## 1 Introduction  
Analyses to evaluate the structural strength of the hull can be divided into whole ship, cargo hold, forebody, and aftbody structural analyses depending on the extent of the model. These structural analyses are performed by applying loads according to the design loads defined by each classification society. Design loads can be divided into local loads, which are calculated based on accelerations and fluid pressures defined by classification rules, and hull girder loads, which are calculated by integrating the local loads longitudinally along the hull. The hull girder loads consist of six components: axial force (AF), vertical shear force (VSF), horizontal shear force (HSF), torsional moment (TM), vertical bending moment (VBM), and horizontal bending moment (HBM). The local loads are usually calculated using rule formulas and generally do not require adjustment. However, the resultant hull girder loads obtained by integrating these local loads often differ from the design loads defined in the rules and, therefore, require adjustment. In whole-ship structural analysis,adjustments are generally not required because the design wave loads are determined through hydrodynamic and statistical analysis. However, adjustments may be necessary when applying design local loads according to classification rules or when aiming to achieve more accurate hull girder loads. In structural analysis of the cargo hold, forebody, and aftbody, loads based on classification rules are applied, and adjusting the hull girder load is essential. Existing classification rules [1; 2] defined load conditions and design values for hull girder loads but did not provide a method to adjust all hull girder load components. They only provided guidance on procedures for independently satisfying target values for the major hull girder load components and combining them depending on the loading conditions. The lack of guidance on adjusting the loads led designers to use their own methods. The limitations of the current practice can be summarised as follows. The adjustment method presented in IACS [3], which is only applicable to simply supported boundary conditions, is used. The IACS Common Structural Rule (CSR) defines the design values for local loads and hull girder loads used in cargo hold structural analysis and provides a method for adjusting the hull girder loads in the simply supported boundary condition. Based on this rule, classification societies are also revising their classification rules to adjust the hull girder loads for each type of ship to perform cargo hold structural analysis. However, only four of the six main components of the hull girder load, VSF, VBM, HBM, and TM, are adjusted individually. Also, this method is only applicable to partial models with simply supported boundary conditions and cannot be used on whole ship models. [PERSON] et al. [4] proposed the quadratic programming (QP) method to adjust the hull girder load in the whole ship model. This method is used to implement the hull girder loads from the hydrodynamic analysis in the whole ship model. The six components of the hull girder load are considered together, and the difference between the target and actual values for each station is used to adjust the load. This method does not address the simply supported or cantilever boundary conditions used in the partial model. Additionally, since the load is distributed directly to the nodes of each station, there is a possibility that the load will be concentrated near the fine mesh. There are limited studies conducted regarding the hull girder load effect. [PERSON] et al. [5] reviewed the uncertainties related to the hull girder responses and wave load predictions. [PERSON] [6] investigated the effect of uncertainties in still water conditions on the bulk carrier hull girder. [PERSON] et al. [7] conducted the safety margin investigation for 10,000 TEU container ships based on the condition of combined ultimate hull girder loads. [PERSON] et al.