Comparison of Spherical and Membrane Large LNG Carriers in Terms of Cargo Handling

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1 Comparison of Spherical and Membrane Large LNG Carriers in Terms of Cargo Handling Kiho Moon,, Daejun Chang, Donghun Lee Myung-Bae Kim, Ho-Jong Ahn, and Jong-Pil Ha Hyundai Heavy Industries Co., Ltd.

2 HIGHLIGHTS I. Introduction II. Challenges for LNG Carriers III. Design Verification of Cargo Handling Systems IV. RAM Study of BOG Reliquefaction System V. Conclusion

3 I. Introduction Differences between Spherical and Membrane LNG Carriers 1. Cargo Containment System 2. Insulation System 3. Enlargement of Cargo Tank 4. Visibility of Large LNG Carriers 5. Cargo Handling Procedure and Their System 6. Etc.

4 Construction of LNGCs in HHI Shipyard

5 Insulation System (a) Spherical LNGC (b) Membrane LNGC (Mark III)

6 Enlargement of Spherical Tank 2.7 m Stretched

7 Blind Zone at Ballast Voyage (M = 1.05L) BLIND ZONE M 1.77M 2.77M 2.12M BLIND ZONE BLIND ZONE 0.31M (a) Spherical 185K LNGC BLIND ZONE L 1.77L 2.77L BLIND ZONE 0.38L BLIND ZONE (b) Membrane 204K LNGC

8 Emergency Discharge Operation for Cargo Tank Emergency Discharge Emergency Discharge Vapor In Vapor In Cargo Pump Failure

9 II. Challenges for New LNG Carriers New Trends Impact on Cargo Handling System Challenges Increase in Capacity Increase in the number of cargo tanks, size of each cargo tank, and cargo handling system To make smooth the scale-up extension from conventional system design Change of Propulsion New Concepts for BOG Handling and Fuel Supply to New Propulsion To insure new concepts is OK in terms of safety, controllability, reliability & availability. Deviations from Typical Design Cargo Handling System Requirement different from Owner to Owner To response quick and right to owners fit-for-purpose requirements with design flexibly

10 HHI s s Approaches to Challenges Challenges To make smooth the scale-up extension from conventional system design To insure new concepts is acceptable in terms of safety, controllability, reliability & availability. To response quick and right to owners fit-for-purpose requirements with design flexibility HHI s Approaches Design Verification of Cargo Handling System Operation Verification through Virtual Operation Systems RAM (Reliability, Availability and Maintainability) Study

11 III. Design Verification of Cargo Handling System Challenges Cargo loading and offloading system Cargo tank cooling down operation Cargo tank warm-up operation Propulsion system BOG reliquefaction system HHI s Approaches Rigorous process simulation with dynamic simulation Control strategy with virtual operation Proposal of adequate cargo handling system

12 Pressure Loss in Cargo Loading Lines E barg D barg barg D barg E1 C_l 0.02 barg barg barg C_r 0.03 barg barg F4 F3 F2 F1 Tank 4 Tank 3 Tank 2 Tank barg barg barg barg B_l B_r barg barg A4 A3 A2 A1

13 Cargo Loading and Offloading Time E4 D3 D2 E1 C_l C_r F4 F3 F2 F1 Tank 4 35,000 m 3 H Tank 3 39,400 m 3 Tank 2 39,400 m 3 Tank 1 24,500 m 3 Loading 7.4 hr Unloading 6.4 hr Loading 11.5 hr Unloading 10.1 hr Loading 11.5 hr Unloading 10.1 hr Loading 9.6 hr Unloading 9.0 hr B_l B_r A4 A3 A2 A1

14 Cooling Down Operation for Cargo Tank Spray Mass Flowrate, kg/hr Spray Boil-Off Gas Condensate Mass Flowrate, kg/hr Boil-Off Gas Condensate Time, Hours Time, Hours (a) Spherical 185K LNGC (b) Membrane 204K LNGC

