,

*,

*

*

Ground Build Methodology for Crude Oil Tankers

Youngtae Yang*, Kiyoung Yoon

*

Hyundai Heavy Industries Inc. *

Abstract

This paper presents the design consideration, methodology and results of successful execution of

first attempt to build conventional Crude Oil Tanker (COT) of 105,000T capacity, entirely on the

ground and transversely load-out and float-off using the semi-submersible barges. The loading and

environmental conditions considered for the load-out and float off are explained. This paper also

provide the details of development of various techniques and facilities like multi-barge load-

out/float-off operation using semi-submersible barges, quay wall & skid way verification, new kind

of pulling &skidding system for load-out.

Even though Ground build methodologies have been adopted widely for offshore structures,

adopting it to the conventional ships requires additional consideration and development for the

load-out system and operation. One of the major concerns is the duration for load-out preparation

and execution, since it directly relates to the downtime of 1500T Gantry crane which has been used

for the assembly of hull blocks on ground. Another major concern is the verification of the

structural integrity with sufficient contingency of the conventional ship which is very long and

curved outer surface compared to common offshore structure. Hence the special considerations

such as low friction Air Pressure system (APS), Push-Pull units (PPU) and Cross Over Bridge

above the Gantry crane tracks were adopted first time for such heavy load-out.

Most importantly, the concept has been developed by considering its adopting to build series of

projects rather than one time project. It makes a lot of system design and operation change. First,

make them easy and minimize the repetitive works such as temporary works at quay wall area,

positioning / leveling / supporting of sea-fastening and removal / installation of Double Barge Unit

(DBU) casings.

Korean Chem. Eng. Res., Vol. 43, No. 2, April, 2005

2005년도 한국해양과학기술협의회 공동학술대회

The strength and longitudinal deflection of COT has been verified through detail analysis

considering various parameters and HAZOP studies to make this operation safe and reliable. The

load-out & float-off concept and methodologies given here are verified through successful

operation of 105K COT projects.

Keywords : Semi-submersible Double Barge Unit ( ), Air Pad System(

), Push-Pull system( ),

INTRODUCTION

Hyundai Heavy Industries Co., Ltd (HHI)

opens up the new shipbuilding method to build its

commercial ships on the ground instead of

conventional dry docks. Starting from last year,

HHI began to build sixteen 105,000 DWT crude

oil tankers ordered by shipping companies.(i.e.

NOVOSHIP, QSC, Teekay) on the ground

without using dry docks.

HHI had already developed a unique technology

for constructing large offshore structures on the

yard ground instead of in dry dock. HHI's so-

called "On-ground Build" method has already

been verified by oil majors through the

construction of drilling rigs and other huge

offshore facilities. Now, HHI has extended this

technique to build ships for the first time in the

world, as shown in Fig. 1. At present, HHI has an

order backlog of 206 ships, worth of 15.08

million GT. Such a large order book will make

HHI‘s nine dry docks full and busy for three and

half years. HHI expects that on-ground

construction will contribute to operate the

currently crowded dry docks smoothly [1].

The key technical process of "On-ground

Build" method for the 105K COT are as follows

and it is also shown in Fig. 2. [1]

(1) Two ships are assembled simultaneously on

load-out track using 1500T gantry crane

(2) DBU is moored to quay: Load-out step-1

(3) Ship is load-out on to the DBU transversely

by skidding system

(4) Stability casings of DBU are installed for

float-off stability: Load-out step-2

(5) DBU is towed out to float-off site, using

tugboats: Towing step

(6) DBU is anchored on float-off site: Float-off

step-1

(7) DBU is ballasted and submerged to allow the

ship to self float: Float-off step-2

(8) Ship is towed back to quay

Fig. 1. Final Load out Position

HHI’s ground-build method which has been

adopted for the construction of 105K COT has the

following major changes and developments

corresponded to the previous load-outs of

offshore structures.

- New load out system such as skid shoe, skid

rail, dynamic jacking system, push-pull

system, cross-over bridge, link beam and

easy jack down and sea fastening in order to

minimize down time of 1500 ton gantry

crane.

- DBU’s fixed casings, which block the ship

being loaded out transversely had been

modified as “Movable type”.

- The hull has been fabricated in large sizes

block weighing up to 1300 Ton. Outfitting

works has been maximized during the block

fabrication period.

