Daewoo Shipbuilding Research Articles

Международная инновационная активность компаний в области систем пассивного снижения теплопритоков

The article analyzes innovative activity in the technological direction of liquefied natural gas transportation based on trends in patent activity. An analysis of the dynamics of patenting new developments in this area showed a high level of innovative activity both on the part of major market players and in relation to individual authors. The study noted bursts of patent activity in certain periods associated with the development of scientific and technological progress. The most active national markets in this area are China, Japan and South Korea, but the European patent market also has potential for scaling. An assessment of the patent portfolios of companies has identified the most significant players in the market for liquefied natural gas transportation technologies in terms of the value of technical solutions patented by these companies: Daewoo Shipbuilding and Marine Engineering, Chugoku Electric Power, Hyundai Heavy Industries, Mitsubishi Heavy Industries, Osaka Gas, Samsung Heavy Industries, Siemens. The authors give forecasts for the development of the considered technological niche in the corporate and regional context. The obtained results of the study can used in the formation of programs for the innovative development of organizations involved in the implementation of orders in the field of energy and transport.

Long-term approach for assessment of sloshing loads in LNG carrier, part II: Grouping method

Assessing the sloshing loads has been a significant issue in designing the cargo containment system (CCS) of a liquefied natural gas carrier (LNGC). The sloshing problem contains numerous physical and technical uncertainties. The long-term approach has been suggested to reduce the possible uncertainties, but it has not been a feasible option owing to the incalculable number of experimental cases. Daewoo Shipbuilding and Marine Engineering Co., Ltd., Hyundai Heavy Industry Co., Ltd., Samsung Heavy Industry Co., Ltd., Korean Register, and Seoul National University conducted extensive sloshing model tests for the 174 K S-LNGC. To consider the long-term approach, Part I describes the differences between short- and long-term approaches based on the guidelines of different classification societies. To address the significant number of experimental conditions required for the long-term approach, a grouping method is investigated (Part II). Although this grouping method is typically used in practical design, it has not been validated, and its applicability is yet to be determined. In Part II, the sea states are classified using 16 different grouping methods. The long-term exceedance probabilities and pressures are obtained individually and then compared with the results obtained from fully considering all sea states. After performing the general sloshing model test of the shipbuilding industry, the sloshing impact pressure of a liquefied natural gas cargo model is measured via 6DoF irregular simulations, where the upper section of the cargo hold structure is considered. Long-term pressures are locally and globally investigated and compared among 16 different sea states and all the sea states. Based on the results, the best grouping method is suggested for the long-term approach.

Long-term approach for assessment of sloshing loads in LNG carrier, Part I: Comparison of Short- and Long-term approaches

To assess the long-term sloshing loads of a liquefied natural gas carrier, Daewoo Shipbuilding and Marine Engineering Co., Ltd., Hyundai Heavy Industry Co., Ltd, Samsung Heavy Industry Co., Ltd. (SHI), Korean Register, and Seoul National University conducted a series of joint industrial experiments using a six-degree-of-freedom irregular sloshing model test. SHI provides a 174 K S-LNGC and its cargo hold information. To consider the numerous test conditions of the long-term approach, the present study focuses on the upper regions of the cargo hold structure, and feasible operating scenarios are assumed. A total of 3870 h at a real scale are simulated based on 387 sailing conditions. Extensive experimental results of sloshing loads are analyzed based on different guidelines suggested by different maritime classification societies. Part I of this study provides an assessment of sloshing loads based on a comparison of short- and long-term approaches distinguished by the guidelines, and the possible reference values are presented. A practical solution for the long-term approach will be discussed in Part II.

