• Journal of the Korean Society of Marine Environment & Safety
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• v.15 no.3
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• pp.269-274
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• 2009

Recently, the construction of Liquefied Natural Gas Carriers(LNGC) is being promoted larger and larger depending on long voyage. In 1950 years, $5,000m^3$ class of LNGC had been changed to $71,500m^3$ class in 1973. and to $210,000-266,000m^3$ class in 2007. Especially, the system of main engines and cargo control, Re-liquefaction of natural gases have become possible in LNGC. This research deals with the LNG projects, world markets of energy and developing tendency of liquefied natural gas carriers.

• Journal of the Korean Institute of Gas
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• v.8 no.2 s.23
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• pp.48-53
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• 2004

Korea Gas Corporation(KOGAS) is a Liquified Natural Gas(LNG) supplier through out the Korea. LNG, which is imported wholly from foreign countries, is compressed 1/600 for easy transportation and is stored in a liquid state in the storage tanks at Incheon, Pyeongtaek and Tongyeong. At LNG receiving terminals, LNG is vaporized to natural gas before supplying to City Gas Consumer or Power Plant. The secondary pump is a equipment which compress LNG from $10 kgf/cm^2$ to $70 kgf/cm^2$. The secondary pump at Tongyeong LNG receiving terminal is consisted of two pumps in one underground PIT, and is connected to supporting structures. It is therefore expected that there is a vibration problem with the pump and was found that high level vibration was occurred in a low frequency band(5${\~}$10Hz). In this paper, the vibration of secondary pump was analyzed, and the main cause of vibration was found out.

• Journal of Advanced Marine Engineering and Technology
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• v.41 no.4
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• pp.337-344
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• 2017

The demand of liquified natural gas is increasing due to environmental issues. This reason has resulted in increasing the capacity of liquified natural gas cargo tank. The Mark-III type primary barrier directly contacts liquified natural gas. Also, the primary barrier is under various loading conditions such as weight of liquified natural gas and sloshing loads. During a ship operation, various loads can cause fatigue failure. Therefore, the fatigue life prediction should be evaluated to prevent leakage of liquified natural gas. In the present study, the fatigue analysis of insulation system including primary barrier is performed using a finite element model. The fatigue life of primary barrier is carried out using a numerical study. The value of principle stress and the location of maximum principle stress range are calculated, and the fatigue life is evaluated. In addition, the effects on the insulation panel status and the arrangement of knot or corrugation are analyzed by comparing the fatigue life of various models. The insulation system which has best structural performance of primary barrier was selected to ensure structural integrity in fatigue assessment. These results can be used as a design guideline and a fundamental study for the fatigue assessment of primary barrier.

• Bulletin of the Society of Naval Architects of Korea
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• v.41 no.2
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• pp.94-99
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• 2004

전 세계적으로 천연가스의 수요가 급격하게 증가함에 따라 천연가스의 생산 및 공급이 활발하게 이루어지고 있고, 향후 10년 간 천연가스의 사용량이 현재의 2배 이상이 될 것이라는 추측도 나오고 있다. 이에 따라 천연가스 생산지에서는 천연가스 액화 플랜트(Liquefaction Plant)와 저장 탱크(LNG Storage Tank), 수입하는 곳에서는 재기화 플랜트(Regasification Plant)와 저장 탱크, 그리고 LNG를 운송할 LNG 운반선의 신조프로젝트가 활발하게 진행되고 있다. 미국의 경우 911테러와 NIMBY 사고의 확대로 인하여 LNG 수입기지의 육상건설을 주민들의 반대하자 해상에 건조하려는 경향을 보이고 있으며, 이에 따라 여러 가지 형태의 LNG Offshore 터미널이 설계되고 있다. 향후 LNG의 급격한 수입이 예상되는 나라로는 미국, 중국, 인도 등이 있으며 수출국으로는 카타르가 급격하게 부상하고 있다. (중략)

• Journal of the Korea Institute of Information and Communication Engineering
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• v.21 no.6
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• pp.1218-1224
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• 2017