In this method, the hull can be fabricated in large

size blocks weighing up to 1500T and assembled

using 1500T gantry crane. After the hull is

assembled and fully commissioned, it has been

loaded-out transversely on to the DBU using APS

modules placed on eight skid ways. Since the APS

module reduces the friction between loaded-out

object and skid ways to very small level (1%),

few numbers of small capacities PPU are

adequate to move the Hull on to the semi-

submersible barge. After the load-out, the hull is

set down on the pre-equipped supporting and sea

fastening system and taken to the float-off

location. By ballasting the DBU, the DBU is

submerged to allow the hull to float-off. All the

above mentioned key features of this techniques,

has been evolved from the experience of various

projects and after detail theoretical and

experimental verifications. This paper describes

the details of various components and operation

from load-out to float-off.

OVERVIEW OF LOAD-OUT & FLOAT-OFF

PLAN

Characteristics of 105K COT

The 105K COT, the loaded-out object, has the

light weight of 18000T and additional ballast of

1 2

3 4

5 6

7 8

Fig. 2 Process of Load out, Towing and Float

off

3000T, in total 21000T during the load-out. The

3000T ballast has been considered in order to

have even heel during the float-off operation.

The LCG with the ballast is 4370mm from mid

ship towards bow direction, mainly due to

accommodation module. The Principal dimension

of COT is given below.

Item HDB-1011 HDB-1012 105K COT

Length 140.0 m 140.0 m 244.0 m

Breadth 37.0 m 37.0 m 42.0 m

Depth 12.0 m 12.0 m 20.2 m

Design Draft 9.0 m 9.0 m 13.6 m

Submersed Draft 25.5 m 25.5 m -

An additional contingency over the load-out

weight of 21,000 ton has been considered in order

to account the followings.

Possible COG shifts along longitudinal up to

2.0m.

Possible unexpected winds up to 40knots

Possible changes in hydraulic grouping of

APS modules and accommodation of

load/level difference between groups.

DBU & hull deflections for load-out, tow and

float off

load-out plan

105K COT has been constructed in Hyundai

Offshore fabrication yard in Ulsan, South Korea.

The Quay wall and the soil along the load-out

tracks had been verified for the maximum

expected line loads. The concentrated loads that

come from the cross-over bridges and on-shore

bridges are transferred to large area of ground

through concrete mats. Fig.3. shows the general

arrangement of 105K COT location, DBU and

load-out systems, such as skid way, cross-over

bridge, on-shore bride and link beams. [2]

Fig. 3. Yard Layout & General Arrangement

Load-out design basis

The hull has been loaded-out by skidding

transversally over eight (8) skid ways placed on

the yard (189m) to the skid ways placed on the

DBU (57.25m). In order to reduce the force

required to skid the hull and to have effective

control over skidding forward as well as

backward, APS modules have been adopted. The

main advantage of APS is the very low friction

(less than 1% of static friction) generated between

the load-out object and skid ways. Hence only

very less push is required. More over the entire

load-out process is reversible

Static Loads

The expected load-out weight of hull including

ballast is 21000T. The skid shoe length is 36 m

along 6 Frames, namely FR-63, FR-64, Fr-78, Fr-

79, FR-81 and FR-82 and 32m along the skid

ways at the forward side of hull namely FR-60

and Fr-61. The over all length of skid shoe is

280m and fitted with 140 numbers of APS

modules at a spacing of 2.0m. These APS

modules distribute the COT weight evenly as line

load over the eight skid ways and COT bottom

structure. The maximum expected line load is 94

ton/m. The frictional forces between skid way and

skid shoe which are to be overcome by Push-Pull

units are estimated 3 times the maximum friction

of 1%. In addition to the estimated weight, 20%

contingency has been considered and the entire

load-out system has been checked for the

maximum load of 25,000 ton. This 20%

contingency has been estimated from the detail

parametric study. The effect of DBU deflections

and COT deflections are also taken in to account

in the parametric study.

Dynamic Load

The design environmental criteria is given in

Table 1.The maximum motions and accelerations

during load-out, tow and float-off have been

estimated from the detail motion response

analysis and conservative design values(Table.2)

have been considered throughout the design.

Other limitations

Even though, this load-out is similar to previous

load-out of conventional offshore structures, the

incorporation of APS system to reduce the load-

out duration leads to very stringent requirements.