COST-BENEFIT ANALYSIS OF THE PT. PAL’S SUBMARINE PROJECT DEVELOPMENT IN REALIZING DEFENSE INDUSTRY INDEPENDENCE

<p align="justify">Based on Law no. 16 of 2012 and the Decree of the Indonesian Defense Industry Policy Committee, PT. PAL is the lead integrator of the Main Tool of the Navy Weapon System. After the manufacture of 2 (two) submarine units, which are Ardedali-404 and Alugoro-405, at the PT. PAL in collaboration with the South Korean Daewoo Shipbuilding & Marine Engineering Co., Ltd (DSME) the company planned to build the 4th to 12th new submarine units that will be implemented starting in 2021 until 2042. The purpose of this study was to identify and determine the result of the Benefit-Cost Analysis in considering the submarine project's positive effect on PT. PAL is the independent defense industry. The method used is a qualitative method supported by Analytical Hierarchical Process (AHP) tools and Benefit-Cost Ratio (BCR)theory to analyze the result. Based on the results showed that the weight of the highest benefit criteria is B-2 (Independence of PT. PAL as a defense industry) which indicates that the point of realizing independence in Indonesia's Defense Industry can be considered as the main important aspect as it may be followed by other progress or development to support national defense in Indonesia. Then, the weight of the highest cost criteria is C-1 (Transfer of Technology (ToT) is not fully implemented) which means the cost that is need to be considered in realizing the independence of PT. PAL as the defense industry is not fully implemented in Indonesia. Finally, the chosen alternative is A-1, which is to continue cooperation in the construction of the Submarine Project would be better if it is supported by the commitment of the company and government, especially in facing the cost of reaching the benefit as described before. So, the policy that needs to be taken is to continue the next submarine-building project.</p>

부실감사의 처벌과 회계부정의 근절 가능성 - 대우조선해양 회계부정 판결에 대한 비판적 검토

부실감사의 처벌과 회계부정의 근절 가능성 - 대우조선해양 회계부정 판결에 대한 비판적 검토

해상 이미지를 활용한 3D 합성곱 신경망과 합성곱 장단기 메모리 신경망 기반의 유의 파고 추정

One of the most common measures implemented in the operation of large vessels is to find the route that takes the least fuel consumption based on marine conditions, such as wave height. The model that predicts wave height can roughly be categorized into two methods, namely, a numerical method that calculates by physical formula and a soft-computing method that collects weather information and learns the machine learning algorithm. These models are difficult to apply in the real world because of their high computational complexity and the use of expensive radar equipment. In this study, we propose to estimate the wave height in real time using the images of the ocean. We used the image data consisting of four consecutive images instead of a single image and applied the combination of convolutional LSTM and 3D CNN networks that can best handle the data structure as a regression model. In this way of prediction, existing methods are not only outperformed but are also more robust to outliers. We used data from the “Weather 1st” ship provided by Daewoo Shipbuilding & Marine Engineering and confirmed that the mean absolute error is 1.59 cm, and the mean absolute percentage error is as low as 1.61% based on the test set.

도시바와 대우조선해양 회계부정과 사후처리 비교연구

도시바와 대우조선해양 회계부정과 사후처리 비교연구

Failure of Control Environment of Daewoo Shipbuilding & Marine Engineering Co., Ltd.

In July 2015, one of the biggest shipbuilding and marine engineering companies in Korea, Daewoo Shipbuilding & Marine Engineering Co., LTD (DSME), suddenly reported operating losses of 2.73 billion USD, resulting in chaos and frustration of investors and market participants. The announcement of this huge loss was the result of an accounting fraud conducted by the management team. Adam Kim, the former CEO of the company, concealed 4.5 billion dollars of losses by manipulating the accounting performances. This case exemplifies the results of the weak control environment. This paper examines the consequences of the weak control environment and ineffective monitoring activities of DSME.

A Preliminary Investigation on the Risk Arising From the Use of High Pressure Fuel Gas Supply System in LNGC by Analyzing Risk Contributors Comparatively

This work is motivated by the need to identify the fire and explosion risk on liquefied natural gas carriers (LNGCs) developed by Daewoo Shipbuilding & Marine Engineering Co., Ltd., because the main engines are designed to use highly pressurized natural gas (about 300 bar), which has caused vague fears of fire and explosion risks. In this context, to identify the risk of fires and explosions quantitatively, a fire and explosion risk analysis (FERA) was carried out for the LNGCs. This paper, as a part of the FERA, presents the results of a preliminary investigation on the effect of introducing the highly pressured fuel gas system into LNGCs on the fire and explosion risk especially in the cargo compressor room. This study is conducted in a comparative way considering the risk contribution of each parameter that could impact on the fire and explosion risk. The effect of the highly pressured fuel gas is indirectly taken into account by the change of the initial leak rate in the system. To identify effects of the considered parameters quantitatively, dozens of simulations for the selected gas dispersion, explosion, and fire scenarios were carried out using FLACS and KFX. Based on the simulation results, it is concluded that, in case of the LNGCs, the effects of the initial large leak rate due to the high pressure in the fuel gas pipes on the fire and explosion risk are not significant compared with the effects of other parameters such as leak amount, leak location, and leak direction.

