DNV GL – Maritime has released the third edition of its Maritime Forecast to 2050 at London International Shipping Week 2019 (LISW). The Maritime Forecast examines the future of the shipping industry in a rapidly changing global energy landscape. This year’s report focusses on the challenge of reducing the carbon intensity of the global fleet to meet the ambitious targets set by the IMO’s greenhouse gas reduction (GHG) strategy.
A combination of external market pressure and the ambitious direction set by IMO means that the challenge of decarbonization has been laid squarely on shipping’s doorstep. To answer the question of how shipping will rise to meet the challenge, this year’s Maritime Forecast examines how the world fleet measures up in terms of decarbonization and looks at different strategies and pathways the industry can take to reach this goal.
The Maritime Forecast to 2050 analyses three regulatory scenarios (continuing under current policies, regulations becoming gradually stricter, or very strict regulations introduced towards the end of the 2050 deadline) and how these could affect the transition to low and carbon neutral fuels. Improvements in general energy efficiency in on-board operations is also included as an essential part of reducing emissions.
Fuel flexibility and technologies to bridge changing fuel usage have been identified in the Forecast as essential strategies for both individual owners and the shipping industry to adapt to the energy transition and prepare for a low carbon future. In the deep-sea segment especially, dual-fuel solutions and alternative fuel “ready” solutions could smooth this transition, by laying the groundwork for a future retrofit. Combined with bridging technologies such as adaptable storage tanks, onboard systems and shore-side fuel infrastructure, this could give the industry more options as new fuels and technologies emerge.
The Forecast shows that the uptake of low-carbon and carbon-neutral fuels is essential to meeting IMO GHG goals, with carbon-neutral fuels having to supply 30–40% of the global fleet’s total energy by 2050. Under different regulatory pathways, however, the model predicts that a variety of fuels could come to the fore. In all of the pathways, liquefied methane (from both fossil and non-fossil sources) provides a large part (40–80%) of the fuel mix at 2050. The Forecast also suggests that in the deep-sea sector, ammonia, biodiesel, liquid biogas and electro fuels are promising carbon neutral options, with battery, hybrid, and hydrogen solutions being potential options for the short-sea segment.
The ongoing energy transition is starting to reshape the shipping industry, with much uncertainty on the way to 2050. DNV GL’s Maritime Forecast to 2050 hopes to offer the industry a vision of the changes ahead, offering guidance, highlighting trends, and providing valuable insights for maritime stakeholders. The Maritime Forecast to 2050 is part of a suite of Energy Transition Outlook (ETO) reports produced by DNV GL. The ETO has designed, expanded and refined a model of the world’s energy system encompassing demand and supply of energy globally, and the use and exchange of energy between and within ten world regions.

Government Policy for Environment-Friendly Vessel

Advanced LNG DF design application

Taegi, An
Hyundai Heavy Industry, Initial design department
12th FL. Hyundai Bldg. 75 Yulgok-ro, Jongno-gu, Seoul, Korea
Tel.: +82-2-746-4638 E-mail address : teejay03@hhi.co.kr

Highly increased interest in global warming and environmental issues around the world, shipping is considered as a significant contributor to global greenhouse gas (GHG) and air pollutant such as oxides of nitrogen(NOx), oxides of sulphur (SOx) and particulate matter (PM). Therefore International Maritime Organization(IMO) has tightened regulations on ships' emissions, 2020 global sulphur cap and 2025 EEDI phase III will be in effect. These emission regulations made it mandatory for shipbuilding and shipping industries to design eco-friendly ships.

LNG has been widely used as a marine propulsion fuel for LNG carrier. And according to latest academic and industrial report, LNG is regarded to reduce air pollution significantly and it also has economic advantage compared to conventional fuels. Therefore it will be expected that LNG fuel shall substitute the fuel oil and it will be sustainable fuel to comply with environmental regulation for the future.

LNG DF propulsion system is series of system to supply the LNG fuel to ship’s engine. Currently most of LNG carrier applied LNG propulsion system and many ships are operating without problem. Thus LNG propulsion system is already widespread system and considered as a proven system.

The propulsion system for LNG fuelled ship is taken from LNG carrier, and is partially simplified and reinforced for safety perspective. However now LNG fuelled ship is in its first step, so there’s a need to share experience and knowledge with more stakeholders for future optimization of LNG DF design. Therefore HHI which is a leading shipyard for LNG fuelled ship, we would like to introduce our advanced LNG DF design and share our experience.

최근 해양 대기배출 규제 따라 각 해운사들의 방향을 정해 선제적으로 대응할려는 다양한 움직임이 있는데 이중에서 OPEN type Scrubber 개조분야를 중심으로 여러 선사들이 활발히 운항선박을 개조하고 있는 상황이다.

하지만, 운항선박의Scrubber 개조나 저유황유의 사용은 여러가지로 선주에게 이익을 줄 수가 없다. 이에 반해 LNG 개조는 다양하고 실질적인 효과와 이익을 주나 선주측에서 CAPEX가 높다는 인식으로 LNG 개조에 대한 고려가 전혀 없는 실정이다.

운항선박에 있어 개조에 따른 선주 손실은 장기간 도크에서 개조 작업을 진행하므로 발생되는 운항 손실에 따른 영업손실이 제일 크다. 저유황유를 사용할려고 해도 탱크 소제 및 개조 작업, 연료유 계통 개조 작업, 등의 개조 비용이 발생하며, Scrubber 개조의 경우 최소 40일 전후의 조선소 작업이 필요하므로 선주사들은 운항손실비용을 최소화 할 수 있는 방법에 최대 관심이 있다.

본 발표에서는 LNG 연료추진선박의 주요 선종을 이루는 중소형 운항선박의 최적의 개조방안을 검토하여 LNG 연료추진선박과 LNG 벙커링 선박으로 사용할 수 있는 방안을 제시하고자 한다.

중소형 선박 시장에 적합한 LNG 벙커링 선박의 크기는 중소형 선박을 1,000cbm급 LNG 연료추진선박으로 개조하면 충분히 LNG 연료추진선박과 LNG 벙커링 선박으로 운항이 가능한 것으로 검토되었다.

또한, 차도선을 개조하면 소형 LNG 연료추진선박과 LNG 벙커링 선박으로 전환이 용이하며 해외 기술을 벤치마킹하여 국내 기술로 개발하면 경쟁력있으며 연안 선박의 훌륭한 솔루션이 될 것으로 기대할 수 있을 것이다.

중소형 LNG 연료추진선박과 벙커링 선박의 시장이 구축이 되면 충분히 운항선박의 개조시장에 큰 반향을 가져올 것으로 기대된다.

KSOE (Korea Shipbuilding & Offshore Engineering) has constructed the LNG multi-purpose test facility to demonstrate the LNG systems such as LNG carrier, LNG-fueled ship and Bunkering vessel. This facility is one of the world’s largest LNG test facility, with Type C and Membrane tanks, each equipped a loading and unloading system. The facility is utilized to acquire design data of optimum engineering of LNG system and to verify new LNG technologies through various tests.

This presentation provides the results and constraints of pieces of cargo handling system equipment for 174K LNGC with BOR fluctuation. The BOR variation could be mainly due to loss of process control or mechanical failure. This study has been undertaken to scrutinize how much impact might be in the given cargo handing system aligned with the cargo containment system having a certain BOR value.
 
This study excludes the scope of active BOR system such as PRS(Partial Liquefaction System) or MRS (Methane Refrigeration System) and only focus on the cargo containment system and its handling processing equipment. The study results will be utilized to select target BOR limit in cargo containment system and furthermore to provide the guideline of capacity selection for pieces of equipment relevant with cargo handling system.

LNG Fueled Ship용 BOG Compressor 소개
김태형
㈜동화뉴텍
부산광역시 강서구 미음산단로 8번길 75
TEL. +81-51-974-4800 thkim@dhkomp.co.kr

LNG연료추진선박의 수요가 증가하고 시장성이 확보됨에 따라 탑재되는 FUEL TANK의 BOG를 이용하기 위한 BOG COMPRESSOR의 필요 또한 늘어가고 있는 추세이다.
전통적인 BOG COMPRESSOR의 경우, 주로 TURBO방식이나 PISTON방식의 압축기가 사용되어 왔으나 최근에는 PRE-HEATER를 이용한 SCREW 방식의 압축기 또한 이용되고 있으며 특히 중소형 용량의 BOG COMPRESSOR가 요구됨에 따라 SCREW COMPRESSOR 및 PISTON COMPRESSOR가 LFS용 BOG 압축기로 주목되고 있다.
이에 상기 두가지 TYPE의 제품에 대해, BOG COMPRESSOR로서 사용되었을 때의 특징과 장단점 및 운용에 관해 간략히 소개하고자 한다.

2020년 선박배출가스환경규제에 따른 LNG연료추진선박 시장이 증대함에 따라 이러한 선박에 LNG연료를 주입하는 LNG벙커링 시장도 활성화 될 것으로 판단한다.
LNG연료추진선박이 연안 운항 선박에서 원양 항해 선박으로 확대 되면서 세계 주요항구에서 LNG벙커링에 대한 설비가 구축되고 있으며, 국내에서도 한국가스공사의 LNG벙커링선박 이외에 해양수산부에서 진행하는 연안선박 맞춤형 500m3급 LNG벙커링선박의 건조도 진행되고 있다.
본 발표는 연안선박 맞춤형 500m3급 LNG벙커링선박에서 LNG연료추진선박에 시운전용으로 400m3정도의 LNG를 벙커링할 경우에 LNG연료추진선박의 LNG연료탱크 내 상태변화(압력, 온도 변화 추이)를 공정시뮬레이션을 통하여 나타내고 이에 대한 현상을 고찰하고자 한다.

