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To scrutinize the impact of void characteristics on re-liquefaction resistance, a series of constant-volume cyclic bi-axial tests was conducted on an assembly of plastic rods. The first and second liquefaction stages involved the application of isotropic compression at 100 kPa followed by constant-volume cyclic loading with the deviator stress set at 30 or 60 kPa. This study introduced an innovative image analysis method to quantify four void characteristics: anisotropy index (Ie) and average void element size (Ae) for the element-based analysis, and local anisotropy index (Ie,ij) and local void ratio (eij) for the grid-based analysis. The newly developed anisotropy index was seen to facilitate the assessment of the primary alignment and degree of anisotropy in void elements. The results confirmed that an increase in re-liquefaction resistance is evident in specimens with lower average eij, coefficient of variation (CV) of eij, and Ie, indicating denser, more homogeneous, and isotropic conditions. Nevertheless, specimens with a greater degree of anisotropy were found to be more susceptible to re-liquefaction. The development of strain in the early stages of cyclic loading was found to be predominantly influenced by the anisotropy index, underscoring the imperative need for an enhanced method that can predict liquefaction resistance, as well as re-liquefaction resistance, and incorporates the anisotropy index.

This study proposes a feasible solution for boil-off gas (BOG) treatment to facilitate NH3 fuel use by ocean-going ships, which is currently considered an alternative fuel for ships. Two systems were designed and analyzed for BOG in IMO Type-A NH3 fuel storage tanks for 14,000 TEU container ships. First, BOG lost inside the storage tank minimized economic losses through the onboard re-liquefaction system. The total energy consumed by the system to process NH3 gas generated in the fuel tank at 232.4 kg/h was 51.9 kW, and the specific energy consumption (SEC) was 0.223 kWh/kg. Second, NH3 was supplied to the direct Low-Pressure Selective Catalytic Reduction (LP-SCR) system to treat marine pollutants generated by combustion engines. The feasible design point was determined by calculating the NH3 feed flow rate using three methodologies. The energy consumed by the direct LP-SCR system was 3.89 and 2.39 kW, and the SEC was 0.0144 at 0.0167 kWh/kg at 100% and 25% load, respectively. The feasibility was indicated via economic analysis. Depending on the life cycle cost, the competitiveness of the re-liquefaction system depends on the price of NH3, where a higher price yields a more economical solution. In conclusion, the direct LP-SCR system has a low overall cost because of its low energy consumption when supplying NH3 and its reduced amount of core equipment. [ABSTRACT FROM AUTHOR]

The use of prefabricated vertical drains (PVD) in liquefiable deposits is gaining attention due to enhanced drainage. However, investigations on PVD in mitigating re-liquefaction during repeated shaking events are not available. This study performed a series of shaking table experiments on untreated and PVD-treated specimens prepared with 40% and 60% relative density. Repeated sinusoidal loading was applied with an incremental peak acceleration of 0.1g, 0.2g, 0.3g, and 0.4g, at 5 Hz shaking frequency with 40 s duration. The performance of treated ground was evaluated based on the generation and dissipation of excess pore water pressure (EPWP), induced sand densification, subsidence, and cyclic stress ratio. In addition, the strain accumulated in fresh and exhumed PVD was investigated using geotextile tensile testing apparatus aided with digital image correlation. No evidence of pore pressure was reported up to 0.2g peak acceleration for 40% and 60% relative density specimens. The continuous occurrence of soil densification and drainage medium restrained and delayed the generation of EPWP and expedited the dissipation process. This study demonstrates PVD can mitigate re-liquefaction, without suffering from deterioration, when subjected to medium to high intense repeated shaking events. [ABSTRACT FROM AUTHOR]

This study proposes a feasible solution for boil-off gas (BOG) treatment to facilitate NH3 fuel use by ocean-going ships, which is currently considered an alternative fuel for ships. Two systems were designed and analyzed for BOG in IMO Type-A NH3 fuel storage tanks for 14,000 TEU container ships. First, BOG lost inside the storage tank minimized economic losses through the onboard re-liquefaction system. The total energy consumed by the system to process NH3 gas generated in the fuel tank at 232.4 kg/h was 51.9 kW, and the specific energy consumption (SEC) was 0.223 kWh/kg. Second, NH3 was supplied to the direct Low-Pressure Selective Catalytic Reduction (LP-SCR) system to treat marine pollutants generated by combustion engines. The feasible design point was determined by calculating the NH3 feed flow rate using three methodologies. The energy consumed by the direct LP-SCR system was 3.89 and 2.39 kW, and the SEC was 0.0144 at 0.0167 kWh/kg at 100% and 25% load, respectively. The feasibility was indicated via economic analysis. Depending on the life cycle cost, the competitiveness of the re-liquefaction system depends on the price of NH3, where a higher price yields a more economical solution. In conclusion, the direct LP-SCR system has a low overall cost because of its low energy consumption when supplying NH3 and its reduced amount of core equipment.

