SUB-COMMITTEE ON STABILITY AND LOAD LINES AND ON ...

Ref.: 391/09 and 520/09
BSU
Bundesstelle für Seeunfalluntersuchung
Federal Bureau of Maritime Casualty Investigation
Figure 23: Frequency distribution of transverse accelerations on the bridge
The calculations show that considerable transverse accelerations must have acted
on the bridge. In the case of the period of 9.5 s which probably applied on the day of
the accident, transverse accelerations of more than 12 m/s² are reached, which
corresponds to about 1.3 g. Even when looked at more favourably, 10 m/s²,
respectively, more than 1.0 g is reached. For comparison: the load on typical lashing
equipment is dimensioned with 0.5 g transverse acceleration.
At this high acceleration, the question of whether the existing bridge design is
adequate in terms of hand bars and lashing points for reducing the high accident risk
arises.
3.2.8.4 Effect of the high GM on the accident
The CCNI GUAYAS was proceeding with ballast, with no cargo and with few supplies
on the day of the accident. The vessel would have needed to carry less ballast water
to reduce stability and in the theoretical worst case she would have proceeded with
no ballast whatsoever.
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