또한, 이를 통해 상기 LNG벙커링선박이 연안 LNG연료추진선박 (가령, 청항선, 어업지도선, 예인선 등)을 대상으로 LNG벙커링을 수행할때의 현상을 함께 고려함으로써 용량이 적은 선박의 LNG벙커링에서 발생할 수 있는 문제점을 고찰하고자 한다.

이는 해양수산부의 LNG벙커링 핵심기술개발 및 체계 구축사업의 "연안선박 맞춤형 LNG벙커링 시스템 개발" 및 "LNG벙커링 운영체계 및 위험도평가기반 운영기술개발"과제의 지원으로 연구가 수행중이다.

I will talk about the LNGC market analysis covering earnings, LNGC values and supply and demand.

New development HiMSEN H54DF with two-stage turbocharging system
Cheolyoung Lim (Presenter)

Hyundai Heavy Industries Co.,LTD., Engine Machinery Business Unit
(44032) 1000, Bangeojinsunhwan-doro, Dong-gu,Ulsan, Republic of Korea
Tel: +82-52-203-6065 E-mail:cylim@hhi.co.kr

Since the first announcement of HiMSEN H21/32 in 2001, Hyundai Heavy Industries Co., LTD.(HHI) has been continuously developing not only diesel engines such as H25/33, H17/28, H32/40, H46/60 and H21C but also gas and dual fuel engines such as H35G, H35DF, H27DF and H22CDF as part of HiMSEN family.
Due to the stringent emission regulations and market demand of economical & ecological engine, the various requirements for low emission and high efficiency engine have been increasing. HHI, recently, has been developing high power and high efficiency engines – H54DFV – adopted two-stage turbocharging system to lead such market trends. New developed proto type engine – 12H54DFV – applied TSTC (Two Stage Turbo Charger) system, and the SSTC (Single Stage Turbo Charger) system for H54DFV design is also completed simultaneously.
HiMSEN H54DFV has been designed with 540 mm bore / 600 mm stroke and 600 rpm, covers the output range from 17.6 MW to 26.4 MW. The reliable and robust design of engine structure helps to optimize the engine performance and efficiency.
This presentation introduces new development status of HiMSEN H54DFV engine and various researches conducted for optimal design and better performance.

Review of the latest 4-stroke gas engine development within Wärtsilä. A look into the future what concerns gas engines and hybrid solutions. What alternative gaseous fuels will we see in coming years. Comparison of Dual-Fuel and Pure-gas engine technology. How will automation & control act as a bridge towards the future.

A large number of ME-GI engines have entered service successfully. These engines are installed in various types of vessels like container carriers, car carriers and bulk carriers. However, the majority of the ME-GI engines have until now been installed in vessels that carry fuel as cargo. These ship types are LNG carriers (ME-GI), ethane carriers (ME-GIE) and methanol carriers (ME-LGIM).
We have introduced various upgrades based on service experience from the first ME-GI engines. These upgrades include software upgrades aimed at increasing surveillance of the control valves as well as software and upgrades aimed at lowering the
specific pilot oil consumption (SPOC) and reducing pressure peaks in the hydraulic cylinder unit (HCU) blocks
when injecting pilot fuel. The gas atomiser development will be touched upon along with other mechanical upgrades related to the gas components. Challenges with the ME-GI fuel gas supply system will be described and the improvements will be discussed in detail.

The WinGD X-DF engine is the unique engine solution in the market that combines the benefits of the low speed with the lean combustion cycle to burn LNG efficiently and safely. More than 250 engines have been contracted since the introduction in the market in 2013. It has been recognized as the standard engine solution for LNG Carriers and LNG-fuelled merchant ships as Container Vessels, Tankers, Bulkers and Car Carriers.

The lean combustion, also known as Otto cycle combustion, allows the X-DF to be Tier III compliant without any exhaust gas treatment system and to reduce the nitrogen oxides and particular matters to very low levels since the lean homogeneous combustion has an equal temperature distribution throughout the entire combustion chamber.

WinGD is constantly improving the X-DF design introducing following additional features for high operational flexibility and reduction of the operational costs:

• The fuel sharing mode allow to mix gas and liquid fuel for better managing of the boil-off gas in the tank according to the ship operator cargo strategy.

• Further reduction of the gas feeding pressure has allowed to reduce the gas compressors and pumps stages
• The X-DF performance optimization provide additional fuel consumption saving especially for de-rated engines
• The Dynamic Combustion Control (DCC), active at high load, makes irrelevant the methane number and environmental conditions allow to reach in any conditions the full engine output.
• iCAT system allows to automatically change the lubrication oil in case of gas or diesel operation
• Integrated Gas Pressure regulation (iGPR) is included on the engine simplifying the engine installation and reduce the overall investment cost.
• In case of twin engine application, the synchro phasing system (SPS) allows to neutralize engine generated vibrations to the ship hull increasing comfort for the crew and reduce design and equipment cost for the shipyards.

The X-DF engine is the best solution for a future-proof ship being compliant with the 2020 sulphur cap IMO regulation and ECA area emission whilst maintaining competitive operational- and investment costs.

1. Milestone and Plan for LNG Bunkering
2. Demand Forecast for LNG Bunkering
3. LNG Bunkering Methods
4. Planned LNG Bunkering Terminals & Ports
5. LNG Bunkering Infrastructures in operation
6. Planned LNG Bunkering Infrastructure
7. LNG Bunkering Subsidiary
8. Proposal for Logistics(LNG Bunkering Alliance)

Our LNG bunkering vessel has technical strength such as good maneuverable devices, economic propulsion, smart ship solution, ship-to-ship transfer equipment and reliquefaction unit for safe bunkering.
The details will be presented at the coming conference.
As a leading developer, Hyundai Mipo Dockyard will provide you the optimum solutions for LNG bunkering vessel with above strength.

A global transition towards greater use of renewable energy and
less use of fossil fuels is underway and will progress towards 2050.
One consequence is that shipping is experiencing increasing pressure
to decarbonize its practices and operations, and to reduce emissions to air.

This will impact on asset values and earning capacity more significantly than in the past. It will shape the future fleet in important ways, particularly in the choice of fuels and technologies.

LNG as a fuel is a proven and available commercial solution which offers huge advantages for ship operators in the light of ever-tightening emission regulations.

The International Maritime Organization’s decision to limit the sulphur content of ship fuel from 1 January 2020 to 0.5 percent worldwide, and the recently adopted ambition to reduce greenhouse gas emissions by 50% up to 2050 have the potential to become game changers for the shipping industry.

These key developments have created an atmosphere of uncertainty across the shipping industry regarding the direction to take in terms of future energy sources.

Although the availability and usage of LNG as a transportation fuel has developed considerably over the past years, there are still many obstacles to overcome for LNG to become a mainstream fuel alternative.

DNV GL will present a global prospect of LNG as a fuel and recommend Korean counterplan for the future at International LNG Conference 2019.

D.H. Jung*․S.H. Oh*․J.I Lee**․S.R. Baek***․D.W. Seo****․K.S. Lee****․S.H. Kim****․
*Korea Research Institute of Ship and Ocean Engineering, **TransGas Soulution, ***EK Heavy Industry, ****POSCO, *****Valmax Technology, ******Mytec

With “Sulphur Cap” of the International Maritime Organization (IMO) regulations on marine emissions taking effect in 2020, a lot of ships around the world are under new construction or retrofit under LNG-powered ships. In Korea, the "Law to promote Eco-friendly ship" will also be taken effect in 2020. Once the "Law to promote Eco-friendly ship" goes into effect, the government should establish the government-controlled vessels with an eco-friendly fuel unless there is a particular reason. For the full-fledged industrialization of LNG-powered ships, it is essential to establish an infrastructure of bunkering system that can supply LNG fuel and develop operational technologies. The region where LNG bunkering is most active is Europe, especially at Rotterdam Port in the Netherlands with Ship-To-Ship bunkering. Carnival Corp., having the world's largest cruise ship, launched the LNG cruise ship AIDAnova in 2018 and has been reliably supplied with LNG fuel from the 6,500-cbm bunkering ship Cardissa. CMA CGM, the container shipping company, is the first to operate the container ship Nord, supplied with LNG fuel from Cardissa, and various LNG-powered ships such as the ferry and tug boats are operating under the new policy. In line with this, the bunkering vessels are built to provide bunkering services. 2,200 cbm bunkering barge of Clean Jacksonville and 760 cbm FlexFuel Pontoon are built and operated in North America to carry out bunkering. A total of 17 bunkering ships, including 4,000-cbm-articulated tow/barge, are expected to operate in 2020. The Society of Gas Marine Fuel (SGMF) and the European Marine Safety Agency (EMSA) are also actively developing LNG bunkering operation procedures and guidelines for safe bunkering. In comparison with preparation for industrialization of LNG as a marine fuel in the advanced regions, the development of LNG fueled ships and bunkering infra in Korea has been slow. In August this year, the Ulsan Regional Maritime Affairs and Fisheries Office's LNG fueled Cheonghwa 2 was newly built. The local Port Authorities have a plan to build new LNG fueled tugboats, and various LNG fueled ships are expected to be built in the future. On the other hand, there are no LNG bunkering vessels, which are a stumbling block to the industrialization of LNG-power ships. The KRISO (Ships and Oceans Plant Research Institute) has been developing bunkering vessels that can bunker to LNG fueled ships operating off the country's coast with support from the Ministry of Maritime Affairs and Fisheries. The design is in progress based on IGC code, an international design standard for bunkering ships, and the dual fuel (DF) engine is applied. Since frequent berthing/Deberthing of the bunkering vessels with the design speed of 8 kts, two Azimuth propulsion systems are installed to improve the maneuverability performance. The IMO C-type 500 cbm cargo tank with high manganese steel material are placed in the center of the hull, and bulkheads inside the tank are installed to resist sloshing impact. The loading capacity of LNG bunkering is 200 cbm/h, and LNG trading system using the integrated heat/flow measurement system (flow meter/ gas analyzer/ flow computer) is applied. The design documents are expected to obtain “Design approval” through Korean Register within this year and carry out “Sea-trial and Gas-trial” and “Bunkering demonstration” until 2021 after completion of construction. At the same time, operating technology for LNG bunkering is carried out while developing bunkering vessels. The research team will develop various bunkering procedures, emergency accident scenarios/response procedures, operator training systems, and bunker training programs. It is expected that the foundation for revitalizing LNG-powered ship and bunker-ring industries will be established in Korea from the government supported project.
This work is supported by the Ministry of Ocean and Fisheries in South Korea, “Development of LNG Bunkering system for coastal trading LNG-fueled ships”. All support is gratefully acknowledged.

