ThermodynamicandEnvironmentalAnalysis

ofLowGradeWasteHeatRecoverySystem
foraShipPowerPlant
CengizDENIZ
IstanbulTechnicalUniversity,MaritimeFaculty,DepartmentofMarineEngineering34940TuzlaIstanbul
Turkey
denizc@itu.edu.tr

Abstract
Shipping is a growing sector in the global economy and its contributions to global greenhouse gas (GHG) emissions are
expectedtoincrease.EnergyefficiencyhasalwaysbeenanimportantfactortominimizeGHGemissions.Wasteheatrecovery
(WHR) systems can be used for both improving energy efficiency and reducing energy consumption and GHG emissions.
OrganicRankineCycles(ORC)systemsarethemostwidelyusedtechnologyforlowtemperatureheatrecoveryfromexhaust
gases in the industrial applications. But this system is not widely used in ship applications. In this study thermodynamic
performance criteria of ORC system for a container ship are developed and thermodynamic, environmental and economic
effectsofthesystemareanalyzed.Itcanbeachievedadditionally2%reductionfortheshipfuelconsumptionbyutilizingthe
ORCsystem.
Keywords
Emissions;WasteHeatRecovery;MarinePowerPlant;OrganicRankineCycle;EnergyEfficiency;ContainerShip

Introduction
The marine transportation sector is one of the major causes of global air pollution. Emissions from ships affect
global air quality, peoples health, the marine ecology, and global warming. Carbon dioxides (CO2), carbon
monoxide (CO), particulate matter (PM), nitrogen oxides (NOx), and sulfur oxides (SOx) are the most significant
pollutantsemittedfrommarinedieselengines.Approximately1431%,49%oftheglobalemissionsofNOx,SOx,
respectively,arefrommarinevessels[1,3].AccordingtotheIMO,maritimetransportemitted1046milliontonsof
CO2in2007,representing3.3%oftheworldstotalemissions[3].Theseemissionsareassumedtoincreaseby150
250%in2050ifnoactionistaken.
AnnexVIoftheMARPOLconvention,adoptedbyIMOin1997,setslimitsonNOxandSOxemissionsfromship
exhaustgasesforthepreventionofairpollutionfromships.TheIMOhasalsospecifiedEnergyEfficiencyDesign
Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP) that will reduce greenhouse gas emission.
WiththeimplementationofEEDI,shipoperatorsshouldtakeaseriesoftechnicalmeasuresinordertoreducetheir
CO2emissions.TheproposedorfeasibletechnicalmeasuresonCO2reductionismainlyaimedtoimproveenergy
efficiencyofships.
There are various technological improvements on ship building and propulsion systems with regard to
maximization of a ships energy efficiency. A wide range of options for increasing the energy efficiency by
changingshipdesign,retrofitnewequipmentandimprovingshipoperationhasbeenidentified.Theconsumption
offuelisoneofthemostsignificantfactorsforCO2emissionsofaship.TheamountofCO2emittedfromashipis
directlyrelatedtotheamountoffuelconsumedbytheinternalcombustionenginepropellingtheship.
ShipenergyefficiencycanbeimprovedbyutilizingWHRsystems.WHRsystemsallowshipstosaveenergyand
reduceCO2emissionsandhavethecapabilitytoimprovetheEEDIindex.Lowgradeheatenergyonshipshasan
importantpotentialforenergyefficiency.Sinceconventionalsteampowersystemcannotgiveabetterperformance
to recover lowgrade waste heat, ORC systems can be used to recover that heat. An ORC system is the most
effective technology for usage of lowgrade heat sources. This technology includes a boiler, a workproducing
InternationalJournalofEnergyScience,Vol.5No.1September201523
2218602615/0102312,2015DEStechPublications,Inc.
doi:10.12783/ijes.2015.0501.04

