P1 Group 765

Utilization of exhaust gas waste heat
recovery on ships using an Organic Rankine

Cycle
P1 realized by the group 765:
Carlota PERURENA RODRIGUEZ
Cline LELANDAIS
Ersan GRLER
Michael SKOU
Supervisor: Thomas CONDRA
Student report
2011-2012 TEPE
Title:
[Utilization of gas waste heat recovery on ships using an organic rankine cycle]
Semester:
[7th]
Semester theme:[Thermal energy and process engineering]
Project period: [01.09.2011 to 16.12.2011]
ECTS:
[10]
Supervisor:
[Thomas CONDRA]
Project group: [TE-765]
_____________________________________
SYNOPSIS:
[Ersan GRLER]
_____________________________________
[Cline LELANDAIS]
_____________________________________
[Carlota PERURENA RODRIGUEZ]
_____________________________________
[Michael SKOU]
The purpose of this report consists of

finding a solution to maximise the waste
heat recovery in container ships.
Container ships use lots of oil to travel all
over the world, and so a small reduction
of the consumption can be a huge
economical advantage. For this project,
we have to use a so-called organic fluid
because of their properties at low
temperatures.
By making analysis of the results, it has
been highlighted that using an organic
fluid leads to take 2 MW more of energy
from exhaust gas in comparison with the
steam power system.
Copies:
Pages, total:
Appendix:
Supplements:
[6]
[76]
[2]
[CD with EES simulations, matlab mini project, pdf version of the report with
appendices]
By signing this document, each member of the group confirms that all group members have
participated in the project work, and thereby all members are collectively liable for the contents
of the report. Furthermore, all group members confirm that the report does not include
plagiarism.
Group 765
2011-2012 / TEPE
Preface
The project was carried out by Ersan GRLER, Cline LELANDAIS, Carlota PERURENA and Michael SKOU during
the INTRO semester of 2011-2012. It deals with the EMMA MRSK, a container ship which is the largest
container ship in the world and particularly the waste heat recovery on board of the ship which is based on a
Rankine Cycle steam power system. It is the continuity of a previous project called P0 held to have a global
overview of the subject and in order to know better how to work as a group.
This project shows an overview of the container ship business and its role all over the world, the type of engine
used in the EMMA MRSK with an explanation of how it works, the way the waste heat recovery system
works as well as the Organic Rankine Cycle.
The goal of the project is to propose a more efficient solution by using an Organic Rankine Cycle with an
organic fluid as a working fluid instead of Rankine Cycle using water because it has significant advantages at
lower temperatures. The two cycles will be compared in order to select the most relevant one for our specific
case.
To evaluate the efficiency of each system, we have made simulations using the software EES and CEA NASA. All
the installation and the calculations have been implemented in it so we can easily conclude about the results
we would have. There would be a description of the construction of the programming part by explaining each
step.
Through the entire project slight approximations have been done. For example the molar mass of carbon is
taken as 12 kg/kmol instead of 12.0107 kg/kmol. Moreover all the parameters mentioned are given with SI
units except the temperature that is given in Celsius most of the time because it is more relevant in some cases.
This project has been done through the guidance of our supervisor Thomas CONDRA and in collaboration with
Nis Peter REINHOLDT, Alfa Laval.
NB: In paragraphs and pictures, references are noted by a number into brackets. This number refer to
references at the end of the report
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Contents
Preface ............................................................................................................................................................. 3
Contents........................................................................................................................................................... 4
Chapter 1: Introduction ..................................................................................................... 7

Chapter 2: Generality about container vessels ................................................................... 9
1.
Configuration of container ships ............................................................................................................. 9

a)
Definition of container and TEU ........................................................................................................... 9
b)
Container ships characteristics .......................................................................................................... 10
c)
About Emma MRSK dimensions ...................................................................................................... 11
2.
Two stroke diesel engine....................................................................................................................... 12

a)
Internal combustion engines ............................................................................................................. 12
b)
Two stroke crosshead diesel engine .................................................................................................. 14
c)
EMMA MRSK ................................................................................................................................... 15
d)
Fuel Oil ............................................................................................................................................... 15
Chapter 3: Waste heat recovery system........................................................................... 16

1.
Principle of Waste Heat Recovery ......................................................................................................... 16

a)
WHRU : Waste Heat Recovery Unit : basic principle.......................................................................... 16
b)
Heat exchanger in a Waste Heat Recovery Unit ................................................................................ 17
c)
Number of loop .................................................................................................................................. 17
d)
Notion of pinch point temperature difference .................................................................................. 17
2.
Components of a waste heat recovery system ...................................................................................... 19

a)
The Rankine Cycle .............................................................................................................................. 19
b)
The Organic Rankine Cycle ................................................................................................................. 21
c)
Other components ............................................................................................................................. 23
d)
Thermodynamic relations .................................................................................................................. 23
3.
Heat exchanger: general principle ......................................................................................................... 25

a)
General principle of a heat exchanger ............................................................................................... 25
b)
Shell and tube heat exchanger........................................................................................................... 25
c)
Fin heat exchanger ............................................................................................................................. 26
Chapter 4: Specific design of the waste heat recovery system .......................................... 27

1.
Fin Heat exchanger................................................................................................................................ 27

a)
Configuration of the evaporator ........................................................................................................ 27
b)
Notion of velocity in all fin heat exchangers ...................................................................................... 30
2.
Shell and tube heat exchanger .............................................................................................................. 31

a)
Condenser .......................................................................................................................................... 31
b)
Regenerator ....................................................................................................................................... 32
Chapter 5: Simulation with water .................................................................................... 34

1.
Introduction of the simulation .............................................................................................................. 34

a)
EES: Engineering Equation Solver ...................................................................................................... 34
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b)
c)
CEA NASA ........................................................................................................................................... 34

Simulation of the Rankine cycle ......................................................................................................... 35
2.
Assumptions ......................................................................................................................................... 36
a)
Evaporator ......................................................................................................................................... 36
b)
Condenser sea-water ......................................................................................................................... 37
c)
Turbine ............................................................................................................................................... 37
d)
Exhaust gas......................................................................................................................................... 38
3.
Design of heat exchangers .................................................................................................................... 38

a)
b)
Shell and tubes heat exchanger: condenser ...................................................................................... 39
4.
Calculation of flow rates ....................................................................................................................... 39

a)
Flow rate through the pre heater ...................................................................................................... 40
b)
Flow rate through the users ............................................................................................................... 40
c)
Flow rate through the feed pump ...................................................................................................... 40
d)
Flow rate through the recirculation loop ........................................................................................... 40
e)
Flow rate through the evaporator ..................................................................................................... 40
f)
Flow rate through the rest of the cycle .............................................................................................. 41
g)
Flow rate of sea water ....................................................................................................................... 41
5.
Heat transfer coefficients U .................................................................................................................. 41

a)
b)
Shell and tubes heat exchangers calculations (condenser): ............................................................. 44
6.
Pressure losses ...................................................................................................................................... 44

a)
In the super heater and pre heater .................................................................................................... 44
b)
In the evaporator ............................................................................................................................... 46
c)
In the condenser ................................................................................................................................ 47
7.
Results .................................................................................................................................................. 48
a)
Pressure losses ................................................................................................................................... 48
b)
Summary of the heat power .............................................................................................................. 48
Chapter 6: Simulation with organic fluid ......................................................................... 50

1.
Organic fluids ........................................................................................................................................ 50

a)
General comments ............................................................................................................................. 50
b)
Choice of organic fluid for the simulation .......................................................................................... 52
2.
Assumptions ......................................................................................................................................... 53
a)
Isopentane: ........................................................................................................................................ 53
b)
CO2: .................................................................................................................................................... 54
3.
Design of heat exchangers .................................................................................................................... 55

a)
With isopentane as a working fluid.................................................................................................... 55
b)
With CO2 as a working fluid ............................................................................................................... 56
4.
Heat transfer coefficients U .................................................................................................................. 57
5.
Pressure losses ...................................................................................................................................... 57

a)
In the shell and tubes heat exchanger: regenerator .......................................................................... 57
b)
In fin heat exchangers ........................................................................................................................ 58
6.
Results .................................................................................................................................................. 59
a)
Isopentane ......................................................................................................................................... 59
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b)
CO2 ..................................................................................................................................................... 61
Chapter 7: Comparison between water and organic fluid................................................. 63

Chapter 8: Conclusion ..................................................................................................... 66
Appendixes ..................................................................................................................... 67
1.
CEA NASA .............................................................................................................................................. 67

a)
Combustion analysis .......................................................................................................................... 67
b)
Theoretical combustion process ........................................................................................................ 67
c)
Stoichiometric process ....................................................................................................................... 67
d)
Combustion reaction .......................................................................................................................... 68
e)
CEA NASA results ............................................................................................................................... 69
2.
Team work ............................................................................................................................................ 70

a)
Work chronology................................................................................................................................ 70
b)
The group ........................................................................................................................................... 70
c)
Expectations ....................................................................................................................................... 70
3.
Glossary ................................................................................................................................................ 71
4.
References ............................................................................................................................................ 74
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Chapter 1:
Introduction
As fossil fuels are limited sources of energy their prices are subjected to many fluctuations. For instance the
price of oil is notoriously unstable which makes it difficult to predict future prices for this has an impact on the
economy of companies and countries whom are big consumers. This is the reason why they try to reduce as
much as possible their dependence to that form of energy.
Figure 1.1 World crude oil prices [1]
MRSK, who is the world largest shipping company, operates containerships with waste heat recovery systems
on board many which are based on the Rankine Cycle in order to reduce the fuel consumptions of each boat. A
vast amount of products are transported by shipping which use an important part of the worlds oil
consumption. For instance, almost 8000 container ships are in operation all over the world [2].
The waste heat recovery (WHR) system is used on board of large ships, heavier than 10 000 tons, with the aim
of pre heating the oil to the engine immediately before injection. The WHR using a Rankine cycle is used for
ships which have an engine size of 20 or 30MW. In the future, regulations forcing ships to reduce their CO 2
emission and fuel consumption will be implemented [Thomas CONDRA, 2011]. Using an Organic Rankine cycle
that works with a better efficiency at low temperature would be a good solution to reach these expectations
for all containerships.
This project has the goal of making a description of the container ship industry and the engine used on board of
them, explaining waste heat recovery systems and how they function, describing the way the Rankine Cycle,
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the Organic Rankine Cycle works and their differences and how they are used. It finishes with explanations of
the different simulations made.
However the results and conclusion of the project are not based on experiments, the radiation heat losses in
the cycles are not taken into consideration and also soot fouling on the heating surface.
Objectives of the project:
Determine the waste heat energy potential for a specific ship installation and how the waste heat
system is involved energy needs on board.
Simulate a steam power system based on a waste heat recovery
Simulate a corresponding system based on an organic fluid and analyse the advantages
Simulate a supercritical organic Rankine cycle using CO2 at similar temperatures and analyse the
advantages
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Chapter 2:
Generality about container
vessels
1.
Configuration of container ships
The container ships are responsible for transporting cargo in containers standardized and are used to carry all
types of goods around the world.
a) Definition of container and TEU

To define the number of containers that a containership can carry (the capacity of containerships), we use the
TEU or FEU. TEU and FEU determine the dimension of containers to minimize the waste of space:
TEU : twenty-foot equivalent units:
The dimensions of this sort of container are 20'x 8'x 8'6" (6 m x 2,45 m x 2,62 m ). It represents the standardsized of containers, so that we can put them on ships, trains and trucks [3].
FEU : forty-foot equivalent units:
This kind of containers dimensions are 40'x 8'x 8'6" (12 m x 2,45 m x 2,62 m ).
All the containers are placed abreast on deck and in the holds of the container ships [3].
Containers can contain different products, such as clothes, food, car parts, etc. That is why we divide containers
into four types [4]:
dry freight containers

reefer containers (Refrigerating)
flat racks (specific equipment)
open tops (removable roof bows and tarpaulin covers)
Figure 2.1 - dry freight container [5]
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Concerning reefer container, they need an amount of electricity to maintain the temperature inside the
container therefore containership must produce their own electricity to run the refrigeration unit.
Figure 2.2 - open tops container [6]
Figure 2.4 - flat racks [8]
Figure 2.3 - reefer container [7]
b) Container ships characteristics

