US20100162939A1 - Lng tanker and method for marine transportation of lng - Google Patents
Lng tanker and method for marine transportation of lng Download PDFInfo
- Publication number
- US20100162939A1 US20100162939A1 US12/600,697 US60069708A US2010162939A1 US 20100162939 A1 US20100162939 A1 US 20100162939A1 US 60069708 A US60069708 A US 60069708A US 2010162939 A1 US2010162939 A1 US 2010162939A1
- Authority
- US
- United States
- Prior art keywords
- tank
- lng
- tanks
- type
- membrane type
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
- B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
- B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
- B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
- B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
- B65D90/00—Component parts, details or accessories for large containers
- B65D90/52—Anti-slosh devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C3/00—Vessels not under pressure
- F17C3/02—Vessels not under pressure with provision for thermal insulation
- F17C3/025—Bulk storage in barges or on ships
- F17C3/027—Wallpanels for so-called membrane tanks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
- B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
- B63B2025/087—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid comprising self-contained tanks installed in the ship structure as separate units
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2221/00—Handled fluid, in particular type of fluid
- F17C2221/03—Mixtures
- F17C2221/032—Hydrocarbons
- F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
- F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
- F17C2223/0146—Two-phase
- F17C2223/0153—Liquefied gas, e.g. LPG, GPL
- F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2260/00—Purposes of gas storage and gas handling
- F17C2260/01—Improving mechanical properties or manufacturing
- F17C2260/016—Preventing slosh
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2270/00—Applications
- F17C2270/01—Applications for fluid transport or storage
- F17C2270/0102—Applications for fluid transport or storage on or in the water
- F17C2270/0105—Ships
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2270/00—Applications
- F17C2270/01—Applications for fluid transport or storage
- F17C2270/0102—Applications for fluid transport or storage on or in the water
- F17C2270/0105—Ships
- F17C2270/0107—Wall panels
Definitions
- the present invention relates to marine transportation of liquefied natural gas (LNG).
- LNG liquefied natural gas
- LNG there is an increasing demand for LNG as clean energy, since LNG emits less nitrogen oxide and sulfur dioxide during burning.
- LNG can be produced by cooling the natural gas down to approximately ⁇ 160° C. where it turns into a liquid.
- a tanker for marine-transporting LNG is provided with cargo tanks which are made of cryogenic materials to withstand extremely low temperature, and have structures to provide for thermal detonation of materials due to temperature differences. Further, most of LNG tankers can sail at sea speed of about 20 knots in order to undertake a role of high-speed and mass transportation. In recent years LNG tankers are getting larger, and there are plans to construct LNG tankers with tank capacity of more than 200,000 m 3 .
- LNG tanks thereon are roughly divided into two types; one is of the spherical free-standing type, and the other is of the membrane type (for example, U.S. Pat. No. 5,697,312 and U.S. Pat. No. 7,137,345).
- a spherical free-standing type of tank is a spherical tank of aluminum alloy which is supported in a ship's hold via a skirt-shaped structure extending downward from the equator of the spherical tank.
- this type of tank both the weight of liquid cargo therein and dynamic force acting on the liquid cargo due to the ship's rolling and pitching motion are carried by the tank itself, and the hull supports the tank via its skirt. Outer circumference of the tank is applied with thermal insulation material.
- the membrane type of tank is defined by a double hull structure, the inner surface of which is provided with thermal insulation material, and then covered by liquid-tight membranes.
- the weight of LNG freight is carried by the hull structure via the thermal insulation material.
- the membranes are made of stainless steel or nickel alloy (Invar) which have lower coefficient of thermal expansion.
- a membrane type tank can be formed in accordance with the hold shape, so it can generally get larger tank-capacity and good volumetric efficiency.
- a membrane tank when formed in a narrow space of the fore portion of hull, a membrane tank will take an irregular shape which may require extra time and effort in construction.
- Basic form for a membrane type of tank is boxy; it is difficult to make the tank into the shape quite far from box form. Therefore, to lessen wave-making resistance at high speed, the cross section of fore part of hull can be formed at most U-shape, but not formed into so fine shape such as V-shape.
