LIQUID MOTION LOADS IN LARGE-SIZE LNG CARRIERS TANK CHARGEMENTS DUS AUX MOUVEMENTS DE LIQUIDES A LINTERIEUR DE CUVES DE METHANIERS

DE GRANDE CAPACITE
Hisafumi Yoshida, Ph. D. Seijiro Miyake, M. Sc. Structure & Fluid Engineering Research Center Hitachi Zosen Corporation 2-2-11, Funamachi, Taisho-ku Osaka 551-0022, Japan Mituyasu Nagahama, B. Sc. Hydrodynamics Department Maritec Corporation 13-65, Nankoukita 1-chome, Suminoe-ku Osaka, 559-0034, Japan

ABSTRACT
The liquid motion phenomenon in real sea is a complicated three-dimensional and irregular motion which is difficult to simulate by means of conventional 2-D regular motion models. Furthermore, the bench test studies to correctly simulate and measure such motions require large scale models and experimental facilities, and are very much time consuming. Consequently today, reports on liquid motion studies in large size LNG carriers are very scarce. Recently, Hitachi Zosen has developed a three-dimensional simulation computer program called 3D-Slosh. Comparative liquid motion studies have been carried out between 135,000 m3 type and 175,000 m3 type ships, by making use of this new software. The liquid motions in the 94% full foremost tank of both ships are simulated and compared in the four kinds of sea conditions; three cases of wave period (9, 7 and 5.5 second) and two cases of incident wave angle (135 and 180 degree). Wave period of 9 second is nearly corresponds to ships natural frequency and 5.5 second nearly corresponds to the natural frequency of the tank liquid. It was found that the maximum impact pressure to the tank ceiling by liquid motion is large when the wave period is resonant with that of ships; in other words, ships oscillate large in resonance with wave, but small when the wave period is resonant with that of tank liquid; in other words, the ships oscillate small because the wave period is not resonant with that of the ships. 6.41

Comparing the two ships, generally 175, 000m3 type shows smaller impact pressure than 135,000m3 type because the magnitude of ship motion of a large ship is smaller than that of a small ship. On the contrary, in the smaller wave period, however, the impact pressure of the larger ship is larger than smaller ships. But the magnitude of pressure itself is considerably small. The reason is supposed that, in this case, the effect of the larger moving span of tank liquid exceeds that of the ship oscillating magnitude.

RESUME
Les Phnomnes de mouvements liquides de cargaison en mer relle sont des mouvements en trois dimensions irrguliers et compliqus, qui sont difficiles simuler au moyen des modles 2-D conventionnels aux mouvements rguliers. De plus, les tudes sur modles rduits dans le but de simuler et mesurer de manire satisfaisante de tels mouvements de liquide requirent de lourdes installations exprimentales et sont trs coteuses en temps. En consquence ce jour, rares sont les rapports d'tudes ralises sur les mouvements liquides de cargaison de mthaniers de grande capacit. Rcemment, HITACHI ZOSEN a dvelop un logiciel de simulation en trois dimensions appel 3-D Slosh, et des tudes comparatives de mouvements de liquide ont t ralises sur des navires de 135,000 m3 et de 175,000 m3, en utilisant ce nouveau logiciel. Les phnomnes de mouvements de liquide ont donc t calculs sur la cuve avant des deux navires remplie 94% et pour 4 conditions de mer; 3 priodes de houle (9,7 et 5.5 secondes) et deux angles d'incidence (135o et 180o) . La priode de 9 secondes est centre sur la frquence naturelle des navires, la priode de 5.5 secondes correspondant la frquence naturelle du liquide dans les cuves. Les pressions maximum d'impact sur le toit des cuves sont importantes quand la priode de houle est en rsonance avec celle du navire, mais faibles lorsque la priode de houle correspond la rsonance du liquide dans les cuves. En comparent les rsultats obtenus sur les deux navires, les pressions d'impact sur le navire de 175000 m3 sont gnralement plus faibles que celles obtenues sur le navire de 135000 m3 simplement parce que les mouvements la mer d'un gros navire sont plus faibles que celles du navire de plus faible capacit. Au contraire pour des priodes plus petites les pressions d'impact mesures sur le navire de 175000 m3 sont plus leves que sur le navire plus petit mais ces pressions d'impact sont considrablement plus faibles.