Race in the Shipbuilding Industry: Cases of South Korea, Japan and China

The shipbuilding industry is enormously important to the South Korean economy. It serves as the backbone of survivals of many other industries in Korea. The success story of the Korean shipbuilding industry is the national pride for the Korean people because it started from scratch in the 1970s and reached the world number one position in just three decades. Top Korean shipbuilders such as Hyundai Heavy Industries, Daewoo Shipbuilding and Marine Engineering and Samsung Heavy Industries have taken the top three ranking positions in the world as the finest and largest global shipbuilders. In the early 2000s, Korean shipbuilders were dominant enough to command nearly 40 percent of the global production in shipbuilding. Nonetheless, the situation has changed with the emergence of new competitors in the market. Chinese shipbuilders and the revived Japanese shipbuilders are now strong contenders in the industry and a threat to the Korean shipbuilders. Since 2014, the global shipping market has been hit hard with the sudden drop in crude oil price, and this change in demand tremendously affected the Korean shipbuilding industry. The Korean shipbuilding industry nearly collapsed in 2016, which prompted huge interventions from the Korean government. The unexpected changes within the shipbuilding industry shocked the Koreans. This article has two objectives. First, it aims to study what caused the sudden shift in the Korean shipbuilding industry. Second, to what extent have the Chinese and Japanese shipbuilders affected the Korean shipbuilders, and what is their current status in the global market? Ultimately, the article looks at the future faced by Korean shipbuilders due to the competition from China and Japan.

FLNG innovation: discover development hotspots with patent landscaping

Innovation and corresponding patent activity in the liquefied natural gas (LNG) production field grew strongly over the period 1997–2016, reaching a peak in 2013–14. A patent landscaping analysis enabled a preliminary investigation of innovation foci, by technical subject matter, and those companies driving such innovation. Floating LNG (FLNG) innovation so far forms a small proportion of this activity, yet shipbuilding companies like Daewoo Shipbuilding and Marine Engineering, Samsung Heavy Industries and Hyundai Heavy Industries are relatively dominant innovators, as measured by patent intensity, likely collaborating – for FLNG projects – with operating companies like Shell and ExxonMobil which are also significant, although statistically less dominant, innovators in the LNG production field. Patent landscaping analysis also showed that key foci for innovation appear in the fields of LNG storage tanks, carbon dioxide and boil-off gas management. Further investigations would provide more specific information about innovation occurring in these fields of LNG production.