Containerships velocity depends of their capacity. There are some categories of container ships which are [3]:
Capacity (TEU)
Speed(knots)
< 1 500
1 500 - 2 500
2 500 - 4 000
4 000 - 6 000
> 6 000
9 - 25
18 - 21
20 - 24
23 - 25
24 - 26
Figure 2.1 - flat racks Capacity of containerships in

function of its speed - [9]
The cost of the oil and the constant increase in demand for transport promote the increase of container ship
size. The demand for transport capacity increase by about 7% per year that is why there are more and more
projects to build bigger container ship.
There are some restrictions to the size of container ships. For instance, the Panama and Suez canals imposes a
certain maximum sizes (Panmax and Suezmax).
The Panama canal lock dimensions are 305 m x 33,5 m wide, a largest depth between 12,5 and 13,7m
and measure about 86 km long. This geographical limit has imposed the "Panamax-size vessels". This
passage of containership is very narrow therefore each passage takes 8 hours.
The Suez Canal, in comparison with the Panama canal, does not have lock chamber because of its flat
terrain. As a result the only limit concerns the draft, that is to say the depth below waterline and
height because of the bridge. The canal can carry so called "Suezmax vessels". It represents the
characteristics of vessel which can navigate on the Suez Canal. Lots of investigations had been
necessary to modify this canal so that it can carry more and more big container ships.
Figure 2.6 - Suez canal [11]
Figure 2.5 - Panama's lock chambre [10]
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However, the increase of the demand of container ship has put into question the dimensions of the Panama
Canal. In fact, the build of bigger locks has allowed to larger ships to carry this canal. These new dimensions are
so called "post-Panamax". [3]
c) About Emma MRSK dimensions

Emma MRSK is the largest container ship of the world. It can carry about 11 000 TEU, 1 400 more than any
other ship. This vessel belongs to the MRSK Group. [12]
Characteristics:
Length: 397m
Beam: 56m
Gross: 170 974 bt
Capacity: 11 000 TEU
Power: 80 000 kW
Speed: >25,5 knots
country of origin: Denmark
Figure 2.7 Comparison of boat size [13]
Figure 2.8 Emma MRSK [14]
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2.
Two stroke diesel engine
The majority of ships worldwide uses two-stroke diesel engines as propulsion units. In this kind of engine, the
mechanical work is produced from heavy fuel oil.[15], [16], [17]
Figure 2.9 Top part of two stroke diesel engine [18]
a) Internal combustion engines

Heat engines are machines that uses thermal energy to produce movement. That heat comes from the
combustion of chemical elements, transforming heat energy into kinetic energy, it happens because of the
combustion reaction. Gases from a combustion process push a piston moving inside a cylinder thereby rotating
a crankshaft. [19]
Engines can be characterised into two general categories, two stroke and four stroke.
1) Four-stroke cycle or 4T:
The duty cycle is completed in four phases of two rotations of piston and crankshaft. In these engines, the
renewal of the load is controlled by opening and closing the intake and exhaust valves. [20]
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Figure 2.10 - Four stroke engine [21]
2) Two-stroke cycle or 2T:
The duty cycle is completed in two phases of the piston and crankshaft turn. In the two-stroke engines mixed
fuel and air enter the cylinder through the suction port when the piston is positioned further from the cylinder
head. The first phase is the compression which ultimately ignites the mixture when the piston reaches the end
of the phase. The piston then, moves back during the explosion phase, opening the exhaust port and allowing
the gases leaving the chamber. [22]
Figure 2.11 - Two stroke engine [23]
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b) Two stroke crosshead diesel engine

To know how two stroke crosshead diesel engine works it is important to know how works two stroke diesel
engine and some differences between them.
They are given by the same principle. One of the most important differences is that in two stroke crosshead,
the combustion and the scavenge space are separated by a diaphragm from the crankcase.
There is also a piston rod connected to the crosshead and the piston. It is bolted by the piston passes through
the diaphragm. The diaphragm provides a seal between the two spaces, stopping oil from coming up from the
crankcase into the scavenge space and also prevents air from going into the crankcase from the scavenge
space.
Then the piston rod bolts the crosshead. The top of the connecting rod rotates around the crankshaft.
The engines can be built with very long stroke using the crosshead design engine. It means that the engine can
burn a greater quality of fuel per stroke and develop more power. [24]
Turbocharger:
It is composed of a gas turbine driven by exhaust gases and a compressor which compresses the gases from the
inlet duct, rotating both together by a shaft. While they are rotating, the rotor sucks atmospheric air through a
filter, then it compresses it and finally by a cooler the air goes to the air intake of the engine from where it
enters in the cylinders. [25]
Figure 2.12 - Two-stroke crosshead engine [26]
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c) EMMA MRSK
The four stroke engine normally generates the electric power needed to drive the pumps that are needed for
the engines to operate. Also some ships uses auxiliary generators to generate electric power. Every boat with a
high power engine needs at least two groups of generator installed with auxiliary four stroke engines.
The Emma MRSK is a container ship owned by MRSK Group and built in 2007. It is the largest container ship
in the world. It is powered by a Wrtsil - Sulzer 14RTFLEX96 - C, which currently is the largest diesel unit in the
world, weighing 2 300 tons and with capacity of 109 000 horsepower (82 MW) at 102 rotation per minute
approximately. It also has five Caterpillar 8M32 auxiliary engines, each capable of generating 5,966 kW, which
are four stroke engines. [27], [28]. The role of the auxiliary engines is to generate the electric power to run the
various pumps, hydraulic units, ventilation, etc. on board the ship.
Figure 2.13 EMMA MRSK [42]
d) Fuel Oil
In order to generate power in the engine, fuel oil which is a liquid petroleum product is used in a boiler or
furnace. In this project, we are going to refer only to the heaviest commercial fuel that can be obtained from
crude oil which is heavier than gasoline and naphtha.
Depending on the different viscosity, boiling point, carbon chain length etc. we can find specifications for six
grades of fuel oil. The heaviest one that is used for these kinds of ships is called bunker fuel. It is technically any
type of fuel oil used aboard ships.
In the maritime field there is another classification used for fuel Oil:
We have focused on Heavy Fuel Oil (HFO) that is pure or nearly pure residual oil. The centistokes is the unit
that is used to measure kinematic viscosity which is equals to:
*Centistokes = 10 m/s (Unit for kinematic viscosity)
HFO is the leftover of the crude oil after gasoline and the distillate fuel oils are extracted through distillation. It
is difficult to specify the exact composition of HFO. [29], [30], [31], [32]
So a composition of C1 H1,53 O0,02 S0.01 has a LCV (Lower Combustion Value) of 40.2 MJ/kg has been used
[Thomas CONDRA, 2011]. But in the calculations the LCV of 40.49 has been used. [33]
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Chapter 3:
Waste heat recovery system
1.
Principle of Waste Heat Recovery
a) WHRU : Waste Heat Recovery Unit : basic principle

Even if the efficiency of two-stroke diesel engines has been improved, the optimization of the system can still
be improved because the rest after the combustion has still a huge heat capacity. The exhaust gas, which is
leaving the container ships motor at around 300C is a potential heat source. That's why, by using a boiler, this
amount of energy is used to generate steam. This steam can drive a steam turbine and so, with a generator,
produce electricity on board. This principle is called waste heat recovery unit and allows to pre heat the fuel
before the combustion and reduce the greenhouse emission (by 7-14% of CO2, NOx or SOx depending of the
installation [34]).
Figure 3.1 - Scheme of a Waste Heat Recovery Unit
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b) Heat exchanger in a Waste Heat Recovery Unit

In a waste heat recovery unit, many heat exchangers are used, for different utilization:
Condenser : To transform the vapour form of the fluid into liquid form with saturation conditions
Evaporator, or boiler: To take the energy from the exhaust gas in order to evaporate the fluid
Super heater: To take the energy from the exhaust gas in order to super heat the fluid and be sure
that we will just have vapour form in the turbine
Pre heater: To take the energy from the exhaust gas in order to pre heat the fluid until the saturation
temperature (with pressure known)
Regenerator: To have a saturated fluid before the condenser
c) Number of loop
Figure 3.2 - One loop cycle
Figure 3.3 - Two loop cycle
A heat recovery system can be composed of one loop or more (primary or secondary). With a one loop system,
the main disadvantage is when the fluid is in contact with the hot source (here it is exhaust gas). Soot may
accumulate and ignite on the heating surface fins and may cause the tubes to burst. Moreover if the fluid is
flammable it can react with exhaust gas and create an explosion. That is why the aim of the project is to try to
find a non- flammable organic fluid rather than water which is less efficient in a one loop system.
However, creating a second loop can allow the system to use flammable organic fluid in the second loop. With
this two loop recovery system, there is more choice of fluids (the first fluid has not to be flammable but the
second one can be), but the efficiency of the system is decreasing.
Firstly there are more components, so it is more expensive. Moreover with two loops, the temperature in the
second loop will be lower than in the first loop, that is to say that in the second loop there will be less exergy.
The exergy represents the maximum useful work that can give the fluid, and it is related with the enthalpy, the
entropy and the temperature. So in this project, only the one loop system will be treated.
d) Notion of pinch point temperature difference

The notion of pinch point is very important concerning the design of a heat exchanger. It represents a minimum
temperature difference between the cold fluid and the hot fluid when there is a phase change. The pinch point
temperature is always between 3 and 10K [Nis Peter REINHOLDT and Thomas CONDRA, 2011]. The smaller the
pinch point, the bigger will be the surface area. It means that there will be more rate of heat transferred, but
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also the more expensive will be the heat exchanger. That is why the pinch point is a parameter to take into
account in all heat exchangers in order to optimize them.
Pinch point
temperaure
Figure 3.4: Relation between pinch point, price and heating surface [35]
For the boiler, the pinch point corresponds to the difference of temperature between the outlet of exhaust gas
in the boiler and the saturation temperature of the fluid inside tubes.
Figure 3.5: Temperature representation for the evaporator
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2.
Components of a waste heat recovery

system
a) The Rankine Cycle

Steam power plants are used to make heat energy into mechanical energy which then may be turned into
electrical energy or work.
A steam power plant consists of a pump, a boiler, a turbine and a condenser.
Figure 3.6 - Steam power plant [36]

1) Feed pump
This pump is here to maintain the flow over the circuit and gives direction to the flow. It is also here to increase
the pressure of the fluid that will be at the inlet of the Pre heater.
The pump pumps water from low pressure to high pressure this does not require much energy since the water
is in its liquid form. The process is essentially isentropic which means that it is a reversible adiabatic process i.e.
there is no energy loss to the surroundings.
Eq. 3.1:
Where:
: Power of the pump put into the fluid (W)
: Mass flow rate (kg/s)
: Pressure difference (Pa)
3
: Density of the fluid (kg/m )

: Enthalpy difference (J/kg)
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2) Pre heater
It is in the cycle in order to heat the water until it reaches the temperature of evaporation.
3) Evaporator
It is used to evaporate the water at the constant temperature. Two fluids enter the device in order to have an
exchange of energy. Part of the heat of the hot fluid (exhaust gas in this case) is transferred to the cold one
(water) to evaporate it.
The high pressure liquid then enters the evaporator which evaporates water under saturated condition. The
process is isobaric which means that the pressure in the boiler is constant. This process takes requires much
energy since the evaporation heat of water is approximately 2000 kJ/kg.
Eq. 3.2:
Where:
: Specific heat capacity of the fluid (J/K.kg)
: Temperature difference (K)
r: Evaporation heat (J/kg)
: Rate of heat transferred (W)
4) Super heater
Its function is to superheat the water in vapour phase in order to maximize the efficiency of the cycle. The
hotter is the water the more mechanical energy it can produce.
The super heated dry vapour then goes through the turbine where it expands thereby decreasing the
temperature and the pressure of the steam some condensation may occur. This process is adiabatic so there is
no energy loss from the turbine there is a slight loss of energy in the turbine though, this is due to the
isentropic efficiency of the turbine. The loss of energy in the turbine is represented as an increase in entropy. It
is the turbine that turns the heat energy from the boiler into mechanical energy.
Eq. 3.3:
Eq. 3.4:
Where:
: Isentropic efficiency of the turbine
: Enthalpy at point 2 if it's isentropic (J/kg)
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5) Condenser
Two fluids enter the device. The hot one (water in this case) is at the condensation temperature but still in a
vapour phase. The heat contained in the water is transferred to the cold fluid (sea water). In the outlet of the
condenser the hot fluid has go out in a liquid form at constant temperature.
Eq. 3.5:
The steam goes through the condenser where it condenses back to its liquid form water giving off the rest of
the heat and evaporation heat to the condenser thereby returning it to the state it was in just before it entered
the pump. This process is isobaric.
Figure 3.7 - Rankine Cycle [37]
b) The Organic Rankine Cycle (ORC)