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CENGIZDENIZ

expansion device, a condenser and a pump like as the components of steam power plant. There are several
advantagesinusinganORCtorecoverlowgradewasteheat,includingeconomicalutilizationofenergyresources,
smallersystemsandreducedemissionsofCO,CO2,NOxandotheratmosphericpollutants[4].
Researcheshavestartedontherecoveryoflowgradewasteheatsincetheearly1980s.Boretz,J.E.evaluatedORC
to produce power from the lowgrade waste heat but it was not used because of some economical and safety
problems in the operation of the system [5]. There have been several industrial applications like as geothermal
energy, solar radiation, and waste heat from processes, nuclear power plant or conventional power plants [67].
HUNG, T.C. et al., have analyzed and compared the efficiencies of ORCs by using cryogens such as benzene,
ammonia, R11, R12, R134A and R113 as working fluids [810]. LIU, B.T. et al., presented analysis of the
performanceORCsubjectedtotheinfluenceofworkingfluidsandhaveinvestigatedtheeffectsofvariousworking
fluids on the thermal efficiency and on the total heat recovery efficiency [11]. WEI, D. et al., have analyzed the
thermodynamic performances of an ORC system under disturbances [12]. WOREK, M.W. et al., optimized the
designcriteriaforanORCusinglowtemperaturegeothermalheatsources[13].Theyfoundthattheperformance
of four working fluids that are suitable for lowtemperature geothermal power cycle are investigated using an
optimizationcriteria,theratioofheattransferareatonetpowerproduced,whichisagoodmeasureoftotalpower
plantcost[13].Beyene,A.andHusband,W.W,havestudiedthefeasibilityonthelowgradeheatdrivenRankine
cycle.Theyusedalowtoxicity,lowflammability,andozoneneutralworkingfluid[14].
Mago,P.J.andChamra,L.M.haveperformedanexergyanalysisofacombinedengineORCconfiguration.They
illustrated that an ORC combined with an engine not only improves the engine thermal efficiency but also
increasestheexergyefficiency[15].Someparametricoptimizationperformanceanalysisofawasteheatrecovery
systemusingORChasbeenstudiedintheliterature[1618].Chacartegui,R.etal.,studiedlowtemperatureORCas
bottoming cycle in medium and large scale combined cycle power plants [19]. They figured out the interest of
using this alternative cycle with high efficiency heavy duty gas turbines, for example recuperative gas turbines
withlowergasturbineexhausttemperaturethaninconventionalcombinedcyclegasturbines[19].GoswamiD.Y.
etal.reviewedofthermodynamiccycleandworkingfluidsfortheconversionoflowgradeheat[20].Wang,T.et
al.,reviewedresearchesonthermalexhaustheatrecoverywithRankincycle[21].Krishnan,S.R.etal.,examined
the exhaust waste heat recovery potential of a high efficiency, lowemissions dual fuel low temperature
combustionengineusingandORC[22].Smolen.S.analyzedandsimulatedofatwostageORCforutilizationof
wasteheatatmediumandlowtemperaturelevels[23].
WasteheatrecoverywithORCsystemsisthemostwidelyusedintheindustrialapplications.Butthissystemis
notwidelyusedinshipapplications.InthisstudythethermodynamicperformancecriteriaofanORCsystemis
analyzed.AnintegratedORCmodelforashippowerplantequippedaWHRsystemaccordingtothiscriterionis
studied.Thisstudyalsoincludestheinfluencesoftheworkingfluidsselectionforships.
Thermodynamic Performance Criteria of WHR Systems for Ship Power Plants
Wasteheatisgeneratedinaprocessbywayoffuelcombustionandthenemitintotheenvironmenteventhoughit
could still be reused for some energy [24]. The strategy to recover this heat is related to the energy levels of the
wasteheatgases.Effectivewasterecoverydependsonthetemperatureofthewasteheat.Itmightbeusedthree
types of heat recovery classes like high temperature, medium temperature and low temperature in industrial
applications. Recovery of waste heat has direct and indirect effects on the processes. Generally it affects thermal
efficiency bydecreasing the utility consumption, decreasing running costs, reducingair pollution, increasing the
loadcapacityofthevesselandreducinginauxiliaryenergyconsumption.
Marinedieselenginesconvertabout4550%oftheenergyoffuelintomechanicalworkfortheshipspropulsion
systemandtheremainingpartislostintheformofwasteheatthroughtheexhaustwhichcancontainabout25%
of the input energy [25]. The WHR system could recover part of the heat exhausted and turn it into additional
powerforonboardservicesandtosupplementthepropeller.TwotypesofWHRsystemapplicationsareusedon
ships. One of the systems is basic waste heat recovery system that contains exhaust gas boiler for heating steam
production (Fig.1a). The other WHR system contains an economizer, an evaporator and a super heater that
producesahighpressuresteamforasteamturbinethatgenerateselectricity(Fig.1b).Itisnotpossibletousewaste