Due to tighter environmental regulations, newly built liquefied natural gas (LNG) carriers are equipped with a re-liquefaction system to minimize combustion of surplus boil-off-gas (BOG). Thus, this paper comparatively analyzes the re-liquefaction system for a low-pressure gas injection engine according to the refrigerant (no external refrigerant or single mixed refrigerant) with three key performance indicators: energy, economic, and environmental aspects. For an energy efficiency analysis, we proposed several process alternatives and optimized them to minimize the specific power consumption required to liquefy BOG. In economic analysis, minimizing total annualized cost is the objective. For an environmental analysis, CO2 emissions at each optimal point is calculated and comparatively analyzed. The results show that the process without external refrigerant has 10% better performance in terms of economy, while the single mixed refrigerant process is suitable in terms of energy efficiency (6%) and environmental (15%) impact.

Changes in the type of LNG trading has resulted in an increased demand for vessels with greater operational flexibility and efficient propulsion plants. This has led to the demand for the capability to re-liquefy boil-off-gas (BOG) and return it the cargo-tanks and sell it as cargo or burn BOG or fuel oils depending on the relative costs at the time. This allows energy companies to divert LNG to markets with high seasonal peak demand and take advantage of highest prices, yet still meet long-term SPA's. The research in this paper was conducted by means of qualitative data collection and subsequent analysis using market management tools to ascertain the technical viability. From this point, the data was fed into economic analysis to produce quantitative data that allowed for a determination for a final investment decision for a number of market scenarios. LNG carriers with re-liquefaction capability are positively differentiated from those without it. They are capable of greater operational flexibility, and as a result, their competitive position is improved. They can demand higher charter rates as the increase in cargo quantity offloaded results in increased revenue. They present a lower environmental footprint as there is no requirement to thermally oxidise excess BOG in a GCU. The analysis shows it is technically viable to retrofit a re-liquefaction plant onboard 150,000 m3 Dual Fuel Diesel Electric (DFDE) LNG carriers. The economic viability is more complicated, situation-dependent, and influenced by market forces, environmental legislation, and political interference. [ABSTRACT FROM AUTHOR]

This study proposed the integrated design of an NH3 fuel supply system and a re-liquefaction system for an ocean-going NH3-fueled ship. The target ship was a 14,000 TEU large container ship traveling from Asia to Europe. The NH3 fuel supply system was developed to feed the liquid fuel at 40 °C and 80 bar and cope with the re-circulated fuel with the sealing oil. Its power consumptions and SECs ranged from 56.4 to 157.5 kW and from 0.0063 to 0.009 kWh/kg, respectively. An onboard re-liquefaction system with a vapor compression refrigeration cycle was also designed to liquefy the BOG from the fuel tank. The re-liquefaction system's exergy efficiency and SEC were 34.71% and 0.224 kWh/kg, respectively. The equipment with the most exergy destruction was the heat exchangers, accounting for 60% of the total exergy destruction. NPV analysis found that it is recommended to introduce the re-liquefaction system to the target ship. At the NH3 price of USD 250/ton, the reasonable cost of the re-liquefaction system is less than USD 1 million. According to LCC, NH3 fuel is economically feasible if the carbon tax is more than USD 80/ton and the NH3 price is around USD 250/ton. [ABSTRACT FROM AUTHOR]