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LIQUID MOTION LOADS IN LARGE-SIZE LNG CARRIERS TANK

1. INTRODUCTION
The cost reduction for the sea born transportation of LNG is one of the relevant issues for the further development of LNG trade. In this regard, the cost effectiveness of the large size LNG carriers has been discussed and it seems generally accepted. In the design of large LNG carriers, a membrane type ship has much merit comparing to a spherical tank type ship, because of the compactness in ship size and free choice of ship dimensions [1,2]. But at the same time, motions of larger moving spans of LNG cargo, and their loads on cargo containment systems, must be investigated in larger size LNG tanks, their resonance conditions to ship motion and/or to sea waves being different from those of current size LNG carriers. Although the computed result of 3D- Slosh has been verified comparing with the bench test result, but regarding the calculated value of impact pressure, further verification may be necessary comparing with the actual damage data or actual ship measurement. Therefore, the study was made in comparison with the one actually operating and the large one on design. Two prototype ships used for the simulation are shown in Table 1.1 and Fig. 1.1. Both ships are membrane type with four cargo tanks. Breadth of fore end of the No.1 tanks are narrowed to fit in the hull form. Table 1.1 Prototype of Ships 135,000m3 type 260.0 m 44.3 m 11.75 m 175,000m3 type 286.0 m 48.8 m 12.0 m

Length between perpendiculars Breadth moulded Draft moulded

Liquid motion of LNG cargo varies with cargo tank position, geometry and filling level. In a high level filling condition, extremely high localized sharp impact pressure occurs and also in a tapered tank in plan view such as foremost tank, dynamic pressure can be magnified when compared with a tank of uniform section. Considering the above, the investigation were made for the No.1 cargo tank (foremost cargo tank) of 94% full. The sea condition in which the ships will navigate, was determined as mentioned in section 2.2 under the realistically severest conditions. In addition to it, two cases of shorter wave periods and one case of following sea condition, both at the same wave height, were added to see the effects of resonance with tank liquid motion and the effect of trapezoidal tank shape.

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In order to estimate the lifetime maximum of liquid motion pressure, statistical analysis accumulating sufficiently enough impact peak pressure data through the considerable length of ship motion data may be necessary [3]. But such lengthy motion simulation is practically impossible due to the computation time restriction, and therefore the simulation were made for the selected time span where the ship motion can be regarded as maximum as mentioned in Section 2.3.

Figure 1.1 Ship Arrangement

2. SIMULATION OF LIQUID MOTION LOADS IN LARGE SIZE LNG CARRIERS TANK

2.1 Outline of Approach A general flow of simulation of liquid motion loads in large size LNG carriers tank is shown in Figure 2.1. First of all, sea conditions ship will encounter must be examined to simulate liquid motion loads. Significant wave heights, wave periods and wave encounter angles should be determined to estimate liquid motion phenomenon by an adequate method. Some kinds of sea area information, that is, route, season and data of wave frequency are necessary to set the sea conditions for a simulation. Second, in order to simulate a model tank movement in irregular waves, time histories of the ship motion in the sea conditions determined at the first stage must be computed by means of ship response functions and wave spectra concerned. The generation of time histories is carried out by an estimation program that is based on the strip method. 6.44

Third, a series of numerical calculation of liquid motion loads are carried out by three-dimensional simulation program called 3D-Slosh. The simulation program can estimates impact pressures at a tank ceiling of LNG carriers. A procedure is introduced to pick up the maximum impact pressure at the tank ceiling in limited computation time. The details of the procedure mentioned above are shown as follows. 2. 2 Sea Condition and Random Motion 2.2.1 Setting of Sea Conditions
Sea area information Route Season Wave data

Ship conditions Loading condition Speed Tank (dimension, position)

Set up sea conditions wave spectrum H1/3, Tw Wave data

Response function of ship motion in regular waves

Power spectrum of ship response in irregular waves

Generation of time history ship motion in irregular waves Generation of time history tank motion in irregular waves Simulation of liquid motion loads