- sloshing of the LNG can be problematic, particularly in heavy weather. That is, the ship's movement may agitate the liquid surface of LNG in tanks, and resultant hydrodynamic loads may damage heat insulation and membrane material. Thus, it is preferable that membrane type tanks are kept in an almost full loaded state to prevent LNG agitation. In a spherical tank, curved tank walls can turn aside the hydrodynamic loads; besides, the thermal insulation material is provided on the outer circumference of the tank. Therefore, sloshing hardly causes a problem.
- boil-off gas (BOG)
- a boil-off rate of gas may vary depending on the thermal insulation performance of the LNG tank, and it ranges from approximately 0.10 to 0.25% per day. Due to such gradual decrease of liquid cargo, the risk of sloshing may increase day by day after leaving a loading port.
- An object of the present invention is to provide an LNG tanker which has higher volumetric efficiency of a tank and is easy to construct. Another object of the present invention is to reduce sloshing in membrane type of LNG tanks.
- the present invention is to provide an LNG tanker in which the foremost LNG tank is of a spherical free-standing type of tank, and each of other subsequent tanks are of membrane type tanks.
- the tanker is able to have a higher volumetric efficiency and thus a larger tank capacity for the size of its hull.
- the foremost LNG tank is formed in a narrow space of the fore portion of the hull. If that tank is made in membrane type, it may become of irregular shape and require laborious heat-insulating works.
- the foremost tank is made in the spherical free-standing type, the construction works are very easy and done in short period, particularly by making a spherical tank on the work shop and then mounting it on the hull. Further, the foremost spherical tank can be installed even in a narrow space with V shape cross section, thus providing a ship's bow of fine form suitable for high speed sailing.
- the present invention is further to provide a method of marine transporting LNG in which LNG tanks are made in two different types, one is a membrane type and the other is a spherical free-standing type.
- LNG in the spherical free-standing type tank is transferred to the membrane type tank. This can make up for the loss of boil-off gas in the membrane tank and keep them nearly full of LNG, so that the sloshing problem is solved.
- FIG. 1 is a side view of an LNG tanker according to the present invention
- FIG. 2 is a plan view of the LNG tanker shown in FIG. 1 ;
- FIG. 3 is a cross sectional view of a membrane type tank part taken along a line 3 - 3 in FIG. 1 ;
- FIG. 4 is a cross sectional view of a spherical tank part taken along a line 4 - 4 in FIG. 1 ;
- FIG. 5 is a transverse sectional view of a foremost membrane tank in a prior art LNG tanker.
- FIG. 6 is a piping diagram for transferring liquid cargo between tanks in the LNG tanker shown in FIG. 1 .
- an LNG tanker which includes a bow portion 10 , a tank section 12 , an engine room 14 and a stern portion 16 in succession.
- On the engine room stands an accommodation space 18 and a steering room 20 thereon.
- the tank section 12 is divided by transverse bulkheads 22 into a plurality of divisions, the foremost division 23 of which is equipped with a spherical free-standing type tank 24 , and each of other subsequent divisions form membrane type tank 26 .
- each membrane type tank 26 is surrounded by double hull structures; its inner hull 28 are covered with thermally insulation material 30 , which is liquid-tightly covered by a membrane materials 32 .
- the membrane tank 26 has a head portion which protrudes upward through an upper deck 34 to increase the tank capacity, and the head portion is covered with a trunk deck 36 .
- FIG. 4 shows a transverse sectional view of the foremost division in which the spherical free-standing type tank is provided.
- the spherical tank 24 is constructed on a workshop and then built onto the hull.
- the tank has a skirt 40 which extends downward from the equator of the tank and is supported on a double bottom of the hull.
- An upper part of the spherical tank 24 protrudes upward through an upper deck 34 , which is covered with a dome shape cover 42 .
- FIG. 5 shows the foremost tank division 23 where the membrane type tank is provided instead of the spherical free-standing type tank shown in FIG. 4 .
- the hull form in this section is so fine (or slender) that the shape of the membrane tank 26 is getting narrower to a fore point as shown with chained lines 44 . Thus, it becomes an irregular shape, so the construction thereof is complicated and will take much time and labor.
- a spherical type tank 24 can be constructed in a workshop and then installed in the foremost tank division 23 of the hull; therefore, adoption of a spherical type tank for the foremost tank division can facilitate construction works and shorten a work periods.
- a membrane type tank will take the form of a cubic or the like as shown in FIG. 5 ; therefore, this type of tank is difficult to locate in a very fine shaped portion of hull.
