and verify the weight distribution in a simple way, different
material densities can be used along the hull length. The whole analysis model should be in compliance
with the actual light ship weight distribution. This often requires an iteration process for tuning the mass
distribution.
The remaining light ship weight should be represented by concentrated mass components at the centre of
gravity of each component.
All masses shall be attached to the surrounding structure.

4.2 Machinery and outfitting

All heavy machinery items (such as main engine, rudder, main generators, etc.) should be modelled as point
masses attached to the surrounding structure at their correct locations. The weight of a component may be
divided into several mass points if the component is too large (for instance the main machinery).

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Section 3
4.3 Deadweight and passenger loads
Deadweight and passenger loads may be represented by concentrated mass components at the centre of
gravity of each component or as distributed pressure to the relevant deck areas.

4.4 Tank loads

The liquid mass in tanks should be represented by pressure loads or point mass components which are
distributed to the node points at the tank base or boundary. It is not necessary to include the local pressure
distribution of the tanks in the global FEM analysis.

4.5 Buoyancy loads

The still water hydrostatic pressure load should be applied to the wet part of the hull.

5 Dynamic loads application

5.1 General
There are several methods that can be used to achieve the required dynamic loads. These are split in two
categories, the indirect method referred to as rule based loads and the direct method. For the latter, the
loads are determined by direct wave load analysis, see [5.3]. In the indirect method a pressure is applied
at the bottom of the FE model and the resulting bending moment shall approximate as close as possible the
required rule bending moment and shear force distribution.

5.2 Rule based loads

To achieve the required vertical wave bending moment, a pressure load to the shell elements of the wet
surface of the hull may be applied according to one of the two following methods:
1) to obtain a bending moment curve by applying pressure load on the wet surface, that is actually larger
than the required within 0.4 L but approaching the required curve outside 0.4 L, see Figure 2.

Figure 2 Rule limit curve and vertical wave bending moment based on surface pressure
application on wet surface
2) to calculate using appropriate mathematical algorithms (e.g. Fourier series analysis) a pressure
distribution that satisfies the rule curve for bending moment and for shear force.

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Section 3
5.3 Direct dynamic loads based on the equivalent design wave method
5.3.1 General
Equivalent design waves are determined by a direct wave load analysis and they can be used to calculate hull
girder forces and moments corresponding to the rule requirements. Based on the direct analysis, the wave
pressure loads, and accelerations have the same phase and this ensures a more realistic superposition of the
different hull girder load components.

5.3.2 Load application for longitudinal strength assessment

As an alternative to rule based loads, see [5.2], the EDW method can be used to study the global strength
of the hull structure by selecting the corresponding EDW that produces the required target vertical wave
bending moment within 0,4 Lfor sagging and hogging. The advantages of using the EDW pressures and
accelerations, are that the required vertical bending moment and shear forces are achieved with the vessel in
balance hence there is no need to add additional external loads to balance the model. Because the EDW is a
realistic wave, it may require more than one design wave to achieve the required moment distribution within
0.4 L. Outside 0.4 L there is no need to apply correction factors to the bending moments or shear forces as
these are the realistic distributions.
With the direct wave load analysis the inertia loads and external pressures shall be in equilibrium to keep the
reaction forces at a minimum. The sum of local loads along the hull needs to give the correct global response
as well as local response for further stress evaluation.

5.4 Correction factors

Where the applied bending moment and shear force deviate from the rule required values, the stresses for
these load cases shall be corrected before the yield, buckling and local strength checks.
The principle of scaling linearity can be used for sections that remain plane under bending. However, when
the section does not remain plane i.e. the bending stress does not follow one linear slope, the correction
factors to be applied shall be determined by appropriate methods.
The distribution of actual achieved bending moments and shear forces obtained over the length of the model
should be compared with the required design bending moment and shear force distributions. Plots showing
the comparison between the applied bending moment and shear force with the design required values should
be produced.