This study proposes the integrated designs of energy systems and a re-liquefaction system for ocean-going LH 2 tankers. Five prospective energy systems (Systems A to E) are suggested, using LNG as fuel, and a re-liquefaction system with a Claude cycle is developed. Their economic value, technological feasibility, and environmental impact are evaluated. The re-liquefaction systems' exergy efficiency and specific energy consumption ranges were 26.79–46.27% and 3–7.45 kWh/kg, respectively. The re-liquefaction system in System C is economically feasible up to $2/kg of H 2. LCC of the integrated designs shows that System C has the lowest cost of $140 million. The shipping costs for each design are reviewed, and the lowest one is $447/ton of H 2 for System C. Although System C CAPEX is the second expensive, it has the highest efficiency. Consequently, System C with the low-pressure engine, SOFC, and the re-liquefaction system is determined to be the optimal one. • Optimal integrated design of energy system and re-liquefaction system is proposed. • A re-liquefaction cycle (without a separate refrigerant) is developed. • Five prospective energy systems (Systems A to E) are suggested. • System C had lowest lifecycle cost and lowest shipping cost ($469.65/ton of H2). [ABSTRACT FROM AUTHOR]

This study proposed the integrated design of an NH3 fuel supply system and a re-liquefaction system for an ocean-going NH3-fueled ship. The target ship was a 14,000 TEU large container ship traveling from Asia to Europe. The NH3 fuel supply system was developed to feed the liquid fuel at 40 °C and 80 bar and cope with the re-circulated fuel with the sealing oil. Its power consumptions and SECs ranged from 56.4 to 157.5 kW and from 0.0063 to 0.009 kWh/kg, respectively. An onboard re-liquefaction system with a vapor compression refrigeration cycle was also designed to liquefy the BOG from the fuel tank. The re-liquefaction system’s exergy efficiency and SEC were 34.71% and 0.224 kWh/kg, respectively. The equipment with the most exergy destruction was the heat exchangers, accounting for 60% of the total exergy destruction. NPV analysis found that it is recommended to introduce the re-liquefaction system to the target ship. At the NH3 price of USD 250/ton, the reasonable cost of the re-liquefaction system is less than USD 1 million. According to LCC, NH3 fuel is economically feasible if the carbon tax is more than USD 80/ton and the NH3 price is around USD 250/ton.

The multiple liquefaction phenomenon has been attracting the attention of more and more researchers and engineers since the 2010–2011 Christchurch Earthquakes and the 2011 Great East Japan Earthquake. However, little has been known about the multiple liquefaction properties of sloped grounds. In this study, therefore, multiple liquefaction tests that consider the initial static shear stress, which have never been conducted before, were carried out with a special designed apparatus, the stacked-ring shear apparatus. A series of multiple liquefaction tests revealed that induced anisotropy, which is weak against the loading opposite to the direction of the initial static shear stress, was produced by the liquefaction of a sloped ground. As a result, a significant decrease in the liquefaction resistance during the next cyclic of shearing occurred. The indicators which influenced the magnitude of anisotropy were also discussed from the perspective of the reconsolidation procedures, the magnitude of initial static shear stress, and the type of ending of the previous liquefaction stage. In addition, it turned out that in the multiple liquefaction test with a larger initial static shear stress, the re-liquefaction resistance was higher because the shear stress opposite to the direction of the initial static shear stress, causing large negative dilatancy due to anisotropy, was smaller in that test. [ABSTRACT FROM AUTHOR]

Abstract Recent LNG carriers are equipped with high pressure gas injection engines. However, there has been a lack of research on liquefaction processes for boil-off gas (BOG) on LNG ships driven by high pressure fuel. Thus, this paper investigates the economic feasibility of the additional BOG liquefaction facilities in the high pressure fuel supply system on the vessels. To utilize the existing BOG compressor for fuel production, the liquefaction was conducted by the Joule Thomson (JT) cycle, which can use the pressurized BOG as a working fluid. For the comparison of the fuel supply system and its variations with BOG liquefaction, they are optimized with respect to total annual cost (TAC) as the objective function. With an LNG price of 5 USD/MMBtu, the optimization results show that the use of BOG liquefiers on LNG vessels reduces the TAC by at least 9.4% compared to the high pressure fuel supply system. The use of a liquid turbine in the liquefaction configurations also resulted in 2.4% savings in TAC compared to the JT cycle based process. However, a sensitivity analysis with different LNG prices indicates that the liquefaction systems are not economical compared to the fuel supply system when the LNG price is lower than 4 USD/MMBtu. Highlights • Boil-off gas (BOG) reliquefaction processes are introduced for LNG carriers using high pressure fuel. • The process options are developed based on self-liquefaction using the Linde-Hampson process. • Self-reliquefaction of BOG on LNG carriers reduces total annual cost (TAC) by at least 9.4%. • The use of a liquid turbine in the process options results in extra savings in TAC. • The self-reliquefaction systems are economical when the LNG price is higher than 4 USD/MMBtu. [ABSTRACT FROM AUTHOR]