- a spherical free-standing tank is of round shape and placed at a little higher position as shown in FIG. 4 , therefore this type tank can be installed in the very fine, V-shaped bow portion of the hull. Accordingly, by adopting the spherical free-standing tank for the foremost tank, the bow portion of the hull can get a fine shape, resulting in reduced propulsion resistance of the ship in a high-speed range.
- This tanker starts from a loading port with all of the LNG tanks full of LNG.
- the temperature of each LNG tank will increase by the ambient heating, thus causing boil-off gas to generate from the LNG cargo. If boil-off gas is left as it is, internal tank pressure may rise gradually.
- the boil-off gas (BOG) generated in each of the tanks is sucked out of the tank by a compressor 46 , so that tank pressure can be kept appropriate.
- the gas extracted from the tank is warmed and then combusted in a boiler 48 to generate steam, which can drive a turbine for ship propulsion and electric power supply.
- the liquid cargo (LNG) in the spherical free-standing type tank 24 is pumped out by a pump 50 installed in the same tank, and it is transferred to other tanks through a pipe 52 in order to recover the liquid amounts of the membrane type tanks 26 to an almost full state. Accordingly, sloshing in the membrane tank is not likely to happen even in rough weather, and damages of the membrane type tank due to sloshing can be prevented.
- the liquid amount in the spherical tank 24 will decrease gradually owing to the cargo transfer, but sloshing is unlikely to happen in this type of tank as described above.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- General Engineering & Computer Science (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
Abstract
An LNG tanker is provided which can have larger tank capacity for its hull size, be easily built, and reduce the sloshing in membrane type tanks during a heavy weather. The foremost LNG tank is made in a spherical independent type (24), and each of subsequent tanks is made in membrane type (26). The membrane type of tank has heat insulating material on the inner shell of a double hull with its surface covered by membranes. During the voyage, the liquid cargo (LNG) in the spherical independent type tank is transferred to membrane type of tanks, thereby to compensate LNG losses caused by generation of boil-off gas in the membrane type tanks.
Description
- The present invention relates to marine transportation of liquefied natural gas (LNG).
- There is an increasing demand for LNG as clean energy, since LNG emits less nitrogen oxide and sulfur dioxide during burning. LNG can be produced by cooling the natural gas down to approximately −160° C. where it turns into a liquid. A tanker for marine-transporting LNG is provided with cargo tanks which are made of cryogenic materials to withstand extremely low temperature, and have structures to provide for thermal detonation of materials due to temperature differences. Further, most of LNG tankers can sail at sea speed of about 20 knots in order to undertake a role of high-speed and mass transportation. In recent years LNG tankers are getting larger, and there are plans to construct LNG tankers with tank capacity of more than 200,000 m3.
- In LNG tankers of the prior art, LNG tanks thereon are roughly divided into two types; one is of the spherical free-standing type, and the other is of the membrane type (for example, U.S. Pat. No. 5,697,312 and U.S. Pat. No. 7,137,345).
- A spherical free-standing type of tank is a spherical tank of aluminum alloy which is supported in a ship's hold via a skirt-shaped structure extending downward from the equator of the spherical tank. In this type of tank, both the weight of liquid cargo therein and dynamic force acting on the liquid cargo due to the ship's rolling and pitching motion are carried by the tank itself, and the hull supports the tank via its skirt. Outer circumference of the tank is applied with thermal insulation material.
- Since each of ship's holds has usually a boxlike shape, there can be wasted spaces between the hull and a spherical tank mounted therein. Thus, a tanker with spherical free-standing tanks usually has a drawback that it has less tank capacity for its hull size.
- On the other hand, the membrane type of tank is defined by a double hull structure, the inner surface of which is provided with thermal insulation material, and then covered by liquid-tight membranes. In this type tanks, the weight of LNG freight is carried by the hull structure via the thermal insulation material. The membranes are made of stainless steel or nickel alloy (Invar) which have lower coefficient of thermal expansion.
- A membrane type tank can be formed in accordance with the hold shape, so it can generally get larger tank-capacity and good volumetric efficiency. However, when formed in a narrow space of the fore portion of hull, a membrane tank will take an irregular shape which may require extra time and effort in construction. Basic form for a membrane type of tank is boxy; it is difficult to make the tank into the shape quite far from box form. Therefore, to lessen wave-making resistance at high speed, the cross section of fore part of hull can be formed at most U-shape, but not formed into so fine shape such as V-shape.