ThermodynamicandEnvironmentalAnalysisofLowGradeWasteHeatRecoverySystemforaShipPowerPlant25

heatenergyunder160oCinthosesystemsbecauselowtemperaturecorrosionoccursbelowthistemperaturelevel.
Thereforeitcanrecovermoreheatenergyfromthesystem.

FIG.1WHRSYSTEMSFORSHIPS(a)WASTEHEATRECOVERYFORHEATINGSTEAMPRODUCTION,(b)WASTEHEATRECOVERY
FORPOWERANDHEATINGSTEAMPRODUCTIONAND(c)COMBINEDWASTEHEATRECOVERYUSINGANORGANICRANKINE
CYCLE

ThisenergyisrecoveredbyutilizingORCsystem.Figure1cindicatesanORCsystemforlowtemperatureexhaust
gases. In this study thermodynamic performance criteria of an integrated ORC system for a container ship are
analyzed(Fig.1c).Inthatcasethetotalpowerproductioncanbegivenasfollowingequations:
WT W ME W ST WORC (1)

Where, W ME , W ST and WORC arethepowerproducedbythemainengine(M/E),thesteamturbine(ST)andtheORC

turbine(T),respectively.Themainenginepowercanbedefinedas:
W ME F ME (2)

Where,FistheenergyoffueltosupplytothemainengineandMEistheefficiencyofthemainengine.Thefuel
energyisgivenby:
.

F m LHV (3)
fuel

fuel andLHVare themassflow rate and the low heat value of the fuel, respectively.The power of the
Where, m
steamturbine(ST)andtheorganicrankingcycleturbine(T)canbedefinedas:

WST m s hin, st hout , st (4)

.

ORC

= m OWF (hin,Thout,T)(5)

Where, m s , m OWF , hin ,T , hout ,T , hin , ST and hout , ST are mass the flow rate of steam, the mass flow rate oforganic working
fluid, the enthalpies ofinput and output in the ORC turbine and the steam turbine, respectively.Also, Q u is the
utilizedheatinthewasteheatrecoverysystemofapowerplantcanbedetailedasfollows:
Q u Q ST Q ORC (6)

Where, Q ST and Q ORC aretheheatutilizationfromthesteamturbineandtheORCturbine,respectively.Also Q u is

consideredasadifferentparametersuppliedfromthefuelheatenergybecauseitshouldbedefinedasadifferent
heatload.Thereareperformedasfollowingequations:
Q ST m exh cpexh Tin Tout ,1 (7)

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CENGIZDENIZ

Q ORC m exh cpexh Tout ,1 Tout ,2 (8)

Where, m exh and cpexh arethemassflowrateofexhaustgasesandspecificheatofexhaustgases,respectively.Tinis

the inlet temperature of exhaust gas boiler, Tout,1 and Tout,2 are the outlet temperature from an economizer 1 and
economizer2(seeFig.1c).Ontheotherhand,theusefulheat Q ,rejectedfromthepowerplantininlettemperature
u

TinandoutlettemperatureTout,2whichishigherthantheenvironmentaltemperatureT0.ByusingEqs.(7),(8)inEq.
(6),itbecomes
Q u m exh cpexh Tin Tout ,2 (9)

The specific heat of the exhaust (cpexh) gas is calculated as a function of the inlet temperature by the following
equation[26]:
cpexh 0.991615 6.99703 / 105 Tin 2.712987 / 107 Tin 1.22442 / 1010 Tin (10)

