• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.05a
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• pp.185-188
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• 2019

In this paper, the towing stability of the LNG bunker barge is estimated. Currently, LNG bunkering barge is being developed as an infrastructure for the bunkering of LNG (Liquefied Natural Gas), an eco-friendly energy source. Since the LNG bunker barge are in the form of towed ship connected to the tow line, the towing stability of the LNG bunker barge is very important for the safety of not only the LNG bunker barge but also the surrounding sailing vessels. The numerical code for towing simulation was developed to estimate the towing stability of the LNG bunker barge at the initial design stage. The MMG(Manoeuvring Mathematical Group) model was applied to the equations of motion and the empirical formula was applied to the maneuvering coefficients so that they could be used in the initial design stage. To validity of the developed numerical code, it was compared with published calculation and model test results. Towing simulations were carried out according to with and without stern skeg of the LNG bunker barge using the developed numerical code. Through the results of the simulations, the appropriateness of the stern skeg area designed was confirmed.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.2
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• pp.248-253
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• 2023

Most offshore platforms utilize chain mooring systems for position keeping. However, information regarding related design modification processes is scarce in literature. This study focuses on the floating liquefied natural gas (LNG) bunkering terminal (FLBT) as the target of shore platform and analyzes the corresponding initial mooring design and model tests via numerical simulations. Subsequently, based on the modified design conditions, a new mooring system design is proposed. Adjusting the main direction of the mooring line bundle according to the dominant environmental direction is found to significantly reduce the mooring design load. Even turret-moored offshore platforms are exposed to beam sea conditions, leading to high mooring tension due to motions in beam sea conditions. Collinear environmental conditions cannot be considered as design conditions. Mooring design loads occur under complex conditions of wind, waves, and currents in different environmental directions. Therefore, it is essential appropriately assign the roll damping coefficients during mooring analysis because the roll has a significant effect on mooring tension.

• Journal of the Society of Naval Architects of Korea
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• v.60 no.4
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• pp.222-230
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• 2023

In the present work, the scale effect on the Boil-Off Rate (BOR) was investigated based on an analytical method to systematically evaluate the thermal performance of a Liquefied Natural Gas (LNG) Cargo Containment System (CCS). A two-dimensional thermal resistance network model was developed to accurately estimate the heat ingress into the CCS from the outside. The analysis was performed for the KC-1 LNG membrane tank under the IGC and USCG design conditions. The ballast compartment of both the LNG tank and cofferdam was divided into six sections and a thermal resistance network model was made for each section. To check the validity of the developed model, the analysis results were compared with those from existing literature. It was shown that the BOR values under the IGC and USCG design conditions were agreed well with previous numerical results with a maximum error of 1.03% and 0.60%, respectively. A SDR, the scale factor of the LNG CCS was introduced and the BOR, air temperature of the ballast compartment, and the surface temperature of the inner hull were obtained to examine the influence of the SDR on the thermal performance. Finally, a correlation for the BOR was proposed, which could be expressed as a simple formula inversely proportional to the SDR. The proposed correlation could be utilized for predicting the BOR of a full-scale LNG tank based on the BOR measurement data of lab-scale model tanks.

• 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.

• Geophysics and Geophysical Exploration
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• v.8 no.1
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• pp.67-72
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• 2005

To investigate the feasibility of a new concept of storing Liquefied Natural Gas (LNG) in a lined hard rock cavern, and to develop essential technologies for constructing underground LNG storage facilities, a small pilot plant storing liquid nitrogen (LN2) has been constructed at the Korea Institute of Geoscience and Mineral Resources (KIGAM). The LN2 stored in the cavern will subject the host rock around the cavern to very low temperatures, which is expected to cause the development of an ice ring and the change of ground condition around the storage cavern. To investigate and monitor changes in ground conditions at this pilot plant site, geophysical, hydrogeological, and rock mechanical investigations were carried out. In particular, geophysical methods including borehole radar and three-dimensional (3D) resistivity surveys were used to identify and monitor the development of an ice ring, and other possible changes in ground conditions resulting from the very low temperature of LN2 in the storage tank. We acquired 3D resistivity data before and after storing the LN2, and the results were compared. From the 3D images obtained during the three phases of the resistivity monitoring survey, we delineated zones of distinct resistivity changes that are closely related to the storage of LN2. In these results, we observed a decrease in resistivity at the eastern part of the storage cavern. Comparing the hydrogeological data and Joint patterns around the storage cavern, we interpret this change in resistivity to result from changes in the groundwater flow pattern. Freezing of the host rock by the very low temperature of LN2 causes a drastic change in the hydrogeological conditions and groundwater flow patterns in this pilot plant.