- In a membrane type of tank, sloshing of the LNG can be problematic, particularly in heavy weather. That is, the ship's movement may agitate the liquid surface of LNG in tanks, and resultant hydrodynamic loads may damage heat insulation and membrane material. Thus, it is preferable that membrane type tanks are kept in an almost full loaded state to prevent LNG agitation. In a spherical tank, curved tank walls can turn aside the hydrodynamic loads; besides, the thermal insulation material is provided on the outer circumference of the tank. Therefore, sloshing hardly causes a problem.
- Regardless of types of LNG tank, external heat will, more or less, enter into LNG tanks, thereby causing to some extent an increase in the tank temperature. This may accelerate the generation of boil-off gas (BOG) in the tank. Since the gas generation may make the tank pressure higher, it is sucked by a compressor and delivered to a combustion apparatus such as a boiler to be combusted. Combustion energy obtained is used for ship propulsion or the like. A boil-off rate of gas may vary depending on the thermal insulation performance of the LNG tank, and it ranges from approximately 0.10 to 0.25% per day. Due to such gradual decrease of liquid cargo, the risk of sloshing may increase day by day after leaving a loading port.
- An object of the present invention is to provide an LNG tanker which has higher volumetric efficiency of a tank and is easy to construct. Another object of the present invention is to reduce sloshing in membrane type of LNG tanks.
- The present invention is to provide an LNG tanker in which the foremost LNG tank is of a spherical free-standing type of tank, and each of other subsequent tanks are of membrane type tanks. By making most of the LNG tanks in a membrane type in this manner, the tanker is able to have a higher volumetric efficiency and thus a larger tank capacity for the size of its hull.
- The foremost LNG tank is formed in a narrow space of the fore portion of the hull. If that tank is made in membrane type, it may become of irregular shape and require laborious heat-insulating works. In the present invention, the foremost tank is made in the spherical free-standing type, the construction works are very easy and done in short period, particularly by making a spherical tank on the work shop and then mounting it on the hull. Further, the foremost spherical tank can be installed even in a narrow space with V shape cross section, thus providing a ship's bow of fine form suitable for high speed sailing.
- The present invention is further to provide a method of marine transporting LNG in which LNG tanks are made in two different types, one is a membrane type and the other is a spherical free-standing type. During transport, LNG in the spherical free-standing type tank is transferred to the membrane type tank. This can make up for the loss of boil-off gas in the membrane tank and keep them nearly full of LNG, so that the sloshing problem is solved.
-
FIG. 1 is a side view of an LNG tanker according to the present invention; -
FIG. 2 is a plan view of the LNG tanker shown inFIG. 1 ; -
FIG. 3 is a cross sectional view of a membrane type tank part taken along a line 3-3 inFIG. 1 ; -
FIG. 4 is a cross sectional view of a spherical tank part taken along a line 4-4 inFIG. 1 ; -
FIG. 5 is a transverse sectional view of a foremost membrane tank in a prior art LNG tanker; and -
FIG. 6 is a piping diagram for transferring liquid cargo between tanks in the LNG tanker shown inFIG. 1 . - Referring now to the
FIG. 1 andFIG. 2 , there is shown an LNG tanker which includes abow portion 10, atank section 12, anengine room 14 and astern portion 16 in succession. On the engine room stands anaccommodation space 18 and asteering room 20 thereon. Thetank section 12 is divided bytransverse bulkheads 22 into a plurality of divisions, theforemost division 23 of which is equipped with a spherical free-standingtype tank 24, and each of other subsequent divisions formmembrane type tank 26. - As shown in