As the global demand for natural gas continues to increase, the production of liquefied natural gas (LNG) and the demand for LNG carriers are also on the rise. Following the advent of LNG propulsion engines, there has been widespread adoption of systems that use LNG or boil-off gas (BOG) as fuel, and subsequently re-liquefy remaining gas thorough the re-liquefaction system. In this study, we investigated the feasibility of hydrofluro-olefins (HFO) refrigerants, the newly developed refrigerants having low flammability and low global warming potential (GWP), in BOG re-liquefaction systems for liquefied natural gas carriers. Simulations of BOG re-liquefaction process were conducted and optimized to minimize energy consumption. Then, the explosion risk and global warming potential during the lifespan of the re-liquefaction processes are also analyzed. The optimization results indicate that using HFO refrigerants in the re-liquefaction process yields comparable energy consumption to the conventional hydrocarbon refrigerants. Additionally, the use of HFO refrigerants can contribute to reducing explosion risk of liquefaction process. However, despite HFO refrigerants being considered an environmentally friendly refrigerant, it is important to note that global warming impact has not decreased as significantly as expected. This is primarily due to the fact that the GWP of the system is heavily influenced by energy consumption. • We studied the feasibility of HFO refrigerants for onboard BOG re-liquefaction. • HFO refrigerants can reduce overpressure occurred from explosion accidents. • GWP is mainly affected by not the properties of refrigerants but energy consumption. • The DMR process has the lowest energy consumption and GWP with HFO refrigerants. [ABSTRACT FROM AUTHOR]

• Low-grade Liquid ammonia cold energy is used in CO 2 BOG re-liquefaction process. • In line with the trend of ship energy saving and emission reduction. • The system can save up to 43.30 % power consumption. • Calculate the cold energy utilization efficiency and exergy efficiency of the system. • Evaluate the economy of the system on the entire route. Aiming at the problems of large power consumption in the CO 2 BOG re-liquefaction process and waste of marine fuel cold energy on very environmentally friendly ammonia-powered CO 2 transport ships, a system that uses liquid ammonia cold energy for CO 2 BOG re-liquefaction process is designed. Using the simulation software Aspen HYSYS to establish the process flow and simulate the system, comparison between simulation results and power consumption of common BOG reliquefaction technology, it is found that the system can save up to 43.30 % of the power consumption. The calculation model of system cold energy utilization efficiency and system exergy efficiency was established and the results were summarized. The results show that the maximum cold energy utilization efficiency of liquid ammonia is 77.50 %; the maximum system exergy efficiency is 73.95 %, which can realize the efficient utilization of the liquid ammonia cold energy. The economics of the system on the whole route of the typical ship are calculated and analyzed, use this system can greatly reduce the power consumption and fuel consumption of refrigeration during the CO 2 BOG re-liquefaction process, and has good economic benefits. [ABSTRACT FROM AUTHOR]

The BOG(Boil-Off Gas)process related to energy consumption and safe operation is one of the critical issues that should be considered at LNG filling station. Therefore, the model of BOG static calculation is established, taking the 1. 5X104 m3/d capacity of LNG filling station in Lanzhou as an example, a set of BOG re-liquefaction equipment( mainly including one liquid nitrogen tank, one BOG/liquid nitrogen exchanger, one LNG collection tank, a few pipeline and valve)which uses liquid nitrogen cooling capacity is designed to avoid energy dissipation and environmental pollution caused by BOG direct discharge. BOG re-liquefaction capacity of the equipment is theoretically calculated and its economical benefit is analyzed. The results show that the amount of BOG production is 322 kg/d, the mass ratio of BOG re-liquefaction capacity and liquid nitrogen consumption is 1 : 1. 92, which provides the theoretical basis for the design of the test equipment. The total cost of static analysis of the BOG re-liquefaction equipment is 0. 39 million yuan, the total profit before tax is 0. 144 million yuan, and the net profit is 0. 105 million yuan. Therefore, it has good economical benefit. Accordingly, the investment should be considered to BOG re-liquefaction equipment of LNG filling station. [ABSTRACT FROM AUTHOR]