The Air seal of the APS module demand

fluctuations on the skid surface within 1mm and

more over no gap on the skid surface is permitted

even at the link beam interface. The other critical

parameters are as follows.

1. APS Hydraulic jack capacity to

accommodate unexpected failures of few

jacks in a group and maximum stroke height

to accommodate foundation settlement and

DBU/COT deflections.

2. Push-Pull Unit Capacity to operate even at

partial failures and speed of pushing to meet

the time required to cross the critical areas

like link beam.

3. Strength of COT hull to accommodate the

maximum stresses that occurs during the

operation and deflections that are within the

limit of stroke of APS modules

4. Ballasting capacity and speed of load-out

barges to meet the speed of movement that

can be achieved by PPU.

5. Strength of load-out barges including rigid

connectors

6. Capacity of ground and quay wall

7. Other load-out facilities like link beam,

onshore bridge, cross-over bridges and etc.

Even though the PPU unit can work at 1m/min

speed, the ballasting capacity of DBU could not

meet to compensate the line load on DBU at the

same rate. Hence DBU ballasting speed

determines the load-out duration.

Table.2 Motion Response Summary

Actual Value Design Value

ForcesLoad-

OutTow

Float-

Off

Load-

OutTow

Float-

Off

Ver. 1.005g 1.05g 1.05g 1.1g

Longi. 0.005g 0.04g 0.04g 0.1g

Trans. 0.004g 0.16g 0.16g 0.2g

Table.1 Environment Criteria

Description Wind

(knots)

Wave

Hs

(m)

Wave

Tz

(sec)

Current

(knots)

Design 25 0.5 3~6 0.6 Load-

out Operaion 20 0.34 4 0.6

Design 40 1.0 6~10 0.6 Moor

ings Operaion 32 0.8 10 0.48

LOAD-OUT SYSTEM DESIGN [5]

Skid-way on ground & Barge

The entire skid way has been divided in to the

following segments based on its position along

the load-out track.

a) Skid way on ground

b) Skid way on cross-over bridge

c) Skid way on onshore bridge

d) Skid way on link beam

e) Skid way on barge

Even though the segments “a” to “c” are on the

yard, each one is provided with different purpose.

The cross over bridge is provided over the exiting

gantry crane and zip crane rails to avoid crane

down time during load-out preparation. The

onshore bridge is provided to transfer the load-out

weight directly to Quay wall and on to the piles

behind Quay wall in order to avoid any lateral

pressure on Quay.

The skid way on ground “a” to “c” and barge skid

way “e” have been supported by rigid foundation

consisting of concrete mat / pile foundations and

grillage beam foundation respectively.

To have skid ways without any gap, long

continuous base plates have been attached to the

skid way beams. The significant gap which may

arise at the each sides of link beam due to the

level difference between yard and barge has been

avoided by attaching smooth profiled plates on to

the base plate. Silicone oil has been used as

lubricant over the skid surface.

Skid Shoe and hydraulic jacking system

Each row of skid shoe consists of either eight (8)

or nine (9) numbers of 4m long skid shoe

segments (Table.3). Each row of skid shoe has

been controlled as single group in terms of

hydraulic and pneumatic control. Each skid shoe

segments consists of two (2) APS modules with

330mm stroke (excluding air stroke of 30mm),

both attached to the skid shoe beam (Fig.4).

The rollers are provided to the skid shoe for the

purpose of easy insertion on to the skid way,

Table.3 Skidding Arrangement

AFT FWD

Hull

Frame

Number

60 61 63 64 78 79 81 82

No. of

Skid shoe

segments

8 8 9 9 9 9 9 9

Skid shoe

length32 32 36 36 36 36 36 36

No. of

Push Pull

Units

1 1 1 1

Fig.4 Skidshoe Details

when the hull is on the fabrication supports. These

rollers do not carry any loads or touches the skid

way once the skid shoe is extended from its fully

retracted position. The skid shoe top longitudinal

beam consist of “ ” shaped frame in transverse

direction at every 2m (i.e., at every APS module

location). This is to facilitate the removal of APS

modules after the load-out and after connecting

the “ ” frame to the support columns provided

on the load-out barges. The 4m skid show

segments are connected as follows to make rows

of skid-shoes.