FIG. 3 , eachmembrane type tank 26 is surrounded by double hull structures; itsinner hull 28 are covered with thermallyinsulation material 30, which is liquid-tightly covered by amembrane materials 32. Themembrane tank 26 has a head portion which protrudes upward through anupper deck 34 to increase the tank capacity, and the head portion is covered with atrunk deck 36. -
FIG. 4 shows a transverse sectional view of the foremost division in which the spherical free-standing type tank is provided. Thespherical tank 24 is constructed on a workshop and then built onto the hull. The tank has askirt 40 which extends downward from the equator of the tank and is supported on a double bottom of the hull. An upper part of thespherical tank 24 protrudes upward through anupper deck 34, which is covered with adome shape cover 42. -
FIG. 5 shows theforemost tank division 23 where the membrane type tank is provided instead of the spherical free-standing type tank shown inFIG. 4 . The hull form in this section is so fine (or slender) that the shape of themembrane tank 26 is getting narrower to a fore point as shown with chainedlines 44. Thus, it becomes an irregular shape, so the construction thereof is complicated and will take much time and labor. On the other hand, aspherical type tank 24 can be constructed in a workshop and then installed in theforemost tank division 23 of the hull; therefore, adoption of a spherical type tank for the foremost tank division can facilitate construction works and shorten a work periods. - Basically a membrane type tank will take the form of a cubic or the like as shown in
FIG. 5 ; therefore, this type of tank is difficult to locate in a very fine shaped portion of hull. On the other hand, a spherical free-standing tank is of round shape and placed at a little higher position as shown inFIG. 4 , therefore this type tank can be installed in the very fine, V-shaped bow portion of the hull. Accordingly, by adopting the spherical free-standing tank for the foremost tank, the bow portion of the hull can get a fine shape, resulting in reduced propulsion resistance of the ship in a high-speed range. - This tanker starts from a loading port with all of the LNG tanks full of LNG. During a voyage, the temperature of each LNG tank will increase by the ambient heating, thus causing boil-off gas to generate from the LNG cargo. If boil-off gas is left as it is, internal tank pressure may rise gradually. Thus, as shown in
FIG. 6 , the boil-off gas (BOG) generated in each of the tanks is sucked out of the tank by acompressor 46, so that tank pressure can be kept appropriate. The gas extracted from the tank is warmed and then combusted in aboiler 48 to generate steam, which can drive a turbine for ship propulsion and electric power supply. - In this way the BOG is extracted from the tank; as a result the liquid amount in each of the tanks will decreases gradually with time. Therefore, the longer a voyage lasts, the greater is the risk of sloshing in the membrane type tank, especially in rough weather. In the LNG tanker of the present invention, the liquid cargo (LNG) in the spherical free-standing
type tank 24 is pumped out by apump 50 installed in the same tank, and it is transferred to other tanks through apipe 52 in order to recover the liquid amounts of themembrane type tanks 26 to an almost full state. Accordingly, sloshing in the membrane tank is not likely to happen even in rough weather, and damages of the membrane type tank due to sloshing can be prevented. The liquid amount in thespherical tank 24 will decrease gradually owing to the cargo transfer, but sloshing is unlikely to happen in this type of tank as described above.
Claims (2)
1. A liquefied natural gas (LNG) carrying ship comprising:
a plurality of LNG tanks on board said ship, including a foremost tank and a plurality of subsequent tanks; and
said foremost tank being made in a spherical free-standing type and said subsequent tanks each being made in a membrane type.
2. A method for marine transporting LNG comprising:
providing two different types of LNG tanks onboard, one being of a spherical free-standing type of tank, and the other being of a membrane type of tank; and
transferring LNG from said spherical free-standing type of tank to said membrane type of tank so as to compensate LNG losses caused by generation of boil-off gas in said membrane tank during a voyage.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2007180819A JP4316638B2 (en) | 2007-07-10 | 2007-07-10 | Liquefied natural gas carrier and sea transportation method of liquefied natural gas |
JP2007-180819 | 2007-07-10 | ||
PCT/JP2008/061975 WO2009008301A1 (en) | 2007-07-10 | 2008-07-02 | Liquefied natural gas carrier vessel, and marine transportation method for liquefied natural gas |
Publications (1)
Publication Number | Publication Date |
---|---|
US20100162939A1 true US20100162939A1 (en) | 2010-07-01 |
Family
ID=40228479
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/600,697 Abandoned US20100162939A1 (en) | 2007-07-10 | 2008-07-02 | Lng tanker and method for marine transportation of lng |
Country Status (6)
Country | Link |
---|---|
US (1) | US20100162939A1 (en) |
EP (1) | EP2163470A4 (en) |
JP (1) | JP4316638B2 (en) |
KR (1) | KR20090130267A (en) |
CN (1) | CN101687535A (en) |
WO (1) | WO2009008301A1 (en) |
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110011329A1 (en) * | 2008-03-28 | 2011-01-20 | Samsung Heavy Ind. Co., Ltd. | Lng carrier having an lng loading and unloading system |
US20110209771A1 (en) * | 2008-11-21 | 2011-09-01 | Tin-Woo Yung | Liquid Impact Pressure Control Methods and Systems |
KR101106895B1 (en) | 2010-08-30 | 2012-01-25 | 현대중공업 주식회사 | Cargo tank for liquefied gas |
US20120294702A1 (en) * | 2011-05-18 | 2012-11-22 | Greer Matthew N | Transporting liquefied natural gas (lng) |
US20150007763A1 (en) * | 2013-07-03 | 2015-01-08 | Nobuyoshi Morimoto | Ultra large marine floating system |
JP2015160443A (en) * | 2014-02-26 | 2015-09-07 | 三菱重工業株式会社 | Carrier ship |
CN105620655A (en) * | 2016-03-29 | 2016-06-01 | 上海船舶研究设计院 | Dual-layer bottom structure of liquefied natural gas ship |
US20170152009A1 (en) * | 2014-05-15 | 2017-06-01 | Kawasaki Jukogyo Kabushiki Kaisha | Hull support structure of liquefied gas tank and liquefied gas carrier |
US9868493B2 (en) | 2013-06-20 | 2018-01-16 | Mitsubishi Heavy Industries, Ltd. | Independent tank with curvature change section, and manufacturing method for independent tank |
US20180304976A1 (en) * | 2015-10-27 | 2018-10-25 | Hyundai Heavy Industries Co., Ltd. | Liquefied gas carrier |
Families Citing this family (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5173890B2 (en) * | 2009-03-02 | 2013-04-03 | 三井造船株式会社 | Ship |
KR101052533B1 (en) * | 2009-04-24 | 2011-07-29 | 삼성중공업 주식회사 | Cargo hold cooldown piping system and liquefied natural gas carrier |
JP5646853B2 (en) * | 2010-01-20 | 2014-12-24 | ジャパンマリンユナイテッド株式会社 | Ship |
JP5578921B2 (en) * | 2010-04-23 | 2014-08-27 | 三菱重工業株式会社 | Floating-type liquefied natural gas production and storage and loading facility and liquefied natural gas production and storage and loading method |
KR101632104B1 (en) | 2011-04-22 | 2016-06-20 | 내셔널 유니버서티 코포레이션 요코하마 내셔널 유니버서티 | Sloshing preventing device and sloshing preventing method |
EP2743171A4 (en) * | 2011-08-13 | 2016-01-20 | Nobuyoshi Morimoto | Lng carrier |
KR101302018B1 (en) * | 2011-09-30 | 2013-08-30 | 삼성중공업 주식회사 | Ship Having Liquid Cargo Tank |
KR101531302B1 (en) * | 2013-09-27 | 2015-06-24 | 삼성중공업 주식회사 | Self-supporting fuel tank and vessel having the same |
FR3012412B1 (en) * | 2013-10-31 | 2022-07-22 | Joseph Pierre Ursulet | SETS OF NEW CUSTOMIZED BUILDINGS EQUIPPED WITH DOUBLE STRAIGHT HULL STRUCTURES, SECURE DOORS, SPHERICAL AND SEMI-SPHERICAL INTERNAL CABINS, CUSTOMIZED STABILIZERS |