ArtificialThermalEfficiency
Analternative criterionof performance is theartificial thermal efficiency( A ). The artificial thermal efficiency is
givenby[26]:

WT

QU
F

B H

(11)

Where, B H istheexhaustgasboilerefficiency.
FuelEnergySavingRatio(FESR)
FuelEnergySavingRatio(FESR)isanotherusefulcriterion.FESRisdefinedastheratioofthesavingstothefuel
energyrequiredinpowerplants.FESRdirectlymeasurestheextentoffuelsavingsandcanbeformulatedas[26]:
FESR

F
(12)
QU
WT

B H O C

Where, F is the saved fuel energy, O C is overall efficiency of the system and B H is exhaust gas boiler
efficiency.Fcanbedefinedas:
Q
F U

B H

WT

O C

F .(13)

ThefirsttermattherightsideoftheEq.13canbeevaluatedasfollows:
Q u

B H

Q
Q
ST ORC

B ,1 B ,2

(14)

Where, B ,1 and B ,2 are effectiveness parameters of the exhaust gas boiler heat exchangers and the ORC heat
exchangers,respectively.ItisdescribedinEqs.15and16:
B,1=exh,1(15)
B,2=exh,2(16)
Inthisstudyitisassumedthattheeffectivenessof.exh,1=0.90andexh,2=0.80.Thesecondtermattherightsideofthe
Eq.13canbeevaluatedasfollows:

ThermodynamicandEnvironmentalAnalysisofLowGradeWasteHeatRecoverySystemforaShipPowerPlant27

WT

O C

W
W
W
ME ST ORC
ME ST ORC

(17)

Where, STand ORC are the efficiency of the steam turbine and the ORC turbine, respectively. In this study it is
assumedthatthemainengineefficiencyisME=0.50,thesteamturbineefficiencyisST=0.44andtheORCturbine
efficiencyis0RC=0.52.
EnergyUtilizationFactor(EUF)
Energy Utilization Factor (EUF) is an indication of overall efficiency of a cogenerated ship power plant with an
integrated ORC system. It is defined as the ratio of useful energy to the heat supplied by the fuel. EUF can be
formulatedas[26]:
. . .
EUF W Q / F (18)
T T

CogenerationEfficiency
Thecogenerationefficiencyisaperformancecriterion.Thecogenerationefficiencyconsidersthequalitydifferences
between work and heat. Therefore it is conceivable performance criterion for evaluating the energy efficiency. It
canbeformulatedas[26]:

CG WT E H QU E H / F (19)
Where, is a constant whose value changes between 0<<1. It is assumed that is equal to 0.27 in this study.
E H is the exergy rate of the heat which is released from the exhaust gas boiler outlet temperature (Tout,2) to the
atmospherictemperature(T0).Theheatexergyrateofthesystemcanbecalculatedasthefollowingequation:

T
E H Q u 1 out ,2
T0

(20)

ReducingExhaustGasEmissionandAirPollutant
ExhaustgasemissionsreducewithWHRsystems,byincreasingtheeciencyoftheoverallsystem.Theexhaust
gasemissionsaving( m exh )canbecalculatedasfollows:

m exh m exh m fuel m fuel (21)

Where, m fuel is the mass rate of fuel saving in the power plant, m fuel and m exh are the mass rates of fuel
consumptionandexhaustgasesthatareinletparametersintheexhaustgasboiler.Theamountofairpollutantsis
reducedbyreducingfuelconsumption.Theamountofairpollutantscanbecalculatedaccordingtothefollowing
equation[27]:
Pi m fuel EFi (22)

Where,Pisthepollutant,iisthepollutanttype(CO2,CO,NOx,SO2,VOCandPM),EFiistheemissionfactorsof
thepollutanttype.
Working Fluids
Because the working fluid is an important part of an ORC system, fluid selection is one of the most important
contributorstooverallcycleperformance.Someimportantcriteriaforthedeterminationoffluidsshouldbetaken
intoconsiderationforuseinORCsystems.Theselectedfluidshouldnotonlyexhibitfavorablephysical,chemical,
environmental,safetyandeconomicpropertiessuchaslowspecificvolume,viscosity,toxicity,flammability,ozone
depletion potential (ODP), global warming potential (GWP), atmospheric lifetime (ALT) and cost, but also
contributetofavorableprocessattributessuchashighefficiencyormoderatepressureinheatexchangers[28].

