Examination of the intact stability and the seakeeping behaviour

5 Evaluation
Based on the determination of the seakeeping behavior in the previous chapter, the following
sections summarize and explain the results, highlight the consequences and give recommendations
for further detailed examinations also carried out in the scope of this thesis.
5.1 Results
The examination includes only container vessels, which are altogether rather similar in terms of
hull form and ship design. This is due to the necessity to carry as much containers as possible
on a vessel in combination with relatively high speed requirements (> 20 kts). All vessels have,
more or less, a distinctive bow are and a ne shaped hull form compared to other ship types
(e.g. bulkers or tankers). This is expressed by c B values in a scope of 0.57 ... 0.69.
The results show, that the transversal accelerations on the bridges are correlated with the
respective rolling angles. Therewith it is not implied, that one explicit rolling angle always
causes one explicit acceleration. But it can be stated, that high accelerations only occur in
combination with large rolling angles.
Summing up the results of the examination of the single ships in the ballast arrival loading
condition reveals:
ˆ In their ballast arrival loading condition all examined ships have, more or less, a GM value,
which is signicantly higher than the required minimum GM min according to the rules of
the IMO[4]. It can be stated, that all vessels considered have a very high stability.
ˆ Most vessels experience large rolling angles up to 40 ◦ and high transversal accelerations on
the bridge up to 15 m /s 2 , depending on the examined accident situation named in chapter
3.12.
To get an overview of the examination, all calculated transversal acceleration on the bridge
against their respective GM solid are plotted in gure 5.1. The numbers in gure 5.1 represent
the respective vessels in chapter 4. At this, the maximum transversal acceleration is plotted for
each of the three accident situations. For better comparison of the occurring accelerations, two
of the vessels in accident are considered, too. The Chicago Express (abbreviated with CE)
and the 2468 TEU Vessel in their respective accidental loading condition are added to the
graph for each of the three analysed accident situations.
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