Organic Rankine Cycle plants more or less work in the same way as the steam power plants but instead of
water an organic fluid is used. This makes it easier to work at lower temperatures which makes the ORC-plant
ideal for waste heat recovery.
The Organic Rankine Cycle consists of a pump, a regenerator, a boiler (or another heat source e.g. a heat
exchanger), a turbine or a screw expander and a condenser.
Figure 3.8 - ORC power plant [38]

As with the steam power plant the working fluid is pumped from low pressure to high pressure by the pump.
The process is still an isentropic pressure increase on a liquid.
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The working fluid then goes through the heat exchanger which preheats it. This is an isobaric process on a
liquid.
Then the working fluid enters the boiler or heat exchanger e.g. a bank of tubes. The boiler or heat exchangers
heats, evaporates and super heats the working fluid. Just as it is the case in the steam power plant where the
water goes from liquid form to steam form which is then super heated in an isobaric process.
The working fluid then enters the turbine or the screw expander where it is irreversible expanded so that the
vapour's temperature and pressure fall turning heat energy into mechanical energy by turning the turbine or
compressor.
The vapour then goes into the heat exchanger (the regenerator) where the vapour is cooled in an isobaric
process thereby preheating the liquid that has just come out of the pump.
Lastly the vapour is cooled in the condenser at constant pressure i.e. an isobaric process thereby taking the rest
heat out of the working and turning the vapour into liquid returning it to its beginning state.
Figure 3.9 - Organic Rankine cycle [39]

As mentioned earlier ORC may be better suited for waste heat recovery because it utilizes liquids that are very
different from water. By comparing ammonia to water it will be obvious why ammonia is usable at lower
temperatures and thereby why ORC may be better at recovering waste heat from exhaust gasses.
Table 3.1 Characteristics of fluids [40]
Evaporation heat r (kJ/kg) (at 1,01325 bar)

Critical temperature [C]
Critical pressure [bar]
Boiling point [C] (at 1,01325 [bar])
Melting point [C] (at 1,01325 [bar])
Specific heat capacity (kJ/kg.K) (at 0.1 [C])
Ammonia NH3
1369
132,3
112,8
-33,4
-77,9
2,055
Water H2O
2257
374,15
221,2
100
0
4,218
These figures change with the change in temperature and or pressure and the evaporation process occurs at
high pressure which increases the temperature for the boiling point this also changes the evaporation heat.
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c) Other components
1) Evaporator circulation pump
It is here to increase the speed of the fluid within the evaporator little circuit which is in the main circuit. The
evaporator circulation pumps main task is to overcome the pressure loss in the evaporator so that the fluid is
at evaporation pressure as it leaves the evaporator.
2) Users
It denotes the fluid taken from the cycle to pre heat the fuel in order to treat it before combustion but also the
heat uses on board of the ship.
3) Hot well
It is a tank containing the water coming from different sources (in this case the condenser and the users).
4) Steam drum
It is a container that separates the steam from the liquid water because the evaporation is not total. The steam
is sent in the main circuit and the users and the liquid part is injected in the evaporation circuit.
5) Turbine
A turbine is device that uses the energy of a fluid in order to turn a shaft and produce a torque. It is used to
convert the speed and the enthalpy of a fluid in a mechanical energy.
d) Thermodynamic relations
In order to determine the amount of energy exchanged in a heat exchanger the following relation is used:
Eq. 3.6:
Where:
: Heat power
: Mass flow rate of fluid
: Enthalpy at point n
By knowing the amount of energy transferred at each heat exchanger, it is possible to determine their surface
areas by using:
Eq. 3.7:
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Where:
: Heat power
U: Heat exchange coefficient
A: Heat Exchanger Surface
: Logarithmic Mean Temperature Difference (LMTD)
The Logarithmic Mean Temperature Difference is calculated as in the following example:
We take in consideration the temperature of the flue gas and the temperature of the cooling fluid. Lets
assume that the left side of the heat exchanger is marked as L and the right side as R.
Eq. 3.8:
Texhaust gas L
Tcold L
Texhaust gas R
Tcold R
Figure 3.10 - Diagram representing the fluids in the LMTD

Moreover, by knowing the heat exchanged, we can determine the temperature of the exhaust gas through
each heat exchanger. We will calculate it by using this relation:
Eq. 3.9:
This calculation is not possible for a phase change.
Where:
: Temperature of the exhaust gas at point n
: Mass flow rate of the cooling fluid
: Specific heat capacity of the cooling fluid
: Difference in temperature of the cooling fluid
: Mass flow rate of the exhaust gas
: Specific heat capacity of the exhaust gas
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3.
Heat exchanger: general principle
a) General principle of a heat exchanger

A heat exchanger is a system where there is a cold fluid and a hot fluid. The aim of it is to create a heat transfer
between these two fluids. In order to do that fluids are separated on each side of the heat exchanger and the
heat transfer occurs in the surface area between these two fluids. That is to say, the surface area is very
important in a heat exchanger as the heat transfer coefficient. Moreover, the higher gradient of temperature
between these two fluids, the higher rate of heat will be transferred.
There are several layouts for heat exchangers and the choice depends on the type of the fluid in the tubes, the
use of the exchanger (cooler or heater), the space that is available to get a better output the contact surface
has to be as big as possible [41], as well as the pressure difference of the two fluids.
Now let's focus on specific heat exchanger used on Emma MRSK.
b) Shell and tube heat exchanger

The shell and tube heat exchanger is the most basic heat exchanger used in industries. Besides, it allows a good
ratio between the rate of heat transferred and the area, volume and weight. Moreover, it is easy to construct.
The principle components of this kind of heat exchanger are tubes, shell and baffles. Heat exchange occurs
between a fluid flowing inside tubes and with another fluid flowing outside of tubes.
Figure 3.11 - Schematic of a shell and tube heat exchanger - [43]

The shell is the container of all tubes and fluid. It has normally a circular cross section and it has nozzles at the
inlet and the outlet to allow fluid to flow inside. In some shell and tube heat exchangers, there can be a multi
number of passes. The number of passes is referring to the number of time where the fluid is crossing the
length of the shell.
Baffles have two main goals: support the tubes and guide the fluid in order to increase its velocity and thus
heat transfer coefficient. [44]
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c) Fin heat exchanger

A fin heat exchanger refers to a specific heat exchanger where the cooling fluid, the exhaust gas is flowing
across plate fins and the heating fluid (the water or the organic fluid) is flowing tube.
Transfer between these two fluids occurs by convection between fluid and tube wall, and conduction through
the tubes. Moreover, the heat transfer coefficient is higher for liquid than for gas, so in order to balance the
thermal conductance and for the same product UA, it is important to increase the area A of the gas side by
using fins.
Eq. 3.10:
Where:
: Rate of heat transferred (W)
: Heat transfer coefficient (W/m.K)
: Surface area considered (m)
: Logarithmic mean temperature difference LMTD (K)
There are different kinds of fin heat exchangers, but in our case, we use tubes because the water or the organic
fluid has a quite high pressure [45]. Fins are built as metallic layers, very thin to increase the efficiency of the
heat exchanger.
Figure 3.12 - Schematic of a fin heat exchanger [45]
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Chapter 4:
Specific design of the waste
heat recovery system
After the meeting with Alfa Laval Aalborg Industries more information about the different type of engines
used by the company helped for the calculations have been given. For instance, the pre heater, the evaporator
and the super heater have been seen as fin heat exchangers and the condenser is a shell and tube heat
exchanger.
1.
Fin Heat exchanger
a) Configuration of the evaporator

The evaporator is composed by a fin heat exchanger and the fins are outside the tubes to be more efficient.
Besides, fins are always in the side of tubes where the heat transfer coefficient is lower. The part referring to
the calculation of the inner and outer heat transfer coefficient is in Chap 5.5.a.
In order to obtain the number of fins in the evaporator and find the crossing area of the heat exchanger, some
assumptions must be made.
1) Organization inside the heat exchanger
First, the entire dimensions of the evaporator and the fins'characteristics which are theoretically known to
begin the calculation. These dimensions are the initial values to start the simulation.
=4,5m,
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27
Figure 4.1 - Characteristics of the fins

Table 4.1 - Dimensions of the fins
Din (mm)
Dwall-pipe (mm)
e (mm)
ST (mm)
SL (mm)
Lfin (mm)
Hfin (mm)
30
16
75
78
70
140
The dimensions of fins and tubes are now known, so some assumptions has to made as regards the
organization inside the fin heat exchanger, which are:
Figure 4.2 Dimensional data of the fin heat exchanger
Where:
: The length between 2 fins in the length and height directions (m)
: The length between fins and evaporator's wall (m)
: Distance between 2 fins in the wide direction (m)
: The thickness of fins (m)
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Table 4.2 Dimensional data of the fin heat exchanger
5 mm
5 mm
15 mm
2 mm
The thicker the fins are the more efficient they will be but the temperature difference between the fin tip and
the exterior fluid will also be larger. This is relevant until an optimum value of the thickness which is around
2mm [Thomas CONDRA, 2011].
It is assumed that the fluid (water of organic fluid) will arrive at the top of the evaporator, in the first horizontal
range of tubes (in the wide direction) and will go out at the last horizontal range of tubes (also in the wide
direction).
With all these parameters, the entire constitution of the evaporator can be found:
Number of parallel fins in the length direction:
There are
=263 fins in parallel, found by using the formula below:

Eq. 4.1:
Number of tubes in the wide direction:
We have put
=80 pipes in the wide direction (as you can see in the figure), using the formula:
Eq. 4.2:
Number of tubes in the height direction:
We can put
=36 pipes in the height direction in the evaporator, because for each fin we have 2
pipes. Calculations done are:

Eq. 4.3:
Eq. 4.4:
Moreover, it is assumed that there are a certain number of parallel tubes Nparallel as it is mentioned in the
Figure4.3 :
In blue is the inlet of the fluid and in red the outlet of the fluid. It
means that the Nparallel are linked and are doing crossing the same
number of bends and crossing the same number of time the length
and the wide of the heat exchanger.
Figure 4.3: Representation of number of tube in parallel
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2) Surface area of the heat exchanger
All these dimensions allow the calculation of the heat transfer coefficient of the evaporator
(for water
Chap. 5.5.b and for organic fluid Chap. 6.4) and so, with the rate of the heat transferred, it is possible to
determine the surface area
.
With the surface area Aevap, we can determine the optimize size of all fin heat exchangers in order to have
pressure losses inside between 1 and 2 bars [Thomas CONDRA, 2011].
b) Notion of velocity in all fin heat exchangers

The velocity's notion in fin heat exchanger is particular. Besides, the velocity at the inlet of fins is not taken into
account, but the velocity between the pipes, where the velocity is the highest. That is why to calculate the
velocity within the fins, it is important to know how the tubes are organized. Here is a schematic (Fig. 4.4) that
describes the arrangement.
Vout
Vout
Figure 4.4 - Aligned tube arrangement [46]
The tubes are aligned in the pre heater, evaporator and super heater. The speed of the exhaust gas that goes
through the tubes is the one that we are interested in. It is the speed of the exhaust at the surface of each tube
where the exchange of heat with the other fluid is done. It will be called V out but it is dependent of the velocity
V in the whole fin. There is:
Eq. 4.5:
Where:
VOut: Velocity of exhaust gas at the surface of the pipe (m/s)
ST: Distance between the pipes (m)
Din: Inner diameter (m)
e: Thickness of the pipes (m)
V exhaust gas: Speed of exhaust gas in the fin in upstream of the tubes (m/s)
The velocity of the exhaust gas in the fin is determined by the same way as the velocity in pipes (with the mass
flow rate) although the cross section area would be different in that case:
Eq. 4.6:
The velocity values depends on the type of the fluid. The results are in the corresponding part Chap. 5.5.a.
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2.
Shell and tube heat exchanger
a) Condenser
First the vapour (water or organic fluid) is assumed to be in the shell and the sea water in tubes, in order to be
more efficient. Moreover, the condenser is a shell and tube heat exchanger without baffles, with one pass and
with fluids going at counter flow.
The counter flow allows the heat exchanger to be more efficient. Besides, the hot fluid (water or organic fluid
at vapour form) will exchange energy from its inlet with the warmer sea water temperature at its outlet. So
with the same heat transfer coefficient U, the surface area will be smaller than for a parallel flow [47]. That is
why a counter flow condenser is the more efficient.
As regards the tube, dimensions taken are:
Where:
Figure 4.5 - Diameter of tube

in the condenser
It is a well known fact that the longer is the heat exchanger, the more will be the price to build it, that is why it
is important to find the minimum length to have enough rate of heat transferred.
The reasoning, step by step to find the good compromise between the length of the condenser and the number
of tube is as follow:
Calculate
Calculate the rate of heat transferred
by
with Eq. 4.8:

Where:
: Rate of heat transferred in the condenser (W)
: Mass flow rate of the fluid in the condenser (kg/s)
: Latent heat of condensing (J/kg)
By making some assumptions, determine the number of tubes Ntube,cond and the shell diameter Dshell,cond
Calculate the heat transfer coefficient Ucond
Determine the surface area of the condenser Acond by
Eq. 4.9:
Find the length of the condenser Lcond,cond by
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Eq. 4.10:
Where:
: Length of the condenser (m)
Adjust the length of the condenser in order to be a basic length for condenser (round
number)
Adjust the number of tubes
and Dshell,cond
Let's determine the shell diameter:

as follow:
to a whole
. Doing that the organisation of tubes inside the shell is needed,
Figure 4.6 - Tube organization in the shell of the condenser
In one square with an area of

So for
there are
, there are
tubes.
small squares.
Moreover, it's assumed the shell's diameter corresponds to the diagonal of the big square (all the square
putting together). But, the big square is composed of
x
small squares, so the
formula is:
Eq. 4.11:
Where all the values are in meter.
The first assumption will be to have a condenser composed of 3 000 tubes [Thomas CONDRA, 2011], so:
At the end of this calculation, EES gives a value of the surface area
. For this value, there will be the
length of the condenser Lcond and so, in order to have a whole number for L cond, it has led to a final number of
tubes
and so a final shell diameter
.
b) Regenerator
The regenerator is also a shell and tubes heat exchanger. The same assumptions have been taken from the
condenser as regards which fluid is flowing inside and outside tubes, and also concerning baffles and number of
passes.
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In the same way than for the condenser, steps are needed to find the length of the regenerator. But here the
length was too huge, so shell and tubes heat exchangers have been put in series to create the regenerator.
Besides, create a heat exchanger with non standard length is expensive so it is better to put in series some heat
exchangers with common lengths rather than build a heat exchanger with a very big length.
Reasoning steps are:
Calculate
Calculate the rate of heat transferred
by
Eq. 4.12:
Where:
: Rate of heat transferred in the regenerator (W)
: Mass flow rate of the fluid in the regenerator (kg/s)
: Enthalpy at the outlet of the turbine, before the regenerator (J/kg)
: Enthalpy of the saturation point, at the temperature and pressure
considered for the regenerator (J/kg)
Determine the number of tubes Ntube,reg and the shell diameter Dshell,reg, making some assumptions
For the regenerator, the same organization of tubes on the shell has been taken, so the equation which gives a
relation between the shell diameter and the number of tube is also used for the regenerator.
The only difference with the condenser is the diameters:
Figure 4.7 - Diameter of tube

in the regenerator
Calculate the heat transfer coefficient Ureg

Determine the surface area of the condenser Areg by
Eq. 4.13:
Find the length of the condenser Lreg by

Eq. 4.14:
Where:
: Length of the regenerator (m)
Adjust the length of the regenerator in order to be a basic length for shell and tubes heat exchanger
(round
to a whole number and for having a whole number of heat exchanger to put in series)
Adjust the number of tubes
and Dshell,reg.
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Chapter 5:
Simulation with water
1.
Introduction of the simulation
a) EES: Engineering Equation Solver

EES (Engineering Equation Solver) is a program that can solve different equation of coupled non-linear
algebraic and differential equations. It is also used to solve other problems as differential and integral
equations, does optimization provide uncertainly analyses, perform linear and non-linear regression, convert
units, check unit consistency and generate publication-quality plots. [48]
One of the most important feature of this program is the high accuracy thermodynamic and transport property
database.
As we mentioned previously, EES can solve by iterating some equation. But EES needs some fixed values to
start the iterations. With all equations, the software can determine fictive value and continue on the iteration
to have the best values.
In this way, EES calculates all the results needed (power of heat exchanged, temperatures, etc...).
The first step is to assume some values, such as water temperatures, mass flow rates, and so on in all the
points. Before that, we do the calculation of the power collected in heat exchangers and after that we take into
account the amount of electricity generated by the turbine. Finally, we will confirm or ignore our assumptions
in order to be more precise.
b) CEA NASA
CEA NASA program means Chemical Equilibrium Applications can calculate the chemical equilibrium
compositions and properties of complex mixtures. The applications include assigned thermodynamic states.
It calculates the concentration of chemical product in balance from any set of reactants. And it also determines
the thermodynamic properties as we have mentioned before.
The estimation of the composition of matter has been made through software, using pressure, temperature,
and the empirical formula of the fuel composition.
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It is used to our project to find a precise value of the specific heat capacity which would be required for the use
of EES.
The detail of the calculation can be found in the Appendix number 1.
Finally the specific heat capacity is determined as:
Eq. 5.1: Cp exhaust gas = 1.0686 kJ/kg.K at 280C considered constant from 280 to 130C [CEA NASA]
c) Simulation of the Rankine cycle

In order to construct the diagram all data possessed have to be stated on EES. All the temperatures throughout
the water cycle are known as well as the pressure in some point of the cycle. The unknown pressures have
been determined by knowing the temperatures and using Temperature-Entropy diagram.
Figure 5.1 - Installation schematic
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These datas can be found in the following table (Table 5.1):

Table 5.1 - Parameters at each point of the installation
Point
Temperature (C)
Pressure (kPa)
1
2
3
4
5
6
7
8
9
10
120
170
170
170
170
170
260
35
35
60
800
800
800
800
800
800
800
5.6
5.6
In order to summurise, here is a representation of the temperature variation in the fin heat exchanger and the
pinch point that is involved.
Figure 5.2 Temperature variation through the fin heat exchanger and pinch point
2.
Assumptions
To begin the simulation some assumptions have been taken into consideration. Then the values are adapted in
order to be more precise.
The cycle will be considered as in a closed loop, all the components (pump, turbine, heat exchangers, and
reservoirs) of our cycle are adiabatic, so the cycle does not suffer from heat losses.
a) Evaporator
In the evaporator the mass flow rate is considered to be approximately 5 times faster than the flow rate of the
feed pump in order to evaporate enough cooling fluid as the evaporation is not total. This implies that in one
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loop from steam drum back to steam drum, there is only 20% of the fluids that evaporates [Thomas CONDRA,
2011].
b) Condenser sea-water
The temperature at the condenser is defined by the temperature of the sea water used to condensate the
water. The temperature of the sea water at the inlet is set at 10C which is an estimation of the mean
temperature of the sea water where EMMA MRSK sails. The temperature of sea water at the outlet of the
condenser is estimated to be at 30C. The pinch point which is the difference in temperature between the
water and the sea water temperature is set as to be 5K. This value is often used in this case in the industrial
sector. If we select a bigger pinch point the flow rate of the sea water would be too important. This is how the
temperature of the water at the condenser would be 35C.
Figure 5.3 - Temperature variation of the fluids in the condenser and pinch point
In order to determine the properties needed for the seawater, we first have to deal with the salinity: in most
case it is taken at 35g/kg [49].
Then, the needed properties are:
Eq. 5.2:
Eq. 5.3:
Eq. 5.4:
All these values are taken at the mean temperature of the seawater (20C) [50]
c) Turbine
The turbine will be considered with an isentropic efficiency of
= 92%. [51]
The Rankine cycle can cause problems to the turbine as during the expansion in the turbine the temperature
decreases and the condensation can occur within the turbine. This leads to the creation of water drops in the
turbine which can seriously damage the blades of the turbine [52].
In order to avoid that phenomenon multi stage turbine with reheat is used and the cycle is modified so that it
never reaches the saturation curve in the turbine part (Figure 5.4). The multi staged turbine with reheat is
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actually a several little turbines coupled with super heaters. One of the main advantages of doing an Organic
Rankine Cycle is the fact that we will have a one stage turbine rather than a multistage turbine for water [52].
In our case, in order to make easier the simulation we have used a one stage turbine for both cycles.
Figure 5.4 - Rankine cycle using a multi stage turbine with reheat [53]
Furthermore, the simulation will not take into consideration the alternator which is required to produce
electricity with the power transmitted through the turbine.
d) Exhaust gas
The temperature of exhaust gases that are entering the heat exchanger is at 280C. [Thomas CONDRA, 2011]
3.
Design of heat exchangers
a) Fin heat exchanger

Using the theoretical part in Chap. 4.1.a the final values of the dimensions of the evaporator (for the water)
are:
Table 5.2 - Sum up of final dimensions of the evaporator
4.5
4.5
280
60
28
As regards the super heater and the pre heater (with the water), only the high will vary from the evaporator.
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Table 5.3 - Sum up of final dimensions of the pre heater and super heater (for water as a working fluid)
0.2
0.5
0.5
14
b) Shell and tubes heat exchanger: condenser

Using the steps in the theoretical part Chap. 4.2.a at the end for the water the final values for the design of the
condenser are:
Table 5.4 - Sum up of final values to design the condenser (for water)
3076
1.2
Moreover all the heat exchangers are made of steel as it is one of the conclusions shown in the Matlab Miniproject (in the CD).
4.
Calculation of flow rates
The fuel flow rate is also an important data to get in order to determine the flue gas flow rate that will be used
to calculate the quantity of energy transferred by the exhaust gases.
It has already been stated that the power produced by the motor of the ship is 82 MW. To produce such power
twice of that amount has to be provided by the fuel, 164 MW. By dividing that value with the energy
transported by one kilo of fuel we finally get the fuel mass flow rate:
Eq. 5.5:
In order to find the flue gas flow rate the following equation is used:
Eq. 5.6:
Where:
= 13.47 [CEA NASA]
(Air excess ratio) = 2.8 [Thomas CONDRA, 2011]
So the exhaust gas flow rate is equal to 166.70 kg/s.
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The stoichiometric coefficient corresponds to the quantity of exhaust produced for 1kg of fuel has been found
by using CEA NASA.
By knowing these flow rates, all the flow rates at each point of the cycle can be determined using
thermodynamic relations.
a) Flow rate through the pre heater

The flow rate going through the pre heater is called
and it is determined using the following relation
in EES. It is in point 2 in the cycle.
Eq. 5.7:
Where:
: Heat rate transferred (W)
: Difference in enthalpy between the inlet and the outlet of the pre heater (J/kg)
Finally:
Eq. 5.8:
b) Flow rate through the users

Then the flow rate of the users has to be set. It denotes the amount of hot fluid necessary to mostly pre heat
the fuel in order to treat it and to all the heat uses on board of the ship for example cooking or simply heating
rooms. The blue line in the cycle.
Eq. 5.9:
c) Flow rate through the feed pump

The flow rate that goes through the feed pump is adjusted according to all the other parameters, point 1 in the
cycle:
Eq. 5.10:
d) Flow rate through the recirculation loop

The recirculation loop is necessary to use part of the hot water going out of the pre heater in order to have the
right temperature at the inlet of the pre heater, red line in the cycle. The recirculation mass flow rate is also set
according to the inlet temperature of the pre heater by using the following function.
Eq. 5.11:
e) Flow rate through the evaporator

The flow rate in the evaporator (point 4 and 5) is known as to be:
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Eq. 5.12:
f) Flow rate through the rest of the cycle

The flow rate that goes through the rest of the component (super heater, turbine, and condenser) is noted as
, it refers to the points 6, 7, 8, 9 of the cycle and is calculated as to be:
Eq. 5.13:
g) Flow rate of sea water

The last flow rate is the one of the sea water that goes through the condenser. It is calculated using the data in
the assumptions and the following relation:
Eq. 5.14:
5.
Heat transfer coefficients U
As seen in Chap. 4.1, the fins of fin heat exchangers are placed inside or outside the pipes. This depends on the
value of the heat transfer coefficient of each side and more precisely on the value of the convective heat
transfer coefficient. The fins are located on the side where these values are the lowest. In our case the outside
heat transfer coefficient is the smallest so the detail of the calculation will be only for this parameter. The
thermal conductivity of each heat exchanger can be determined by EES at each operating temperatures .
Table 5.5 - Thermal conductivity of the material composing the heat exchanger [EES]
k (W/m.K)
Condenser
Evaporator
Super Heater
Pre Heater
60.48
53.66
51.51
55.56
a) Fin heat exchanger
For fin heat exchanger:

Eq. 5.15:
[46]
Where:
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: Heat transfer coefficient (W/m.K)

hin: Inner convective heat transfer coefficient (W/m.K)
hout: Outside convective heat transfer coefficient (W/m.K)
k: Thermal conductivity of the material composing the heat exchanger (W/m.K)
Ain: Inner surface area of the tube (m)
Aout: Outside surface area of the tube and fins (m)
The outside convective heat transfer coefficient being the most important term in the heat transfer
coefficients formula can roughly be found using the following relation:
Eq. 5.16:
In order to be more precise, the inside and outside convective heat transfer coefficients (hin and hout) are
determined using this expression that defines the Nusselt number:
Eq. 5.17:
Where:
Nu: Nusselt number
Lk: Characteristic length of the pipe, in our case the diameter (m)
kf: Thermal conductivity of the fluid (W/m.K)
The Nusselt number has to be calculated. But we know that it is a function of the Reynolds number and the
Prandtl number which is calculated directly by EES for the last one.
Eq. 5.18:
&
Eq. 5.19:
Where:
3
Density of the fluid (kg/m )

cp: Specific heat capacity of the fluid (J/kg.K)
: Velocity of the fluid (m/s)
Dynamic viscosity (kg/m.s)
The Colburn correlation can be used in order to determine the Nusselt number. To be able to use it, some
requirements are necessitated.
Colburn correlation
Eq. 5.20:
[51]
After these data have been added into the program the next step would be to enter all the thermodynamic
equations that will lead to the other parameters that are missing for now.
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Table 5.6: Outside and inside speed of the pipes in the heat exchangers of the exhaust part of the system
Pre heater
Evaporator
Super heater
Vin (m/s)
0.486
0.49
17.06
Vout (m/s)
16
19.45
19.74
All the parameters appearing into the following tables are needed to determine the inside and outside
convective heat transfer coefficient. The in values refer to the inside of the tubes and the out values to the
outside of the tubes.
Table 5.7: Parameters leading to the calculation of the outside heat transfer coefficient
3
[kg/m ]
[kg/m ]
Rein
Reout
Prin
Prout
in
Pre Heater
920.8
1.044
71401
19446
1.209
0.6984
Evaporator
895.6
0.9148
199690
17688
1.041
0.6986
Super Heater
10.93
0.8247
343213
16443
1.151
0.7005
[kg/m.s]
out
[kg/m.s]
The results of the convective heat transfer coefficient and the thermal conductivity for each fin heat exchanger
allow the calculation of the heat transfer coefficient located in the last column of the Table 5.5.
Table 5.8: Parameters leading to the calculation of the outside heat transfer coefficient
Nuin
Nuout
hin [W/m.K]
hout [W/m.K]
kin [W/m.K]
kout [W/m.K]
Uout [W/m.K]
Pre Heater
297.2
73.28
6626
69.59
0.6688
0.03609
60.73
Evaporator
218.5
68
4826
71.27
0.6627
0.03983
63.97
1021
64.26
1467
72.69
0.04308
0.04298
45.49
Super
Heater
Moreover the inner heat transfer coefficient can be calculated using the same type of relation than Eq. 5.15
but more adapted to that parameter:
Eq. 5.21:
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Table 5.9: Inner heat transfer coefficient of the fin heat exchangers
Pre Heater
Evaporator
Super heater
560.8
359.8
438
Uin [W/m.K]
b) Shell and tubes heat exchangers calculations (condenser):

For shell and tube heat exchanger (in this simulation it is only the condenser):
Eq. 5.22:
[46]
Concerning the condenser the only parameter that depends on the fluid is h out. Here all steps to determine hout
can be found to finally get the heat transfer coefficient of the condenser.
In the same way as for
Chap. 5.4.a, we find
4653 W/m.K
Moreover, there are two phases in this part of the condenser, so the same correlation as in the previous step
cannot be applied. The correct correlation will be [46]:
Eq. 5.23:
Where:
=35C is given by [EES] at P=pressure (point 8)
[EES]
at the end
=3934 W/m.K
Finally, we found Uout=1683 W/m.K

This value is in the good scale (1 000<U<6 000 W/m.K for steam condenser, with water in tubes) [46].
Moreover, we know that the speed inside tube must be between 0,5 and 1,5 [Thomas CONDRA, 2011], and we
found
=1,17m/s
6.
Pressure losses
a) In the super heater and pre heater
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In order to be more precise, head losses have to be taken into account. Besides, there are pressure losses in
the super heater and the pre heater because of the pipes and bends.
The most common formula to determine pressure losses is:
Eq. 5.24:
This formula takes into account minor pressure losses due to pipe bends (K) and major pressure losses due to
viscous effect in straight pipes (f).
Where:
: Pressure losses (Pa)
: Density (kg/ )
V: velocity (m/s)
: Hydraulic diameter (m)
L: pipe's length (m)

K: the loss coefficient
f: friction factor f=f(Re, )
The flow rate and the pipe's diameter are the only parameters known, so the velocity V can be calculated with
the formula:
Eq. 5.25:
: Flow rate (kg/s)
: Inlet diameter of the pipe (m)
Here, just the inlet diameter has been taken into account because the fluid is flowing inside the first pipe. In
the figure we can see how pipes are made:
Figure 5.6 Dimensions of the pipes in the evaporator

Meanwhile, to calculate the friction factor f, the kind of flow: laminar or turbulent has to be known. Finally, the
flow is turbulent for inside each heat exchanger, so the Colebrook formula for a turbulent flow can be applied:
Eq. 5.26:
Where:
: pipe's roughness (m)
It is assuming than in this project, all heat exchanger's pipes are in steel extruded so =2.5
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mm [40].
45
Moreover, for the loss coefficient K, we must add all bends: the number depends of the heat exchanger, but
the constant value is K=0,5 for each bend.
Table 5.7 - Number of bends in the super heater and pre heater
Super-heater
Pre-heater
Number of bends
27
F: friction factor [EES]
0.01946
0.02124
66535
35375
(Pa) [EES]
These results are logical because the pressure losses in the super heater are supposed to be around 0,5 bars
and as regards the pre heater, it is expected to be between around 0,5 and 1 bars.
b) In the evaporator
In the evaporator for the water as working fluid, a specific equation for pressure losses is needed because there
are two phases: liquid and vapour.
That is why the quality x has to be taken into account in the formula, which is the mass fraction in the
expression of pressure drop.
The Martinelli-Nelson correlation had been used [55] and before that some assumptions have to be checked,
which are:
steam-water mixtures
forced circulation boiling (in our case, we have pumps to force the circulation)
Equilibrium is assumed to exist at all points in the flow
Martinelli and Nelson correlation is:

Eq. 5.27:
Where:
: Two phases flow multiplier
: Pressure gradient in two phase flow (Pa)
: Pressure gradient in the liquid phase flow with the same mass flow rate as the total two phase
flow rate (Pa)
But we will take the integral form of
:
Eq. 5.28:
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Figure 5.7 - Graph

allowing to calculate
the
as function of
quality - [55]
As regard
, it is calculated if we consider the pressure loss when it's all liquid in the heat exchanger, so we
have
= 8842 Pa.
At the end, the pressure loss in the evaporator is
= 160 562 Pa [EES]
c) In the condenser
In the condenser, pressure losses are negligible. So in all of our calculations pressure losses in the condenser re
considered equal to 0.
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7.
Results
Here is the cycle in a Temperature in function of the entropy diagram.
Figure 5.8 - Drawing of the cycle in a T-s diagram of water [Coolpack]

a) Pressure losses
Table 5.8 - Summary of pressure losses
(Pa)
Evaporator
Super-heater
Pre-heater
160 562
66 535
35 375
b) Summary of the heat power

Table 5.9 - Sum up of heat transferred in all heat exchangers for water
TOTAL
3,9 MW
16,8 MW
1,4 MW
22,1 MW
Finally with water, 22,1 MW are taken from exhaust gas and the steam generated creates 6 MW of electricity
crossing the turbine.
Moreover we have:
Eq. 5.29:
Where
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: The amount of energy present in the exhaust gas (W)

: Flow rate of exhaust gas (kg/s)
: Specific heat capacity of exhaust gas (J/kg.K)
: Exhaust gas' temperature at the inlet of all heat exchanger (K)
: Temperature at standard conditions (298 K)
The total amount of energy in exhaust gas is around 45 MW, so we are using 49.1 % of this energy in our heat
recovery system with water. We can see the huge effect of reusing exhaust gas because of this big amount of
energy, that is why we will try to improve this installation with an organic fluid.
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Chapter 6:
Simulation with organic
fluid
1.
Organic fluids
a) General comments
An organic fluid denotes fluids that have for most them a high molecular mass. The organic character comes
from the carbon atoms that compose the molecule. These molecules are used in Organic Rankine Cycle where
their changing phases between liquid/vapour are at a lower temperature than water.
Organic fluids can also be classified in three categories which are: isentropic, dry and wet fluids. These
categories depend on the shape of the saturation curve (Figure 6.1). The isentropic fluid possesses turbine part
of the ORC isentropic and folowing the saturation curve whereas the wet fluid has the turbine process entering
the saturation slope and the dry ones still has the cycle out of the curve. Taking a dry organic fluid as the
working fluid enable the use of a regenerator that is here to recover heat from the fluid which is still too hot to
condense. Dry and isentropic fluids have better efficiencies than the wet one because they do not condense in
the turbine.
Figure 6.1 - Isentropic, dry and wet organic fluids - [56]
The thermal efficiency is affected by thermodynamics properties of different organic fluids as working fluid.
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For instance when water is used as a working fluid the efficiency will rise when the super heater increases the
temperature however with some other organic fluid the result could be the opposite.
In fact, when the temperature of the heat is less than 370C it is better to use organic fluid as working fluid
than water. The slope of saturated gas line in T-s diagram is inferior in the case of water than with the
isopentane. This happens because the water is considered as very wet. Notice that the axis scale of both plots
are different, the slope in figure 6.2 is less than the slope in the figure 6.3 with an organic fluid (in this case
isopentane).
Picture 6.2: T-s Diagram for water [EES]
Picture 6.3 - T-s Diagram for Organic fluid (R601a- isopentane) [EES]
Approximate values for the slope of the plots below:
Eq. 6.1: slopewater=
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Eq. 6.2: slopeR601a=
= 500
A use of a super heater is necessary to avoid wet process in turbine.

Moreover as the working fluid has to be thermodynamically feasible and environmentally allowable, discarding
the organic fluids will be forbidden in the future, it has been considered some thermodynamic properties, like
the saturated temperature. Thus, the evaporation and condensation pressure could be technically feasible
which means that the pressure will not be too high or too low.
Recovering lower grade heat, organic Rankine cycle is better than water cycle besides in thermal efficiency and
in expander safety.
b) Choice of organic fluid for the simulation

Before starting our simulation with the organic fluid we have to decide which one would be the more
interesting for our system. Indeed the cycle will be simulated with a single loop. It means that the organic fluid
would get directly the heat from the exhaust gas.
In order to select the fluid we decided to proceed first by elimination. All the organic fluids that do not respect
the current European safety regulation or that will not be allowed in a few years will not be taken into
consideration.
Here is a list of fluids that would have been interesting for their energetic characteristics but that will not be
used:
Ammonia
Toxic and flammable, high GWP
Isopentane
Toxic and flammable
Isobutane
Toxic and flammable
R-123
Will be forbidden within a year.
Among the fluids left we have the carbon dioxide, the argon and the R-134a. These are fluids that are allowed
by the European regulations.
Finally, two fluids have been selected the isopentane and the CO 2. As we have seen that our collaborator at
Alfa Laval, Nis Peter REINHOLDT has used isopentane in his simulation but with a two loop cycle, we wanted to
evaluate the full potential of isopentane using it in a single loop as it is more efficient because there is less
exergetic losses Chap. 2.1.c. Concerning the CO2 is mainly chosen because it is non flammable, it is a well
known substance and often used as refrigerant in cooling systems. Therefore it can be used in a single loop.
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2.
Assumptions
a) Isopentane
As with the water, some assumptions have been taken into consideration. All the assumptions are almost the
same, despite it has been added a regenerator, there was not any user as it is shown in Figure 6.4.
Figure 6.4: Isopentane schematic
1) The regenerator
There has been placed a regenerator in order to transfer heat from the vapour on one side of the regenerator
into the liquid on the other side of the regenerator. The heated liquid then enters the pre heater. This makes
recirculation in the pre heater unnecessary.
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Figure 6.5: Isopentane plot [EES]

2) Users
In the isopentane cycle the value of

inside this cycle.
because there is no steam. So there has not been included
b) CO2
It is important to remark that in CO2 cycle there is not any evaporator, super heater and pre heater. Instead of
these exchangers there is another heat exchanger called fin heat exchanger, because in the area there is a
supercritical stage there is shown in the diagram Figure 6.3.
Figure 6.6: CO2 Cycle [Coolpack]
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Moreover the formula for pressure losses of the fin heat exchanger for CO2 is the same than for pressure losses
in the pre heater and in the super heater for the water. Concerning users, we have also
.
3.
Design of heat exchangers
a) With isopentane as a working fluid

