• Journal of the Korean Society for Marine Environment & Energy
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• v.8 no.3
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• pp.111-115
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• 2005

The concentration of atmosphere carbon dioxide ($CO_2$) which is one of the major greenhouse gas, continues to rise by the increase in fossil fuel consumption, forest destruction and decrease of biological diversity, etc. In order to weaken the global warming, a reduction of $CO_2$ discharge to the atmosphere is required. The $CO_2$ ocean sequestration technology utilizes the intrinsic oceanic capacity of $CO_2$ absorption, diluting and/or dispersing the liquefied $CO_2$ in the deep ocean (>2,000 m). This geo-engineering approach is regarded as one of the occasions to mitigate the $CO_2$ concentration in the atmosphere. Some developed centuries such as Japan, USA, Norway, etc. have intensively carried out the projects on the research and development of $CO_2$ ocean sequestration since 1990s. There have been several approaches to develop the relative technological system to mitigate the increasing $CO_2$, however, there was no systematic and practical R&D programme in the $CO_2$ ocean sequestration. This paper has described the state of the art on the three optional methods of $CO_2$ sequestration, and compared with them in the aspect of the applicable possibility.

• Journal of Ocean Engineering and Technology
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• v.37 no.2
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• pp.58-67
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• 2023

While extensive research is being conducted to reduce greenhouse gases in industrial fields, the International Maritime Organization (IMO) has implemented regulations to actively reduce CO₂ emissions from ships, such as energy efficiency design index (EEDI), energy efficiency existing ship index (EEXI), energy efficiency operational indicator (EEOI), and carbon intensity indicator (CII). These regulations play an important role for the design and operation of ships. However, the calculation of the index and indicator might be complex depending on the types and size of the ship. Here, to calculate the EEDI of two target vessels, first, the ships were set as Deadweight (DWT) 50K container and 300K very large crude-oil carrier (VLCC) considering the type and size of those ships along with the engine types and power. Equations and parameters from the marine pollution treaty (MARPOL) Annex VI, IMO marine environment protection committee (MEPC) resolution were used to estimate the EEDI and their changes. Technical measures were subsequently applied to satisfy the IMO regulations, such as reducing speed, energy saving devices (ESD), and onboard CO₂ capture system. Process simulation model using Aspen Plus v10 was developed for the onboard CO₂ capture system. The obtained results suggested that the fuel change from Marine diesel oil (MDO) to liquefied natural gas (LNG) was the most effective way to reduce EEDI, considering the limited supply of the alternative clean fuels. Decreasing ship speed was the next effective option to meet the regulation until Phase 4. In case of container, the attained EEDI while converting fuel from Diesel oil (DO) to LNG was reduced by 27.35%. With speed reduction, the EEDI was improved by 21.76% of the EEDI based on DO. Pertaining to VLCC, 27.31% and 22.10% improvements were observed, which were comparable to those for the container. However, for both vessels, additional measure is required to meet Phase 5, demanding the reduction of 70%. Therefore, onboard CO₂ capture system was designed for both KCS (Korea Research Institute of Ships & Ocean Engineering (KRISO) container ship) and KVLCC2 (KRISO VLCC) to meet the Phase 5 standard in the process simulation. The absorber column was designed with a diameter of 1.2-3.5 m and height of 11.3 m. The stripper column was 0.6-1.5 m in diameter and 8.8-9.6 m in height. The obtained results suggested that a combination of ESD, speed reduction, and fuel change was effective for reducing the EEDI; and onboard CO₂ capture system may be required for Phase 5.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.32 no.5
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• pp.333-340
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• 2019

Tests using a middle velocity propulsion impact machine (MVPIM) were performed to verify the impact resistance capability of sandwich concrete panels (SCP) in a modular liquefied natural gas (LNG) outer tank, and numerical models were constructed and analyzed. $2{\times}2m$ specimens with plain sectional characteristics and specimens including a joint section were used. A 51 kg missile was accelerated above 45 m/s and impacted to have the design code kinetic energy. Impact tests were performed twice according to the design code and once for the doubled impact speed. The numerical models for simulating impact behaviors were created by LS-DYNA. The external steel plate and filled concrete of the panel were modeled as solid elements, the studs as beam elements, and the steel plates as elasto-plastic material with fractures; the CSCM material model was used for concrete. The front plate deformations demonstrated good agreement with those of other tests. However the rear plate deformations were less. In the doubled speed test for the plain section specimen, the missile punctured both plates; however, the front plate was only fractured in the numerical analysis. The impact energy of the missile was transferred to the filled concrete in the numerical analysis.

• Economic and Environmental Geology
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• v.55 no.5
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• pp.511-519
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• 2022

In order to develop an air-stripping based remediation process to remove the TOC (Total Organic Carbon) in groundwater around the underground LPG storage cavern, the laboratory scale experiments at various conditions (change of air injection volume and temperature, the application of ultrasonic treatment, etc.) for two types of groundwater (initial TOC concentration of 608 mg/L and 153 mg/L, respectively). From results of experiment, as the air injection rate for stripping into groundwater increased from 2 L/min to 11 L/min and as the air-stripping time increased from 1 hour to 24 hour, the TOC removal efficiency of air-stripping increased. However, the TOC concentration of treated groundwater was higher than the discharge tolerance limit (100 mg/L) even after 24 hour stripping at the maximum air injection rate of 11 L/min. The main compounds of the TOC in groundwater were identified as methanol and propane and the long stripping time (more than 24 hour) was needed to separate the methanol from groundwater because of the affinity between water and methanol. At 20℃ and 4 L/min of air injection, the TOC removal efficiency increased to 59.1% after 24 hour air-stripping. When the temperature of groundwater increased to 30℃ and 40℃, the TOC removal efficiency increased up to 80.0% and 82.8%, suggesting that more than 24 hour air-stripping at 40℃ is needed to lower the TOC concentration to below 100 mg/L and the additional TOC removal process as well as the air-stripping is necessary. When the temperature increased to 60℃ and the ultrasonic treatment was conjugated with the air-stripping, the TOC removal efficiency increased to 87.8% within 5 hour stripping and the final TOC concentration (72.4 mg/L) was satisfied with the TOC discharge tolerance limit. The TOC removal efficiency for groundwater having low TOC concentration (153 mg/L) also showed similar removal efficiency of 89.7% (the final TOC concentration: 18.9 mg/L). Results in this study supported that the air-stripping conjugated with the ultrasonic treatment could remove successfully the TOC in groundwater around the underground LPG strorage cavern.