South Korea’s Interests in the Arctic

Since the early 2000s, South Korea's interest in the Arctic has gradually grown in parallel with the acceleration of the melting of the Arctic sea ice. This interest peaked on May 15, 2013, when South Korea obtained observer status in the Arctic Council. Afterward, the headlines of newspapers were full of rosy depictions of the enormous benefits that such status would bring to South Korea. One year later, however, interest in the Arctic seems to have cooled. This essay examines South Korea's interests in the Arctic. It addresses five sets of issues: South Korea's economic interests in the Arctic, obstacles to the development of these interests, South Korea's involvement in Arctic governance, the Arctic Policy Master Plan, and the challenges ahead for the country.South Korea's Economic Interests in the ArcticSouth Korea's keen interest in the Arctic is due to the expectation that the region could become a driver of economic growth similar to the Middle East during the construction boom in the 1970s. The reasoning behind these expectation can be divided into the following four categories.1First, it is expected that South Korea's companies and experts will participate actively in the development and exploitation of energy resources in the Arctic. The U.S. Geological Survey's report that 13% of the world's oil reserves (about 90 billion barrels) and 30% of all natural gas reserves (about 47 trillion cubic meters) are held in the Arctic has certainly piqued South Korea's interest.2 As of 2013, South Korea imported 61.8% of its oil from Saudi Arabia, Kuwait, and the United Arab Emirates and about 53.3% of its natural gas from Qatar, Indonesia, and Malaysia.3 Currently, the South Korean government provides incentives for oil imported from outside the Middle East with the goal of diversifying imports and becoming less dependent on Middle East oil. Expert analysis indicates that South Korea would save approximately $1 billion annually in transportation costs if Arctic oil replaced just 10% of Middle East oil.4Second, interest in savings generated from using the Northern Sea Route (NSR) also encourages high economic expectations for the Arctic. Current sea routes connect South Korea with northern Europe through the Strait of Malacca and the Suez Canal. The NSR would decrease the transportation distance by 40% (about 8,000 kilometers, or 4,970 miles), thereby reducing travel time by up to ten days and cutting fuel costs by 25%.5 These gains would increase the competitiveness of South Korean products on the European market. Given that 99% of South Korea's trade volume is handled via shipping and that Northern Europe is one of the country's major trade partners, opening an Arctic route would significantly benefit the South Korean economy. In order to promote use of the NSR, the South Korean government provides various incentives such as discounts on charges for port usage. Because of such measures, Stena Polaris, a freighter operated by the South Korean logistics company Hyundai Glovis, completed South Korea's first commercial freight voyage via the Arctic Ocean on October 22, 2013, after taking only 35 days to make the journey from the Russian port of Ust-Luga to the South Koran port of Gwangyang.Third, there has been an increase in demand for offshore platforms and special vessels, such as icebreakers and ice-hardened ships, since the beginning of the new era of Arctic resource development and the opening of the Arctic sea routes. South Korean shipbuilders such as Hyundai Heavy Industries, Samsung Heavy Industries, and Daewoo Shipbuilding and Marine Engineering (DSME) are among the most competitive companies in the world for production of these high-value-added ships. In March 2014, DSME won a $300 million order from Russia's state-owned shipping company Sovcomflot to construct an icebreaking liquefied natural gas (LNG) carrier. This agreement is part of Russia's Yamal project, which is an initiative to develop the vast natural gas reserves (16. …

ANALYSIS CONCERNING POSSIBILITIES OF REDUCTION OF TOXIC SUBSTANCES AND CO2 EMISSION BY USE OF DUAL FUEL DIESEL ENGINES FOR SEAGOING SHIPS MAIN PROPULSION

The goal of the paper is to focus the problem of emission of toxic compounds e.g. NOx, SOx and CO2 from seagoing ships to environment. The VI Amendment to Marpol Convention concerning prevention against air pollution by seagoing ships brought into practice in May 19 th 2005 forced ship owners to use means for reduction of environment harmful substances emission to atmosphere. Considerable reduction of these harmful substances can be use dual fuel diesel engines for ship propulsion. Dual fuel engines are fuelled by natural gas having methane as main component. Leading producers of marine diesel engines introduced into production diesel engines DF (Dual Fuel) type. These engines can be fuelled alternatively with natural gas or with heavy fuel oil and marine diesel oil. Today the propulsion by diesel engines fuelled with natural gas is the most popular on ships carrying natural gas cargo i.e. LNG carriers (Liquefied Natural Gas Carriers). Natural gas is freight in liquid form under atmospheric pressure in temperature -163 °C. Due to heat penetration into cargo tanks, the liquefied gas evaporates. Evaporated cargo BOF (Boil Off Gas) is used as a fuel in ship diesel engines. However, dual fuel engines are used on other types of ships not only on LNG carriers. A number of seagoing ships fuelled with natural gas are now under construction. For example container ship 9,000 TEU in Japan shipyard Kawasaki Heavy Industries or container ship 14,000 TEU in Korean shipyard Daewoo Shipbuilding & Marine Engineering for company CMA-CGM. Ships fuelled with natural gas e.g. modern ferries are also built by Stocznia Remontowa Shipbuilding in Poland for Norwegian owner. Adaptation of presently operated ships for fuelling with natural gas is also considered.

