• Journal of Navigation and Port Research
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• v.33 no.10
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• pp.659-664
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• 2009

LNG carriers have, up to 2006, mainly been driven by steam turbines. The Boil-Off Gas from the LNG cargo tanks has so far been used as fuel. This is a costly solution that requires special skills during construction and operation. Alternative propulsion systems offer far better fuel economical efficiency than steam turbines. Instead of previous practice using Boil-Off Gas as a fuel, the Re-liquefaction system establishes a solution to liquefy the Boil-Off Gas and return the LNG to the cargo tanks. This Re-liquefaction of Boil-Off Gases on LNG carriers results in increased cargo deliveries and allows owners and operators to choose the most optimum propulsion system. In this study, thermodynamic cycle analysis has been performed on two type of LNG Re-liquefaction system which was designed and adopted for the Q-Flex(216,000$m^3$) and Q-Max(266,000$m^3$) LNG carrier under construction at Korea ship yards and variable key factor was simulated to compare efficiency, power and nitrogen consumption of each Re-liquefaction system.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.2
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• pp.225-231
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• 2013

Liquefied gas carriers generally transport cargoes of flammable or toxic nature. Since these cargoes may cause an explosion, fire or human casualty, the accommodation spaces, service spaces and control stations of liquefied gas carriers should be so located as to avoid ingress of gas. For this reason, the paragraph 8.2.9 of IGC Code in IMO requires that the height of vent exits should be not less than B/3 or 6 m whichever is greater, above the weather deck and 6 m above the working area and the fore and aft gangway to prevent any concentration of cargo vapor or gas at such spaces. Besides as known, the LNG market has been growing continually, which has led to LNG carriers becoming larger in size. Under this trend, the height of a vent will have to be raised considerably since the height of a vent pipe is generally decided by a breadth of a corresponding vessel. Accordingly, we have initiated an examination to find an alternative method which can be used to determine the safe height of vent masts, instead of the current rule requirement. This paper describes the dispersion characteristics of boil-off gas spouted from a vent mast under cargo tank cool-down conditions in the membrane type LNG carriers.

• Journal of Advanced Marine Engineering and Technology
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• v.32 no.8
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• pp.1192-1200
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• 2008

This paper is concerned with the thermal design of the $138,000m^3$ class membrane type LNGC. To predict the temperature distribution, BOG and BOR, 3-dimensional numerical calculation was carried-out for the quarter of No.3 LNG tank. These sequence analyses were performed under the standard conditions of IMO ship design condition, USCG ship design condition and the Korean flag LNGC's route condition according to the 6-voyage modes. As the results, temperature behavior, heat flux, total penetrating heat, BOG and BOR were obtained, and those were compared with the maneuvering results considering the real temperature variation of air and sea water temperature at noon time. For securing the safety of LNGC during the ballast voyage, optimum control patterns of pressure and temperature in LNG tank is suggested in this paper.

• Special Issue of the Society of Naval Architects of Korea
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• 2009.09a
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• pp.6-17
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• 2009

The present paper addresses development of a GTT NO96 membrane type 170K m3 LNG carrier targeted to operate in moderate ice infested seas including Baltic Sea, Sakhalin port of Sea of Okhotsk, Murmansk port of Barents Sea, etc. Critical design issues are covered in detail to meet the requirements coming from the missioned operation conditions comprising low design ambient temperature, harsh wave conditions, stringent environmental protection policies, etc.

• Special Issue of the Society of Naval Architects of Korea
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• 2005.06a
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• pp.76-83
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• 2005

Membrane type LNG Carriers are characterized by their special structures such as trunk deck above upper deck. It is necessary to introduce an appropriate structure arrangement taking into account transition of the trunk deck to the upper deck or deckhouse in fore and aft parts. The transition area at aft part -from trunk deck to the deckhouse - is to be specially considered because of high longitudinal stresses applied at the area. This study has been carried out to tackle the transitional structure problem in design stage This paper deals with not only mesh size of FE models for scantling evaluation and fatigue assessment but also technical issues regarding fatigue assessment.