Evaluation of the results

Figure 2.1 General Flow of Simulation of Liquid Motion Loads In case that data of wave frequency on a ships route are available, the procedure setting a sea condition is as follows. 6.45

(1) If some tables of wave frequency are given by each segmental small sea area along a route, label them with suffix k (k=1~Nk). (2) Let the probability that the ship will goes into the area k be Rk. (3) The time passing through the area k will be proportional to Lk, which is square root of the segment area. (4) Pkij(Hi,Tj) is the wave occurrence probability at the area k. Where Hi is wave height and Tj is wave period.(i=1~Ni), (j=1~Nj) (5) From the definition mentioned above, the probability Qij that the ship will encounter the wave of (Hi,Tj) is proportional to k{PkijRL}. where ijQij=1.0. (6) The expectation value of time that the ship will meet to sea conditions of (Hi,Tj) for her lifetime is expressed by the following equation (2.1). Eij=Qij (Y36524) S (hour) where Y is the lifetime length of the ship and S is the rate of service. (7) Generally, a ship may often changes the course in order to avoid an extreme stormy weather. Such extreme conditions, of which frequency is naturally small, are omitted by cutting off the Qij below a certain level. (8) If an adequate value of is given for Qij according to the ship's lifetime length and the division's fineness of wave frequency tables of (Hi,Tj), then the maximum encounter wave height Hmj correspond to wave period Tj can be set. Figure 2.2 shows a long-term distribution of ship motion (pitch angle and vertical acceleration at FP) for an actual ship. Figure 2.3 shows the wave frequency on North Pacific Ocean in winter. (2.1)

Long-Term Distributions of Pitch Angle

12 10 8 6 4 2 0 0 5 10 15

Calculation SR125 Experiment

2 1.8 1.6 1.4 1.2 1 0.8 0.6 0.4 0.2 0 0

Long-Term Distributions of Vert.Acc. at FP Calculation

PITCH ANGLE (deg.)

ACCELERATION (g)

SR125 Experiment

10

15

-LOG10(Q)

-LOG10(Q)

Figure 2.2 Long-Term Distributions of Ship Motions

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Wave Frequency in the NORTH PACIFIC

80 70 60 50 40 30 20 10 0

P(1/1000)

13. 5 10. 5 T( s ) 7. 5

0.375

2.25

4.25

6.25

8.25

4. 5

10.25

12.25

H( m)

Figure 2.3 Wave Frequency in the North Pacific Ocean in Winter The long-term distribution is calculated by using the table of wave frequency where wave data of 0.4% is removed from the highest wave height. In case of North Pacific Ocean in winter, it will be sure that the ship keeps away from the sea area of the wave height above 7.25m. This actual ship experiment had been carried out by a container carrier (SR125; The 125 Regulation Research committee of Shipbuilding Research Association of Japan)[4]. This experiment is good agreements with the above mentioned calculation. The result will become a reference for deciding . Thus, the wave height of 10m is enough for the simulation of liquid motion loads on this route under the severe weather condition. The procedure how to determine ship speed, encounter wave angle and wave period is still remaining for the simulation of liquid motion phenomenon. The method is as follows. In case a ship is navigating in the severe weather condition, the ship speed will drop. But, the design speed is applied for this simulation because it is severe side for ship motion prediction. The natural period of ship motion and that of liquid motion should be taken into account to determine the wave period and the wave encounter angle. A standard should be laid down in order to select more severe wave conditions for the exciting forces of liquid in the tank. An index represent the magnitude of acceleration in irregular waves is defined by the following equation (2.2) F = {(U)2+(V)2+(W)2+(g)2+(g)2+(lx)2 +(lzv)2+(lxv)2+(lzv)2+(lxv)2

14.25

(2.2)

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where U,V,W : standard deviation of acceleration for surge, sway and heave v, v, v : standard deviation of angular acceleration for roll, pitch and yaw , : standard deviation of angle for roll and pitch lx, lz : longitudinal and vertical distance from center of a ships gravity to that of a tank g : acceleration of gravity That is to say, the meaning of this index F is the cumulative acceleration causes the liquid motion. To set severe wave conditions is necessary to consider the combination of F and acceleration's encounter period, moreover the natural period of the tank. Figure 2.4 shows a relationship between acceleration index F and encounter periods of the acceleration for 135,000m3 and 175,000m3 type of the LNG carriers. It can be finally seen from this figure that a severe wave condition is as follows. wave period ; 9 second (near to natural period of pitch motion of the ships) encounter wave angle ; 135 degrees (45 degrees from bow, describe head sea as 180 degrees.) Wave height of 10m may be high enough for the route of North Pacific Ocean.

