• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.4
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• pp.594-600
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• 2022

When a large liquefied natural gas (LNG) carrier is anchored at a coastal terminal, calculations on mooring forces of mooring cables induced by environmental loads such as strong winds and currents are needed to secure mooring safety. The advantages and disadvantages of several existing mooring force calculation methods are compared and analyzed with their application conditions. Resultingly, mooring equipment guidelines of the Oil Companies International Marine Forum (OCIMF) are chosen as the computational method for this study. In this paper, the mooring forces of a large LNG carrier with spectrum was calculated using the OCIMF mooring equipment guidelines. The calculation shows similar maximum forces resulted from the calculation using experiment data of a wind tunnel test. To verify the results, OPTIMOOR, a dedicated mooring force calculation software, is used to calculate the same mooring conditions. The results of both calculations show that the computational method recommended by OCIMF is safe and reliable. OPTIMOOR calculates more detailed tensile force of each mooring cable. Thus, the calculation on mooring forces of mooring cables of a large LNG carrier using OCIMF mooring equipment guidelines is verified as an applicable and safe method.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2007.12a
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• pp.319-321
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• 2007

엘엔지운반선(LNGC)의 대형화에 따른 잇단 대형선의 건조과정을 살펴보고 향후의 발전과정을 살펴보도록 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.06a
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• pp.267-269
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• 2009

This study investigated & analyzed the scheme for Ship Management for the Activation of world-wide Oil business. Shipping safety & marine pollution accidents occurred a huge property loss not only a shipping companies but also a oil companies, and marine accident may affect to a shipping company to go out of existence. On that score, oil companies have executed the evaluation by periods on each shipping companies and ships, and SIRE is inter-sharing by internet homepage on OCIMF & CDI, and its most important data when oil cargo transport. Therefore this study is provided a practical method to PIC of tanker shipping business & Designated Person, and it will be a basic of Ship Management for the activation of the Oil business.

• Journal of Ocean Engineering and Technology
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• v.27 no.1
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• pp.43-50
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• 2013

This paper presents a structural design review of a marine loading arm used for the fluid transfer of a liquid cargo from a ship or offshore plant. The marine loading arm is installed on a ship, offshore plant, or jetty in order to load or unload liquid cargo such as crude oil, liquefied natural gas (LNG), chemical products, etc. The structural design of this marine loading arm is obliged to comply with the design and construction specifications regulated by the oil companies and international marine forum (OCIMF). In this paper, the structural safety of the initial design for the marine loading arm is evaluated for the design load conditions required by various operational modes. The evaluated results based on a finite element analysis (FEA) are reviewed in relation to the OCIMF specifications.

• Journal of Navigation and Port Research
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• v.27 no.2
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• pp.193-198
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• 2003

The slew motion of a single point moored ship by the external forces is considered to control itself. The maneuvering equations of motion are derived to express the motion of a ship. The wind forces and the wave forces are considered as the external forces of the single point moored ship in the simulation. The wave forces in the time domain analysis are generated from the frequency transfer function calculated by 3-D source distribution method. The wind forces are used the results from OCIMF(1994). To control the slew motion, the bow thruster and the bridle anchoring with 2nd anchor are used in the numerical simulation.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.1
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• pp.67-73
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• 2016

This study analyzed the state of the vessels which were using the berth for dangerous goods more than its carrying capacity in the major dangerous cargo handling port of Ulsan in Korea, The result of the analysis showed that a ship which has 3 times more than the maximum berthing capacity was moored at berth. Accordingly, a simulation model for 50,000 DWT berth was built and carried out the mooring safety analysis with 50,000 DWT, 70,000 DWT and 100,000 DWT vessels by mooring assessment program. The evaluation was carried out according to the standard environment presented in OCIMF standards. 50,000 DWT vessel was evaluated to meet the acceptable criteria but, 70,000 DWT and 100,000 DWT vessels exceeded the acceptable limit as per external conditions. Consequently, safe mooring guidelines were suggested and also proposed the building of common 'Mooring safety guideline' for port with assessment of different cases.

• Journal of Ocean Engineering and Technology
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• v.22 no.5
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• pp.69-74
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• 2008

This study performed a numerical simulation to predict the development of ship waves and their propagation in the shallow water region of Gunzang New Port and to examine the stability of taut line mooring at the sea wall using the design criteria. In order to predict the propagation of ship waves based on the speeds of various ships under complicated and shallow water depths, a computer model was constructed based on the Boussinesque equation with a fixed coordinate system. Additionally, an investigation if the stability was made by applying MOSES under the environmental loadings estimated by OCIMF.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2012.06a
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• pp.344-346
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• 2012

대산항 씨텍 제3번 돌핀부두에 최초 설계의 접안능력기준을 약간 상회하는 5만 DWT급 VLGC 선박이 접안작업을 할 경우, 돌핀의 용량에 따른 접안작업 동안의 안전성 여부를 대산항만의 입출항 제한 자연 환경조건을 적용하여 선박 계류측면에서의 안전성을 판단하고자 한다. 이를 위하여 대상선박의 부두에서의 최악의 외력조건과 계류장력과의 관계를 OCIMF에서 연구 발표한 결과를 바탕으로 계류안전성 계산공식을 적용하여 계류안전성을 평가하도록 한다.

• Journal of Ship and Ocean Technology
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• v.10 no.1
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• pp.27-37
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• 2006

Current loads acting on offshore vessels are important for predicting the hydrodynamic and structural responses of the vessels. It is also true for analyzing the behavior of moored systems under the action of ocean current. Unfortunately there are few standardized current load coefficients for offshore vessels and it is extremely difficult to be applied to arbitrary hull shapes, if any. Therefore current load coefficients for three hull shapes are calculated in this study using a CFD code, which is well known in the shipbuilding industry. In order to validate the present approach, a typical VLCC is taken as numerical example and resulting current coefficients are compared with experiment together with the OCIMF data. The comparison shows a good agreement in the qualitative sense. Two additional models considered herein are a shuttle tanker and a FPSO under deepwater condition $(WD/T{\geq}6)$. The present numerical approach may be utilized for practical design of offshore vessels.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.373-379
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• 2016

Hydraulic forces on a vessel are changed according to the depth/draft ratio (h/d) during berthing or towing in a lateral direction. It is well known that lateral current force coefficient is dependent on the kinds of vessel in question. However, not much research exists about the characteristics of general ships, except for oil tankers, as suggested by the Oil Companies International Marine Forum (OCIMF). In this paper, lateral current coefficient related to h/d is analyzed in comparison with theoretical values and experiments with a 93m passenger ship. The estimated total resistance on the ship was 14.0 tons under an h/d of 1.6 with a lateral current force coefficient of 1.9. This was found to be similar to the measured value of 13.8 tons on the towing line in actual experiments. Resistances on the ship under an h/d of 3.0 was calculated to be 19.9 tons with a lateral current force coefficient of 1.3. Therefore, the lateral current force coefficient was expected to be 1.3 under an h/d of 3.0, in experiments measured value 20.0 tons. And the discharging currents did not affect the towing force if the towing line was over 30 m, since the towing resistance showed a similar tendency for changes in line length from 30 m to 60 m.