This paper was discussed the current possibility technology can be used to design a high performance steam propulsion system for an LNG carrier. The propose system was designed based on the available technology for marine industry. The technical performance analysis was carried out to evaluate the improvement of the system. Economic performance for this system was also discussed in paper. The sensitivity analysis used for the economic performance analysis was made by varying the relative system initial cost and fuel price to cover several possible economic conditions to operate LNG Carrier.
Department of Aeronautics, Automotive and Ocean Engineering, Faculty of Mechanical Engineering, Universiti Teknologi Malaysia, Malaysia
In offshore operation, Crude oil is transported by means of pipeline system from oil well to platform at High Pressure and High Temperature. The pipeline will experience expansion and multi stresses due to internal pressure and operating temperature that the material properties of pipe tend to deformation which affect to the durability of pipeline. This phenomenon should be considered in the design process of pipeline and to estimate the expansion is under limit of pipeline strength otherwise the pipeline will be failure cause of catastrophic .
Pipeline and Subsea System Engineering, Ocean and Aerospace Engineering Research Institute, Indonesia
Mechanical Engineering, Universitas Riau, Indonesia
This study aims to investigate performance of current rescue facilities and position based on statistic data of sea accident between 2010 and 2011 in Kepulauan Riau. Current rescue facilities are located at the latitude 0.93105 and longitude 104.4. Using the statistic data, an optimal recue location and facilities in Kepulauan Riau are determine based on International Maritime Organization (IMO) standard. International Maritime Organization requirement , a n emergency, passengers should be able to leave the ship with time 60 minutes. The optimal position and rescue facilities are determined using Great Circle Distance- Spherical Trigonometry and Statistical of Standard Error methods. In this study, simulation code is developed using visual basic 2010 language. Results of simulation show current rescue facility requires a lot of time to reach the accident location which is up to 12.5 hours. In order to meet IMO requirement, this study proposes wing in ground for rescue operation. Using current rescue location, wing in ground also does not meet the IMO standard which is up to 3.04 hours. Additional, this study divides the Kepulauan Riau into two regions of rescue operation. The optimal for rescue facilities of region 1, at the latitude 0.74568 and longitude 104.36256 , and based on the distribution of the accidents in Kepulauan Riau 2010-2011, current rescue facility required up to 5.6 hours to reach the accident area, while the wing in ground facilities required up to 1.3 hours. The optimal for rescue facilities of region 2, at the latitude 3.00338 and longitude 107.79373 , current rescue facility required up to 5 hours to reach the accident area, while the wing in ground facilities required shorter time that is up to 1.2 hour.
Master Student, Department of Aeronautics, Automotive and Ocean Engineering, Faculty of Mechanical Engineering, Universiti Teknologi Malaysia, Malaysia
Department of Aeronautics, Automotive and Ocean Engineering, Faculty of Mechanical Engineering, Universiti Teknologi Malaysia, Malaysia
Marine Technology Center, Universiti Teknologi Malaysia, Johor, Malaysia
The ship-shaped floating structures like FPSO has an ability to produce, storage and offloading the oil but it is does not have the drilling capability. Usually the FPSO in shallow water is connected with the single point mooring systems such as Vertical Anchor Leg Mooring (VALM) buoy systems. The objective of this paper is calculate the response amplitude operators (RAO) of spread moored FPSO with two mooring configuration and with the effect of non-collinear environment of wave and current. The analyses done by using ANSYS AQWA (version 14) software with runs two types of analysis which is hydrodynamics diffraction and hydrodynamics time response. The analysis also focuses to calculate the RAO and normalized hawser line force of FPSO and VALM systems. The result from the software has been compared with the experiment result to validate it. The different in meshing elements size also are taken into account. The analysis also focuses to compare the RAO between single leg mooring FPSO and spread moored FPSO with the same loading condition. From the analysis, the RAO for 4 mooring FPSO is higher compared than 8 mooring FPSO but the 8 mooring FPSO shows high value of cable forces than 4 mooring FPSO. It also shows the value of RAO of single leg mooring FPSO is higher compared to the spread moored FPSO.
Department of Aeronautics, Automotive and Ocean Engineering, Faculty of Mechanical Engineering, Universiti Teknologi Malaysia, Malaysia