1) Fin heat exchangers
For the isopentane as a working fluid, the steps are done in the same way than the theoretical part Chap 4.1.a.
So, the final dimension values of the evaporator are:
Table 6.1 - Sum up of final dimensions of the evaporator (for isopentane)
4.5
1.2
280
80
16
0.5
As regards the pre heater and the super heater for the isopentane, the results are:
Table 6.2 - Sum up of final dimensions of the pre heater and super heater (for isopentane)
2.8
0.9
38
12
2) Shell and tubes heat exchangers
Condenser
Using the steps in the theoretical part Chap. 4.2.a at the end for the isopentane the final values are:
Table 6.3 - Sum up of final values to design the condenser (for isopentane)
40
2600
1.1
Regenerator
To conclude concerning the regenerator's design in the Rankine cycle for isopentane as a working fluid, all the
final values have been put in a table:
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Table 6.4 - Sum up of final values to design the regenerator (for isopentane)
500
(m)
(m/s)
(m)
Number of shell and tubes heat

exchangers in series
0.57
1.13
50
10 of 5m each
b) With CO2 as a working fluid

1) Fin heat exchanger
As it is mentioned in assumptions, there is one fin heat exchanger. Its dimensions are:
Table 6.5 - Sum up of final values to design fin heat exchanger (for CO 2)
4.5
5.2
280
80
72
2) Shell and tubes heat exchangers
condenser
Using the steps in the theoretical part Chap. 4.2.a at the end for the CO2 the final values are:
Table 6.6 - Sum up of final values to design the condenser (for CO2)
40
3500
1.3
regenerator
To conclude concerning the regenerator's design in the organic Rankine cycle with CO2 as a working fluid, all
the final values have been put in a table:
Table 6.7 - Sum up of final values to design the regenerator (for CO 2)
3000
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(m)
(m/s)
(m)
Number of shell and tubes heat

exchangers in series
1.1
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4.
Heat transfer coefficients U
The calculation of the heat transfer coefficient follows the same process that was explained in Chap. 5.5. So
here are the results:
Table 6.8 Heat transfer coefficient of organic fluids
CO2
Heat
exhanger
Fin Heat
Exchanger
Regenerator
Uin
[W/m.K]
240.8
1279
Uout
[W/m.K]
43.06
1010
5.
Isopentane
Condenser
157.2
Pre
Heater
Evaporator
Super
Heater
Regenerator
405.5
339.3
296.5
789.7
49.13
56.3
45.19
623.4
Condenser
248.1
Pressure losses
a) In the shell and tubes heat exchanger: regenerator

In the regenerator, there are bends (but the ratio if the radius of the bend and the diameter of tube is big, so
the minor pressure losses can be taken as negligible), so pressure losses are only major pressure losses due to
viscous effect in straight pipes. Moreover, pressure loss in both side of the heat exchanger have to be taken
into consideration, it means that there will be pressure loss in the liquid part, and a pressure loss for the
vapour part of the regenerator.
Eq. 6.3:
Eq. 6.4:
Where
: Pressure loss in the regenerator for the liquid side (Pa)
: Pressure loss in the regenerator for the vapour side (Pa)
: Density of the organic fluid at the regenerator in the liquid form (
)
: Density of the organic fluid at the regenerator in the vapour form (
)
: Velocity of the organic fluid in the regenerator in liquid form (m/s)
: Velocity of the organic fluid in the regenerator in vapour form (m/s)
: Friction factor for the regenerator in liquid side
: Friction factor for the regenerator in vapour side
: Hydraulic diameter in the regenerator for the liquid form (m)
: Hydraulic diameter in the regenerator for the vapour form (m)
Friction factors (
,
) are determined by EES including the function moody with a roughness =2.5
mm [40] and the appropriate diameter (
,
).
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Table 6.9 Parameters to determine pressure losses in the regenerator
f
Dh (mm)
V (m/s)
(m)
(Pa)
Isopentane
liquid
0.02042
22.8
1.13
5
vapour
0.02222
22.8
82.47
5
liquid
0.02014
22.8
2.115
5
vapour
0.0202
22.8
3.396
5
12 060
63 074
2594
7297
b) In fin heat exchangers

1) In the evaporator with the isopentane as a working fluid
In order to calculate pressure losses in the evaporator with the organic fluid, we cannot apply the same
correlation than for water, so we are taking the homogeneous flow correlation, assuming we have constant
heat flux:
Eq. 6.5:
With:
Eq. 6.6:
and
Where
: Pressure loss in the evaporator with an organic fluid (Pa)
: Friction factor for the organic fluid
: Density in liquid form of the organic fluid (
)
: Density in vapour form of the organic fluid (
)
: Outlet quality of the mixture
: Length of the evaporator
: Inner of pipe in the evaporator
Table 6.10 Parameters to determine pressure losses in the evaporator for isopentane
liq
vap
(
393.5
Din (mm)
0.01909
30
(Pa)
V (m/s)
)
96.55
0.6152
6.65
6 904
2) In the super heater and pre heater for isopentane
The pressure losses are calculated in the same way than for water Chap. 5.6.a. At the end, the results for
isopentane are:
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Table 6.11 Parameters to determine pressure losses in the super heater and pre heater for isopentane
Pre heater
0.01974
1.899
105 933
f
V (m/s)
(Pa)
Super heater
0.01923
6.363
26 843
The values are still in the good scale of pressure losses in the pre heater and super heater.
3) In the fin heat exchanger with CO2 as a working fluid
The pressure losses in the fin heat exchanger for the CO2 are related to the same equation than for the super
heater and pre heater for water Eq. 5.24.
So the results of pressure losses are:
Table 6.12 Parameters to determine pressure losses in the heat exchanger for CO2
f
V (m/s)
(Pa)
Fin heat exchanger

0.01922
5.492
187 344
Again, the scale is the same than for the super heater and pre heater for isopentane or water as working fluid.
6.
Results
a) Isopentane
Table 6.13 Sum up of heat transferred in all heat exchangers for isopentane
TOTAL
5.7 MW
8 MW
10.2 MW
23.9 MW
The total amount of energy in exhaust gas is around 45 MW (Eq.5.29), so more than 53 % of this energy is used
in the heat recovery system with isopentane.
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Then, the T-s diagram can be drawn:
Figure 6.7 T-s diagram of isopentane [EES]
First, we have the confirmation that isopentane is a dry organic fluid because of the saturation curve. Then,
there is a significant amount of energy transferred in the regenerator. Furthermore, the regenerator makes the
recirculation in the pre heater redundant.
Otherwise there is a small loss of temperature in the condenser, therefore the pressure that should be the
same through the condenser, is a bit lower in the pump than after the regenerator. This changing pressure and
temperature is dure to the way of EES to draw graphs in T-s diagrams.
The regenerator and pre heater line between the pump and the evaporator is close to the liquid line because
of the low difference of temperature by the pump, as in the Figure 6.8.
Figure 6.8 Zoom of low difference of temperature by the pump [EES]
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Besides that, the temperature after the regenerator had to be above the temperature after the pump that is
why it has been used a large condenser. It is shown in the Figure 6.9 the change of temperature in the
condenser. This should be at constant pressure, but since EES draws the functions of the cycle based on the
point than are calculated in the simulation and since the point on the saturation line is not, the line is drawn
directly from the point where the regenerator function stops.
Figure 6.9 Zoom of the point between the regenerator and the condenser [EES]
b) CO2
Table 6.14 Sum up of heat transferred in all heat exchangers for CO2
TOTAL
24.96 MW
24.96 MW
The total amount of energy in exhaust gas is around 45 MW (Eq.5.29), so more than 55 % of this energy is used
in the heat recovery system with isopentane.
Moreover, the T-s diagram can be drawn:
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Figure 6.10 T-s diagram of CO2

It is possible to see in this T-s diagram that maybe the fin heat exchanger heats too high. Besides, the more the
temperature increase, the shorter is the distance between isobares and so the less is the difference between
the inlet enthalpy of the turbine and the outlet enthalpy of the turbine. That is to say, the less power at the
turbine will be taken to convert into electricity. That is why it may be interesting to stop the heat exchange at a
lower temperature in order to get a higher value of heat transferred to the turbine.
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Chapter 7:
Comparison between water
and organic fluid
In order to compare all the working fluid in the waste heat recovery system, we will study the results given by
simulations.
Percentage of energy taken from

exhaust gas
55,47%
53,11%
49,11%
water
isopentane
CO2
Figure 7.1 Percentage of energy taken from exhaust gas

Here we can see for organic fluid the amount of energy taken from exhaust gas increased. Even if it's 6% more,
the amount of energy is in mega watt so it represents a very huge amount of energy.
For CO2, there is more energy taken from exhaust gas. But finally, it is more relevant to speak about the
amount of energy transmitted to the turbine. Furthermore, we have to take into account all the components of
cycles:
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Heat transfered (MW)

condenser
evaporator
Pre heater
Super heater
turbine
fin heat exchanger
24,96
21,3
14,6
16,8
16,7
8
3,9
5,1
10,2
5,7
6,1
4,8
1,4
water
isopentane
CO2
Figure 7.2 Heat transfered

In this diagram it's also possible to see than CO2 takes more energy from exhaust gas, but if we compare the
water and the CO2 cycles, we can see that there is a decrease of around 6% of the total amount of heat
transferred to the turbine. It means than there will be less electricity converted and so the efficiency of this
loop is compromised. Moreover, as regards the comparison between water and isopentane, there is an
increase in the amount of energy transmitted to the turbine of 16%, which is quite relevant.
Furthermore, isopentane is a good compromise because it takes less energy from exhaust gas than CO2 but
transfers lot of its energy to the turbine. Moreover, 5MW more are rejected into the sea water for CO2 in
comparison with isopentane, so it's not a good point for CO 2 because there are more energy losses.
To sum up, the isopentane seems to be more relevant than C02 as a working fluid in the organic Rankine cycle.
Moreover, we also have to look at the amount of energy used in pumps to make the circulation in the cycle. If
we compare this amount of energy consumed in the pump to the amount of energy produced in the turbine.
Power produced - power consumed (W)

5,89E+06
5,09E+06
3,80E+06
water
isopentane
CO2
Figure 7.3 Power produced power consumed

For the CO2, there is one pump less than for the other cycles (no evaporator, so no evaporator circulation
pump). But, even if we consumed less energy in pumps, we also produce a few amount of energy in the
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turbine. At the end, isopentane seems to be a good compromise between water and CO 2 concerning the
energy balance.
Steel prices for all heat exchanger

$90 342
$78 309
$24 575
water
isopentane
CO2
Figure 7.4 Steel prices for all heat exchanger

In order to estimate the amount of money needed to make an organic Rankine cycle, we have calculated the
volume of all heat exchanger for all working fluids, and so, with the price of steel taken at $ 0,53 per kg [77] it is
possible to determine the investment (just for the material). But in the future, all containerships will have to
use an organic Rankine cycle, that is why more and more studies are done to find the best organic fluid in order
to get more energy (after the turbine) and so make it profitable faster.
One of the perspectives for this project could be to study a mixture of organic fluid as a working fluid in the
organic Rankine cycle. Besides, it has been proved than mixture of organic fluid are more efficient than pure
organic fluids [61].
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Chapter 8:
Conclusion
First, the waste heat energy potential of Emma MRSK has been calculated and the simulation of the waste
heat recovery with water and organic fluids have been done.
There are some difficulties in using a traditional steam power system (Rankine cycle) due to the wetness of the
saturation line of water, that is why the aim of the project was to use an organic Rankine cycle to make it more
efficient.
It has been proven difficult to find an organic fluid that fulfils the requirements of being inflammable, nontoxic
and allowable to use as regards to regulation. The choice about the organic fluid has quickly been oriented to
isopentane and CO2. The advantages of the isopentane and the supercritical CO 2 in the organic Rankine cycle
have been analysed with reference to the steam power system.
As regards the efficiency of the waste heat recovery system with an organic fluid, it has been shown that with
CO2 and isopentane, there are more energy taken from the exhaust gas (1,9MW more for the isopentane and
2,8 MW more for the CO2 in comparison with water). However, concerning the amount of energy transmitted
to the turbine, CO2 transmits less energy than isopentane or water. Finally, after calculating the amount of
energy produced and consumed, the isopentane seems to be the best of our two organic fluid.
To conclude, this report shows how isopentane could be usable as an alternative to water if it were not
flammable. Secondary heat recovery systems might be the solution for it but the loss of potential energy to
exergy has to be taken into account. Moreover, concerning the simulation with CO2, the system could be
improved because the CO2 is superheated too much and that is the reason why a smaller heat is transmitted to
the turbine.
The future work for this subject may be to simulate with a mixture of organic fluid, which is supposed to be
more efficient in the organic Rankine cycle.
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Appendixes
1.
CEA NASA
a) Combustion analysis
The combustion is a chemical reaction where the fuel oxidizes releasing a large quantity of energy.
In the analysis of our combustion, we have treated the argon of the air as nitrogen and the gases that exist in
trace amounts have been disregarded. Finally the air we have used has been approximately 21 percent oxygen
and 79 percent nitrogen in mole fraction. Therefore, each mole of oxygen entering a combustion chamber goes
with 0.79/0.21= 3.76 kmol of nitrogen.
Eq. A.1: 1 kmol O2 + 3.76 kmol N2 = 4.76 kmol air
Throughout this combustion, nitrogen is assumed perfectly inert, because in this kind of internal combustion
engines, in high temperatures, a small fraction of nitrogen reacts with oxygen, forming hazardous gasses like
nitric oxide.
Moreover to know the fuel-air ratio we have used the quantity of the analysis combustion processes to
quantify the amounts of fuel and air.
Eq. A.1:
b) Theoretical combustion process