Introduction of IMO initial GHG strategy/timeline for GHG target, and review of decarbonization approaches :

Initial IMO GHG Strategy will be updated through 4th IMO GHG study(2019-2022) at MEPC 80th by 2023.
LNG-based solutions can be a highly competitive (most economical) GHG countermeasure for some time. However, Methane leakage/slip problems can be a big hurdle.
Alternative fuels such as low-carbon or zero-carbon fuels should be utilized to achieve the 2050 target. For the alternative fuel solutions of using eco- Synthetic fuels, Hydrogen, Bio-fuels, so-called ZEV(Zero Emission Vessel) designs to be investigated on the basis of in-depth CAPEX, OPEX(Fuel price) & INFRASTRUCTURE considerations.

The environmental regulations of the International Maritime Organization (IMO) include sulfur oxides (SOx), nitrogen oxides (NOx), and greenhouse gases (GHG). The limitations of each regulation are gradually strengthening. In response to these stricter emission regulations, the maritime industry is establishing a long-term strategy for developing low-emission or zero-emission ships. Replacing conventional heavy fuel oil (HFO) with alternative fuels is the highest priority method to cope with the emission regulations. The alternative fuels could include LNG, LPG, methanol/ethanol and biofuels, etc. And recently, hydrogen and ammonia have been tried as a ship fuel. Also, integrating with renewable energy sources (solar, wind power, tidal power, etc.) has been applied to a ship considering the whole life cycle process of the fuel (or energy). Besides, the demand for the electric propulsion system has been also increasing to apply alternative fuels to ships more efficiently. In this regard, this presentation explains the advantages and disadvantages of different types of alternative fuels, which are currently being actively discussed around the world. Also, it introduces the domestic and foreign technology status of the electric propulsion system using these alternative fuels.

Hyundai Mipo Dockyard delivered the world first ballast free LNG Bunkering vessel at 2017.

This concept can offer great benefit to ship owners, especially small size LNG carrier.

So, we introduce this concept from background to application.

Fire Safety of LNG Fuelled Ship
Ki Seop Noh, Kang Su Nam, Jeong Hoon Lee

Hyundai Heavy Industries, Ship Outfitting Research Dep’t
(03058) 75, Yulgok-ro, Jongno-gu, Seoul, Republic of Korea
Tel: +82-2-746-1616 E-mail: address: kisup4253@hhi.co.kr

The IGF code provides the basis of design based on safety for ships using gases or other low-flash point fuels to minimize the risk to the ships, crews and environment. This paper is prepared to review the fire safety concept in IGF code and to derive a safe and economical design for Type C LNG fuel tank.
If it is assumed that Type-C tank located behind deck house, the design that simply follow the fire protection concept specified in IGF code could result an unrealistic design.
Because, according to the phrase 11.3.2 in IGF code “any boundary of accommodation spaces, service spaces, control stations, escape routes and machinery spaces, facing fuel tanks on open deck, to be shielded by A-60 class divisions”, the boundary with A-60 class division must be formed around LNG fuel tank regardless of the location and type of LNG fuel tank.
To clarify the phrase 11.3.2, safety concept in IGF code for fuel containment system is summarized as a chain of events and safety measures. In addition, it contains the safety level of type C tank on deck by comparison of other type tanks.
Furthermore, the phrase IGF code 11.3 describes the requirements for fire protection to apply A-60 insulation of cofferdam based on regulation 9 of SOLAS II-2 / Part C. In spite of the safety level of type C tank located on open deck, if the section 11.3.2 is applied as written in code, the higher protection measure is required than the inferior cases in safety level.
Considering the safety level of type C tank and no probability of leakage through the tank shell, additional measure is not required for the fuel tank surface. Tank connection that is the only possible location of leakage shall be shield by wall and arranges drip tray for secondary barrier. In addition, to prevent fire from high fire risk space, the protection measure for fuel tank itself should be consist of applying A-60 insulation on the facing surface of high fire risk spaces or installing wall to avoid facing.
These measures can endow the type C tank on open deck a safety level in terms of fire protection and realistic design for LNG fuel tank.

Contents

1 Status of LNG Fuelled Ships
. LNG Bunkering Facilities

2 General information
. Samsung 7.5K LNG Bunkering Vessel (On Construction)

3 Additional facilities for Bunkering Vessel

4 Systems of LNG Bunkering Vessel
. Cargo System
. Propulsion System
. Gas Combustion unit
. Ship Shore Link (SSL) System Function
. Ship to ship Facilities
. Ship to Shore Compatibility Study

Since 2000, world LNG fleet has grown very rapidly and LNG carriers have evolved significantly
in every aspect. In particular, the main engine of the LNG carriers has evolved to evolve, and the
low speed diesel engine which can use both the fuel oil and natural gas(dual fuel diesel engine)
has emerged.
Compared with the conventional Steam Turbine LNG carriers, the fuel oil consumption of the low
speed diesel engine LNG carriers is drastically reduced and they have started to experience a situation
where even the boil-off gas is not fully consumed during their laden voyage.
The management of the Cargo Tank temperature during the Ballast voyage of the LNG carriers is
completely different from the Moss independent Tank and the Membrane Tank, which was due to
the differences in the properties of the Cargo Tank.
Until now, boil-off gas(LNG) which is insufficient as the fuel of LNG carriers has been supplemented
by fuel oil, but since 0.5% Sulfur Cap will start from Jan. 1, 2020, there is no need to use expensive
low-sulfur fuel oil(0.5%) and 100% utilization of boil-off gas which generates less CO2 is more
advantageous in the operation of LNG carriers and if the temperature of the cargo tank during the
ballast voyage is kept as low as possible by using the LNG to be used as the fuel, it will be helpful to
suppress the boil-off gas after loading and during the laden voyage of the LNG carriers.
The purpose of this paper is to propose the necessities and method of the temperature management
of the Cargo Tank using LNG to be used as the fuel during ballast voyage of LNG carriers.
keyword : ballast voyage, tempreature management, boil-off, independent tank, Membrane tank,
spray, cooldown

In the onshore and offshore field development, methanol or MEG are mainly used to overcome the hydrate problem. In particular, big offshore gas fields require large amount of hydrate inhibitor, so there are many projects where MEG regeneration package are installed on FLNG to reduce OPEX.

Injected MEG into well is returned to the offshore platform along with various salts, including water and gas. The MEG regeneration package should remove various salts while increasing the concentration of recovered low concentration MEG. For these regeneration processes design, it is essential to obtain experimental data through pilot facilities because existing process simulator lack simulation accuracy for glycol containing various salts.

In this presentation, we introduce the pilot scale MEG regeneration package installed at Cheonan Campus of Gongju University and discuss the design conditions and performance test results of the package.