135,000 m3 LNG Carrier

0. 015 0. 015

175,000 m3 LNG Carrier

F/ H^2

F/H^2

0. 01 0. 005 9 7 T( s )

0. 01 0. 005 10 7. 5 T( s )

45

90

90

135

135

180

(deg.)

(deg.)

135,000 m3 LNG Carrier

20 15 20 15

175,000 m3 LNG Carrier

Te(s)

10 5 9 7 T( s )

Te(s)

10 5 9 7

45

45

90

135

90

180

135

180 180
5

45

T( s )

( d e g . )

( d e g . )

Figure 2.4 Relationship Between F and Encounter Periods of Acceleration

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2.2.2 The Generation Technique of Time Histories of Random Motion In order to generate the time histories of ship motion, wave spectra is superimposed on the response function of ship motions. It is necessary for a calculation of ship motions that added mass and damping are estimated. Ursell-Tasai method is applied to calculate the hydrodynamic forces. The response functions of ship motions are calculated by the strip method. Then, the equation of motion is solved by putting the hydrodynamic coefficients. The wave spectra is used a type that I.S.S.C. advocated in 1964. The response spectrum, which is made by the superimposing method, is used for generating the time histories of the ship motions [5]. It is expressed by the following equation (2.3). S(t)=SQRT{2Sa(n)dn}cos{nt+(n)+s( n)}, n=1~N where S(t) : time histories of ship motion Sa(n) : response spectra, Sa(n)=As( n)2S(n) As( n), s( n) : amplitude and phase of ship response function S(n) : wave spectra (n: random phase n : wave frequency This equation (2.3) is used to generate the time histories in long-crested irregular waves. In order to express ship response under the actual seas, the time histories in shortcrested irregular waves are important. Those time histories are obtained by superimposing time histories on each motion in long-crested waves. In that case, the directional distribution's function is taken into account to generate the time histories. It is a consideration that the ship motions arise by each component wave distributing between 90 degrees around the average encounter wave angle. The function of COS2 is applied to the directional distribution. The tank motions at any points are able to calculate from the ship motions around the center of gravity in accordance with coordinate system. That is to say, the time histories of tank motions in short-crested waves can be obtained by coupling the ship motion's time histories of six degrees of freedom. 2.3 Liquid Motion Simulation 2.3.1 Outline of Simulation Method Liquid motions in the tank were simulated numerically by three-dimensional simulation program called 3D-Slosh developed by Hitachi Zosen [6]. This program is based on the MAC method and has following characteristics. 1) 2) 3) Fluid is assumed to be incompressible and inviscid. The governing equations are derived in a tank wall fitted coordinate system to include the effects of inclined tank walls. Tank motions of six degree of freedom can be taken into account. 6.49 (2.3)

2.3.2 Estimation of Maximum Impact Pressure Because of the time consuming property of liquid motion simulation, time histories of ship motion to simulate tank motion should be chosen carefully to reduce numerical simulation time. In order to predict the maximum impact pressure at the tank top with practical level of simulation time, assumption is introduced that maximum impact pressure occurs at the time near the acceleration of the tank takes maximum value because acceleration of the tank motion mainly governs liquid motion. To determine when the acceleration of the tank motion at the center of the tank takes maximum value, an equation (2.4) similar to index F introduced in section 2.2 are applied at the center of the tank on each time step and maximum value of it is searched, Ft = (u + lz )2 + (v - lz + lx ) 2 + (w - lx )2 (2.4)

where u, v, w: acceleration of surge, sway and heave motion , , : angular acceleration of roll, pitch and yaw motion, lx, lz : longitudinal and vertical distance from center of gravitation of a ship to center of the tank If maximum of Ft value is found, input data of time history of ship motion is determined as follows. 1) 2) 3) Compute time history of tank motion from ship motion data. Calculate value of function Ft defined in equation (2.2) at the center of the tank and search the time t=Tmax when Ft takes maximum value. Pick up time range Tmax-30TW < t < Tmax+10TW from time history of tank motion, where TW is mean wave period of incident waves.