Proposed Cluster Liquefied-Natural-Gas Production System Raises Tolerance of CO2

This article, written by Editorial Manager Adam Wilson, contains highlights of paper OTC 23261, ’Development of CO2-Tolerant LNG-Production System,’ by JungHan Lee, Jeheon Jung, and Kyeongmin Kim, SPE, Daewoo Shipbuilding and Marine Engineering, prepared for the 2012 Offshore Technology Conference, Houston, 20 April-3 May. The paper has not been peer reviewed. During natural gas liquefaction, CO2 must be removed to prevent icing and plugging in the system. The CO2-removal system may be the most important part of the gas-treatment system. CO2 removal systems require complicated amine contactor and regeneration systems with substantial heat sources. The CO2-tolerant natural-gas-liquefaction system called cluster liquefaction accepts approximately 1% of CO2 for the liquefaction and related systems. The CO2-tolerant characteristics of this liquefaction process will provide a multifold safety margin against CO2 problems in cryogenic systems and valves. CO2-Tolerant Liquefied-Natural-Gas (LNG) Production System Considerations. Natural gas liquefaction at higher pressures and equivalent higher liquefaction temperatures has the advantages of reducing liquefaction energy and adopting more-efficient refrigerant. Despite the advantages, the higher-pressure storage requirement for the produced LNG has been a cost burden in overall LNG chains. For that reason, natural gas liquefaction at higher pressures has not been adopted by the industry. The specific weight ratio (SWR) of natural gas, defined as the natural gas weight divided by the containment system weight, is an important indication of capital expenditures. The typical SWR of conventional LNG is approximately 10–20 times that of compressed natural gas (CNG). Even for the increased- pressure LNG, the SWR is typically 10 times that for CNG. Hence, storage as a liquid after cooling and insulation is far more efficient than CNG. For increased-pressure LNG, the main cost contributor has been the cryogenic material for the higher pressure. However, if a cost-effective solution for increased-pressure containment is developed, it may become a viable option. Examples. Intermediate-Pressure LNG (20 bara, 1% CO2). Substantial CO2 can be dissolved in LNG produced at increased pressure. CO2 in the LNG should be liquid, not solid or as two phases. During cool down at a predetermined pressure, the feed gas can pass through the solid formation region in the interim stage. Hence, this region should be avoided by liquefying the natural gas at a higher pressure before reducing the pressure. If the CO2 level is sufficiently lowered during the gas treatment, the solid formation can be avoided regard-less of the liquefaction temperatures and processes.

Simplified fatigue guideline for deck opening and outfitting supports

In the shipbuilding industry, the concern of the fatigue problem has been a very important item for the ship owner, shipbuilder, classification society, etc. The evaluation method for fatigue strength is very complex and a time consuming job, but for maintenance purposes it is a very critical item. However, for the opening and hull outfitting, pipes and control units installed on the main deck, the fatigue problems are not considered/evaluated like the other hull structure members. Those are installed and constructed according to Yard's experience and practice without appropriate direct verification procedure for fatigue strength, and hence the occasional occurrence of cracks on the outfitting and around holes on the main deck. For these reasons, the fatigue strength in way of outfitting and openings installed on the main deck are evaluated and verified with the simplified method developed through a Joint Development Project (JDP) between Daewoo Shipbuilding Marine and Engineering (DSME) and Det Norske Veritas (DnV). In addition, the effectiveness of the doubler plate underneath the various supports on the upper deck has been evaluated using the method to be introduced in this paper.

Pazflor Project Pushes Technology Frontier

In its latest campaign to push the deepwater technology frontier on Angola's prolific Block 17, Total has embarked on the Pazflor project. Proceeding under a concession granted by the Angolan national oil company Sonangol, and following upon industry milestones established by Total on the same block at Girassol, Dalia, and Rosa, Pazflor will feature several world firsts for subsea technology, includingFull-field gas/liquid (G/L) separation and liquid boosting systems at the mudlineHybrid boosting pumpsVertical-separator technology Located approximately 93 miles offshore Luanda and 25 miles northeast of the Dalia complex, in water depths of 2,000 to 3,900 ft, the Pazflor development will bring four fields into production, Perpetua, Acacia, Zinia, and Hortensia, which were discovered between mid 2000 and early 2003 (Fig. 1). The project derives its name from the initial letters of three of those fields (Perpetua, Acacia, and Zinia) and the similar-sounding Portuguese word pasiflor, for passion flower. Thus continues the floral nomenclature on Block 17 established by Girassol (translated: sunflower), Dalia, and the Jasmim and Rosa subsea tiebacks to Girassol. Like the earlier core developments, Pazflor will be produced by means of a floating processing, storage, and offloading (FPSO) unit. The hull of this processing behemoth will weigh 82,000 tonnes, while its 15 topside modules will weigh an aggregate 37,000 tonnes. Combined, the weight of 119,000 tonnes will make this one of the largest FPSOs in the world. Holding accommodations for 240 persons, the FPSO will process the oil produced by a system of 49 subsea wells that includes 25 producers, 22 water injectors, and two natural gas injectors. The total subsea production system, linked by a network of 109 miles of pipelines and 51 miles of umbilicals, will be spread over a vast expanse of 232 sq miles—some seven times larger than the city of Paris—and have a north/south axis of 19 miles (Figs. 2 and 3). The FPSO will have an oil-processing capacity of up to 220,000 barrels per day (B/D) and storage capacity of 1.9 million barrels, bringing the installed production capacity on Block 17 to more than 700,000 B/D. The Pazflor project carries a budgeted cost of approximately USD 9 billion. Total, as operator, holds a 40% share in the project, with the remaining interests held by StatoilHydro (23.3%), Esso (20%), and BP (16.7%). Major contracts have been awarded to Daewoo Shipbuilding & Marine Engineering to provide the FPSO; a consortium of SBM and APL to provide the buoy turret offloading system; FMC to provide the subsea separation and production systems; and a consortium of Technip and Acergy to provide the risers, umbilicals, and flowlines.

