• 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 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.

• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.17-22
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• 2006

Recently, the demand for LNG(Liquefied Natural Gas) increases in our country and all over the world as well as building order for LNGC Because LNG is very dangerous cargo, the special know-how and attention for cargo handling to prevent an accident is required and big demand for deck officers in future is expected Thus, more specific and systematic education and training program by means of investigating the status of national LNGC officer's education and training. To accomplish this, IMO regulation and LNGC education program for Korea Institute of Maritime and Fisheries Technology, national shipping companies and Japanese T company were analyzed.

• 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.

• Special Issue of the Society of Naval Architects of Korea
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• 2007.09a
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• pp.48-56
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• 2007

Wash primer was applied to cargo tank of Membrane-LNG Carrier (M-LNGC) for corrosion resistance and high bond-strength with the mastic. However, a lack of bond-strength verification at high thickness wash primer coating resulted in strict coating thickness control. Therefore wash primer was controlled below DFT(Dry Film Thickness) $30{\mu}m$. In order to develop the wash primer satisfying GTT (GAZ TRANSPORTAION TECHNIGAZ) standard even at high thickness, we evaluated coating properties such as wash primer/mastic bond-strength, corrosion resistance, as well as workability for the newly formulated wash primer materials. The newly formulated wash primer had high bonding-strength to mastic even at high thickness and had proper corrosion resistance and workability suitable to yard condition.

• 유체기계공업학회:학술대회논문집
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• 2005.12a
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• pp.557-561
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• 2005

In recent years, the LNGC fleet is expanded unprecedentedly. Ship's owners and shipbuilders are focusing on the idea how they choose the BOG handling system in economical, environmental and safety angles. This paper introduces general information for that and gives technical matters briefly.

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2006.06a
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• pp.237-238
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• 2006

Vibration incidents hardly happen when a turbine generator usually installed in LNG carrier is operated, different from diesel engine generator. The purpose of this paper is to introduce an actual vibration incident, which hardly occurred in case of turbine generator, and describe all possible countermeasures to prevent from vibrations during operation.

• Journal of the Society of Naval Architects of Korea
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• v.34 no.4
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• pp.108-118
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• 1997

For the LNG carrier, the calculation of temperature distribution of cargo tank is necessary to select the steel grade and to estimate the boil-off rate(BOR). Since the previous studies with 2-D and 3-D method ignored the effect of several primary members, the effect was included by applying the better equations for the convection coefficient that is the most important item in this kind of study. After evaluating the program considering the primary members, the results are reflected to the design of the concerned LNG carrier.

• Journal of the Society of Naval Architects of Korea
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• v.54 no.3
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• pp.204-214
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• 2017

Recently, ship owners have been requiring the assessment of the maneuverability of a twin-screw ship under machinery failures. In this paper, we are only focused on the propulsion failure among propulsion failure, power supply failure, steering system failure etc. First of all, the mathematical model for the twin-screw 174K LNGC is verified by comparing the simulated results for $35^{\circ}$ turning test, $10^{\circ}/10^{\circ}$ zigzag test and $20^{\circ}/20^{\circ}$ zigzag test under normal operating condition and those obtained from free running model tests. And, sea trial results of 216K LNGC under single propeller failure are compared with those of 174K LNGC under identical condition to verify the proposed method to predict maneuverability under single propeller failure. After the straight line maneuver is simulated under the single propeller failure, the speed and equilibrated heading and rudder deflection angles at steady state are predicted. After the IMO maneuvering tests are simulated under the single propeller failure, the results are reviewed to investigate the maneuvering characteristics due to the failure.

• Proceedings of the KSME Conference
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• 2004.04a
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• pp.1346-1351
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• 2004

This study is concerned with the thermal analysis during the cool-down period of 135,000 $m^3$ class GT-96 membrane type LNG carrier under IMO design condition. The cool-down is performed to cool the insulation wall and the natural gas in cargo tank for six hours to avoid the thermal shock at the start of loading of $-163^{\circ}C$ LNG. During the cool-down period, the spraying rate for the NG cooling decreases as the temperature of NG falls clown from $-40^{\circ}C$ to $-130^{\circ}C$ and the spraying rate for the insulation wall cooling increases as the temperature gradient of the insulation wall is large. It was confirmed that there existed the largest temperature decrease at the 1 st barrier and 1st insulation, which are among the insulation wall, especially in the top side of the insulation wall. By the 3-D numerical calculation about the cargo tank and the cofferdam during the cool-down period, the temperature variation in hulls and insulations is precisely predicted.