Examination of the intact stability and the seakeeping behaviour

4.14 Vessel No. 14
4.14 Vessel No. 14
Figure 4.27: Lines plan and lateral areas of Vessel No. 14
Table 4.27: Main dimensions of Vessel No. 14
Main dimensions Value Unit
L pp 319.00 [m]
B 42.80 [m]
T D 13.00 [m]
Containers 8,600 [TEU]
Vessel No. 14 has the geometric capacity to carry 8, 600 T EU. Having the main dimensions
according to table 4.27, it belongs to the class of the large Post-Panamax vessels. With Vessel
No. 14 the Chicago Express takes part of the analysis, which is the vessel involved in accident
situation 1. For the BSU accident report [1] it has already been examined, although referring to
a dierent loading condition. The following characteristics of the Chicago Express are to be
noted:
ˆ The lines of the ship shown in gure 4.27 have a c B value of 0.66 on design draft.
ˆ The documented bilge keel area is a little bit larger than the mean value according to
chapter 3.9.
ˆ The stability in ballast arrival loading condition is extremely high resulting in a
GM solid = 12.40 m.
ˆ The limiting intact stability criterion (Max. GZ at 25 ◦ ) requires a GM min = 4.92 m.
Besides Vessel No. 11, the Chicago Express is the second vessel in the examination out
of the class of large Post-Panamax vessels. With a c B value of 0.66, the Chicago Express
has not such a ne shaped hull as Vessel No. 11. But the stability values GM solid and most
notably GM min also have a signicant higher order of magnitude, than the values for the smaller
analysed vessels. The calculated transversal accelerations on the bridge and the rolling angles
for the three accident conditions are listed in table 4.28.
Table 4.28: Results of the seakeeping calculation for Vessel No. 14
Accident
[
a
situation t max m/s
2 ] ϕ max [ ◦ ]
Situation 1 3.0 7
Situation 2 3.5 8
Situation 3 3.0 8
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