Rail Running Mobile Welding Robot ‘RRX3’ for Double Hull Ship Structure

‘Seoul National University’ and ‘Daewoo Shipbuilding & Marine Engineering’ in Korea jointly developed a mobile welding robot, the ‘Rail Runner’ (RRX), which is able to freely move in both transverse and longitudinal directions, and perform welding tasks in double hull structures. Recently, RRX2, (the second version of RRX), was presented at ‘Robotics and Applications 2007'. In this paper, the design, manufacturing, and application of RRX3, the third version of RRX, is described. The moving mechanism of RRX, which is able to move freely in a double hull structure, has two functions. 1) To move in a longitudinal direction by driving wheels using longi. faces as ‘rails', and 2) To move in a transverse direction by sliding along supporting longi. faces using extension arms. The body of the RRX3 is composed of a 12-axis, 6-axis mobile platform that supports the RRX moving mechanism and a 6-axis welding robot to do the welding job. The main point in designing RRX3 is to make it capable of passing through a 600mm×800mm sized access hole, the entrance into an enclosed double hull structure. The full size of the manufactured RRX3 is 1825mm×495mm×569mm, and thus the RRX3 is able to pass through an access hole. The weight is 250kg with a 6-axis mobile platform, 6-axis welding robot, and mounted controller.

바우 스러스터 터널 그리드 개선을 위한 연구

For protection of the thruster against mechanical damage and reduction of tunnel resistance at ship forward speed, the tunnel grids are normally installed. Some of ship operators however, have a strong distrust of the protective function of the tunnel grids and so they do not want to install the protective grids for higher thruster efficiency. Since the grids should be installed at very close to the side shell as far as possible in due consideration of flow direction to minimize additional resistance induced by tunnel openings, it has been too hard and time consuming work to install the grids on the curved and chamfered tunnel entrances considering its relatively low resistance reduction effect. DSME (Daewoo Shipbuilding & Marine Engineering Co., Ltd) developed a substituting device named TG (Tunnel Guides) for bow thruster tunnel grids which is characterized by higher resistance reduction, higher thruster efficiency and easy to installation. This paper provides the principle idea of the TG with short history of the development using CFD calculations and model experiments in MOERI (former KRISO).

선박의 기관실 통풍 해석

This study contains the CFD analysis to predict the flow in engine room and utilize the results as a reference for arranging smoke detectors. FLUENT, a commercial CFD code is adopted because of its good application experience in DSME(Daewoo Shipbuilding & Marine Engineering Co.. Ltd.). The target is the engine room of VLCC. which was delivered in 2002. The model for analysis includes main structure elements, ventilation ducts, main engine and other big size equipment. From the analysis results, the internal flow pattern can be observed and some guidelines for the position of smoke detectors cane be presented.€Ѐက

Stolt offshore wins US$112M Angolan contract

Daewoo Shipbuilding and Marine Engineering Co (DSME) has awarded Stolt Offshore SA a contract for work on the Benguela and Belize offshore field development in Block 14 in Angola, which is operated by Cabinda Gulf Oil Co, ChevronTexaco’s affiliate in Angola. This is a short news story only. Visit www.worldpumps.com for the latest pump industry news.