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CENGIZDENIZ

GWPisanindexthatdeterminesthepotentialcontributionofachemicalsubstancetoglobalwarming.Thisvalue
is used to compare the abilities of different greenhouse gases to trap heat in the atmosphere. It compares the
amountofheattrappedbyacertainmassofthegasinquestiontotheamountofheattrappedbyasimilarmassof
carbondioxide.GWPvalueisexpectedtobelowintermsofenvironmentalcriteria.TheODPisarelativevalue
that indicates the potential of a substance to destroy ozone gas as compared with the potential of
chlorofluorocarbon11(CFC11)whichisassignedareferencevalueof1[29].
The consideration of safety requirement of organic working fluid mainly includes toxicity, flammability, and
chemicalstability.Fortheidentificationofthesafetylevelofaworkingfluid,theASHRAE34safetyclassification
can be used. Toxicity and flammability are the two key parameters used by the American Society of Heating,
RefrigeratingandAirConditioningEngineers(ASHRAE)toindicatethesafetylevelofanorganicworkingfluid
[30].Table1indicatessafetyclassificationmatrixforworkingfluids.
TABLE1SAFETYCLASSIFICATIONOFWORKINGFLUIDS

Flammability

LowToxicity

Hightoxicity

High

A3

B3

Low

A2

B2

Nonflammable

A1

B1

AccordingtoASHREAstandardsthesafetyclasscodeAindicatesaLowerToxicityspecificationandthesafety
classcodeBindicatesaHigherToxicityspecificationfororganicfluids.Asasimilar,aclassnumbercodeof1
showsaNonflammabilityspecification,aclassnumberof2showsaLowerflammabilityspecificationsanda
classnumberof3showsaHigherflammabilityspecificationfororganicfluids.Severalworkingfluidswhichare
themostcommonlyusedasfluidsforORCsystemsintheliteratureareshowninTable2[20,30].
TABLE2SPECIFICATIONSOFWORKINGFLUIDS

WORKINGFLUIDS

GWP

ODP

TC[K]

PC[MPa]

TAI[K]

SAFETY
CLASS

R600

20

425.13

3.80

561.15

A3

R601a

11

469.70

3.37

533.15

A3

R600a

20

408.05

3.65

733.15

A3

R601

11

460.40

3.34

693.15

A3

R290

20

369.75

4.25

813.15

A3

R11

4,750

472.20

4.41

695.15

A1

R114

9,300

418.90

3.30

N/A

A1

R134a

1430

374.20

4.06

1023.15

A1

R245fa

1,030

427.20

3.65

685.15

B1

R123

120

0.02

456.83

3.66

1043.15

B1

AnimportantcriterionintheselectionofliquidforshipORCsystemsisthattheyaresafe,nontoxicandharmless
for the environment. The best result for environment is provided A3 class working fluids. However these fluids
have highflammability feature. The best choosing for nonflammability features are B1 Class fluids. But these
fluids have a toxic effect that is the most serious problems in terms of health. Ensuring safety in maritime
applicationsisthemostimportantissuetobeconsidered.SinceA1safetyclassfluidshavenonflammabilityand
nontoxicityfeatures,theyareacceptableforORCsystemapplicationsofships.
Modeling of an ORC System for the Ship Power Plant
The merchant fleet broadly consists of bulk carriers, tankers, and container ships. Those ships are significant
individual contributors to air pollution. Because container ships operate at relatively higher speeds than bulkers
and tankers, they need more propulsion power. Therefore fuel oil consumption of the container ship is more
excessivethanotherships.AcontainershipequippedaWHRsystemwasselectedforthisstudy.Thespecifications
ofthecontainershipandthemainengineareshowninTable3.