Hyundai Heavy Industries (HHI) has been investing in FLNG technologies and completed several different models of FLNGs. Hyundai FLNG (HHI’s own FLNG design) which was developed for deep water application in association with Linde received the approval in principle (AIP) from DNV. As the near-shore barge concept FLNG emerges to reduce the cost and construction period compared with onshore infrastructure and conventional FLNG, HHI has developed Hyundai Near shore FLNG model in association with Linde. Classification society DNV GL has awarded approval in principle (AIP) to Hyundai Heavy Industries for the design of a jetty-moored near shore FLNG barge in May, 2019.
As one of the strategy to enter into FLNG market, HHI joined the LNG Futures Facility project to improve the design of FLNG Topside and finally verify the design in a live LNG plant environment. The Australian Centre for LNG Futures (ACLNGF) flagship project, the LNG Futures Facility (LNGFF), plans to establish a natural gas treatment and liquefaction facility that would function as a test bed for technology and research. A consortium of various companies including HHI has been formed to fund the project so that the project design is matured enough to make FID decision. Clough has been selected as an engineering contractor of the Concept Study and FEED of LNGFF.
The LNGFF would be an open access facility for researchers and technology providers to qualify their technology. The facility concept is based on a small-scale LNG train of 10 TPD LNG production capacity with recycle streams for operational flexibility and slipstreams for technology qualification. The LNGFF will also be provided with additional instrumentation for closure of mass balances across the major equipment to develop high-fidelity process models
The LNGFF Concept Study kicked off in 2018 at Clough. Major activities during the Concept Study phase were to complete options screening for gas supply, LNG product and to assess process technology concept. In addition, potential R&D programs were developed based on R&D interests of the consortium members. During the FEED in 2019, an R&D workshop was organized to provide better definition around R&D functional requirements that needs to be implemented into the design. RFQ specifications were prepared based on the R&D functional requirements and were issued to the vendors. TBE/CBE has been completed based on the proposals received from the vendors as part of the vendor selection process. When the main process vendor is selected, a design review and HAZOP will be conducted to complete engineering definition of the overall plant including main process vendor design.
At the end of LNGFF FEED, complete set of engineering deliverables and +/- 10% Cost Estimate will be provided to the Consortium Members. HHI will review the findings and lessons learned from LNGFF project to improve the design of FLNG models. And the demonstration of the technologies used in FLNG Topside at the live plant will be available when LNGFF is constructed and under operation. The funding for EPC phase of LNGFF is under progress and FID will be made based on the result of funding and FEED result. HHI will continue to invest in FLNG technologies to become FLNG Total EPC Solution Provider.

The purpose of this paper is to verify the LNG production efficiency in terms of a consumed production power using an electric motor or a gas turbine, based on a comparison with competitive proven technologies such as the single mixed refrigerant (SMR), the dual cycle mixed refrigerant (C3MR and DMR) and the optimized cascade process. Also, this paper serves to explain an advanced mixed refrigerant (MR) liquefaction cycle which uses an advanced economizer in order to optimize the efficiency of the liquefaction system, especially in the field of offshore and marine industries.

The key features of the proposed MR liquefaction cycle are as follows.

1. An advanced economizer is added in order to optimize the system efficiency, and in comparison with PRICO I/II the MR transfer pump is deleted.
2. The vapor stream from the advanced economizer is recycled to the suction of the 1st stage separator in order to reduce the capacity of 1st stage compressor. I.e. the reduction of the 1st stage compressor duty is greater than the loss of cold energy due to the recirculation of vapor stream from the advanced economizer.
3. In terms of flexibility of the design, the vapor stream from the advanced economizer can either flow to the cold box in order to contribute cold energy or it can bypass the cold box. Vapor from the advanced economizer bypassing the cold box will allow the number of cores of the cold box to be reduced, will result in a lower inlet temperature of the 2nd stage MR compressor.

Case studies for the proposed MR liquefaction cycle were carried out in order to verify the performance of the liquefaction cycle. Two different systems were examined because the liquefaction behavior of these systems is quite different due to dissimilar pressure regimes and N2 contents in the feed gas. In both cases, the developed LNG liquefaction process showed optimized production efficiency.

In conclusion, the case studies show that the proposed MR liquefaction cycle can be applied to both BOG (Boil-off Gas) re-liquefaction and offshore liquefaction system, and the performance of the liquefaction cycle is superior to various typical LNG liquefaction cycles such as dual N2 expander cycle, PRICO-I/II, etc. Moreover, the FGS (Fuel Gas Supply) system of LNG carrier can be optimized by use of the proposed MR liquefaction cycle as well.

FLNG Top Side의 핵심 설비인 가스터빈과 압축기와 같은 회전 기기는 FLNG의 운영 생산성에 절대적인 영향을 미칠 뿐만 아니라 Top Side 건조 일정 관리에 결정적인 영향을 미친다. 이를 고려하면 회전 기기의 안정적이고 신뢰성 있는 조달 방법을 확보하는 것은 조선사 입장에서 프로젝트의 성공을 좌우하는 결정적 요소라는 점에서 국산화를 통한 조달 방법 개선의 필요성이 지속적으로 제기되어 왔다.

품질 관리, 부품 누락 최소화, 신속한 현장 대응, 운송 기간의 혁신적인 단축 뿐만 아니라 설치 및 시운전 과정에서 발생하는 다양한 현장 상황에 신속하게 대응할 수 있다는 점에서, 국산화 솔루션을 확보하는 것은 국내 조선소의 경쟁력 확보에 대단히 긴요하다고 하겠다. 이러한 회전 기기는 첨단 기술이 집약된 장비라는 점에서 단기간에 국산화가 어려울 뿐만 아니라, 사업주의 승인을 획득하는 것도 불확실하다는 점을 고려하면, 일부 공급 가능한 업체와의 협력을 통해 솔루션으로 현지생산을 함으로써 국산화 효과를 달성하는 것이 바람직하다.

신속성과 신뢰성에 기반한 국산화 효과를 극대화 하기 위해서는 국내 솔루션 공급업체가 주계약자가 되어 프로젝트를 선도하는 것이 중요하다는 점에서, 국내 솔루션 업체는 해외 회전 기기 공급업체와의 협력 강화, 생산 경험을 축적, 조선사와의 협력 강화에 노력하여야 하고, 조선사 역시 사업주 AVL에 국내 솔루션 업체를 반영할 수 있도록 적극 추진하여야 할 것이다.

With the development of ICT technology, ships are also turning into smart ships that incorporate ICT technology. As a smart ship solution, SVESSEL has been developed by Samsung Heavy Industries(SHI), which includes onboard and onshore solutions; as a result of our commercialization efforts, starting in September of 2018, SVESSEL became a standard item for the vessels designed and manufactured by SHI, and the system is now installing on the vessels.
In this presentation, the overall introduction on the current package of SVESSEL will be given: The solution consists of three independent systems, one named BIG serves as a communication infrastructure for the data gathering and connection between onboard and onshore, the onboard solution providing the decision making solutions and an integrated monitoring system to crews for the better performance in terms of economy, efficiency and safety, and the onshore solution providing detailed and optimized management on the vessels based on the transferred data. The onshore solution also provides a smarter way to deal with claims and maintenance.
Various solutions on onboard system have been developed with a user-friendly GUI to make crews use it easily for the functions of 1) voyage planning including a route optimization considering weather forecastle data, a trim optimization according to loading condition of vessel, motion risk evalution in waves and recommendation of vessel's heading and speed for safer voyage 2) monitoring including fuel, emission, navigation, cargo, status of LNG facilities, all the data from various sources, and 3) automatically generation of reports such as noon report, EU MRV, and IMO DCS. By the onshore system, each vessel can be tracked in position and data from the vessel can be viewed and analyzed easily. The history of routes of a vessel with the measured data can be compared and the data of vessels of a specific route can be compared easily to see the difference of fuel consumption, for example. Claims and maintenance can be dealt with in a smarter way within the onshore solution. The solutions has been validated and verified through the joint development projects with ship owners, classification societies, and major equipment providers.
In addition, for the future technology, recent development activities will be presented including a model test on remote controlled and autonomous navigation and online MRO services with equipment providers.

LNG선 기자재를 중심으로 국내 조선3사 및 한국조선해양플랜트협회와 공동으로 수행중인 기자재 국산화 로드맵 개발 현황 소개

1. 대한민국 조선기자재 산업 온라인 플랫폼 구축사업 현황 및 시연회

Abstract: Mr. Brandon Shin, General Manager, GAS Entec
LNG FSRU Conversion Trend and Project Introduction

As we know that FSRUs have created a niche in the market in the conventional LNG terminal construction. There are several merits are, Faster to construction, Cheaper CAPEX compared to onshore regasification facilities. Mobility of the unit to anywhere in water.
Regarding new building or conversion FSRU, CAPEX and OPEX considerations are important but also flexibility has an impact on the decision-making process. Conversions may take less time and have benefited from a CAPEX perspective, but new-builts can be developed with more design flexibility and longer life span. GAS Entec will share what they have done for their first real FSRU conversion project.

Under the situation of increasing demand for LNGC and FSRU for carrying and off-loading of LNG, timely supply of compressors for cargo management is very importance factor to meet the requirement of quality and delivery schedule of LNFC/FSRU. Considering this circumstance, Hanwha power systems stretched product line-up to Low duty compressor and High duty compressors for LNGC/FSRU, utilizing experience of supplying high-performance and high-reliability compressors for on-shore oil and gas plants, air separation plants, and power plants. HPS has supplied 5 LD compressor and 7 HD compressors together with auxiliary equipment (Vaporizer, heater, etc.) since 2016. Four of them are in normal operation, and others are under gas trial test.
HPS has provided various solutions and satisfied customers by the experience of close support for shipbuilders, based on fuel gas compressors for gas turbines and various gas experiences in chemical plants, cryogenic experiences for BOG compressors for LNG terminals, and parallel operation experiences for compressors. This experience has already been extended to the development of expanders for LNGC re-liquefaction systems and is expanding to other equipment of cargo management system.

Large-size LNG Floating, Storage, Regasification Unit (FSRU) is one of a popular alternative to the on-shore regasification LNG terminal owing to its advantages: short project time duration, low project cost, and small infrastructure investment. Recently, Hyundai Heavy Industries (HHI) produced and delivered FSRU, which adopts the new-type regasification unit (named Hi-ReGAS) using Seawater-Glycol water LNG heating method and can provide natural gas of 1,000 mmscfd. This FSRU successfully started its world-first commercial operation of the regasification unit using Seawater-Glycol water LNG heating method las July. This new regasification unit has several merits over conventional regasification concepts such as Seawater-LNG heating and Seawater-Propane heating types: low-capital/operating costs, safer system and easy application of the extra steam heating system. These features are enforced by the integrated design of the new regasification and the other system in FSRU. For example, this FSU reduces the power consumption of the regasification b locating the glycol water heating system in the engine room. The large-size glycol water drain/storage tank is located under the bottom of the engine room without space loss. It makes it possible to implement the full maintenance of the equipment and pipelines of the glycol heating system. The optimized arrangement of the regasification unit module provides the maintenance space for the shell and tube type LNG Vaporisers.

SHI (Samsung Heavy Industries) discovered evaporative, non-flammable, non-toxic, eco-friendly mixed refrigerant applicable as the intermediate heating medium to the LNG regasification system and cold energy power generation system. SHI also developed safer, energy efficient and compact regasification system by applying this refrigerant.

By using the latent heat of the mixed refrigerant, reduced circulation flow of the intermediate heating medium can improve system operational efficiency. Eco-friendly and non-flammable HFC type refrigerants are applied to meet various environmental regulations and to improve the safety of system. More compact equipment can be used by solving the freezing problem in the seawater direct and the glycol-water indirect system. Compact heat exchanger makes it easier to mount additional equipment on the deck such as the LNG cold energy power generation system. Considerable amount of the cold energy will be released during the LNG gasifying process, and this energy can be utilized to produce electricity. Two types of cycle, Rankine cycle of refrigerant and NG direct expansion cycle, can be applied with single or combined system.

Three types of regasification system can be designed depending on the application of cold energy power generation system; Regasification system only, regasification system with Rankine cycle and Regasification system with combined system. Regasification system with mixed refrigerant can reduce footprint and operational power consumption compared to the glycol water indirect system. When the Rankine cycle is applied, regasification system can use power generated from the cold power generation system so that it can reduce the OPEX of FSRU. When the NG send-out pressure is sufficiently high to apply NG direct expansion cycle together, regasification system can be fully operated with the power of the combined cold energy generation system.

SHI will continue to develop and provide the best possible system that can assure the safety and maximize the profits of ship owners.

국내 육상 LNG 기지 및 LNG 설비에서 적용되어있는 BOG와 LNG를 직접 열교환하는 대개의 Re-condenser 는 Engineering 부터 해외기업의 기술이 적용된 예가 많은데 당 사의 제품은 관련 기자재부터 시작하여 자체 Engineering 을 통해 Vessel 내부 설계 및 Hysys 를 통한 공정설계를 적용하여 국산화 한 Re-condenser 제품 설명

Though high-quality insulation system is applied to CCS (Cargo Containment System) of LNGC (Liquefied Natural Gas Carrier), It is known the BOR (Boil-Off Rate) of membrane-type CCS is typically higher than 0.1%V/day. Accumulation of gas (BOG from LNG) could increase the tank pressure and threats the safety of CCS. Therefore, some amount of BOG should be handled to assure tank safety. In the presentation, the trend of technology development and some technical issue are provided.
During the LNG bunkering, quitely large flash gas and BOG is generated at inside of receiving-vessel fuel tank. It is considered that the excessive gas from the fuel tank for securing the safety of tank should be treated at LNG bunkering facilities similar to cargo-loading process of LNGC. The type of excessive gas treating system and related technology issues are also presented.

In LNG-carrying ships (as cargo or as fuel), BOG study should be done in advance of planning BOG management. For proper sizing of BOG managing equipments, we should know the amount of BOG produced in the ship. In general, heat ingress & BOG production can be classified into two types. One is the thermal heat capacity load during cool-down, and the other one is the heat ingress at cold condition. The former one is only effective during cool-down, and the latter one is sustained after cool-down. For example, when HP FGSS is to be operated, FG piping and HP FGSS should be first cooled-down. During cool-down of FG piping and HP FGSS with LNG, BOG is produced due to the thermal heat capacity load of FG piping and HP FGSS. All the produced BOG is compiled in the tank, increasing tank pressure. After completion of cool-down, HP FGSS is operated with LNG return to keep the HP pump cold. The return LNG is partly vaporized due to heat ingress in the FG piping and the HP pump. Even though BOG production is reduced after completion of cool-down, there is still BOG produced in the FG piping and HP FGSS. The same principle applies to the tank. The tank has the temporary cool-down load and the sustained heat ingress load.

국제해사기구(IMO)의 배출가스 규제 강화에 대응하기 위한 방안 중의 하나로 LNG 연료가 소개 되고 있으며, 최근에는 유해가스배출 저감 및 연료의 경제성 증대와 같은 이유로 LNG연료 사용에 대한 관심이 더욱 증가하고 있다. 이러한 LNG연료사용이 증대함에 따라 원양을 운항하는 LNG연료추진선박이 점차 증가하고 있고, 이에 따라 LNG연료탱크의 용량이 커지면서, Type 'B' 혹은 Membrane을 이용한 LNG연료탱크가 등장하고 있다. 이에 따라 증발가스를 처리하기 위한 방안으로 재액화 설비의 요구가 증가하고 있다.
이에 좀더 경제적인 방안으로 자연 증발하는 LNG를 액화하고, LNG연료추진선박에서 BOG를 원활히 처리하는 재액화 시스템 개발에 대한 요구가 대두되고 있다.
기존 재액화 설비는 대부분 증발가스를 가압하여 기타 냉동 사이클을 이용한 직/간접적 접촉을 통해 증발가스로부터 열에너지를 흡수하게 하여 액화시키는 방법을 사용하고 있다. 본 연구는Reversed Turbo Braton 원리를 이용하되, 기존 LNG연료탱크 내부의 LNG를 활용함으로써 증발가스 대비 가압 에너지를 감소시킴과 동시에, LNG가 질소 팽창 사이클을 통과하며 과냉각되어 증발가스와 직접 접촉을 통해 재액화가 되도록 구현하였다. 이러한 방식은 단순히 자연 증발하는 LNG를 재액화 하는 것 이외에도 가압에너지를 감소시키고 저장된 LNG자체의 온도를 낮춤으로써 증발가스의 생성을 억제할 수 있어 기존 재액화 방식 대비 더 높은 운영성을 도모한다. 또한 이 시스템을 육상 소형저장설비에도 적용함으로써 이산화탄소 배출량 저감에 도움을 줄 것으로 판단한다.

디지털트윈은 물리적 자산, 프로세스, 사람, 장소, 시스템, 장비 등의 디지털 복제와 컴포넌트 간의 연동을 의미하는 기술로 항공, 화학플랜트, 선박해양 등의 분야에서 주목 받고 있다. 지금까지는 3D CAD와 CAE(Computer Aided Engineering)기술을 이용해 보다 우수한 성능의 제품을 설계∙개발하는데 많은 노력을 기울였다. 앞으로는 많은 기업들이 디지털트윈 기술을 이용해 제품 생산과정에서 발생이 예상되는 고장, 오류 등을 미리 예측하여 대응하고, 생산설비의 에너지 사용을 최적화 하는 등의 효율성 향상에 투자할 것으로 예상된다. IIoT(Industrial IoT) 센서들로부터 생산되는 많은 양의 데이터를 효과적으로 수집∙정제∙처리하고, 머신러닝/딥러닝과 같은 기술을 이용해 예측 모델을 개발하기 위해서는 슈퍼컴퓨터와 같은 고성능 계산 장비들이 필요하다. 본 논문에서는 산업 빅데이터와 시뮬레이션 기반의 디지털트윈 플랫폼 설계에 대해 논의하고, 선박해양플랜트 분야에서의 활용사례에 대해 소개한다.

To reduce emissions of marine pollutants, regulations are being tightened around the world. In the shipbuilding and shipping industries, various countermeasures are being put forward. As there are limits to applying countermeasures to ships already in operation, however, it is necessary for these vessels to use energy efficiently. In this study, we build a big data analysis platform based on Hadoop and Spark. Using the platform, a regression analysis is performed on the navigation data including the external force acting on the ship and the operating condition of the ship and then the fuel consumption rate is predicted. Based on this, we present a method to detect abnormal ship operation using the platform. Finally, we discuss the results of predicting the fuel consumption rate and detecting the abnormal operation using the test ship operation data according to the proposed method.

- 4차산업혁명이 도래하면서 발전한 최신 ICT 기술들 (IoT, 빅데이터, 클라우드, 4G/5G, AI, VR/AR, 모바일 등등)이 조선소 업무의 특성에 적합한지 실증하고 적용 방향을 수립한 사례를 소개
- Introduction of How to apply 4th industrial revolution ICT technology (IoT, Big Data, Cloud, 4G/5G, AI, Mobile, VR/AR, etc) to shipyard and Cases

As the global shipbuilding marine market trend changes, Competition in each country is fierce to preoccupy the eco-friendly smart ship market.
Big 3 shipyards in Korea and leading companies are actively participating in the development of shipbuilding ICT convergence technology. Shipbuilding & Marine Engineering ICT equipment industry is expected to expand more than twice as much as in 2010 by 2020. For response to air explosion regulation from IMO, The LNG bunkering system is an indispensable equipment for fuel filling in LNG fueling vessels. Currently, technology development and commercialization are proceeding centering on large ships. In response to the need to respond to international environmental regulations, the possibility of LNG-fueled vessels application is expected to increase due to various international treaty changes and additions.
Technological developments related to LNG fuel propulsion system applied to large ships have been progressing actively, and they have entered the demonstration phase beyond technology development. However, the issue of natural gas fuel propulsion systems for small ships is ongoing, LNG Bunkering System technology has not been developed and additional research and development is required. For bidirectional communication, Administration program, which manages platform information, Development of mobile app for monitoring and control of information (Android, iOS) should also be required.

IMO B Type Tank 단열시스템

동성화인텍, 기술팀
경기도 안성시 미양면 협동단지길 120
Tel: +82-31-678-1667 E-mail: jkyunkim@idongsung.com

세계적인 지구온난화 및 환경문제에 대한 관심이 고조되고 있는 가운데 국제해사기구(IMO)는 2012년부터 HFO보다 황 함유량이 적은 청정연료인 LNG를 사용하도록 권장하고 있다. 아울러, 향후 온실가스 배출량을 단계적으로 감축하여 2013년부터 EEDI(Energy Efficiency Design Index) 규정을 준수한 선박만을 건조하고 운영되도록 규제를 강화하였다.
조선 및 해운업계에서는 이러한 강화된 규제에 대응하여 LNG연료사용을 검토하고 있으며, LNG연료 추진장치 개발에 박차를 가하고 있다. 또한, LNG를 연료로 사용하는 경우, SOx 및CO2저감을 기대하여 경제적 / 환경적 효과를 기대할 수 있다.
동성화인텍의 IMO B Type 탱크 단열시스템은 이러한 경제적/환경적 기대효과를 만족하기 위하여 동성화인텍에서 오랜 시간 연구개발한 단열시스템이다.
극저온용 화물인 LNG(액화온도 -163도)를 수용하는 극저온용 탱크는 IMO A Type 탱크와 달리 Partial secondary barrier 기능을 하는 Drip tray가 탱크 바닥 면에 설치되어 누설되는 화물을 포집하여 LNG가 선체에 직접적인 노출을 방지하는 시스템이다.
동성화인텍은 이러한 기능을 충족하는 단열시스템으로써 X-FINE, Y-FINE, R-FINE, Flex R-FINE을 개발하였다. 우선X-FINE은 대형 Prismatic타입 탱크에 적용될 수 있으며, 종래의 SPB타입의 단열시스템과 달리, 보다 단순한 형상과 시공의 용이성을 고려하여 설계되었다. 스터드 볼트에 2가지 판넬(Cold panel & Warm panel)을 설치하는 2 Split panel 시스템을 지니고 있다. Panel간 간격은 Splash barrier 기능을 하는 Joint tape 시공된다.
Y-FINE은 소형 Prismatic 타입 또는 Moss 타입 탱크에 적용될 수 있으며, Panel과 Spray foam 방식이 혼합된 Hybrid 타입 단열시스템이다. IMO A Type 탱크에 적용되는 기존의 Spray 타입 방식과 동일하게 시공의 용이성이 높으며, Spray foam의 연속적인 단열 면을 가지는 No joint design으로 구성되었다.. 시공기간 단축과 우수한 비용절감 효과를 가지고 있다.
R-FINE은 Moss 타입 탱크 또는 소형 Prismatic 타입 탱크에 적용될 수 있으며, Panel 타입 단열시스템이다. Panel간 Spray foam 주입을 하여 Rigid joint design으로 구성되었다. 아울러, 전용 Moving Scaffolding System을 적용하여 시공의 편의성과 작업 효율성을 증대하였다.
Flex R-FINE은 1판넬 구조로 되어 있어, 설치가 용이한 구조로 설계되어 있다. 또한, 판넬 바닥부의 얇고 긴 홈을 형성하여 극저온에 따른 열수축 변위를 흡수할 수 있어 선박의 안정성을 향상시킬 수 있다. 판넬간 gap joint는 스프레이 폼을 주입하여 splash barrier를 형성하는 구조로 설계되었다.
환경문제가 전세계적으로 심각하게 대두되고 있으며, LNG관련 시장확대에 따른 동성화인텍의 환경적/기술적 환경 변화에 발맞추어 단열시스템 개발에 박차를 가하고 있다. 이러한 기술개발을 통해 조선 및 기자재 산업의 발전과 더불어 지역/국가 경제 발전에 기여할 것으로 판단된다.

- Dual Fuel Overview
- ME-GI vs ME-LGI
- ME-LGIP Development
- ME-LGIP Auxiliaries

ABS Experience for LNGC and Ethane Carrier
Gas Market Share
Alternative Design
USCG Requirement

전세계적으로 강화되고 있는 환경 규제 만족을 위해 청정가스를 이용한 이중연료 추진 시스템을 적용하는 선박의 수가 증가하고 있다. 본 발표에서는 최근 개발된 대형 선박용 LPG 이중 연료 엔진의 연료 공급을 위한 Low flashpoint Fuel Supply System (LFSS)의 특징을 소개하고, 기존의 이중연료 시스템 대비 장, 단점을 비교한 후 향후 적용 가능성에 대하여 논의한다.

The Small scale LNG receiving terminal of Korea Gas Corporation(KOGAS) named the Jeju Aewol LNG receiving terminal has been designed since 2014. The Jeju Aewol LNG receiving terminal will be the fifth LNG terminal in Korea which is located on the Jeju island whose population is about six hundred thousands. According to natural gas(NG) demand of the Jeju island where no NG has been provided so far, KOGAS decided to construct the Jeju Aewol LNG receiving terminal.

This terminal has been constructed from 2015, and commercial operation will be started in September 2019. The design of max. and min. NG sendout rates are 60 ton/h and 21 ton/h respectively in consideration of demand of Jeju island. These capacities are much smaller compared with other 4 LNG receiving terminals in Korea. The Jeju Aewol LNG receiving terminal is designed to provide sendout gas at the battery limit to the gas network with a pipeline maximum operating pressure of 49 bar_a and a minimum of 41 bar_a. The normal operating pressure is 46 bar_a MPa. LNG vaporisers are designed to produce vapour at 0C.

The approximate process design is as follows. This terminal will have a berth capacity for 7,500 m3 LNG carrier. The ship unloading rate is 1,000 m3/h. And Membraine type, has total storage capacity of 90,000 m3 in 2x45,000 m3 . The 3 BOG compressors, unit capacity of 2.5ton/h, are to be equipped. The each LNG storage tank will contain three in tank LP LNG pumps, Total 6 LP pumps, unit capacity of 50 m3/h. LP LNG is directly mixed with compressd BOG to liquify BOG in BOG recondenser. The fully subcooled LNG from BOG recondenser is passed to MP LNG pump. The 5 MP LNG pumps, unit capacity 40 m3/h, pressurize LNG to 50 bar_a. The pressurized LNG is passed to vaporizers. The two types of vaporizer are to be equipped. The main type is 4 ambient air vaporizers (AAV) and the back-up type is 1 sub-merged vaporizer (SMV). All vaporizers have their unit capcity of 20ton/h. NG leaving vaporizers is passed to metering system. The metering system consists 3 lines (2 lines operating, 1 line reserved) and the capacity of 1 line is 50% of design sendout rate. After metering system, odorants are added to NG for the safety in odorization system. NG leaving the odorization system is sendout to gas network. Thruogh the gas network NG is used for power plant and domestic demand as fuel.

This paper describes the key aspects of design and features of Jeju Aewol small scale
LNG receiving terminal . We also show the unique engineering aspects associated with the facility’s process design and LNG storage tank design.
The one of the new trend for the world’s LNG market is the small scale LNG industry. KOGAS is challenging the design of the small scale LNG receiving terminal With the know-how accumulated from the design and construction of Incheon, Pyeongtaek, Tongyeong, Samchuck LNG terminals and its 30 years experience in operation and development of new technology. KOGAS is now leading the LNG industry in the area of design and construction of LNG terminals and LNG storage tanks.

As per growing population and rising global energy demand, it is expected that renewable energy could increase significantly by 2040. However, we will still need large amounts of oil and gas to provide the full range of energy products that the world needs. Hence, in order to mitigate climate change due to emission and improve air quality, it is no doubt that the LNG market is consistently increasing in the world. To adapt this energy trend, the technology of large-scale LNG receiving terminal has been being developed as per relevant international policy. However, the development of technology of SSLNG terminal was disregarded since it was not attractive for developer as well as it was considered as very easy work compared with large-scale LNG terminal.
In recent years, as the demand of SSLNG terminal increases gradually, it is showed up SSLNG terminal downscaled from large-scale LNG terminal is not suitable and should be questioned since its inherent feature for design is very different from large-scale LNG terminal. So now, it is found that SSLNG should be designed and developed by process optimization, technology selection and layout optimization within small project budget and project requirement.
In this study, in order for developers and engineers to approach a concept design and overall layout easily, the scale of SSLNG terminal (commonly which is less than 1.0MTPA) is specifically classified with respect to several design parameters, such as application of storage tank & vaporizer for technical selection, cancellation of HP pump & vapor return line for process optimization, modularization for layout optimization thru process model simulation with a research of existing/planned SSLNG terminal in the world. As well as technical approach for application of FSU, FSRU and LNGC is evaluated and introduced considering specified classification of SSLNG terminal for reference of future developers and engineers in this study.
This study is part of the result of the “Development of SSLNG terminal model according to capacity” for KOGAS

KOGAS (Korea Gas Corporation) introduced FAAVs (Forced-draft Ambient Air Vaporizers) in Inchon and Jeju LNG import terminals, which create the first operational case in the world. The Inchon and Jeju terminal operate the FAAVs of 110 t/h and 60 t/h. It is interesting to note that the technologies to support the FAAVs’ operation are investigated. Accordingly, KOGAS develops the technologies to quantify frost growth on the cold star-fin tube, artificial fog generation from saturated cold air efflux, and fan noise from FAAVs. They still depend on empirical researches in South Korea. Thus, to cover the crucial physical phenomena of FAAVs and to extend them for design are clearly a challenging work
KOGAS is carrying out the development of cryogenic frost growth model with Hanyang University and experiments of five manufacturer’s models with Korea University. The cryogenic frost growth model can be applied to a cold tube surface of -160oC with temperature and RH (Relative Humidity) of humid air. Also, it is extended to a commercial package for simulating 3 dimensional models employing UDF (User Defined Function). The five manufacturer’s models are specially designed to test the thermal performance of short star-fin tubes. They are evaluated with the thermal performance by the change of humid air conditions such as velocity, temperature, and RH. Moreover, KOGAS developed a computational code to predict the convective diffusion of artificial fog cloud as a severe issue. The code is mounted with two dimensional incompressible flow of humid air, and can evaluate the generation of artificial fog cloud with the RH of mixture stream. Finally, KOGAS investigated the resonance and amplification of fan noise by shroud as a solid wall. They will be simply verified with one dimensional acoustic pulse wave against a solid wall.
Consequently, KOGAS will present the technology development to support AAVs’ operation and suitable specifications of AAV in the climate conditions of South Korea with quantitative data.

현재 중동 일부 국가들은 넓은 지역에 가스전이 산재되어 있으며 소형부터 중·대형 규모의 LNG 액화기술에 많은 관심을 보이고 있다. 특히 도서 산간지역과 같이 파이프라인을 설치할 수 없는 지역에 에너지 공급을 하기 위한 이동형 LNG 플랜트 기술개발이 무엇보다도 필요하다.
본 연구에서는 0.005 MTPA(Million Ton per Annum) 이하 국·내외 ISO 컨테이너 타입의 LNG 액화공정 기술을 비교 분석하여 적용 가능한 공정의 우선순위를 정하고 독자적인 아이디어를 추가하여 기존 기술과의 차별성을 확보함과 동시에 Feed Gas 조성 및 생산된 LNG의 요구조건을 확정하여 설계기준을 정립하였고 액화공정 Case Study를 통하여 최적공정을 도출하였다. 최적화된 공정을 기반으로 하여 공정 개념설계를 수행하여 PFD(Process Flow Diagram), UFD(Utility Flow Diagram), HMB(Heat & Mass Balance) 및 P&ID(Piping & Instrument Diagram)과 같은 공정도면 및 공정설계를 위한 설계계산서를 도출하였으며 HAZID(Hazard Identification Study)를 이용하여 기본설계에 대한 타당성을 검증하였다.
본 연구를 통하여 ISO 컨테이너 타입의 이동형 LNG 플랜트 개발은 소형 LNG 시장 선점을 위한 Track Record를 쌓을 수 있을 것으로 사료된다.

SOx and NOx emission regulations apply to all vessels by the International Maritime Organization (IMO), and the emission control area (ECA) is subject to 0.1% SOx emission regulations from 2015 and 0.5 % SOx emission regulations will be applied from 2020. In addition, the NOx emission standard has been mandatory since 2016 in all sea area according to ship engine performance, and more severe emission regulations are expected according to separate ECA and SECA settings in each country and LNG fuel ship emerged one of most effective way to deal with regulations. Accordingly, the development of FLBT(floating LNG bunkering terminal) is urgently needed, and bunkering technology development projects are underway, led by KRISO and KOMERI. We are developing LNG Custody Metering system based on flow meter. The metering of LNG has been changed from the volume base to the actual energy flow settlement system. Accordingly, Valmax, a participating organization, is developing a Custody LNG transfer metering system based on heating value in connection with gas chromatograph that can measure calories.

This study was funded by the KIMST(Korea Institute of Marine Science & Technology) and supported by the "Custody LNG transfer metering system based on heating value", which is a detailed task of the "Development of FLBT(Floating LNG Bunkering Terminal) System Technology" by the KRISO(Korea Research Institute of Ships and Ocean engineering).

References
[1] AGA Report No. 9 : Measurement of Gas by Multipath Ultrasonic Meters.
[2] AGA Report No.8 : Compressibility Factors of Natural Gas and Other Related Hydrocarbon Gases.
[3] ISO6976 1995 : Calculation of Calorific Values, Density, Relative density and Wobbe index from composition
[4] GIIGNL (International Group of Liquefied Natural Gas Importers), LNG Custody Transfer Handbook 4th Edition

FGSS Control System
ACONIS-NX
New Design
Standard Function Block
System Control Diagram
Control Logic
Safety Functions

선박 연료 배출가스의 환경규제 강화(2020년이후, 황함유율 3.5→ 0.5%)에 따른 친환경 연료 사용이 확대되고 있고, 이에 따른LNG 연료 추진 선박 또한 매년 크게 증가되고 있다. LNG연료 추진 선박에 연료 공급을 위한 LNG 벙커링 방식은 TTS(Tank Lorry to Ship), PTS(Pipe to Ship), TTS(Terminal to Ship) 및 STS(Ship to Ship) 등 다양한 방식이 있으며, LNG 운송에 따른 안전성 증대 및 벙커링 시스템 운영 최적화 등 시스템 개선을 위한 기술 개발이 지속적으로 진행되고 있다. 이에, 선박 통합 자동화 시스템(IAS, Integrated Automation System) 관점에서, 국내에서 건조된 LNG연료추진선박에 적용된 ESD 및 벙커링 시스템 관련 모니터링 항목 분석을 통해 LNG 운송 시스템의 개선점을 도출하고 한다.

The use of eco-friendly fuels is expanding due to the stricter environmental regulations on ship fuel emissions and the number of LNG fueled ships is increasing significantly every year. There are various methods of LNG bunkering for supplying fuel to LNG fueled vessels such as TTS (Tank Lorry to Ship), PTS (Pipe to Ship), TTS (Terminal to Ship) and STS (Ship to Ship) and development of technologies to improve systems for increasing safety and optimizing operation of bunkering systems are on-going. Thus, on the point of view of IAS (Integrated Automation System), it is hopeful to the LNG transfer system be improved by analyzing the monitoring items related to ESD and bunkering systems based on reference ship.

As damage caused by severe abnormal weather occurs around the world, interest in environmental regulations is gradually increasing, and voices for achieving the goals are increasing. As a result, there is a wind of change in the shipping and shipbuilding industries. There is a growing interest in green ships and regulations are changing the economy. Orders for LNG carrier fleet are increasing rapidly, and orders for LNG-propelled vessels and LNG bunkering vessels are gradually increasing. This paper introduces environmental challenges such as the International Maritime Organization's Climate Change Strategy and the United Nations' UNFCCC Global Climate Action Internship. In addition, orders for LNG propulsion vessels and LNG bunkering vessels are increasing, I will briefly introduce the equipment testbed construction project and a study for building a safe LNG bunkering aystem to prevent safety accidents that may increase the likelihood.

I. 시장현황 및 문제점 (Market status & Problem)
II. 해결방안 및 세부내용 (Solution & Technology)
1. 기술개발 요약 (Solution)
2. 기술개발 내용 및 목표 (Technology & Goal)
3. 기술개발 현황 (Preparation Status)
4. 업무분장 및 추진일정

- LNG 벙커링은 천연가스를 액화시킨 LNG를 선박의 연료로 공급하는 이송라인을 말함. LNG는 영하163도씨의 극저온에서 사용되기 때문에 일반적인 배관으로는 이송이 불가능하며, 이에 맞는 부품과 안전시스템이 필요함.
- LNG벙커링 방식중에는 Ship tp Ship, Truck to Ship, Terminal to Ship등 다얀한 방식이 있으며, 해상에서 LNG 저장바지선또는 LNG 벙커링 선박으로 부터 LNG 추진선박으로 충전하는 방식으로 대량 충전이 가능한 Ship to Ship방식을 선호함.
- Shipto Ship LNG 벙커링 구성제품은 Cryogenic Composite Hose, Fitting, QC/DC, ERC, Loading Arm Swivel Joint, Hybrid & Flexible Loading Arm 등이 필요함.
- 이 구성 제품의 특징, 작동원리 및 배관설계시 주의할 점에 대해서 소개함.

최근 LNG 연료 추진 기술은 대형 선박 분야에서 소형 선박 분야로 이동되는 실정이며, 높은 에너지 효율성으로 연안 운송업 및 어업 경쟁력 제고, 냄새, 소음 및 진동 개선으로 항만 및 연안 환경오염 예방 등의 이슈와 맞물려 중소형 LNG 추진선 및 관련 기자재 수요가 증가하고 있다. LNG 연료 추진 시스템의 핵심 장비인 LNG 연료펌프는 현재 전량 수입에 의존하고 있어 점차 국산화 개발에 대한 요구가 증가하고 있으며, LNG 연료펌프의 주요 구성과 핵심 기술, 국내 인프라 분석을 통하여 국산화 개발 방안을 도출하고자 한다.


