Abstract
A methodology is presented to systematically modify the hull shape of a ballast-free container ship, in order to manage the issue of righting lever variation in waves. The IMO second generation intact stability criteria have been identified as a stability performance assessment tool, while the vertical prismatic coefficient has been selected as the leading parameter of hull modifications to carry out the sensitivity analysis. A revised Lackenby procedure has been chosen to make systematic changes at the hull form. The outcomes of this investigation point out that the proposed procedure is suitable to enable the ship to be fully compliant with the IMO vulnerability levels with minor design adjustment.
Highlights
Application of the IMO SecondIn this paper, a ballast-free containership has been selected for an “intact stability in waves” investigation
The geometry of a containership has been modified in order comply with the Second Generation IntactStability criteria (SGISc)
The subject of this paper is a ballast-free containership, which means that a limited amount of ballast is always present on board and there is no need to load or unload ballast water to balance trim and heel after a loading condition change
Summary
A ballast-free containership has been selected for an “intact stability in waves” investigation. The ship has been designed on purpose with this property to reduce the ballast water treatment implications. This implied modifications on the hull geometry (and on the capacity plan as well) to obtain a ship resilient to the change of loading condition, in terms of trim, list and stability. The cost of installing, operating, and maintaining such plants is not negligible; it appears evident that designing a ship with reduced need for ballast water treatment may provide economic advantages, at least during the operational life of the ship. We decided to investigate a ship carrying a constant amount of ballast water to fix cargo handling related problems, such as excessive trim or list
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