Structure Characteristic

and Safety Assessment

For KC-1 System
2014. 03. 26

Kyo-Kook Jin
LNG Tech Center, R&D Div.
KOGAS
Contents

 A Structure of KC-1

 A Concept of KC-1

 Structure Analysis of KC-1

2
 LNG Ship
LNG Carrier

Independent Tank Membrane Tank

Prismatic Moss Invar Membrane

IHI Moss Gaz Technigaz KOGAS

Rosenberg Transport
SPB MOSS Mark III KC-1
NO 96

GTT
CS1

Moss Membrane

3
Introduction
 New cargo containment system (KC-1) development
Concept design
employing KOGAS membrane
 KC-1 : AIP(Principle), DA(Design) 4 Class Approval
 Patents : Application(56), Registration (D20+F13)
 CCS Design/Testing Technology acquisition

Element Design

Mock-up test

Basic Design

Constructability Review

Structural Tests

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A STRUCTURE OF KC-1

5
LNG Ship for KC-1

2nd ~ 4th tank 1st tank

6
Angle of Corner for KC-1

135° 135°
116.6°

135°

2nd ~ 4th tank 1st tank

131.5°
138.5° 108.4°

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Overview of the KC-1 System

 Barrier
◦ Primary and
Secondary barrier
System
with corrugation
Character
◦ Secondary barrier is
located near primary
 One layered insulation
 KOGAS Membrane type
 1.5mm STS304L
Primary
Barrier  Same corrugation size
on plane
 No Knot

 Safety as same
Secondary structure with primary
Barrier barrier
 1.5mm STS304L

Corrugatio
 No need to reinforce
n

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KOGAS Membrane Units & Panel

 Pitch : 1,265 Unit 01 Unit 02

 Unit 01
370 x 2,160

 Unit 02
895 x895

 Panel
3,795 x 10,120

Panel

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 Basic Insulation Panel

738

1614
Slit

256

Bolting to Hull

10
Membrane Anchor

11
Arrangement of Membrane System

12
Arrangement of Insulation System

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90° Corner Anchor

Bolting to Hull
14
 135° Corner Anchor

Bolting to Hull
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Trihedral Corner Anchor

Bolting to Hull
16
Overview of KC-1 System

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 Comparison of CCS

GTT Mark-III GTT No.96 KC-1

Primary barrier (Invar)

Primary barrier (SUS304L) Primary barrier
Plywood (SUS304L)
Description

Secondary barrier
Secondary barrier
(SUS304L)
(Triflex) Secondary
Secondary barrier (Invar)
barrier Plywood

(Invar)

Insulation box
Perlite
PUF Panel
Filled

Bonding No
bonding
Insulation Membrane

Material SUS304L (1.2mm) 36% Ni Steel (0.7mm) SUS304L (1.5mm)

Size 1,020mm x 3,060 mm 500 mm(B) x Tank L 3,795 mm x 10,120mm

Material Polyurethane Foam Plywood + Perlite Polyurethane Foam

Thickness/
270mm(170+100) x 3.03m 530mm(300+230) x 1.2m 256mm x 1.624m
size

Role of mastic Bonding & Leveling Leveling Leveling

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A CONCEPT OF KC-1

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Concept of KC-1 System

 No thermal shock at secondary barrier even in case

of LNG leakage
(Minimized the gasification)  Safety increase
 Minimize the effects of hull and membrane
deformation on the insulation system since the
insulation system is not bonded to the hull
 Membranes are fixed at corner, membrane anchor is
only to prevent to escape the insulation (Permission
of horizontal sliding only)

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Membrane Anchor

Behavior of Membrane Anchor

Membrane anchor and hull can be sliding in horizontal direction  No moment on system
Membrane anchor and hull are fixed in vertical upward direction
and free in vertical downward direction
 The insulation should only withstand the vertical pressure of sloshing load

Displacement plot under sloshing load

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Membrane Anchor

Displacement Plot Stress Plot

Sliding Effect NO Stress Constraint

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Corner Anchor

Behavior of Corner Anchor

The corner plate can be sliding in longitudinal direction  No stress concentration due to thermal
The corner plate is joined to holder using bolt  Increase production and construction ability
90°, 135° and trihedral corner are the same structure except holder and plate

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 Corner Anchor

Gap for thermal shrinkage

Main reason :
Permission of Sliding
due to Thermal Construction of Plate
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Corner Anchor

Displacement Plot

Initial

Thermal
Construction

Final

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STRUCTURE ANALYSIS OF KC-1

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Loading

 Loading Conditions

1. Inertia Force due to ship motions (acceleration in three dictions)

2. Internal Pressure (vapor + liquid pressure=0.226MPa)
3. Hull Deformation (max. value applied by stress/strain limit of hull)
4. Thermal Load (+20°C to -163°C)
5. Ballast Pressure (0.4MPa)
6. Sloshing Pressure (triangle shape, Max. 10bar))
12

 Loading Cases 10

Pressure (bar)
8

A. Cooling-down : 2+4 6

B. Ballast : 1+2+(3)+4+5 4
C. Ship-load : 1+2+(3)+4 2
D. Sloshing : C  +6 0
0 5 10 15
Time (1/1000 sec)

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FE Model : Basic Insulation (1/5)

Quarter model

Inner hull
Plywood

PUF

Mastic

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FE Model : Membrane Anchor (2/5)

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FE Model : 90° Corner (3/5)

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FE Model : 135° Corner (4/5)

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FE Model : Trihedral Corner (5/5)

Primary and
secondary
membrane
Secondary barrier
Hull and
stiffener Primary barrier

Trihedral
corner
insulation
panel

Holder

Leg
Leg foot

Plywood

PUF_Igrade

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 Results : Basic Insulation (1/5)

Mastic Plywood

-163℃ temperature
and vapor and sloshing pressure
on top plywood
Y-Symmetric
X-Symmetric

Bolt PUF
Y-Symmetric
X-Symmetric

Z-Fixed along stiffeners +20℃ temperature

on inner hull

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 Results : Membrane Anchor (2/5)

-163℃ temperature,
vapor and sloshing pressure
on top surface

X-Symmetric Y-Symmetric

X-Symmetric
Y-Symmetric

+20℃ temperature
Z-Fixed on this plane on inner hull

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Results : 90° Corner (3/5)

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Results : 135° Corner (4/5)

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Results : Trihedral Corner (5/5)

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Summary of the KC-1 System

 Simplified structure of containment system

applying close double barriers
 Provide both liquid and gas tightness at
secondary barrier
 Employ single layer of insulation
 Use High Density PUF insulation instead of R-PUF
 Increased thermal isolation
(Thermal conductivity 5~10% lowers)
 Easy manufacturing of insulation panels
 Less quality control points
 Short construction term of containment system

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Thank you for your attention

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