We have done the combustion assuming that the combustion is complete, that it means that all the carbon of
the fuel burns to CO2, all the hydrogen burns to H2O and all the sulphur burns to SO2.
So, in conclusion assuming that the combustion is complete, that the combustion gases are ideal gases and that
the combustion products contain H2O, CO2, SO2, N2 and some excess of O2 only.
c) Stoichiometric process
Firstly it is done as stoichiometric reaction, with theoretical air. Thus no uncombined oxygen is present in the
product gases.
So, the initial equation is:
Eq. A.2: C1 H1,53 O0,02 S0.01 + X(O2 + 3.76N2) aH2O + bCO2 + cN2 + dSO2
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Doing the balance in spite of the oxygen one:

Eq. A.3: C1 H1,53 O0,02 S0.01 + X(O2 + 3.76N2) 0.765H2O + 1CO2 + X3.76N2 + 0.01SO2
Then, the oxygen balance:
Eq. A.4: 0.765 + 2 + 0.012 = 0.02 + X2
Then X = 1.3825
The final equation:

Eq. A.5: C1 H1,53 O0,02 S0.01 + 1.3825(O2 + 3.76N2) 0.765H2O + CO2 + 5.1982N2 + 0.01SO2
As we have said before air-fuel ratio is determined from the equation up:
Eq. A.6:
d) Combustion reaction
After doing it as stoichiometric or theoretical combustion, we are going to add excess air in terms of
equivalence ratio of the excess air (with = 2.8).
The initial equation:
Eq. A.7: C1 H1,53 O0,02 S0.01 + 1.38252.8(O2 + 3.76N2) 0.765H2O + CO2 + yN2 + 0.01SO2 + xO2
After nitrogen and oxygen balance, the final equation is:
Eq. A.8: C1 H1,53 O0,02 S0.01 + 3.871(O2 + 3.76N2) 0.765H2O + CO2 + 14.555N2 + 0.01SO2 + 2.4855O2
Group 765
2011-2012 / TEPE
68
e) CEA NASA results

The table below shows all the properties of the exhaust gas between 300 230C, including specific heat
capacity in 280C.
Table A.1 Thermodynamic parameters
Parameters
P (bar)
1.0132
1.0132
1.0132
1.0132
1.0132
1.0132
1.0132
1.0132
T (C)
300
290
280
270
260
250
240
230
0.61905
0.63004
0.64143
0.65324
0.66549
0.67821
0.69143
0.70517
h (kJ/kg)
-775.09
-785.82
-796.52
-807.19
-817.84
-828.46
-839.06
-849.64
U (kJ/kg)
-938.77
-946.64
-954.48
-962.30
-970.09
-977.86
-985.61
-993.33
G (kJ/kg)
-5116.79
-5041.13
-4965.67
-4890.39
-4815.32
-4740.44
-4665.76
-4591.29
s (kJ/kg.K)
7.5752
7.5563
7.5371
7.5176
7.4978
7.4777
7.4573
7.4365
M (g/mol)
29.115
29.115
29.115
29.115
29.115
29.115
29.115
29.115
Cp (kJ/kg.K)
1.0737
1.0712
1.0686
1.0662
1.0637
1.0613
1.0589
1.0565
GAMMAs
1.3623
1.3635
1.3647
1.3659
1.3670
1.3682
1.3693
1.3704
(kg/m )
Amount of the composition of the fuel oil:

Table A.2 Composition of fuel oil
Name
Ar
CO2
H2O
N2
O2
SO2
Group 765
Moles (kJ/kg.mol)
0.0091700
0.0532800
0.0405200
0.7646100
0.1318900
0.0005300
2011-2012 / TEPE
69
7.
Team work
a) Work chronology
To begin we decided to meet all together in order to know the background of everyone, and also to put
together ideas about the project. This gave us several ways of approaching the subject.
For the P0 we were discussing about the goals of the project, how we would work and which knowledge could
be important to know before beginning the P1 as Organic Rankine cycle, waste heat recovery system,
generalities about container vessels, diesel engines and of course about MRSK.
We began to work by designing the waste heat recovery cycle. At the same time, we had a meeting with the
company Alfa Laval. It helped us a lot to focus on our ideas about the project.
Once we chose the components of the cycle, we began working on the simulations; with EES software, we did it
with water and after that we did it with some organic fluids. We also worked on CEA NASA to take some
parameters we had to use on EES.
Finally, after the simulations and after having written all the report, we reorganized the steps, fix some
mistakes and review the project all together.
b) The group
Our group is composed of four persons, two French, one Danish and one Spanish. All of us had studied
different subjects so it has been good in order to share all the knowledge each other.
It was difficult at the beginning because of the language but finally we found the way to work together.
c) Expectations
We wanted to learn how to work in group, and learn as much knowledge as possible during the project, that is
important from our point of view for our future studies and our working life.
We also have learned a lot of new knowledge about thermodynamic energy and fluids that would be
interesting for future projects.
So we hope to have a good work.
Group 765
2011-2012 / TEPE
70
8.
Glossary
Temperature [K]:
:
T:
Temperature
Standard temperature at P=1 atm (25C)
: Temperature of exhaust gas at the
left
: Temperature of the cold fluid at the left
: Temperature of exhaust gas at the right
: Temperature of the cold fluid at the right
:
Temperature of exhaust gas at point
n+1
: Temperature of exhaust gas at point n
:
Saturation temperature of the fluid outside of
condenser's tubes
: Outer surface temperature in the
condenser
: Exhaust gas's temperature at the inlet of all
heat exchanger
T:
Temperature difference
: Logarithmic mean temperature difference
LMTD
:Logarithmic mean temperature difference
LMTD for the condenser
:Logarithmic mean temperature difference
LMTD for the regenerator
: Difference in temperature of the cooling
fluid
: Difference in temperature in the condenser
:
point 9
: Density of the fluid in vapour form
:
:
]
: Density of the organic fluid at the
regenerator in the vapour form [
Diameter [m]:
:
Hydraulic diameter
: Hydraulic diameter for exhaust gas's
pipes
: Inner diameter of tubes in the condenser
: Outlet diameter of tubes in the condenser
: Inner diameter of tubes in the regenerator
: Outlet diameter of tubes in the regenerator
:
Inner diameter of the pipe in fin heat
exchangers
:
Outlet diameter of the pipe in fin heat
exchangers
:Shell diameter in the condenser
:Shell diameter in the regenerator
: Hydraulic diameter in the regenerator for the
liquid form [m]
: Hydraulic diameter in the regenerator for the
vapour form [m]
Dynamic viscosity [kg/m.s]:

:
Group 765
]
: Density in vapour form of the organic fluid
regenerator in the liquid form [

]
: Density of the organic fluid at the
Mass flow rate

: Mass flow rate of exhaust gas
: Mass flow rate of the fluid
: Mass flow rate in the evaporator
: Mass flow rate in the pre heater
: Fuel mass flow rate
: Mass flow rate of the cooling fluid
: Mass flow rate of sea water in the
condenser
: Mass flow rate of the fluid in the condenser
(pipe's side)
: Mass flow rate of the fluid in the regenerator
: Mass flow rate through the feed pump
: Recirculation loop mass flow rate
Density [
at point 8
: Fluid's density inside tubes in the condenser
: Density of the fluid outside tubes
Density of the fluid inside the pipe in fin heat
exchanger
Density of the fluid in fins
: Density in liquid form of the organic fluid
[
Flow rate [kg/s]:

:
Density of the fluid

: Density of exhaust gas
: Density of the fluid in liquid form at
]:
2011-2012 / TEPE
Dynamic viscosity
:
Dynamic viscosity of exhaust gas
: Dynamic viscosity of sea water
71
: Dynamic viscosity of the fluid inside tubes (in

the condenser)
Dynamic viscosity inside pipes in fin heat
exchangers
Dynamic viscosity outside pipes in fin heat
exchangers
:
:
Nu:
:
:
Velocity [m/s]:
V:
Energy power [W]:

:
Velocity of the fluid

Velocity inside pipes
Velocity of exhaust gas at the fin's surface
: Velocity of exhaust gas up stream of the
tubes
Velocity of the fluid
: Sea water's velocity in the condenser (tubes)
: Fluid's velocity outside tubes
: Fluid's velocity of the fluid in the regenerator
: Velocity of the organic fluid in the
:
:
Rate of heat transferred

: Rate of heat transferred in the condenser
: Rate of heat transferred in the condenser
: Rate of heat transferred in the regenerator
: Rate of heat transferred in the evaporator

: Rate of heat transferred in the super
heater
: Amount of energy presents in exhaust gas
regenerator in liquid form [m/s]

: Velocity of the organic fluid in the
regenerator in vapour form [m/s]
Reynolds number:
Re:
:
:
Reynolds number
Reynolds number inside pipes
Reynolds number outside pipes
: Reynolds number of exhaust gas (in
fins)
Enthalpy [J/kg]:
Convective heat transfer coefficient [W/m.K]:

h:
Convective heat transfer coefficient

Inner convective heat transfer coefficient
Outer convective heat transfer coefficient
:
:
Prandtl number:
: Latent heat of condensing

r:
Evaporation heat
: Enthalpy of vapour in the condenser
: Enthalpy of liquid in the condenser
:
Enthalpy at point 8
:
Enthalpy at point 9
:
Enthalpy at point n
:
Enthalpy at point n-1
:
Enthalpy at point 2 if it's isentropic
h:
Enthalpy difference
Pr:
:
:
: Kinematic viscosity inside condenser's pipes

: Kinematic viscosity of sea water
Length's dimension [m]:
Thermal conductivity of the material

:
Thermal conductivity of the fluid
:
Inner thermal conductivity (inside pipes in fin
heat exchangers)
:
Outlet thermal conductivity (outside pipes in
fin heat exchangers)
: Thermal conductivity of the sea water in the
condenser
: Thermal conductivity of the pipe (condenser)
: Thermal conductivity of the fluid (liquid form)
in the condenser
L:
Lcond:
Lreg:
Lfin,HE:
Wfin,HE:
Hfin,HE:
:
:
Nusselt number:
Group 765
Prandtl number
Prandtl number inside pipe
Prandtl number outside pipes
Kinematic viscosity [m/s]:
Thermal conductivity [J/m.K.s]:

k:
Nusselt number
Nusselt number inside pipes
Nusselt number outside pipes
2011-2012 / TEPE
Pipe's length
Condenser's length
Regenerator's length
Length of the fin heat exchanger (simulation
with CO2)
Wide of the fin heat exchanger (simulation
with CO2)
High of the fin heat exchanger (simulation
with CO2)
Characteristic length of pipe
Distance between two pipes in fin heat
exchangers in the wide direction
72
Distance between two pipes in fin heat

exchangers in the height direction
:
Height of fin
:
Length of in
e:
Thickness of pipe in fin heat exchangers
: Distance between pipes and fin's wall in fin
heat exchanger in the height direction
: Length of the evaporator
: Wide of the evaporator
: Height of the evaporator
: Length between two fins in the length and
height directions (in fin heat exchanger)
: Length between fins and evaporator's wall
:
Distance between two fins in the wide
direction in fin heat exchanger
:
Thickness of a fin
Heat transfer coefficient of the regenerator

[W/m.K]
A:
Surface area considered [m]

Outside area in fin heat exchangers [m]
:
Inside area in fin heat exchangers [m]
: Area of the evaporator [m]
: Area of the pipe that carried exhaust gas
[m]
: Inside area of the pipe in the condenser [m]
: Inside area of the condenser [m]
f:
Friction factor
: Friction factor for the regenerator in liquid side
:
: Friction factor for the regenerator in vapour