ThermodynamicandEnvironmentalAnalysisofLowGradeWasteHeatRecoverySystemforaShipPowerPlant29

TABLE3THESPECIFICATIONSOFTHECONTAINERSHIP,THEMAINENGINEANDTHEBOILERSYSTEM

Lengthoverall
T.E.U.
Breadth
Draught
Deadweight
Servicespeed
Typeofengine
Cylinderbore
Pistonstroke
Numberofcylinders
Enginespeed
Mainenginepower
SFOC
FOC
Massrateofexhaustgasses
Inlettemperature
Outlettemperature
Powerofsteamturbine

Specificationoftheship
295
4200
32
12.6
55000
25
Mainenginedataparametersoftheship
SULZER
84
240
12
102
45.8
168
7.7

m
m
tons
knots
12RTA84C
cm
cm

rpm(atfullload)
MW(atfullload)
g/kWh(atfullload)
ton/hour(atfullload)

Inputdataparametersintheboilersystemoftheship

66.67
m
exh
650
T
436
in
1600
Tout ,1

kg/s
K
K
kW

The main engines loading conditions changes from 25% to 100% of the engines maximum continuous rating
(MCR).Inrealoperationalconditionsofashipthebasicparameterdeterminingtheengineloadlevelisthesailing
speed.Withintheloadrange,theengineproducesexhaustgasesofsuchparameters(theamountandtemperature),
that a sufficient amount of heating energy for safe and effective ship operation is provided. Any changes of the
engineworkingparameterscausedbyexhaustgaschangesshallaffectWHRandORCsystemworkingparameters.
Inthisstudyitisassumedthatthemainengineloadingconditionis85%thatisstandardoptimizationpoint.

FIG.2WASTEHEATRECOVERYSYSTEM(a)FORPOWERANDHEATINGSTEAMPRODUCTIONWITHBASICSYSTEM,(b)FOR
ADDITIONALPOWERPRODUCTIONWITHANORCONTHECONTAINERSHIPPOWERPLANT

30

CENGIZDENIZ

TheshiphasaWHRsystemproducingsteamforpowerandheating.Figure2ashowstheWHRsystemoftheship.
TheexhaustgasboileristhemainpartoftheWHRsystem.Theboilerconsistsoftheeconomizer,theevaporator,
and the super heater. The WHR system extracts heat energy from the exhaust gas by heating, evaporating and
superheating water in heat exchangers in the stack. The feed water is pumped by the feed water pump into the
water/steam drum. The heating medium is the saturated water contained in the drum, which is pumped by the
economizer circulating water pump. The exhaust gas boiler outlet temperature is not less than 160C to avoid
sulfur corrosion in the economizer outlet. The saturated steam is advanced into the super heater section of the
boiler.Thesuperheatedsteamentersintothesteamturbinestagesofturbogenerator,whereitexpandsproducing
mechanical power and driving the electric generator. The condensed steam is then pumped into the feed water
tank(hotwell).
Figure 2b shows an ORC system which can be installed in the ship. An ORC uses a working fluid with a lower
boiling point than water in order to recover the lowtemperature heat source. The ORC system consists of an
economizer,aheatexchanger,anexpander,acondenser,andapump(Fig.2b).
Results and Discussion
Theresultsarecategorizedbythermodynamicperformanceresults,environmentalresultsandeconomicalresults.
Theresultsaregivenasfollowingsubsections.
ThermodynamicPerformanceResults
It is examined performance analysis of an ORC system on the container ship. This study is performed for ten
different working fluids which are shown in table 2. It is assumed that Tout,2 is 410 K. The comparison of
performanceforthefluidsintheORCsystemonthecontainershipisshowninTable4.
TABLE4COMPARISONOFPERFORMANCEFORDIFFERENTFLUIDSINTHEORCSYSTEM

W NET ( kW )

WorkingFluids

ORC

m exh (kg / s)

m f (kg / s )