This paper studies re-liquefaction properties of CO 2 and introduces feasible designs of boil-off CO 2 re-liquefaction processes suited for a large-scale transport ship. There are additional design considerations besides re-liquefaction efficiency due to the ship. Firstly, re-liquefaction facilities should be located within a limited space of a transport ship, which induces the number of main equipment as a constraint. Secondly, if an external closed-loop refrigeration is necessary, refrigerants should be re-chargeable and safe. From this perspective, CO 2 would be the most appropriate one due to the availability in a liquefied CO 2 ship and its safety if it can have similar performance to conventional refrigerants. According to CO 2 liquefaction simulation, CO 2 as a refrigerant shows similar performance to C 3 H 8 and NH 3 with additional 5–7% power consumptions. With this preliminary investigation, four boil-off CO 2 re-liquefaction processes for a large-scale transport ship are designed. A re-liquefaction process which employs a distillation column shows 99.7% of re-liquefaction fraction but it has disadvantages of power consumption and the number of main equipment. On the contrary, another re-liquefaction process which has an external closed-loop refrigeration cycle with a CO 2 refrigerant meets the re-liquefaction target (>70.0%) with the lowest power consumption. This process also requires nominal level of the number of main equipment and the capital expenditure. Given these results, an external closed-loop CO 2 refrigeration cycle based re-liquefaction process is expected to be appropriate for a large-scale liquid CO 2 transport ship. Hopefully, the results addressed in this study will contribute to further development of liquefied CO 2 transport ships in near future. [ABSTRACT FROM AUTHOR]

This study presents the design of a novel boil-off gas (BOG) re-liquefaction technology using a BOG recondenser system. The BOG recondenser system targets the liquefied natural gas (LNG) bunkering operation, in which the BOG phase transition occurs in a pressure vessel instead of a heat exchanger. The BOG that is generated during LNG bunkering operation is characterized as an intermittent flow with various peak loads. The system was designed to temporarily store the transient BOG inflow, condense it with subcooled LNG and store the condensed liquid. The superiority of the system was verified by comparing it with the most extensively employed conventional re-liquefaction system in terms of consumption energy and via an exergy analysis. Static simulations were conducted for three compositions; the results indicated that the proposed system provided 0 to 6.9% higher efficiencies. The exergy analysis indicates that the useful work of the conventional system is 24.9%, and the useful work of the proposed system is 26.0%. Process dynamic simulations of six cases were also performed to verify the behaviour of the BOG recondenser system. The results show that the pressure of the holdup in the recondenser vessel increased during the BOG inflow mode and decreased during the initialization mode. The maximum pressure of one of the bunkering cases was 3.45 bar. The system encountered a challenge during repetitive operations due to overpressurizing of the BOG recondenser vessel. [ABSTRACT FROM AUTHOR]

This paper presents the review on the boil-off gas re-liquefaction system of liquefied CO2 transport ship for carbon capture and sequestration (CCS). It is assumed that liquefied CO2 is transported between South Korea and Middle East for enhanced oil recovery (EOR) and enhanced gas recovery (EGR), which is similar to the oil and LNG transportation route. The concept of open re-liquefaction cycle which means that the boil-off CO2 is compressed, cooled, and expanded before being piped back into the tank is suggested. The effects of impurities on the re-liquefaction cycle is investigated under the condition of fixed cooling capacity in terms of cycle performance and reliability. Specifications of LCO2 transport ship about storage tank and re-liquefaction system is reviewed. In addition, economic feasibility is investigated. As for the case of the present study, negative effects of impurities on the cycle performance and reliability should be considered due to its considerable effects. Conservatively calculated internal rate of return (IRR) of the re-liquefaction system shows 4.1%, therefore, it can be guessed that the BOG re-liquefaction system will have economic validity in the future CCS chain. [ABSTRACT FROM AUTHOR]

The present study aims to make a thermodynamic analysis of an ethylene cascade re-liquefaction system that consists of the following two subsystems: a liquefaction cycle using ethylene as the working fluid and a refrigeration cycle operating with a hydrocarbon refrigerant. The hydrocarbon refrigerants considered are propane (R290), butane (R600), isobutane (R600a), and propylene (R1270). A computer program written in FORTRAN is developed to compute parameters for characteristic points of the cycles and the system's performance, which is determined and analyzed using numerical solutions for the refrigerant condensation temperature, temperature in tank, and temperature difference in the cascade condenser. Results show that R600a gives the best performance, followed by (in order) R600, R290, and R1270. Furthermore, it is found that an increase in tank temperature improves system performance but that an increase in refrigerant condensation temperature causes deterioration. In addition, it is found that running the system at a low temperature difference in the cascade condenser is advantageous. [ABSTRACT FROM AUTHOR]