With the increasing risk in building liquefied natural gas carriers (LNGC), pre-simulation of various scenarios is required for system integration and safe operation. In particular, the power management system (PMS) is an important part of the LNGC; it works in tight integration with the power control systems to achieve the desired performance and safety. To verify and improve unpredicted errors, we implemented a simulation model of power generation and consumption for testing PMS based on software-in-the-loop (SIL) method. To control and verify the PMS, numeric and physical simulation modeling was undertaken utilizing MATLAB/Simulink. In addition, the simulation model was verified with a load sharing test scenario for a sea trial. This simulation allows shipbuilders to participate in new value-added markets such as commissioning, installation, operation, and maintenance.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.27 no.1
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• pp.125-134
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• 2003

The present paper is concerned to the thermal analysis during the cool-down period of 138,000 m$^3$class GTT MARK-III membrane type LNG carrier servicing with LNG from the Middle East to Korea. It is the cool-down period that cools the insulation wall and the gas in LNG tank to avoid the thermal shock as the start of loading of -162$^{\circ}C$ LNG. For six hours of the standard cool-down period, the temperature of NG falls down from -4$0^{\circ}C$ to -13$0^{\circ}C$ and especially the mean temperature of the 1st barrier in the top side insulation wall falls down from -38.38$^{\circ}C$ to -122.42$^{\circ}C$ in case of IMO design condition. By the 3-D numerical calculation about the cargo tank and the cofferdam, the temperature variation in hulls and insulations is precisely predicted in this paper. And the mean temperature variation of gas is calculated as the function of the spraying rate by the heat balance model during the cool-down period.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.1
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• pp.78-85
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• 2014

LNG-RV has the additional equipments that enable to re-gastify liquefied LNG in LNG carrier. This vessel has Submerged Turret Loading(STL) system which transports gas through submarine terminal. When LNG-RV is operating at sea, the opening condition is formed by detaching STL equipment from a vessel. The primary objective of the current work is to estimate accurate speed loss for the opening condition of the LNG-RV employing numerical calculations and model tests. In the model tests, resistance and self-propulsion tests are carried out for the bare-hull and the opening condition without STL. In addition to these, flow visualization utilizing tuft is used to make the flow patterns visible, in order to get a qualitative or quantitative information for inner part in case of detaching the STL.

• Journal of Ocean Engineering and Technology
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• v.32 no.5
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• pp.372-379
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• 2018

High-pressure gas injection engines (HPGI) took center stage in LNG carrier propulsion systems after their advent. The HPGI engine system can be easily modified to include a re-liquefaction system by adding several devices, which can significantly increase the economic feasibility of the total system. This paper suggests the optimal operating conditions and capacity for a re-liquefaction system for an LNG carrier, which can minimize increases in the total annualized cost. The installation of a re-liquefaction system can save 0.23 million USD per year when the cost of LNG is 5 USD/Mscf. A sensitivity analysis with different LNG costs showed that the re-liquefaction system is profitable when the LNG cost is higher than 3.5 USD/Mscf.

• Journal of Advanced Marine Engineering and Technology
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• v.22 no.1
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• pp.28-34
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• 1998

This paper introduced the thermal characteristics of Moss Rosenberg Verft spherical tank type LNG Carrier. Especially described the temperature variation during cooling down condition. It is not easy task to calculate the temperature variation because of unsteady state condition. In this paper, computer simulation program is developed by using a Tomas Algorithm on unsteady state condition and compared with calculation results and experimental results on existing LNG Carrier voyage.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.3
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• pp.144-157
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• 2021

Brake Horse Power (BHP) reduction ratios by air injection to the underside of the hull surface in an actual ship are predicted using an unstructured finite-volume CFD solver and compared with the sea trial results. In addition, air lubrication system installed on the existing vessel is investigated to find a good solution for additional drag reduction. As a results, it is found that the thickness of the air layer should be minimized within a stable range while securing the area covered by the air layer as much as possible. Furthermore, the amount of frictional drag reduced by air injection is found to be independent of surface roughness and still effective on rough surface. Based on the results of this study, it is expected that systematic and reliable air lubrication system can be designed and evaluated using the proposed method.