R600

732

0.54

0.89

0.030

R601a

1014

0.70

1.23

0.042

R600a

694

0.54

0.84

0.285

R601

1002

0.69

1.22

0.041

R290

321

0.39

0.39

0.013

R11

833

0.55

1.12

0.038

R114

852

0.55

1.14

0.039

R134a

350

0.35

0.47

0.016

R245fa

739

0.49

0.98

0.033

869

0.60

1.06

0.036

R123

Table4indicatesthatthenetpowerrangeis321kWand1014kW,thethermalefficiencyrangeis0.39and0.70.
Maximum powerand thermal efficiencyare supplied by R601aandR601. TheseamountsforR601aareequal to
1014kWand0.70,respectively.R601aandR601aretheA3safetyclassfluids.Althoughthemaximumpowerinthe
ORC system is produced by A3 safety class fluids they should not be used on ships since they have a higher
flammability feature. B1 class fluids have a toxic effect that is the most serious problems in terms of health. The
most important issue in maritime applications is ship safety. Since A1 safety class fluids have nonflammability
andnontoxicityfeatures,theyareacceptableforORCsystemapplicationsofships.
TheperformanceresultsforA1classfluidsareshowninTable5.TheresultshowsthatR11,R114,andR134aare
threeoptimalworkingfluidsamongtheseworkingfluidsfortheship.ItisobservedthatEnergyUtilizationFactor
(EUF)couldachieveashighas70%whileFuelEnergySavingRatio(FESR)isfoundtobe27%.Itcanbeseenthat
R114hasthehighestEUF,thehighestefficiencyandthehighestFESR.TheEUFontheWHRsystemintheshipis
found0.68andontheintegratedORCisfound0.704.TheFESRinthesystemsappliedwithORCisfound0.267
and without ORC is found 0.150. The artificial thermal efficiency ( A ) and the cogeneration efficiency ( CG ) is
foundtobe65%and53%,respectively.

ThermodynamicandEnvironmentalAnalysisofLowGradeWasteHeatRecoverySystemforaShipPowerPlant31

TheamountoffuelsavingforthefluidsisshowninTable6.Itisassumedthattheshiphas300cruisingdaysper
year.ThemaximumamountoffuelsavingisachievedfromR114organicfluid.Itcanbeachievedapproximately
2%fuelsavingbyutilizingtheORCsystem.
TABLE5PERFORMANCECOMPARISONOFSELECTEDWORKINGFLUIDS

WorkingFluids

CG

EUF

FESR

Steam

(WHR)

0.680

0.630

0.518

0.150

R114

(WHR+ORC)

0.704

0.651

0.530

0.267

R11

(WHR+ORC)

0.700

0.649

0.527

0.265

R134a

(WHR+ORC)

0.696

0.642

0.522

0.262

TABLE6AMOUNTOFFUELSAVING

WorkingFluids

Daily
(ton/day)

Monthly
(ton/month)

Yearly
(ton/year)

R114

3.37

101

1011

R11

3.28

98

985

R134a

1.38

41

415

EnvironmentalResults
Theamountofairpollutantsisreducedbyreducingfuelconsumption.Theamountofthereducedairpollutants
canbecalculatedwithEq.(22).Emissionfactors(EFi)oflowspeedmarinedieselengineareshowninTable7[31].
TheamountofreducedemissionsfromtheshipwithORCisillustratedinTable8.Thelargestreduceiscarriedout
byR114workingfluidintheORCsystem.TheamountofreducedCO2is3200tonsasannually.
TABLE7EMISSIONFACTORSFORSLOWSPEEDMARINEDIESELENGINE(KG/TONOFFUEL)

CO2

CO

NOx

SO2

VOC

PM

3170

7.4

87

54

2.4

7.6

TABLE8THEAMOUNTOFREDUCEDAIRPOLLUTANTS(T.Y1)

