Optimal Shape and Boil-Off Gas Generation of Fuel Tank for LNG Fueled Tugboat

Kim, Jungwoog; Jeong, Jinyeong; Chang, Daejun

doi:10.26748/ksoe.2019.103

Cited by 10 publications

(2 citation statements)

References 6 publications

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“…However, the volume efficiency is lower than other types of non-pressurized LNG storage tanks [8]. Past research presented a study to optimize the LNG storage tank shape by adopting the Lattice pressure vessel which can increase the volume efficiency [9]. Another improvement in the LNG bunkering research is the study of the characteristics and control of the heading angle of the floating LNG bunkering terminal.…”

Section: Introductionmentioning

confidence: 99%

Consequence Analysis of Accidental LNG Release on the Collided Structure of 500 cbm LNG Bunkering Ship

Nubli

Sohn

Jung³

2022

JMSE

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The growing demand for liquefied natural gas (LNG)-fueled ships necessitates the establishment of an LNG bunkering facility. Ship-to-ship (STS) is one of the most practical forms of LNG bunkering systems. Although there are benefits to the LNG bunkering of ships, risk and safety issues are a concern due to the volatile cargo. Ship collision could result in accidental LNG release. The purpose of this study was to build LNG leakage scenarios, establish critical zones based on gas concentrations, and estimate the temperature reduction in a bunkering ship’s structure resulting from the use of cryogenic fluid. The condition of a target ship’s structure, both intact and when damaged due to collision, was considered. Leak size, leak direction, leak position, release rate, and reservoir pressure were included as leak parameters, and environmental parameters, such as the wind direction, wind speed, and ambient temperature, were also included. The release duration was set based on the shutdown duration of the emergency shutdown valve (ESD). A total of 72 leakage scenarios were generated for the main CFD analysis. Convergence tests were conducted to determine the appropriate grid and iteration numbers for a computational fluid dynamics (CFD) simulation. The gas dispersion characteristics and the cryogenic flow impact on the LNG bunkering ship’s structure are discussed through a parametric study.

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Section: Introductionmentioning

confidence: 99%

Consequence Analysis of Accidental LNG Release on the Collided Structure of 500 cbm LNG Bunkering Ship

Nubli

Sohn

Jung³

2022

JMSE

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“…Studies on the effects of parameters on LNG bunkering addressed many factors, such as the temperature difference between tanks, pressure control, transfer rate, pipe thermal insulation, pipe diameter, and LNG composition [14][15][16][17]. The optimization work for the LNG fuel tank was towards the unloading operations and regasification [18][19][20][21]. Nevertheless, the tank structure is the primary factor affecting the use and operation of the fueling system on cargo ships under practical working conditions.…”

Section: Introductionmentioning

confidence: 99%

Numerical Study on the Tank Heel Determination Using Smoothed Particle Hydrodynamics

Park

Luong

Choung

2021

JMSE

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Tank heel minimization is a significant issue in the design of LNG fuel tanks because it is associated with stable suction pump operation and thermal shock requirements during LNG bunkering. This study examined how the LNG tank heel is minimized, maintaining a suction pump fully submerged in LNG during dynamic vessel motion. The study assumed two LNG fuel tanks mounted on the forward deck of a 50,000 deadweight class oil product carrier. Information on the dimensions and shape of the LNG fuel tank was determined from Wartsila’s brochure, and the specifications of Vanzetti’s suction pump were referred to. The LNG fuel tank and LNG heel were modeled as rigid elements and hydrodynamically smoothed-particles, respectively. The number of particles could be determined by performing even keel analyzes by adding or subtracting particles until the target head was satisfied under the gravity load. To simulate the motion of the LNG fuel tank, the pitch and roll periods and amplitudes of the ship were calculated using the DNV classification rules. Visual observations of the dynamic flow during the pitch and roll motions with respect to the ship’s center of mass showed that the roll motion was more critical from the viewpoint of the LNG heel than the pitch motion. After performing the simulations for three cycles of roll and pitch motions, the suction pump submergence was reviewed in the last cycle. Under the conditions assumed in this study, a filling ratio of 15% was determined as the minimum LNG tank heel. Although the LNG heel has customarily been determined, the LNG heel needs to be determined through hydrodynamic analyses of each vessel because it depends on the shape of the fuel tank and the vessel motion characteristics.

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