2.3.3 Simulation Cases Liquid motion simulation were perfomed at No.1 tank of both 175,000m3 type and 135,000m3 type LNG carrier. Tank profile and cell arrangements for present calculation is shown in Figure 2.5 for 175,000m3 type and Figure 2.6 for 135,000m3 type. Twelve points to pick up pressure (5 points in fore part of the tank and 7 in aft part respectively) were chosen in present simulation and they are marked at the tank top in both Figure. Header TA and TF denote aft and fore part of the tank respectively. Number of cell used for both tank are shown in Table 2.1. Figure 2.7 denotes natural period of the tank with liquid motion in the tank for various filling ratio in surge and sway motion modes. It is observed that natural period of 175,000m3 type is a little longer than that of 135,000m3 type in each mode. In this simulation case, filling ratio 94%, natural period for each tank are shown in Table 2.2. Simulation conditions are shown in Table 2.3. Mean wave periods were determined by following the procedure described in 2.2. Table 2.1 Number of Cells for Liquid Motion Simulation 175,000m3 135,000m3 ij k=18 2215=5,940 ijk=162015=4,800 6.410

Table 2.2 Natural Period of Each Tank (94% filling ratio) Mode of motion Surge Sway Resonance Period [sec.] 175,000m3 135,000m3 6.98 6.51 7.54 7.14

Table 2.3 Wave Conditions for Liquid Motion Simulation Mean Wave Height (m) Case-1 Case-2 10.0 Case-3 Case-4 7.0 5.5 135.0 135.0 Mean Wave Period Tw (sec.) 9.0 9.0 Incident Wave Angle (deg.) 135.0 180.0

42.685 8.183 8.783 8.783 8.183

24.325

28.745 6.403

28.745 6.403 6.193 TF12' TF11' TF21 TF12 TF11

6.193 37.245 TA11' TA21' 26.319 TA12'

TA31

TA21 TA11

TA12

Figure 2.5 Tank Configuration and Cell Arrangement of 175,000m3 Type LNG Carrier

6.411

7.959

38.775 8.635 8.635 8.635 8.635

22.440

28.215

6.270

28.215 6.270 6.270 32.670 TF12' TF11'

6.270 TA11' TA12' TA21' 21.505 TA31

TF21 TF12 TF11

TA21 TA12 TA11

Figure 2.6 Tank Configuration and Cell Arrangement of 135,000m3 Type LNG Carrier

1 0.8
Surge mode 3 175,000m3 135,000m Sway mode 175,000m3 3 135,000m

Filling Ratio

0.6 0.4 0.2 0 4

10

12

14

Natural Period of tank [second]

Figure 2.7 Natural Period of Each Tank for Various Filling Ratios 2.3.4 Results and Discussions Time histories of ship motion in Case-1 are shown in Figure 3.8 for 175,000m3 type LNG carrier and Figure 3.9 for 135,000m3 type . From these figures, it is observed that:

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5.170

(1) Sway and pitch motion of 135,000m3 type is larger that of than 175,000m3 type. (2) Roll motion of 175,000m3 type is larger than 135,000 m3 type Similar properties of ship motions are observed in other simulation cases. It is expected that impact pressure at the fore end of the tank of 135,000m3 type becomes large because pitch motion of ship affects on the liquid motion in longitudinal direction and fore end breadth of the tank of 135,000m3 type is narrower than that of 175,000m3 type. Comparison of maximum impact pressure obtained by the liquid motion simulation for Case-1, 2, 3 and 4 is shown in Figures 2.10, 2.11, 2.12 and 2.13. For the Case-1, 2 and 3, maximum impact pressure at the aft part of the tank of 175,000m3 type is almost same or a little smaller than that of 135,000m3 type, but as is expected above, maximum impact pressure of 135,000m3 type is much larger at the fore part. On the contrary, for the Case-4, maximum impact pressure of 175,000m3 type is much larger than that of 135,000m3 type. As is seen in Figure 2.13, pressure values at aft part are large compared with these at fore part for 175,000m3 type. The reason can be explained that roll motion dominantly affects liquid motion severeness in aft part of the tank for trapezoidal configuration like under consideration. However, as the Sea State considered in Case-4 is actually very severe to encounter for ships in consideration of the relationship regarding wave height and period, maximum value of maximum impact pressure in this case must be smaller than that of other cases. This is explained by the reason that the ship motions in this case are small as compared with that in wave period, which is resonant with ship natural period. Maximum impact pressure on the tank top for Case-1 are shown in Table 3.4 and plot of these value on the tank top is shown in Figure 2.14. In this figure, differences of the pressure distribution between two ships are clearly seen. Maximum pressure values are evenly distributed on the whole part of the tank top for 175, 000m3 type, but large pressure value concentrates at the fore part of the tank for 135,000m3 type.

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Surge [m]

3 0 -3 0 3 0 -3 0 3 0 -3 0 3 0 -3 0

Surge Motions

time [min.]

Roll [deg.] Sway [m]

Sway Motions

time [min.]

Roll Motions

time [min.]

Pitch [deg.]

Pitch Motions

time [min.]

Figure 2.8 Time Histories of Motions of 175,000m3 Type LNG Carrier in Waves (Case-1)

Surge [m]

3 0 -3 0 3 0 -3 0 3 0 -3 0 3 0 -3 0

Surge Motions

time [min.]

Roll [deg.] Sway [m]

Sway Motions

time [min.]

Roll Motions

time [min.]

Pitch [deg.]

Pitch Motions

time [min.]

Figure 2.9 Time Histories of Motions Of 135,000m3 Type LNG Carrier in Waves (Case-1)

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Maximum Impact Pressure [kgf/cm2]

4 3. 5 3 2. 5 2 1. 5 1 0. 5 0
TA 11 TA 12 TA 13 TA 21 ' TA 11 ' TA 12 TA 12 ' TF 12 TF 12 ' TF 11 TF 21 TF 11 '

175, 000 135, 000

Figure 2.10 Comparison of Maximum Impact Pressure (Case-1)

Maximum Impact Pressure [kgf/cm2]

4 3. 5 3 2. 5 2 1. 5 1 0. 5 0
TA 11 TA 12 TA 13 TA 21 ' TA 11 ' TA 12 TA 12 ' TF 12 TF 12 ' TF 11 TF 21 TF 11 '

175, 000 135, 000

Figure 2.11 Comparison of Maximum Impact Pressure (Case-2)

Maximum Impact Pressure [kgf/cm2]

4 3. 5 3 2. 5 2 1. 5 1 0. 5 0
TA 11 TA 12 TA 13 TA 21 ' TA 11 ' TA 12 TA 12 ' TF 12 TF 12 ' TF 11 TF 21 TF 11 '

175, 000 135, 000

Figure 2.12 Comparison of Maximum Impact Ppressure (Case-3) 6.415

Maximum Impact Pressure [kgf/cm2]

4 3. 5 3 2. 5 2 1. 5 1 0. 5 0
TA 11 TA 12 TA 13 TA 21 ' TA 11 ' TA 12 TA 12 ' TF 12 TF 12 ' TF 11 TF 21 TF 11 '

175, 000 135, 000

Figure 2.13 Comparison of Maximum Impact Pressure (Case-4) Table 2.4 Maximum Impact Pressure (Case-1)
Maximum Impact Pressure (Kgf/cm2) 175,000m3 135,000m3 0.922 1.511 0.836 1.082 0.092 0.092 1.124 0.532 1.516 0.793 1.249 0.971 1.330 0.768 0.936 2.567 1.758 2.136 1.547 1.667 1.139 2.817 1.319 1.312

TA11 TA12 TA13 TA21' TA11' TA12 TA12' TF12 TF12' TF11 TF21 TF11'

Time history of impact pressure at pressure picked up point in Case-1 is shown in Figure 2.15 for 175,000m3 type and in Figure 2.16 for 135,000m3 type. Pressure picked up points (TA12 for 175,000m3 type and TF12 for 135,000m3 type) is selected because maximum value of maximum impact pressure occur at these two points in Case-1. Difference of liquid impact phenomena between two tanks is clearly shown in these figures; Occurrence of liquid impact at tank top is limited in short time range for 175,000m3 type. On the contrary impact phenomena occurs frequently for 135,000m3 type.