15 Cooling Down Operation for Cargo Tank Temperature, oc Time, Hours Natural Gas Internal Tower Inside Wall Outside Wall Insulation Center Outside Insulation Hold Space Equator Sensor Temperature, oc Time, Hours Natural Gas Primary Barrier Top Plywood Primary Insulation Triplex Secondary Insulation Back Plywood Mastic Inner Hull Compartment Air Outer Hull (a) Spherical 185K LNGC (b) Membrane 204K LNGC

16 Warm-up Operation for Membrane Cargo Tank 50 0 Warm-up Gas Triplex Temperature, o C Temperature Distribution During Warm-up Time, Hours

17 Steam Propulsion System Main Boiler System Heat Source at Low Load Superheated Steam Preheated Steam Turbine System Heat Recovery System Depressurized Steam Heat Source at High Load

18 Virtual Operation of Steam Propulsion System Dynamic Simulator MMI 100 Communication Module 10 Valve Opening, % M108V 61.5/4.2 bar Valve 6.8/2.8 bar Valve 3.1/722 mmhg Valve Process Control Logic Pressure, bar /4.2 bar Valve 6.8/2.8 bar Valve 3.1/722 mmhg Valve Time, Second Time, Second

19 IV. Typical BOG Reliquefaction System BOG Cycle C BOG Cycle C E C E C N 2 Cycle N 2 Cycle

20 Estimated Boil-Off Rates for Membrane LNGC 0.20 Boil-Off Rate, % /day % Design Margin BOR 0.15%/day Limit Secondary Insulation Thickness, mm

21 BOG Header Design Reliquefaction System -106 o C 3385kg/hr Air Temperature: 50 o C Wind Velocity: 45 m/s -124 o C 677 kg/hr -119 o C 2708 kg/hr -116 o C 2031 kg/hr -120 o C 2031 kg/hr -116 o C 1354 kg/hr -121 o C 1354 kg/hr -113 o C 677 kg/hr -145 o C 677kg/hr -145 o C 677kg/hr -145 o C 677kg/hr -145 o C 677kg/hr -145 o C 677kg/hr No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

22 Reliquefaction System Design BOG Rate 4,128 kg/hr (0.12%/day) BOG Suction Temperature -120ºC -110ºC -100ºC -90ºC LD Compressor Power, kw N 2 Mass Flow, kg/hr 81,870 85,740 89,410 93,060 N 2 Cycle Power, kw 3,492 3,657 3,813 3,969 BOG Rate 5,125 kg/hr (0.15%/day) BOG Suction Temperature -120ºC -110ºC -100ºC -90ºC LD Compressor Power, kw N 2 Mass Flow, kg/hr 101, , , ,500 N 2 Cycle Power, kw 4,335 4,541 4,735 4,928

23 IV. RAM Study: BOG Reliquefaction Process Challenges Is the process reliable and available? Which subsystems or components are subject to frequent failures? What is the proper redundancy and maintenance strategy? HHI s Approaches Evaluation of the process in terms of reliability, availability and maintainability (RAM) Redundancy strategy from subsystem reliability Proposal of expected availability

24 Schematic of BOG Reliquefaction Process Buffer N 2 Generation & Reservoir C C Seawater Intake BOG Preparation BOG Compression C BOG Liquefaction E C N 2 Cooling

25 reservoir system generator system Buffer N2 Availability of Subsystems at 5000 hr Availability BOG preparation system BOG compression system BOG liquefaction system N2 cooling system Seawater intake system Buffer N2

26 Reliability & Availability with Time Reliability & Availability Reliability Availability Time, hour

27 V. Conclusions 1. Membrane cargo containment systems provide a better visibility. 2. Membrane LNG carriers load more than 8 % cargo with identical principal ship dimensions. 3. Only the spherical type is capable of pressure discharge for the case of cargo pump failure. 4. Dynamic process simulation incorporated into virtual operation verifies v the detail design of cargo handling systems. 5. Estimated cool-down time is 16 hr for spherical cargo containment and 10 hr for membrane type. 6. RAM study offers reasonable evaluation of newly introduced concepts for the cargo handling system.

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