Details of skid shoe:

Total length of skid shoe: 2x32 +6x36 = 280m

Number of APS module/Hydraulic Jacks:

280/2 = 140

Total capacity APS system and Hydraulic

jacks: 140 x 250 ton = 35,000T

Ratio between actual weight and capacity :

(21,000/35,000) x 100 = 60%

Jack stroke : 330mm (excluding air stroke of

20~30mm)

The hydraulic system of 8 skid shoes has been

arranged in to four (4) hydraulic groups namely

Group A, B, C and D in order to have statically

determinate system that can actively respond

against any load variation and longitudinal /

transverse tilts during load-out(fig.5).

Depending upon the field requirement the groups

can be controlled from1 to 16 numbers of groups

by dividing each lie as two separate port and

starboard group. Additional two rows of hydraulic

jack groups (Group M) have been added on to the

DBU, near to the mid ship parallel to the skid

ways in order to distribute the COT load to large

are of DBU after the load-out is completed and

during the jack-down.

All the APS modules are designed to be

controlled as individual as well as part of the

group through central computer. By adjusting the

jack strokes, the possibilities of concentrated

loads were avoided.

Fig.6 APS Module

Fig.6 shows APS module. The capacity and the

stroke height had been determined based on the

maximum expected load and the required height

to lift the hull over its fabrication supports and to

achieve the hull natural deflection during the

load-out through compensating foundation

settlement and DBU deformation. During its

operation, compressed air is supplied to air

chamber of APS modules at 30~40 bar to lift an

equivalent load of 250 ton. During the movement,

the air leakage due to undulation in the skid

surface or any tilt has been compensated

continuously by automatic air control valve. All

the hydraulic jacks are fitted with pipe burst

valves which can maintain the last load even if the

hydraulic lines are closed.

Fig.5 Hydraulic Groups

Push-Pull System

The horizontal movement of hull has been

achieved by means of push-pull system attached

to the four skid ways. The maximum force

required to break the initial static friction is

equivalent to 1% of weight (21000x1/100 =210T).

Details of Push-Pull system:

Number of Push-Pull unit : 4

Longitudinal dimension :

3957mm (retracted position) and

5823mm (extended position)

Pushing capacity : 160 ton x 4 = 640 ton

Ratio between total static friction and

Pushing capacity: (210/640) x 100= 33%

Pulling Capacity : 80 ton x 4 = 320 ton

Ratio between total static friction and

Pulling capacity : (210/320) x 100=66%

One end of the push pull system is attached to the

skid shoe and the other end is clamped to the skid

way. The hull on the skid shoe has been pushed

by longitudinal extension (stroke) of push-pull

system with respect to the skid way. After each

stroke, push-pull unit will be retracted by

loosening of connection with skidway after then

attached to the new position automatically.

Since all these sequence are automatic the entire

load-out process is continuous and fast.

Two PPU is adequate to overcome the frictional

forces and wind forces generated during load-out

and the balances are provided as back-up.

Symmetry in PPU unit has to be maintained in

order to avoid skewing.

Foundation and Quay Wall

The foundations for the fabrication supports, skid

ways, piles supporting onshore and cross-over

bridge have been verified for the bearing capacity,

settlement and various failure modes based on the

maximum expected load conditions. The Quay

wall has been checked for the following loads.

Earth Pressure

Differential water pressure

Concentrated load from link beam and

onshore bridge

Pulling forces

Barge berthing/Mooring loads

The safety margins shown in Table.4 for the

various failure modes have been determined. The

major concern was the pulling loads from barge

Fig.7 Push Pull System

Table.4 Foundation FOS of Settlement

FOS

Analysis Bearing

CapacitySliding Overturning

Settlement

(mm)

Fabrication

support

2.30 - - 25~30

Concrete

Mat

foundation

below skid

way

3.90 - - 25~35

Pile

foundation

below

Bridge

supports

3.6~4.0 - - 7~10

Quay Wall

stability

3.78~6.2

1

4.6~4.7 6.4~6.5 25~35

when the link beams are installed immediately

after berthing and before installing the mooring

lines. It has been successfully solved by

interconnecting the Quay wall with pile caps of

nearby gantry crane tracks.

Moorings, Fenders and Link Beams

The DBU has been kept in position by barge’s

mooring system during load-out. The numbers

and capacity of mooring lines have been

determined based on 10 year return environmental

conditions. Emergency mooring system has also

been prepared considering the 100 year storm

condition in order to meet the typhoon conditions.

The mooring wires have been kept in tension

using stand jacks in order to limit the barge

movement within the gap permitted at link beam

ends.