WorkingFluids

Total

CO2

CO

NOx

SO2

VOC

PM

R114

3365

3204

7.48

88

55

2.43

7.68

R11

3278

3122

7.29

86

53

2.36

7.49

R134a

1380

1315

3.07

36

22

1.00

3.15

EconomicResults
Fuel costs comprise a significant proportion of operating costs. For large ships such as container ships, the fuel
expensesconstituteabout3055%ofthetotaloperationalcosts[32].TherearepositiveeffectsoftheORCsystem
applicationoneconomicgainsduetosavingfuelconsumption.EconomicgainachievedbyusingORCisshownin
Table9asthedaily,monthlyandyearly.Inthisstudytheunitcostoffuelisassumedas630US$/tonaveragely[33].
Thebestresultisobtainedas636thousanddollarperyearfromtheR114organicworkingfluids.
TABLE9AMOUNTOFMONETARYSAVINGS(US$)

WorkingFluids

Daily

Monthly

Yearly

R114

2123

63630

636930

R11

2066

61704

620550

R134a

869

25830

261450

Conclusion
Themarinetransportationisoneofthemajorcontributorstoclimatechangeandglobalairpollution.Largeships,
particularlycontainerships,bulkcarriers,cruiseshipsandtankersaresignificantcontributorstoairpollution.The
IMO has put in place EEDI that represents the amount of CO2 emitted per mile and per amount of good

32

CENGIZDENIZ

transported. It is mandatory for a ship owner to respect this index. The amount of CO2 emitted from a ship is
directly related to the amount of fuel consumed by the engines of the ship. WHR systems allow ships to save
energyandreduceCO2emissionsandhavethecapabilitytoimprovetheEEDIindex.
In this study, it is proposed an ORC system for the container ship, and thermodynamic, environmental and
economiceffectsofthesystemareanalyzed.ThermodynamicperformancecriteriaofORCsystemaredevelopedin
ordertocomparethermodynamicandenvironmentandeconomicperformanceoftentypicalworkingfluids.Fluid
selection for the ORC is an important issue and is very dependent on the target application, on the working
conditions and even on the criteria taken into account. Thermodynamic performance, environmental protection,
and safety requirement have to be considered simultaneously when selecting working fluids. However it is
difficulttofindanidealorganicworkingfluidwhichhasgoodthermodynamicperformance,zeroODPandlow
GWPandcanmeetnontoxic,nonflammable,andnonexplosiverequirement.
ORCsystemisproposedfortherecoveryoftheshipsmainengineexhaustgasenergy,andtenworkingfluidsare
analyzed for this purpose. The result shows that R114, R11 and R134a are three optimal working fluids among
theseworkingfluids.Itcanbeachievedadditionally2%reductionfortheshipfuelconsumptionbyutilizingthe
ORCsystem.Inadditiontofuelsavings,byincreasingtheeciencyoftheoverallsystem,theCO2emissionsare
reducedandthereforetheEEDIisimproved.
NOMENCLATURE
.

Power(kW)

Specificenthalpy(kJ/kg)

Massflowrate(kg/s)

Heatflowrate(kJ/s)

Temperature(K)

Fuelenergy(kW)

cp

Specificheat(kJ/kgK)

Exergyrate(kW)

m
.

ACRONYMS

ORC

OrganicRankineCycle

WHR

WasteHeatRecovery

EUF

EnergyUtilizationFactor

FESR

FuelEnergySavingRatio

IMO

InternationalMaritimeOrganization

EEDI

EnergyEfficiencyDesignIndex

SEEMP

ShipEnergyEfficiencyManagementPlan

ODP

OzoneDepletionPotential

GWP

GlobalWarmingPotential

MCR

MaximumContinuousRating

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CengizDenizwasborninTurkeyin1965.HereceivedtheDiplomainmarineengineeringfromMerchantMarineAcademy,
Istanbul in 1986 and the MSc and PhD degrees in maritime transportation engineering from Istanbul University in 1994 and
2000,respectively.Heworkedassecondandfirstengineerinships.HehasbeenworkinginDepartmentofMarineEngineering,
Istanbul Technical University, Maritime Faculty, since 1992. He is currently an Associated Professor in the Department of
Marine Engineering. His research interests include ship power system, marine diesel engines, air pollution from ships,
internationalmaritimeconventions.