For EOR and EGR in the CCS, CO 2 must be captured from large-scale CO 2 emission sources like power plants, and transported to depleting oil and gas wells to maintain the reservoir pressure and enhance the recovery rate. To achieve this, CO 2 should be transported over long distances from the emission sources of developed countries to oil and gas producing regions by pipeline or ship. Compressed or liquefied CO 2 transport ship can be used when pipeline is not recommendable. In case of liquefied CO 2 transport ship, the BOG should be treated during sailing using methods such as re-liquefaction and adsorption. In the present study, the effects of representative impurities of N 2 and O 2 on the re-liquefaction cycle of liquefied CO 2 transport ship were investigated by simulation. The concentration of impurities with boiling points lower than that of CO 2 increased much more in the boil-off gas phase than in the liquid phase. This phenomenon led to low cycle performance compared to that of pure CO 2 condition, and the decrease rate according to the concentration of the impurities was significant. In the mixture, the discharge pressure of the highest stage in the cycle increased much more than that of the pure CO 2 condition. Therefore, when designing re-liquefaction cycle for treating the BOG of liquefied CO 2 transport ship, consideration should be given to the effects of impurities on the cycle performance and safety problem in terms of the design pressure. However, impurities did not significantly increase the discharge temperatures of the compressors to such an extent to cause reliability problem of oil degradation in the compressors. With the same composition in the mixture of the liquid phase, nitrogen had a more negative influence than oxygen. [ABSTRACT FROM AUTHOR]

Oscillation of an ice sheet can be accompanied by earthquakes due to local reactivation of pre-existing faults related to the ice loading. A sufficiently large magnitude of an earthquake can trigger seismic waves that may strongly deform susceptible sediment layers and can cause the development of soft-sediment deformation structures (SSDS). Morphological and structural features of SSDS within a glaciolacustrine succession exposed at the coastal cliff on Gnitz Peninsula (Usedom Island) in NE Germany indicate that they must have developed due to glacial isostatic adjustment, which was suggested earlier by Hoffmann and Reicherter (2012). Here we present detailed micro- and meso-scale SSDS within internally deformed layers interpreted as seismites, liquefaction and re-liquefaction sedimentological imprints on Gnitz Peninsula. New optically stimulated luminescence dating results indicate that the most probable time span of corresponding earthquake occurrence is between 23.2 and 14.6 ka. The interpretation of SSDS 'trapped' in layers as seismites is strongly supported by modelling of glacially induced Coulomb failure stress changes in this region. Our results point to a set of probably pre-Quaternary faults which were locally reactivated in the area of Gnitz Peninsula during the last glacial maximum. • Low intraplate seismicity was affected by tectonic activity in the Late Pleistocene. • Modelling suggests glacial loading-induced stresses as fault reactivation trigger. • At least two earthquake periods were identified. • Reoriented soft-sediment deformation structures infilled with injection structures indicate re-liquefaction. • Aftershocks or following earthquakes caused re-liquefaction of prone sediments. [ABSTRACT FROM AUTHOR]

Abstract: In this paper, an LNG BOG re-liquefaction system operating according to the Claude refrigeration cycle using oxygen as refrigerant is analysed. It includes a comprehensive exergy analysis of a BOG reliquefaction system installed onboard an LNG carrier. Commonly operating data have been used to carry out a thermodynamic analysis of the system. The system is basically made of two parts: Oxygen cycle and LNG BOG cycle. [Copyright &y& Elsevier]

Liquefaction, which can be defined as a loss of strength and stiffness in soils, is one of the major causes of damage to buildings and infrastructure during an earthquake. To overcome a lack of comprehensive analyses of seismically induced liquefaction, this study reviews the characteristics of liquefaction and its related damage to soils and foundations during earthquakes in the first part of the twenty-first century. Based on seismic data analysis, macroscopic phenomena of liquefaction (e.g., sand boiling, ground cracking, and lateral spread) are summarized, and several new phenomena related to earthquakes from the twenty-first century are highlighted, including liquefaction in areas with moderate seismic intensity, liquefaction of gravelly soils, liquefaction of deep-level sandy soils, re-liquefaction in aftershocks, liquid-like behavior of unsaturated sandy soils. Additionally, phenomena related to damage in soils and foundations induced by liquefaction are investigated and discussed. [ABSTRACT FROM AUTHOR]