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2 1
3 3

175,000 m type

Unit : kgf/cm

135,000 m type

Figure 2.14 Comparison Of Maximum Impact Pressure (Case-1)

P [kgf/cm2]

3 TF12' 2 1 0 0

time [min.]

Figure 2.15 Typical Time History Of Impact Pressure of 175,000m3 Type LNG Carrier (Case-1)

2]

3 TF12 2 1 0 0

P [kgf/cm

time [min.]

Figure 2.16 Typical Time History of Impact Pressure of 135,000m3 Type LNG Carrier (Case-1)

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Impact Pressure [kgf/cm2]

M ean of M axi m um I m pact Pressur e

2 1. 5 1 0. 5 0 9 7 W ave per i od [ sec. ] 5. 5 175, 000m 3 135, 000m 3

Figure 2.17 Relationship Between Pressures and Wave Periods Figure 2.17 shows the relationship between impact pressures of tank top and wave periods. It is found from this figure that the maximum impact pressure at tank top is large when wave period is 9 second, which is nearly corresponds to natural period of ships. On the other side, the pressure for wave period 5.5 second which is nearly resonant with liquid motion in the tank is a little smaller than that of 9 second. The estimated maximum wave height in the sea of which mean wave period is 5.5 second is about 4.1m. 10m wave height applied in this calculation is very severe in terms of tank liquid motion analysis. Therefore the impact pressure in Figure 2.17 for the wave period of 5.5 second is to be taken with some discount.

4. CONCLUSIONS
Liquid motion simulation in No.1 Tank for two different types of LNG carrier in irregular sea were performed and following results are obtained. (1) Simulation procedure to compute liquid motion and resultant impact pressure in real sea is established and evaluation of impact pressure in some Sea State is carried out. (2) For the trapezoidal tank situated fore part of the ship, pitch motion of a ship governs impact pressure at the fore end of the tank, and roll motion rules it at the aft end. (3) To decrease maximum of maximum impact pressure, making ship size larger seems to be effective. In a regular motion , when a tank oscillates in its natural period, the liquid in the tank movement gradually grows and violently moves within several number of oscillation even under small oscillating amplitude . But in this study, we found that the impact pressures calculated at 5.5second irregular condition (natural period of the tank) are comparatively small comparing to those at other mean wave periods and seemingly they are mainly governed by the magnitude of ship motion. We hope such study to compare the actual damage data or actual ship measurement with such numerical simulation software would be made many other researchers and could find clear understandings on this matter. 6.418

REFERENCES CITED
[1] M. Kawashima, T. Jono, et al: Up-sizing of LNG Carrier, LNG11 [2] T. Jono: Larger Capacity Membrane Ships, LNG Journal, Jan/Feb 1997 [3] T. Tanaka, S. Endo, S. Isozaki, T. Kobayashi, T. Imamura and M. Saito : Estimation of Impact Pressure and Hydrodynamic Force due to Sloshing in LNG carrier, NIPPON KOKAN TECHNICAL REPORT, Overseas No.42 (1984) [4] SR125 : Study for Seakeeping Performance of High Speed Container Carrier (Japanese), Report of Shipbuilding Research Association of Japan(SR), 1975 [5] St. Dennis, M., and W.J.Pierson : On the Motions of Ships in Confused Seas, TSNAME, vol.61, 1953 [6] M. Nagahama, S. Nagahama, Y. Nekado, T. Yamamori and T. Hori : A 3Dimensional Analysis of Sloshing by means of Tank Wall Fitted Coordinate System, Journal of the Society of Naval Architects of Japan, Vol.172 (1992).

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