6 Simplified global strength assessment method

Alternative methods to achieve the required rule bending moment distribution may be considered. One
alternative method to what is described in [4] and [5] above is to apply a parametric line load which will
produce the total moment from both the still water and wave bending moments. To determine the loads
to be applied to the global model, the total bending moment (MS + MW) is differentiated twice. The first
differentiation gives the shear force distribution (Q = d(MS + MW)/dx), while a second differentiation gives
a line load (q = dQ/dx). This line load may be either applied in the ship’s side as shearing load or as point/
nodal forces in the ship’s bottom structure at every web frame.

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SECTION 4 LOCAL FE STRENGTH ASSESSMENT

Section 4
1 Application
Local models, in addition to the global model, may be required for passenger ships as given in DNV-RU-
SHIP Pt.5 Ch.4 Sec.4, where there are large hull openings, discontinuities or other highly stressed areas. The
location and number of models required will be evaluated based on results from the global calculation.

2 Peak stress control

In order to control the size of the plasticity zones in way of openings in highly stresses areas, local models
with fine mesh shall be evaluated. Because of the geometric irregularities and the high average stresses, the
local stresses in way of openings will exceed the yield strength of the material and this may cause permanent
plastic deformation.
In reality the peak stresses will be much lower than the ones predicted from the linear elastic analysis
because of the re-distribution of the stresses in the adjacent area, after the material has reached its yield
capacity. The condition for this is that the plasticity zone is limited in extent, hence the allowable peak stress
criteria in the rules are valid for an 50 × 50 element size. In practice, a peak stress value more than yield
represents a permanent strain in the material after the load has been removed. Since this local permanent
strain does not represent ultimate failure of the hull girder, it can be accepted under extreme loads, provided
its extent is limited according to DNV-RU-SHIP Pt.5 Ch.4 Sec.2 [5.4.1].

3 Shear stress control

It is important to evaluate the shear capacity of highly stressed areas with many openings. Especially, in
main supporting longitudinal structure, such as longitudinal walls and side superstructure walls. This will
ensure better control of openings and cut-outs such as cable, piping and ventilation penetrations in the
bulkheads. Normally, designers indicates areas on the structural drawings where openings are not allowed or
the percentage of allowed area reduction due to shear capacity limitations.

4 Pillar supporting structure

Where pillars are not continuous and stop on deck girders or other supporting structure, a local model may
be necessary to document the strength of the supporting member and the local connection between the pillar
and the support member.

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SECTION 5 FATIGUE

Section 5
1 Method and application
With reference to DNV-RU-SHIP Pt.5 Ch.4 Sec.2 [6], FE analysis by local FE or hot spot models may be
required for a number of structural details. If required, [2] is relevant.

2 Fatigue capacity and strength representation

2.1 General
See DNV-RU-SHIP Pt.5 Ch.4 Sec.2 [6], DNV-RU-SHIP Pt.3 Ch.9, DNV-CG-0129 Sec.2 and DNV-CG-0129
Sec.3. The following subsections describe assumptions relevant for the fatigue assessment.

2.2 Loading condition for dynamic stress range

The vertical wave bending moment contributes the most to the stress range at free plate edges associated
with corners of openings and cut-outs in the longitudinal bulkheads and decks.

2.3 Corrosive environment

For the structural details considered relevant in the upper part of the structure the time in corrosive
environment as part of the minimum design life, TC25, can be set to zero, i.e. the structural details are
regarded as in air-environment during the whole life time.

2.4 Mean stress, fmean

For passenger vessels, the majority of the critical details for fatigue is located above the hull girder neutral
axis. These vessels are usually exposed to hogging stillwater moments only. The critical details will therefore
be exposed to a mean stress level in tension, and a mean stress factor, fmean = 1.0 should be applied.

2.5 Thickness effect, fthick and S-N curves

For free plate edge, fthick can be set to 1.0. S-N curve C should be used. In case of edge treatment B or B2
can be used.
In case of manual cutting, S-N curve C2 should be used. In case of edge treatment the S-N curve can be
improved to C1. For welded details the thickness effect, fthick, can be set to 1.0, and the hot spot S-N curve D
(FAT 90) should be used.

2.6 Scantling approach factor, fc

The FE models (global, local and hot spot) can be based on gross scantlings and the fc should be set to 1.0.

