Examination of the intact stability and the seakeeping behaviour

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3 Data input 3.11 Size range of the examined vessels The smallest examined vessel is nearly 200 m whereas the largest vessel is more than 320 m long. Figure 3.5 opposes the displacement to the length between perpendicular. To visualise the dierences between the examined vessels, the lateral view of three of them is given. The detailed ship data and main dimensions for each ship are given in the respective section of chapter 4. 130000 120000 110000 14 15 11 100000 Displacement at T design [t] 90000 80000 70000 60000 50000 5 6 12 7 1 3 9 4 8 2 40000 10 13 30000 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330 L PP [m] Figure 3.5: Vessels size range 3.12 Sea conditions to be examined According to the accident sea conditions named in chapter 1.1, the following situations are examined. As mentioned in chapter 2.2, the seaway is described by a signicant wave period T S and a signicant wave height H 1/3 . For each analysed vessel a speed v and a wave encountering angle is assumed according to the respective accident situation. The encountering angle is measured from astern, so 0 ◦ means the ship encounters a following sea. Table 3.1: Accident situations Accident Corresponds to the Encount. v [kts] situation accident of angle [ ◦ ] T S [s] H 1/3 [m] Situation 1 Chicago Express 3 150 9.5 7.5 Situation 2 2468 TEU vessel 3 150 8.5 7.0 Situation 3 2500 TEU vessel 5 130 9.5 7.0 18
4 Examination For each vessel the seakeeping behavior during the three accident situations is determined. This simulation extends to 20, 000 time steps, having a step size of 0.5 s each. This corresponds to a total duration of the simulation in real time of 10, 000 s. This chapter explains the data sets for all analysed vessels. The compilation contains a simplied lines plan including the lateral areas and a few main dimensions. A detailed list of all main dimensions and the data for the respective ballast arrival loading condition can be found in the appendix A. In addition, some specic characteristics of the ship are named. (e.g. the quality of the calculation model or the hullform). At this the explanations concerning the ability of passing the Panama Canal, apply on the canal before its enlarging, which will be completed in the year 2014/2015. Further with the referenced c B value for each vessel, the neness of the hull forms is described and can be compared to other vessels. Furthermore the maximum rolling angles and maximum transversal accelerations on the bridge are given, resulting from each of the three above named accident situations. For the worst scenario the statistical distribution of the occurring accelerations is given by a histogram, where the maximum transversal acceleration is derived from. The mean value of the normalized amplitudes and the associated standard deviation as well as the number of calculated periods in the simulation time of 10, 000 s are also shown in the histogram. It is to be noted, that the histograms do not have the same scale on their x-axis. So the histograms of two dierent vessels can not be compared directly. The order of the analysed vessels is randomly chosen. 4.1 Vessel No. 01 Figure 4.1: Lines plan and lateral areas of Vessel No. 01 Table 4.1: Main dimensions of Vessel No. 01 Main dimensions Value Unit L pp 263.00 [m] B 40.00 [m] T D 12.00 [m] Containers 5,512 [TEU] The rst analysed vessel has the geometric capacity to carry 5, 512 T EU. Having the main dimensions according to table 4.1, this vessels must be classied as a smaller Post-Panamax 19
Page 1: Dezember 2010 SCHRIFTENREIHE SCHIFF
Page 5: 1st Examiner: Prof. Dr.-Ing. Stefan
Page 9 and 10: Contents List of Figures List of Ta
Page 11 and 12: Contents A.14 Vessel No. 14 . . . .
Page 13 and 14: List of Figures 2.1 Calculation mod
Page 15 and 16: List of Tables 3.1 Accident situati
Page 17 and 18: Nomenclature Symbol Unit Meaning A
Page 19 and 20: 1 Introduction In the years 2008/20
Page 21 and 22: 1.2 Following objectives for the di
Page 23 and 24: 2 Theory 2.1 Description of the uti
Page 25 and 26: 2.1 Description of the utilised sea
Page 27 and 28: 2.1 Description of the utilised sea
Page 29 and 30: 2.2 Environmental conditions period
Page 31 and 32: 3 Data input The thesis is written
Page 33 and 34: 3.6 Free surface correction 3.6 Fre
Page 35: 3.10 Bridge height 3.10 Bridge heig
Page 39 and 40: 4.2 Vessel No. 02 4.2 Vessel No. 02
Page 41 and 42: 4.3 Vessel No. 03 ˆ The documented
Page 43 and 44: 4.5 Vessel No. 05 accident situatio
Page 45 and 46: 4.6 Vessel No. 06 4.6 Vessel No. 06
Page 47 and 48: 4.7 Vessel No. 07 ˆ The stability
Page 49 and 50: 4.9 Vessel No. 09 Figure 4.16: Tran
Page 51 and 52: 4.10 Vessel No. 10 4.10 Vessel No.
Page 53 and 54: 4.11 Vessel No. 11 ˆ The limiting
Page 55 and 56: 4.13 Vessel No. 13 Figure 4.24: Tra
Page 61 and 62: 5 Evaluation Based on the determina
Page 63 and 64: 5.3 Recommendations accelerations s
Page 65 and 66: 6 Detailed examination The evaluati
Page 67 and 68: 6.1 Variation of the GM values acce
Page 69 and 70: 6.2 Rolling behavior of the large v
Page 75 and 76: 7 Conclusions Summing up the result
Page 77 and 78: A Vessel data A.1 Vessel No. 01 Tab
Page 79 and 80: A.3 Vessel No. 03 A.3 Vessel No. 03
Page 87 and 88:
A.11 Vessel No. 11 A.11 Vessel No.
Page 89 and 90:
Page 91 and 92:
Page 93 and 94:
B Variation of the bilge keel area
Page 95 and 96:
C Variation of the ship's speed 16
Page 97:
Bibliography [1] BSU; Federal Burea
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Examination of the intact stability and the seakeeping behaviour

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