Fender system has been arranged between the

load-out barge and quay wall in order to provide

temporary berth through direct contact between

DBU and Quay wall and to keep the barge

perfectly aligned perpendicular to the load-out

track.

Eight numbers of rigid link beams were used for

linking each ground skid way to barge. These

link beams not only carry the line load from

skidding operation but also the compressive load

from the barge. The link beams also laterally

restrained in order to keep the barge skid ways

perfectly aligned with skid ways on ground.

Monitoring System

The following critical points are continuously

monitored and kept within the design limitations

during the entire operation.

1. Foundation settlements

2. APS module alignments with respect to

skid way and link beam

3. COT Hull deflections

4. DBU draft level and positioning

5. DBU deflections particularly at rigid link

interface between barges

6. APS module hydraulic jack loads, stroke

height, air seal failures

7. PPU jack loads

FLOAT-OFF SYSTEM DESIGN [5]

Ballast Header

To increase the ballasting/de ballasting capacity

during the load out temporary ballast header

which extend the ballast capacity by 50%.is

installed.

Ballast Control System

DBU is ballasted to the required load-out draft

and moored along the quayside. To control the

ballasting of two barges at one location the

control room is moved and cables are connected,

which is make all the ballasting operation at one

location.

Fig. 8 ballast Header Diagram

Fig. 9 Water ballast control system

Tide Gauge System

The real-time tide level measuring device is used

to check tide-variation (about 600 mm at HHI

offshore yard), as shown in Figure 10. This way

possible more accurate tide compensation is

achieved.

The figures 11 shows that the real time tide gauge

readings are more accurate than the estimated tide

curve and this is very convenient for the tide

compensation during the Load out.

Motion Gauge System

The motion measuring system is used to check the

motion of DBU during the entire process from the

load-out to the float-off, which is consisted of

motion monitoring system, fiber optic gyro and

accelerometer. The roll, pitch and vertical

acceleration of DBU can be checked through the

motion monitoring system in the control room, as

shown in Figure 12

Figure 12 DBU Motion Monitoring System

It is found out that the maximum motion,

constraint forces and relative motions for the

actual environment condition is lower than the

operation criteria as show below table. 5. So, the

entire process from the load-out to the float-off

was completed safely.

Table. 5 Result of Motion [3]

Fig.10 Real Time Tide Gauge

Fig.11. Comparison Curve of Actual Tide

0 500 1000 1500 2000 2500

0

0.04

0.08

0.12

0.16

0.2

Roll(D

eg)

0 500 1000 1500 2000 2500

-0.15

-0.1

-0.05

0

0.05

0.1

Pitch(D

eg)

0 500 1000 1500 2000 2500

1

1.002

1.004

1.006

1.008

Heave(m

/s2)

1500 2000 2500 3000 3500

-0.8

-0.4

0

0.4

0.8

1.2

Roll(D

eg)

1500 2000 2500 3000 3500

-0.2

0

0.2

0.4

0.6

Pitch(D

eg)

1500 2000 2500 3000 3500

0.99

0.995

1

1.005

1.01

1.015

1.02

Heave(m

/s2)

Fig. 13 Motion responses measured at L/O step-1

Fig. 14 Motion responses measured at L/O step-2

Fig. 15 Motion responses measured at F/O step-

1(Towing)

Fig. 16 Motion responses measured at F/O step-2

STRUCTURAL ANALYSIS [6]

The strength of COT structure has been verified

through detail 3D FEM analysis for the load-out,

jack-down, tow and float-off conditions. The

load-out condition is an active condition in which

the hull natural defection is maintained by

maintaining the stroke height the hydraulic jacks

of APS close to the hull natural deflection and

distributes the load more evenly as line. In the

other conditions which are called passive

conditions, the natural deflected shape of hull is

maintained by adjusting the support column

heights as per the pre-determined shape of

hull(Fig.17). Shimming plates made up of timber

and steel had been used to maintain the natural

deflected shape of hull. By maintaining the

natural hull deflected, the local concentrated loads

at skid ways are avoided. The deformation of

DBU due to still water and wave bending moment

had been taken in to account in the total

deformation, which were compensated by stroke

height during active condition and adjusted

support level during passive conditions.

The Von-Mises stress, buckling capacity and

deformation had been checked against the

0 400 800 1200 1600

0

0.04

0.08

0.12

0.16

0.2

Roll(D

eg)

0 400 800 1200 1600

-0.05

0

0.05

0.1

0.15

0.2

Pitch(d

eg)

0 400 800 1200 1600

1

1.002

1.004

1.006

1.008

Heave(m

/s2)

2280 2320 2360

-0.4

-0.2

0

0.2

0.4

0.6

Roll(D

eg)

2280 2320 2360

-0.05

0

0.05

0.1

0.15

0.2

0.25

Pitch(D

eg)

2280 2320 2360

0.996

1

1.004

1.008

1.012

Heave(m

/s2)

maximum possible line load that can come from

the APS modules. The results had shown that the

stress level and deflection levels are below the

maximum expected during the COT voyage

conditions. The maximum Von-Mises stress was

found as 210MPa and 224MPa during load-out

and jack-down conditions at skid way support

frames No.64 and Fr. No. 60 respectively. The

maximum buckling unity check value of 0.71 and

0.69 has been found at Fr.64 and Fr.60

respectively. All the stiffeners and plates were

found to be well within the allowable limit for

both yield and buckling verifications. The

maximum vertical deflection of 210mm had been

noticed at the center bulkhead.

Fig.17 and fig.18 show the deformation during

and after load-out.

Fig.17 Hull Deflection for Load out (Active)

Fig.18 Hull Deflection for Final Jack Down With Additional Support (with DBU Deflection)

HAZOP STUDY

Detail HAZOP study had been performed in detail

during the design phase in order to identify,

quantify and minimize the risk level. The

following are the main concerns for the HAZOP

study.

1) Failure of hydraulic jacks and air pad in

the APS module

2) Failure of Push-Pull Units

3) Failure of Hydraulic Power Packs

4) Failure of Air Supply Units

5) Failure of DBU ballast pumps

6) Failure of Mooring lines

7) Weather conditions beyond design limits.

8) Misalignment in skid way.

9) Barge interconnecting rigid frame

relative deflections

10) Distribution of vertical and horizontal

loads to Quay

After detail HAZOP study, the risk levels were

reduced to the acceptable level and careful

monitoring system had been developed where the

probabilities of risks are high.

CONCLUSION

The design methodology described in this paper

had been successfully demonstrated through the

load-out and float-off of 105K COT, the world

first conventional Cargo Oil Tanker built on

ground. Usage of this technique for the

conventional ships leads to paradigm shift in

shipbuilding and provides many advantageous.

Independent of dock facilities and no size

restrictions. Ships can be built, commissioned

and launched anywhere and at any time. No

need to wait for free dock slots and hence

Production capacity of yard becomes

practically enlarged.

Can meet the current and expected

increased in conventional ship building

orders and fully utilize the offshore facilities

during dull offshore market

Improves the safety level of workers since

most of blocks are built at or near to ground

level with large open accessible area.

Hull blocks can size up to 1,300 ton. It leads

to lower number of blocks and maximize

outfitting work, piping and equipment

installation before hull assembly.

Reduces the block integration time and

maximize the usage of gantry crane.

Efficient usage of yard facilities and

resources

Flexibility to accommodate design changes

during construction

Possibility of significant amount of time

saving, approximately three to four months

Significant amount of cost saving, when it is

applied in multiple project

This technology can be easily extended to any

kind of offshore/ship type structure of any size

which are not feasible with current dry dock

limitations.

[1] Hyundai Heavy Industries, 2004, “October IR

News,” IR Team, HHI (http://www.hhiir.com).

[2] Yang, Y. T., Cho, H. G., Yoon, K. Y., Ha, S.

S. and Kang, H. S., 2003, “ Development of

Load-out Methodology for On-Ground-Build

FPSO”, OTC 2003.

[3] , 2004, “LOAD-OUT, TOWING AND

FLOAT-OFF ANALYSIS FOR THE 105K

COT(CASE2)”

[4] Yang, Y.T., Kang, H.S., Park, B.N., 2003,

"Numerical Strength Evaluation of FSO Ground

Build Load-out," International Society of Offshore

and Polar Engineers

[5]Yoon.K.Y., Kim. B.M., Bae S.H., 2004“Load out

Procedure of 105K COT” Hyundai Heavy

Industries

[6]Yoon.K.Y., Kim. B.M., Shin M.K., 2004, “Hull

Strength Analysis For Load-out & Float-off”

Hyundai Heavy Industries