2.7 Post weld treatment, fw

Post-weld treatment of welded details should not be accounted for, in general, and fw should be set to 1.0.
Use of fW may be permitted only on specific locations where other means to increase the fatigue life are not
possible.

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Section 5
2.8 Environmental factor, fe
For world wide operation, fe = 0.8, should be applied.

2.9 Fatigue damage calculation procedure

Based on the previous subsections, the step-wise fatigue assessment procedure is out-lined below.
In this procedure, the maximum allowed peak stress range for fatigue is found based on the selected S-N
curve. The peak stresses obtained from the local FE models for the free plate edges can be used to calculate
the usage factor against the allowable peak stress calculated as:

The usage factor of every opening/cut-out can then be plotted, giving a good representation of fatigue
strength.
The method can be summarised by the following steps:
1) Calculate the total number of stress cycles, ND:

ΝD = total number of stress cycles experienced by ship during the design fatigue life, where 1/
(4logL) is assumed as the zero up-crossing frequency
f0 = fraction of time at sea
= 0.85, unless otherwise specified
TDF = design fatigue life, minimum to be taken as 25 years.

-8 -2
2) Calculate the scaling down factor from 10 to 10 probability level, fp, for the vertical wave bending
moment, according to DNV-RU-SHIP Pt.3 Ch.4 Sec.4 [3].
3) Calculate fp*, a corrected scaling down factor which excludes the non-linear effects in sagging wave
bending moment and includes routing effects, see DNV-RU-SHIP Pt.3 Ch.4 Sec.4 [3]:

4) Calculate the corresponding Weibull shape parameter, ξ* = Log10(0.25)/Log10(fp*).

5) Interpolate from DNV-CG-0129 App.C Table 4 for the Weibull shape parameter ξ* and the stress cycles
-8
calculated above, to find the fatigue stress range, ΔσFS, at 10 probability level, for the C S-N curve
without edge treatment.

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-8
6) Calculate the permissible stress range, Δσperm, at 10 probability level as:

Section 5
7) If only FE stress results from the maximum hogging load case are available, a correction factor for the
stress range should be calculated according to K = (-Mwv-s + Mwv-h)/(Msw-h + Mwv-h). The permissible
stress is then Δσperm/K.

Mwv‐s = the vertical wave bending moment in sagging according to DNV-RU-SHIP Pt.3 Ch.4 Sec.4
[3], without non-linear adjustments, i.e fnl-vs = 1.0.
Mwv‐h = the vertical wave bending moment in hogging according to DNV-RU-SHIP Pt.3 Ch.4 Sec.4
[3].
Msw‐h = the vertical stillwater bending moment in hogging.
8) Fatigue criteria for FE screening is then ΔσFEM < Δσperm/K.
For a different class of S-N curve than C or B2, a numerical solution for the stress range Δσ can be found
by setting D = 1.0 in the closed form expression of the damage using a two slope S-N curve given in DNV-
CG-0129 App.C [2.3]. Care should be used in the definition of the Gamma functions, which are software
dependent, i.e. the numbers in DNV-CG-0129 App.C Table 4 should first be reproduced for known input
values.

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CHANGES – HISTORIC

Changes – historic
July 2018 edition

Changes July 2018, entering into force as from date of publication

Topic Reference Description

General clarification Sec.2 [1.4] "Maximum vertical shear force" loadcase added for global finite
element analysis (FEA), since some designers may split vertical
bending moment (VBM) and shear force (SF) case.

Sec.4 [4] Possible local FE scope for special pillar supporting structure is
defined.

Dynamic load application Sec.3 [5.1] General part modified for clarification of dynamic load
clarification and hull girder application. To methods described, rule based and direct
wave bending moment UR S11 method, supporting the rule change proposal in DNVGL-RU-
SHIP Pt.5 Ch.4 Sec.2.

Sec.3 [5.2] Load application based on rule based method.

Sec.3 [5.3] Load application based on equivalent design wave (EDW)

method.

February 2016 edition

This is a new document.

Class guideline — DNV-CG-0138. Edition July 2021 Page 18

Direct strength analysis of hull structures in passenger ships

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