• Special Issue of the Society of Naval Architects of Korea
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• 2007.09a
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• pp.7-13
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• 2007

The purpose of this study is to develop a structural analysis system of LNG pump tower structure. The system affords to build optimized finite element model and analysis procedure of the pump tower structure. The pump tower structure is one of the most important components of LNG (liquefied natural gas) carriers. The pump tower structure is subject to sloshing load of LNG induced by ship motion depending on filling ratio. Three types of loading components, which are thermal, inertia and self-gravity are considered in the system. All these design and analysis procedures are embedded in to the analysis system successfully.

• Journal of the Society of Naval Architects of Korea
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• v.50 no.2
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• pp.120-128
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• 2013

This paper presents the results of sloshing experiments having different fluids in model tanks with various density ratios. The experimental model consisting water and air at ambient, which has been commonly used, is not consistent in density ratio with that of an actual LNG cargo tank. Therefore, an advanced experimental scheme is developed to consider the same density ratio of LNG and NG by using a mixed gas of sulfur hexafluoride ($SF_6$) and nitrogen ($N_2$). For experimental observation, a two-dimensional model tank of 1/40 scale and a three-dimensional model tank of 1/50 scale have been manufactured and tested at various conditions. Two different fillings with various excitation frequencies under regular motions have been considered for the two-dimensional model tank, and three different filling levels under irregular motions have been imposed for the three-dimensional model tank. The density ratio between gas and liquid varies from the ratio of the ambient air and water to that of the actual LNG cargo container, and the different composition of gas is used for this variation. Based on the present experimental results, it is found that the decrease of sloshing pressure is predicted when the density ratio increases.

• Journal of Ocean Engineering and Technology
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• v.27 no.1
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• pp.74-79
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• 2013

In the context of the structural performance of an LNG hold, the mechanical characteristics of the insulation material are considered to be a critical design factor under cryogenic temperatures. This paper presents the thermal elasto-plastic behavior of the reinforced polyurethane foam (RPUF) adapted for the insulation material of a membrane-type LNG carrier via both experiments and numerical simulations realizing the cryogenic condition. The experiments are carried out to investigate the thermal transfer and thermal elasto-plastic deformation characteristics of an actual RPUF specimen. The heat transfer simulations based on the finite element method (FEM) include a forced convection analysis. The results of heat transfer analyses are compared with the experimental results. Reasonable cryogenic conditions for RPUF are reviewed based on both the analysis and experimental results.

• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
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• 2006.11a
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• pp.386-391
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• 2006

This study presents experimental results of sloshing phenomenon done on rectangular box. A simple harmonic excitation was done on the box. Two kinds of filling ratio, 20% and 30% of height, were tested. A total of 15 pressure sensors were installed to monitor the impact pressure. Each test was repeated for 20 times to ensure the repeatability. The high speed camera captured the flaw filed and the corresponding pressure were synchronize with video signal so that the video image can help the interpretation of the impact pressure. The two filling ratio made difference in the flaw characteristic and impact pressure. The use of high speed camera made it possible to understand the bubble generation mechanism. The pressure time histories were presented.

• Special Issue of the Society of Naval Architects of Korea
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• 2005.06a
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• pp.38-43
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• 2005

The present study is concerned with the numerical analysis of the sloshing impact pressure of the Liquefied Natural Gas (LNG) carriers in rough sea. The reliable predictions of the both random tank motions in irregular waves and violent fluid flow in the LNG tanks are required for practical sloshing analysis procedure of LNG carriers. The three-dimensional numerical model adopting SOLA-VOF scheme is used to predict violent free surface movements of LNG tank in irregular motions. For accurate input motion of tank, a three-dimensional panel method program called SSMP (Samsung Ship Motion Program) is applied for seakeeping analysis. Comparison studies of sloshing analysis are carried out for No.2 tank of 138K and 205K LNG carriers to verify the safety of the LNG containment system of the proposed 205K large LNG carrier.