:
Specific heat capacity [J/kg.K]:

Cp:
Specific heat capacity of the fluid

: Specific heat capacity of exhaust gas
: Specific heat capacity of sea water
: Specific heat capacity of the cooling fluid
Other parameters:
AF:
Air fuel ratio

: Turbine's efficiency
Isentropic efficiency of the turbine
: Stoichiometric coefficient
Air excess ratio
Volumetric flow rate [
]
:
:
:
:
Number of tubes in the condenser
: Number of tubes in the wide direction in fin
heat exchangers
: Number of tubes in the height direction in fin
heat exchangers
: Final number of tubes in the height
direction in fin heat exchangers
: Number of parallel fins in length direction
: Number of tubes in the regenerator
:
:
:
Heat transfer coefficient (outlet part) [W/m.K]

Heat transfer coefficient (inner part) [W/m.K]
Heat transfer coefficient of the condenser
[W/m.K]
Group 765
p:
K:
:
s:
P:
x:
:
:
:
:
R-123:
R-134a:
TEU:
FEU:
HFO:
GWP:
2011-2012 / TEPE
side
Friction factor for the organic fluid
: Pressure losses in water [Pa]
: Pressure loss in the evaporator with an
organic fluid [Pa]
: Pressure loss in the regenerator for the
liquid side [Pa]
: Pressure loss in the regenerator for the
vapour side [Pa]
: Pressure loss in the evaporator for the
water [Pa]
Pressure difference [Pa]
The loss coefficient
pipe's roughness [m]
Entropy [J/kg.K]
Pressure
Quality
Outlet quality of the mixture
Two phases flow multiplier
Pressure gradient in two phase flow [Pa]
Pressure gradient in the liquid phase flow with
the same mass flow rate as two phases flow
rate [Pa]
1,1-dichloro-2,2,2-trifluoroethane
1,1,1,2-tetrafluoroethane
Twenty foot equivalent units
Forty foot equivalent units
Heavy fuel oil
Global warming potential
73
9.
References
Information:
Books:
[33]: HANSEN, H. E. KJERULF-JENSEN, P STAMPE, O. B. Varme- og Klimateknik.3rd edition.2006

[35]: Thomas J. CONDRA, Jrgen ROOS, Diesel engine waste heat recovery, Aalborg boilers 1984
[40]: Aage B. LAURITSEN, Sren GUNTOFT, Aage B. Eriksen, Termodynamik, 2. UGDAVE 2007
[44]: Dr. K. J. Bell, Dr. A. C. Mueller, Wolverine engineering data book II 2001 electronic distribution by
Wolverine Tube, Inc. Research and Development Team
[45]: Jun-Jie Zhou, Wen-Quan Tao, Three dimensional numerical simulation and analysis of the airside
performance of slotted fin surfaces with radial strips - School of Energy and Power Engineering, Xian Jiaotong
University, Shananxi, Peoples Republic of China 2005
[46]: Incropera, Dewitt, Bergman, Lavine, Fundamentals of Heat and Mass Transfer, Sixth Edition
[52]: Wei Gu, Yiwu Weng and Guangyi Cao. Challenges of Power Engineering and Environment,Chapter: Testing
and Thermodynamic Analysis of Low-Grade Heat Power Generation System Using Organic Rankine Cycle,
Volume 1
[54]: Yunus A. Cengel, AFSHIN J. GHAJAR,Fourth, Heat and Mass Transfer Fundamentals and Applications,
Fourth Edition In SI Units
Websites:
[2]: http://news.bbc.co.uk/2/hi/business/4943382.stm - September 2011

[3]: http://www.globalsecurity.org/military/systems/ship/container-types.htm - September 2011
[4] http://www.maerskline.com/globalfile/?path=/pdf/containerDimensions - September 2011
[12] http://www.emma-maersk.com/specification/ - September 2011
[15]: http://es.wikipedia.org/wiki/Buque_portacontenedores - September 2011
[16]: http://html.rincondelvago.com/motor-de-dos-tiempos.html - September 2011
[17]:http://www.fondear.org/infonautic/Barco/Motores_Helices/Motores_Diesel/Motores_Diesel.htm September 2011
[19]: http://es.wikipedia.org/wiki/Motor_di%C3%A9sel - September 2011
[20]: http://es.wikipedia.org/wiki/Motor_de_combusti%C3%B3n_interna - September 2011
Group 765
2011-2012 / TEPE
74
[22]: http://auto.howstuffworks.com/diesel-two-stroke1.htm - September 2011

[24]: http://marinenotes.blogspot.com/2010/02/2-stroke-crosshead-engine.html - September 2011
[25]: http://maquinasdebarcos.blogspot.com - September 2011
[27]: http://blogsinsentido.blogspot.com/2011/01/los-motores-marinos-mas-potentes-de-los.html September 2011
[28]: http://www.mpatv.com/tag/buques-portacontenedores/ - September 2011
[29]: http://es.wikipedia.org/wiki/Fueloil - September 2011
[30]: http://es.wikipedia.org/wiki/Emma_M%C3%A6rsk - September 2011
[31]: http://en.wikipedia.org/wiki/Calculated_Carbon_Aromaticity_Index December 2011
[32]: http://www.ducsa.com.uy/Combustibles/FichasSeguridad/ANCAP/FSFuelOilPesado.pdf December 2011
[34]:http://www.greenship.org/fpublic/greenship/dokumenter/GSF%20brochure%20%20maga/Enkeltsider%20af%20projektartiklerne/p27%20Exhaust%20gas%20waste%20heat%20recovery.pdf
December 2011
[41]:
http://www.productivity.in/knowledgebase/Energy%20Management/c.%20Thermal%20Energy%20systems/4.
15%20Waste%20Heat%20Recovery/4.15.1,2%20introduction.pdf December 2011
[47] : http://www.erc.uct.ac.za/jesa/volume19/19-3jesa-kapooria.pdf December 2011
[48]: http://www.fchart.com/ees/ December 2011
[49]: marinebio.net/marinescience/02ocean/swcomposition.htm December 2011
[50]: web.mit.edu/seawater/Seawater_Property_Tables.pdf December 2011
[51] :
http://books.google.fr/books?id=zLetkDNk4xoC&pg=PA190&lpg=PA190&dq=turbine+isentropic+efficiency+92
&source=bl&ots=4uXHeZAmsP&sig=duMh2dcYiQNwGyA6K2IORlunBNo&hl=fr&ei=_47oTuHvBYHP4QSK7KnyCA
&sa=X&oi=book_result&ct=result&resnum=8&sqi=2&ved=0CF4Q6AEwBw#v=onepage&q=turbine%20isentropi
c%20efficiency%2092&f=false December 2011
[55] : http://books.google.com/books?id=B1mFnS6UV4C&pg=PA57&lpg=PA57&dq=convective+boiling+and+condensation+as+a+function+of+quality+and
+absolute+pressure+stean+water+martinelli+nelson&source=bl&ots=AR5BqIaIkn&sig=L_5RFqXbZOMDbD6JaIXj
KA8w1kE&hl=fr&ei=nt3MTtGMFuQ4gShreBH&sa=X&oi=book_result&ct=result&resnum=1&ved=0CCAQ6AEwAA#v=onepage&q&f=false
December 2011
Group 765
2011-2012 / TEPE
75
Pictures:
[1]: http://ehsmanager.blogspot.com/2011/06/eia-launches-web-based-information-and.html - September

2011
[5]: http://www.emma-maersk.com/image/scheme1.pdf - September 2011
[6]: http://www.cimc.com/res/products_en/container/teus/ - September 2011
[7]: Standard Equipment Guide (http://www.maerskline.com/globalfile/?path=/pdf/containerDimensions) September 2011
[8]: http://www.traderscity.com/board/products-1/offers-to-sell-and-export-1/indian-white-egg-exportingthrough-40ft-reefer-containers-from-tuticorin-44567/ - September 2011
[9]: Capacity of containerships in function of the its speed
[10]: http://www.staragp.com/en/equipment.html - September 2011
[11]:http://www.maerskline.com/link/?page=brochure&path=/about_us/photo_gallery/maersk_line_images/a
bout_gallery_marchen-precision_gallery - September 2011
[13]: http://www.emma-maersk.com/specification/ - September 2011
[14]: http://www.emma-maersk.info/picture/Emma_Maersk_mooring.jpg - September 2011- September 2011
[18]: http://emvicet.blogspot.com/2011/01/el-motor-diesel-mas-potente-del-mundo.html December 2011September 2011
[21]: http://scsllcpro.com/automotive-fuel-inj-ecu.html December 2011
[23]: http://www.maritime.org/fleetsub/diesel/chap1.htm December 2011
[26]: http://www.emma-maersk.com/engine/Wartsila_Sulzer_RTA96-C.htm December 2011
[36]: http://upload.wikimedia.org/wikipedia/commons/f/f9/U-tube_heat_exchanger.PNG - September 2011
[37]: Gundtoft, S. Lauritsen, Aa. B. Termodynamik Page 137 Figure 6.10A
[38]: Gundtoft, S. Lauritsen, Aa. B. Termodynamik Page 142 Figure 6.12
[39]: Gundtoft, S. Lauritsen, Aa. B. Termodynamik Page 144 Figure 6.13
[42]: http://desenmascarandoconlaverdad.blogspot.com/2010/10/maquinas-colosales-extremas.html
December 2011
[43]: http://www.cheresources.com/heat_transfer_basics.shtml December 2011
[53]: http://en.wikipedia.org/wiki/File:Regenerative_rankine_cycle.jpg December 2011
[56]: http://engineeringcases.knovelblogs.com/wp-content/uploads/2010/03/Figure21.gif December 2011
Group 765
2011-2012 / TEPE
76

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Utilization of exhaust gas waste heat

recovery on ships using an Organic Rankine

P1 realized by the group 765:

Carlota PERURENA RODRIGUEZ

Supervisor: Thomas CONDRA

The purpose of this report consists of

Chapter 1: Introduction ..................................................................................................... 7

Configuration of container ships ............................................................................................................. 9

Two stroke diesel engine....................................................................................................................... 12

Chapter 3: Waste heat recovery system........................................................................... 16

Principle of Waste Heat Recovery ......................................................................................................... 16

Components of a waste heat recovery system ...................................................................................... 19

Heat exchanger: general principle ......................................................................................................... 25

Chapter 4: Specific design of the waste heat recovery system .......................................... 27

Fin Heat exchanger................................................................................................................................ 27

Shell and tube heat exchanger .............................................................................................................. 31

Chapter 5: Simulation with water .................................................................................... 34

Introduction of the simulation .............................................................................................................. 34

CEA NASA ........................................................................................................................................... 34

Design of heat exchangers .................................................................................................................... 38

Calculation of flow rates ....................................................................................................................... 39

Heat transfer coefficients U .................................................................................................................. 41

Pressure losses ...................................................................................................................................... 44

Chapter 6: Simulation with organic fluid ......................................................................... 50

Organic fluids ........................................................................................................................................ 50

Design of heat exchangers .................................................................................................................... 55

Heat transfer coefficients U .................................................................................................................. 57

Pressure losses ...................................................................................................................................... 57

Chapter 7: Comparison between water and organic fluid................................................. 63

CEA NASA .............................................................................................................................................. 67

Team work ............................................................................................................................................ 70

Figure 1.1 World crude oil prices [1]

Objectives of the project:

Simulate a steam power system based on a waste heat recovery

Configuration of container ships

a) Definition of container and TEU

TEU : twenty-foot equivalent units:

FEU : forty-foot equivalent units:

dry freight containers

Figure 2.2 - open tops container [6]

Figure 2.4 - flat racks [8]

Figure 2.3 - reefer container [7]

b) Container ships characteristics

Figure 2.1 - flat racks Capacity of containerships in

Figure 2.6 - Suez canal [11]

Figure 2.5 - Panama's lock chambre [10]

c) About Emma MRSK dimensions

Gross: 170 974 bt

Capacity: 11 000 TEU

Speed: >25,5 knots

country of origin: Denmark

Figure 2.7 Comparison of boat size [13]

Figure 2.8 Emma MRSK [14]

Two stroke diesel engine

Figure 2.9 Top part of two stroke diesel engine [18]

a) Internal combustion engines

Figure 2.10 - Four stroke engine [21]

2) Two-stroke cycle or 2T:

Figure 2.11 - Two stroke engine [23]

b) Two stroke crosshead diesel engine

Figure 2.12 - Two-stroke crosshead engine [26]

Figure 2.13 EMMA MRSK [42]

Principle of Waste Heat Recovery