US10259538B2 (en) | 2013-11-07 | 2019-04-16 | Kawasaki Jukogyo Kabushiki Kaisha | Liquefied gas tank and on-water structure including the same |
AU2014224153B8 (en) * | 2014-07-09 | 2015-07-02 | Woodside Energy Technologies Pty Ltd | System and method for heading control of a floating lng vessel using a set of real-time monitored hull integrity data |
KR101654233B1 (en) * | 2014-08-20 | 2016-09-05 | 대우조선해양 주식회사 | Cool-down System And Method For LNG Cargo Tank |
JP6856298B2 (en) * | 2014-10-08 | 2021-04-07 | シングル ブイ ムーリングス インコーポレイテッド | Manufacturing method of LNG carrier and LNG carrier |
JP6304558B2 (en) * | 2015-02-27 | 2018-04-04 | 三菱重工業株式会社 | Carrier ship |
KR102127821B1 (en) * | 2016-01-25 | 2020-06-30 | 현대중공업 주식회사 | Carrier |
KR20180006620A (en) * | 2016-06-15 | 2018-01-18 | 현대중공업 주식회사 | Ship |
CN106529087B (en) * | 2016-12-07 | 2019-05-14 | 中国海洋石油集团有限公司 | The prediction technique of liquid sloshing degree in a kind of carrier fluid hull cabin |
FR3088613B1 (en) * | 2018-11-15 | 2021-01-01 | Gaztransport Et Technigaz | MAINTENANCE MANAGEMENT PROCESS FOR A SHIP |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3498249A (en) * | 1968-09-16 | 1970-03-03 | Exxon Research Engineering Co | Tanker vessel |
US3926134A (en) * | 1972-09-27 | 1975-12-16 | Preload Technology | Prestressed concrete tanks for liquid natural gas tankers |
US4095546A (en) * | 1977-07-14 | 1978-06-20 | Kane John R | Shipboard LNG tanks |
US4979452A (en) * | 1987-09-16 | 1990-12-25 | Mitsubishi Jukogyo Kabushiki Kaisha | Ship having a dome on its upper deck |
US5375547A (en) * | 1993-04-09 | 1994-12-27 | Ishikawajima-Harima Heavy Industries Co., Ltd. | Self-standing liquefied gas storage tank and liquefied gas carrier ship therefor |
US5388541A (en) * | 1992-09-15 | 1995-02-14 | Dumas; Allen E. | Tanker ship design for reducing cargo spillage |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3332386A (en) * | 1965-10-28 | 1967-07-25 | Technigaz | Tanker |
JPS5020487A (en) * | 1973-06-27 | 1975-03-04 | ||
JPS5251689A (en) * | 1975-10-22 | 1977-04-25 | Hitachi Zosen Corp | Low temperature liquified gas carrying vessel |
NO146351C (en) * | 1978-11-24 | 1982-09-15 | East West Marine | STORAGE ON STORAGE. |
JPS60176887A (en) * | 1984-02-23 | 1985-09-10 | Mitsubishi Heavy Ind Ltd | Liqefied gas carrying vessel |
JPS632695U (en) * | 1986-06-24 | 1988-01-09 | ||
JP2771092B2 (en) * | 1993-03-17 | 1998-07-02 | 日立造船株式会社 | Transport tank |
FI101060B (en) | 1995-05-12 | 1998-04-15 | Kvaerner Masa Yards Oy | gas tankers |
US6089022A (en) * | 1998-03-18 | 2000-07-18 | Mobil Oil Corporation | Regasification of liquefied natural gas (LNG) aboard a transport vessel |
US7137345B2 (en) | 2004-01-09 | 2006-11-21 | Conocophillips Company | High volume liquid containment system for ships |
-
2007
- 2007-07-10 JP JP2007180819A patent/JP4316638B2/en not_active Expired - Fee Related
-
2008
- 2008-07-02 CN CN200880022297A patent/CN101687535A/en active Pending
- 2008-07-02 WO PCT/JP2008/061975 patent/WO2009008301A1/en active Application Filing
- 2008-07-02 EP EP08777778A patent/EP2163470A4/en not_active Withdrawn
- 2008-07-02 KR KR1020097025794A patent/KR20090130267A/en not_active Application Discontinuation
- 2008-07-02 US US12/600,697 patent/US20100162939A1/en not_active Abandoned
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3498249A (en) * | 1968-09-16 | 1970-03-03 | Exxon Research Engineering Co | Tanker vessel |
US3926134A (en) * | 1972-09-27 | 1975-12-16 | Preload Technology | Prestressed concrete tanks for liquid natural gas tankers |
US4095546A (en) * | 1977-07-14 | 1978-06-20 | Kane John R | Shipboard LNG tanks |
US4979452A (en) * | 1987-09-16 | 1990-12-25 | Mitsubishi Jukogyo Kabushiki Kaisha | Ship having a dome on its upper deck |
US5388541A (en) * | 1992-09-15 | 1995-02-14 | Dumas; Allen E. | Tanker ship design for reducing cargo spillage |