Recently the LNG fueled technology has been shifting from the large ship field to the small ship field. And the demand for small and medium LNG fueled ships and related equipment has been increasing in line with issues such as enhancing competitiveness of coastal transportation and fishery by high energy efficiency, and preventing environment pollution at ports and coasts due to improved smell, noise and vibration. The demand on the development of localization is gradually increasing, because Core equipment of LNG Fuel Pump for LNG Fueled Ship relies on full imports. And it aims to derive the localization development plan through the analysis of the main composition, core technology and domestic infrastructure of the LNG Fuel Pump.

LNG 벙커링 Hybrid Loading Arm은 Shore-to-Ship이나 Ship-to-Ship 방식으로, LNG 연료추진선에 LNG 연료 공급해주는 시스템으로서 LNG 이송관로를 구성하는 극저온 호스(Supply Line & Vapour Line), QCDC, ERC, Fixed Boom의 SUS 배관, 극저온 호스 Handling System(Rotary Hammerhead System), 너클 붐 Pedestal Crane으로 구성되어 있다.

본 과제에서는 LNG 연료추진선에서 연료추진선박의 Bunker Station Manifold로 호스를 용이하게 전달해 주는 역할을 하는 핵심적인 Rotary Hammerhead System 설계 및 개발에 대해 설명하고, Hybrid Loading Arm에서 Hose Handling System은 LNG 벙커링 이송 호스를 선원들이 안전하게 취급할 수 있도록 하고, 비상시 분리된 호스에 의한 선체와의 충돌 방지 막는 기능으로서 Loading Arm의 핵심 부분이라고 할 수 있는 Rotary Hammerhead System Constant Tension 및 기술적 특성에 대해 발표함.

Rotary Hammerhead System은 하이브리드 로딩암 너클붐 상단에 힌지 결합되는 행거와, 상기 행거의 하부에 회전 가능하게 결합되는 스위벨시트와, 스위벨 시트에 장착되는 윈치와 상기 윈치 양측에 회전가능하게 설치되는 쉬브와 윈치에 의해 쉬브에 감기거나 풀리는 와이어 로프로 구성됨.

본 과제에서는 Rotary Hammerhead System 초기설계 및 상세설계를 통하여 윈치를 제어하는 유압회로에 상기 와이어 로프에 걸리는 텐션을 일정하게 유지하는 유압장력 조절회로를 적용하였으며, 선급 규정에 따라 구조강도해석을 실시하였다.

In 2018, the International Maritime Organization (IMO) adopted an initial greenhouse gas (GHG) strategy. The strategy prescribes that international shipping must reduce its total annual greenhouse gas emissions by at least 50% of 2008 levels by 2050.

Therefore, developing the zero-emission ship and zero-emission fuels during the next decade is necessary to be able to meet the IMO's goal. The shipbuilding and shipping industry is considering the reduction method of GHG emissions from commercial vessels. Applicability research has been performed for fuel cell propulsion technology using various alternative fuels (carbon neutral), including hydrogen.

The present study introduces the "R&D Platform Establishment of EcoFriendly Hydrogen Propulsion Ship" project, which is about the construction of essential facilities for the development of hydrogen fuel cell propulsion ship.

대기환경보존을 위해서 국제적으로 대기오염물질인 황산화물, 질소산화물,이산화탄소 등 배출되는 농도에 대하여 배출허용기준을 정하고, 배출농도에 의한 규제를 시행하고 있다.

향후 배출가스 제로를 위한 수소사회가 다가오고 있다
수소사회에서 필요한 수소의 저장형태는 액화상태이며, 일반적으로 알려진 초저온 저장탱크의 단열방식은 우레탄폼과 진공단열 방식 등이다. 액화수소를 저장하기 위한 저장탱크와 이송배관에 대하여 과거의 기술과 최근 미국항공우국에서 개량하여 적용하고자 하는 현재의 기술을 공유하고자 한다.

In order to preserve the air environment, the standards for allowing emission of sulfur oxides, nitrogen oxides, carbon dioxide, etc., which are air pollutants, are set and regulations are enforced based on the emission concentration.

A hydrogen society is coming for zero emissions in the future. The type of hydrogen storage for the hydrogen society is liquid, and the generally known method of insulation of cryogenic storage tanks is urethane foam and vacuum insulation method. We would like to share the past technology for storage tanks and transport piping for storing liquefied hydrogen and the current technology that NASA is planning to apply recently improved technology.

The hydrogen has been received much interest in the energy market as an alternative clean energy for fossil fuels because it does not generate any pollutants. Among the reforming technologies, steam methane reforming (SMR), which uses natural gas(NG) composed of mainly methane, as the main fuel to produce hydrogen, is known to be the most economical method. Especially, the high demand for NG in KOREA is leading to facilitate NG infrastructure. Therefore, NG can be supplied as an alternative source for producing hydrogen by SMR due to its large production capacity and economic feasibility. We would like to introduce hydrogen production by SMR using NG and their hydrogen generation systems.

In order to address global warming and improve the air pollution, alternative energy development strategies are being developed and operated in countries around the world to reduce greenhouse gas emissions and prepare energy sources for sustainable growth. In recent years, interest in hydrogen as a clean energy source has been continuously increasing as a means of addressing such environmental problems and to respond to regulations, and the need for hydrogen production, transportation, and storage infrastructure is increasing. Liquid hydrogen can be stored at atmospheric pressure and has excellent volume energy density (approximately 6 times) compared to conventional high-pressure gas, and has advantages in terms of mass transfer and storage of hydrogen due to low risk of explosion. However, the production of liquid hydrogen requires more energy than simple compressed storage methods, and the storage and transportation of containers with excellent insulation performance are required due to low boiling point and low evaporation latent heat. This presentation introduces the details of the "Commercial Hydrogen Liquefaction Plant Technology" project by the KOREA MOLIT (Ministry of Land, Infrastructure and Transport), which is a national R&D project related to liquid hydrogen.

2020년 IMO의 선박 배기가스의 황산화물 규제에 따라 LNG 추진선의 발주가 늘어나고 있습니다. 하지만, LNG 추진선을 건조하기 위해 발생하는 추가 비용은 LNG 추진선의 확대를 가로막는 걸림돌이 되어왔습니다. 이중 LNG Tank는 선가를 상승시키는 주요인으로 거론되고 있습니다. 이에 극저온용 고Mn강은 LNG Tank의 가격을 안정시킬 수 있는 대안으로 주목되어왔습니다. 본 발표에서는 극저온용 고Mn강을 적용한 프로젝트를 소개하고, 극저온용 고Mn강의 적용가능성을 공유하고자 합니다.

The Marine Environment Protection Committee of the International Maritime Organization is continuously stepping up efforts to reduce greenhouse gas emissions. From 2020, the Sulphur content of any marine fuel will be limited to 0.5% from 3.5% globally. As environmental regulations become more strengthened, many maritime industry experts are expecting that LNG fueled ships will replace soon conventional fueled ships and are conducting a variety of research and investment.
LNG fuel tank has cryogenic service temperature at -165°C, which is easy to cause brittle fracture. Material with high fracture toughness should be used for manufacturing of LNG fuel tank.
High manganese austenitic steel was developed by POSCO, South Korea steel maker. The toughness of high manganese austenitic steel is equal or more than stainless 304 and 9% Ni steel which are widely used in the construction of cargo tank and fuel tank for cryogenic service. Its tensile strength characteristics are superior over those of Al 5083, stainless 304 and 9% Ni steel, which makes the thinner thickness available and reduce the weight of ship.
MSC 100, December 2018, approved the Interim Guidelines on the Application of High Manganese Austenitic Steel for Cryogenic Service, which proves the suitability of high manganese austenitic steel for cryogenic service.
In this paper, we introduce Interim Guidelines of high manganese austenitic steel and plan to include high manganese austenitic steel to IGC/IGF Code.

ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies. The work of preparing international standards normally carried out through ISO technical committees. Technical committee 8 main work scope is ship and marine technology, one of the considering content is liquid and gas fueled vessels. Shipbuilding and marine industry has been growing interest in the use of LNG to meet strict international harmful gas emission regulation and ship owner’s requirement. Even if some of Korea marine equipment industry fabricate LNG FGSS and bunkering equipment, they have a difficulty developing commercialization since there is no LNG FGSS unified test procedure and test LNG FGSS test facility using LNG in Korea shipbuilding and marine industry until now. In this regard, KOMERI has been developing two LNG FGSS related ISO documents as following:
- ISO/CD 22547 : Performance test procedures for high-pressure pump in LNG fuel gas supply system for ship
- ISO/CD 22548 : Performance test procedures of vessel LNG fuel gas supply systems(FGSS)
This newly developed procedures guide LNG fuel gas supply system basic test method to secure LNG FGSS equipment safety and performance.

Since the lattice pressure vessel (LPV) has been attracting interest of the energy and shipping industries from its birth in early 2010s, it finally succeeded in proving its commercial potential in May 2018 when it was employed as the LNG fuel tank for the port cleaning ship for Ulsan Port Authority that is the first LNG-fuelled public service vessel in South Korea. Its commercial application in shipping industry is expected to expand rapidly as the marine fuel shifts to more environmental options such as LNG, LPG, and liquified hydrogen that all necessitate volume-efficient pressurized storage technology. Another important application in shipping industry is small-to-medium scale gas carriers where cylinders or bi-lobes have been used in spite of poor space efficiency. The LPV readily increases the cargo capacity up to 200 % without considerable change in hull design. The LPV seems to serve land applications in the future as small-scale storage of LNG and hydrogen fuels for vehicles as well as mass storage of liquefied gases.