US5375547A (en) * | 1993-04-09 | 1994-12-27 | Ishikawajima-Harima Heavy Industries Co., Ltd. | Self-standing liquefied gas storage tank and liquefied gas carrier ship therefor |
Cited By (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110011329A1 (en) * | 2008-03-28 | 2011-01-20 | Samsung Heavy Ind. Co., Ltd. | Lng carrier having an lng loading and unloading system |
US8375875B2 (en) * | 2008-03-28 | 2013-02-19 | Samsung Heavy Ind. Co., Ltd. | LNG carrier having an LNG loading and unloading system |
US20110209771A1 (en) * | 2008-11-21 | 2011-09-01 | Tin-Woo Yung | Liquid Impact Pressure Control Methods and Systems |
US8561631B2 (en) | 2008-11-21 | 2013-10-22 | Exxonmobil Upstream Research Company | Liquid impact pressure control methods and systems |
KR101106895B1 (en) | 2010-08-30 | 2012-01-25 | 현대중공업 주식회사 | Cargo tank for liquefied gas |
US20120294702A1 (en) * | 2011-05-18 | 2012-11-22 | Greer Matthew N | Transporting liquefied natural gas (lng) |
US8915203B2 (en) * | 2011-05-18 | 2014-12-23 | Exxonmobil Upstream Research Company | Transporting liquefied natural gas (LNG) |
US9868493B2 (en) | 2013-06-20 | 2018-01-16 | Mitsubishi Heavy Industries, Ltd. | Independent tank with curvature change section, and manufacturing method for independent tank |
US9545980B2 (en) * | 2013-07-03 | 2017-01-17 | Nobuyoshi Morimoto | Ultra large marine floating system |
US20150007763A1 (en) * | 2013-07-03 | 2015-01-08 | Nobuyoshi Morimoto | Ultra large marine floating system |
JP2015160443A (en) * | 2014-02-26 | 2015-09-07 | 三菱重工業株式会社 | Carrier ship |
US20170152009A1 (en) * | 2014-05-15 | 2017-06-01 | Kawasaki Jukogyo Kabushiki Kaisha | Hull support structure of liquefied gas tank and liquefied gas carrier |
US9919772B2 (en) * | 2014-05-15 | 2018-03-20 | Kawasaki Jukogyo Kabushiki Kaisha | Hull support structure of liquefied gas tank and liquefied gas carrier |
US20180304976A1 (en) * | 2015-10-27 | 2018-10-25 | Hyundai Heavy Industries Co., Ltd. | Liquefied gas carrier |
US10526052B2 (en) * | 2015-10-27 | 2020-01-07 | Hyundai Heavy Industries Co., Ltd. | Liquefied gas carrier |
CN105620655A (en) * | 2016-03-29 | 2016-06-01 | 上海船舶研究设计院 | Dual-layer bottom structure of liquefied natural gas ship |
Also Published As
Publication number | Publication date |
---|---|
KR20090130267A (en) | 2009-12-21 |
EP2163470A4 (en) | 2013-01-23 |
JP4316638B2 (en) | 2009-08-19 |
CN101687535A (en) | 2010-03-31 |
JP2009018608A (en) | 2009-01-29 |
EP2163470A1 (en) | 2010-03-17 |
WO2009008301A1 (en) | 2009-01-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US20100162939A1 (en) | Lng tanker and method for marine transportation of lng | |
US9545980B2 (en) | Ultra large marine floating system | |
JP5134621B2 (en) | Ship | |
JP6496489B2 (en) | LNG ship or LPG ship | |
EP2228294A1 (en) | Vessel for transport of liquefied natural gas | |
AU2017207324B2 (en) | Natural gas liquefaction vessel | |
WO2014168124A1 (en) | Lng carrier | |
US11975805B2 (en) | Carbon dioxide transport and sequestration marine vessel | |
KR102299355B1 (en) | LNG FSRU with Slow Speed and Large Full Form used as LNG Carrier | |
US6877454B2 (en) | Systems and methods for transporting fluids in containers | |
KR20130021204A (en) | Electric propulsion type lng fuel supply vessel | |
CN109415108A (en) | Ship with multiple fluid conveying storage tanks | |
KR100961865B1 (en) | Liquefied gas storage tank having a means for causing rotation flow and floating marine structure having the storage tank | |
KR20100052283A (en) | Floating mooring apparatus | |
KR20170097916A (en) | Ship | |
KR20200031948A (en) | Floating Storage Regasification Unit Dedicated Vessel with Slow Speed and Large Full Form | |
KR20240094740A (en) | LNG carrier and sailing method thereof | |
KR101775040B1 (en) | Apparatus and method for controlling pressure of lng cargo tank |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |