International Review of Mechanical Engineering (I.RE.M.E.), Vol. xx, n.

Combined Steam & Gas Turbine as An Alternative for

Marine Propulsion
Adriel Eldorus , Dimas Rico

Abstract – This article presents an investigation of a combined gas and steam turbine that is
used as the main propulsion to produce the thrust of the ship.the results showed that this
combination of steam turbine and gas turbines can increase ship efficiency and reduce ship
operating costs, because the fuel that use have a lower price compared to diesel, the use of a
combination of steam turbines and gas turbines has also been proven to reduce the noise produced
by ships.The results obtained from this study are expected to advance the development of the
future maritime world. Copyright © 2019 Praise Worthy Prize S.r.l.-All rights reserved.

Keywords: COGAS ,Efficiency,Gas Turbine ,LNG,Propulsion Steam Turbine

late 1980. The study for this system ranged from naval
application in US Navy [1].
NOMENCLATURE:
COGAS : Combined Gas Turbine and Steam Turbine
COGES : Combined Gas Electic and Steam Turbine
LNG : Liquefied Natural Gas
HFO : Heavy Fuel Oil
IMO : International Maritime Organisation
BOG : Boil Off ratio Gas
SFC : Specific Fuel Consumption
LHV : Low Heating Value (J/kg)
m : mass of fuel (kg)
MGO : Marine Gas Oil

I. INTRODUCTION
Steam turbines generally were used in marine
Fig 1. COGAS Schematic [1]
application as a main engine in several kinds of ships
which need more power to propel during 1800’s and the
Analysis in COGAS detailed that fuel price for LNG
mid of the 1900’s. After that time, the use of steam
is 10% less than conventional diesel engine that using
turbines was in decrease because of higher oil price and
HFO for the same heating value. For ship’s emission it is
the introduction of new technologies as the Diesel
also mentioned that the HFO that contains sculpture their
engines and gas turbines. For competition reasons many
price will gradually increase because sulfur content in
steam turbine manufacturers decided to improve steam
HFO needs to follow IMO Rules which only allow sulfur
turbine efficiency. Nowadays, steam turbines are used as
content for maximum 0,5% according to IMO 2013[1-3].
a main engine and/or combine engine in the high power
The steam turbine system usually consists of three
required ships which are nuclear naval and commercial
main components consisting of super heaters, boiler parts
cruise ship, ice breakers, LNG carriers, tankers and
and economizer, and turbine. In gas turbine there is no
warship [1].
difference between COGES/COGAS Turbine against
One of combination machine is COGAS. COGAS is a
steam turbine. It consists of a combustion chamber,an air
combination between gas and steam Turbine. The
compressor, and a power turbine connected to a shaft.
concept of COGAS has been used in the industrial world
Exhaust gases from the gas turbine contains thermal
since the end 1970s. COGAS power generation capacity
energy which can be used for power generation and
can reach 85 GigaWatt. A lastest news on Diesel & Gas
steam production [3,4].
Turbine Worldwide reports that the Futtsu Thermal
Power Station in Tokyo has completed COGAS system
COGAS system also can be combined with diesel
that can produce more than 5 GigaWatts after they
fuel,this combine system allows to increasing of
completing the expansion program in 2010. COGAS
efficency for ship power plant. The concept of a
system also has been proposed for propulsion in ships in

Manuscript received January 2007, revised January 2007 Copyright © 2007 Praise Worthy Prize S.r.l. - All rights reserved
 Adriel Eldorus , Dimas Rico
combined marine power plant consisting of marine diesel
engines with electric turbines and steam turbines is to
utilize the heat generated by diesel engine exhaust gas to
reduce fuel consumption by around 10%. The use of this
combined ship propulsion system can improve its
efficiency, which leads to increased power and reduced
specific fuel consumption, without the need for
additional fuel in each system[4].
II. Method
There are many methods to determine COGAS system
advantages in propulsion system. In this resume we will
use 2 main methods to determine if COGAS system can
be used as an alternative/complement in marine
application.
a. Efficiency of Engine
To determine engine efficiency we can relate this
factor to many things, it could be Main engine Net
Efficiency,SFOC,or even their Fuel Value.
COGAS power system can be determined by
calculated total power outputs of the system. The main
engine and the steam turbine:
(1) 𝑁𝑐𝑜𝑚𝑏𝑖 = 𝑁𝑐 + 𝑁𝑠𝑡
Combined System efficiency can be calculated with:
𝑁𝑐𝑜𝑚𝑏𝑖 𝑁𝑠𝑡
(2) ƞ 𝑐𝑜𝑚𝑏𝑖 = 𝑚𝑓 𝑥 𝑊𝑢 = ƞ𝑑 (1 +
𝑁𝑐
ηCombi : Efficiency
mf : Mass flow rate of the main engine.
Fig.3 Diesel Engine with COGAS System [5]
There is also Combined system in diesel engine that
uses Steam Turbine,is shown in Fig.3.
Main engine will be slow-speed diesel and COGAS
sytem that will utilize any heat from exhaust gas
system for mechanical energy in Turbines. This
system will not alter too many system but adding more
instead, for example in exhaust gas there will be
collector for exhaust gas providing steady pressure in
turbocharger.After moving through gas turbine &
Copyright © 2007 Praise Worthy Prize S.r.l. - All rights reserved
turbocharger, exhaust gas will move into the waste
heat boiler. Then steams will be produced by the waste
heat boiler absorbed.Steams that created will be used
for rotating the steam turbine which delivers power to
the propeller’s shaft together with gas turbines and
diesel engine[5].
Base on the Heat Value Basis, Fuel Value from natural
gas for gas turbine is 10% higher than HFO which
result in more power. If we compared the price also
there is a big difference that will make Natural Gas
more relatable choice. In 2010 price of HFO is 3x
higher that Natural Gas.Natural gas was at $4.25
USD/MMBTU.
HFO was at $12.00USD/MMBTU[1].
b. Emission
There are 4 components of emissions in air; Oxides
Nitrogen (NOx) , Oxides of Sulfur (SOx), Carbon Dioxide
(CO2), and Particulates[1,6,7].
Fig.4 Pollutant Emissions Chart [6]
)
1. NOx production is unavoidable because our
atmosfer already produce it naturally. However
the amounts of NOx only affect temperature in
combustion chamber and higher temperatures will
result in more NOx being produced. Natural gas
also produces less NOx compared to HFO oil
[1,6].
2. SOx production is created by the sulfur content of
fuel. HFO usually contains high sulfur percentage,
if we want to use HFO there is also low sulfur
HFO with slightly higher price than high sulfur
HFO. The amount of SOx also related to Natural
gas contains only a small amount of sulfur, so
natural gas will produces very little SOx than HFO
fuel counterpart[1,6].
3. CO2 production usually affected by how much
fuel consumption and engine efficiency. Carbon-
Hydrogen ratio also determines how CO2 and H2O
calculated. The different ratio of carbon-hydrogen
in HFO and Natural Gas is slightly small. As a
result, combustion of liquid fuels (HFO/MDO)
will produce more CO2 than natural gas[1].
4. Particulates main factor generation is fuel
composition. PM will occur severely in system
with high pressures. In comparison, diesel engine
combustion is inclined to produce more
International Review of Mechanical Engineering, Vol. xx, n.
x
 Adriel Eldorus , Dimas Rico

particulates than the steady combustion in a If two system produced almost the same emissions in
COGAS system/Gas Turbine [1,2,6]. each result then we need to look at the efficiencies of
each cycles [1,4].

III. Result and Discussion

After calculating each system there is a conclusion about Table 2. Emission Comparison
average efficiency in each system: [Conoco Phillips]
Propulsion NOx SOx COx Particulat
a) In terms of efficiency diesel engine can achieve its System (g/kWh) (g/kWh) (g/kWh) es
peak efficiency around 50%. For COGAS it can achieve (g/kWh)
around 60% peak efficiency. Based on the main adopted Steam turbine 1 11 950 2.5
engine and combined system the output from engine of (50% BOG,
the combined system can increase the power output from 50% HFO
35-49% in gas turbines system, and 5- 7% in Diesel, with Slow-speed 17 7.7 580 0.5
the same conventional fuel mass how rate. Excess power diesel (HFO
output will be generated due to energy extracted from the with 2%
exhaust gas in internal combustion engine/gas turbine. In sulfur)
this way the combined system can reduces SFC by 26- Medium- 1.3 0.05 445 0.05
36% for cycles with gas turbines and by 5-6.4% with for speed diesel
cycles with Diesel Engine [1-4]. (BOG)
Medium- 12 7.7 612 0.4
Data Fuel comparison in Table 1 for diesel fuel & natural speed diesel
gas fuel in contexts of efficiency, calorific value, cycle (HFO with
efficiency, and SFC in Gas Turbines 2% sulfur)
. Medium- 12.5 2 620 0.04
Table 1. Fuel Comparison speed diesel
Diesel vs. Natural Gas Fuel (MDO)
Calorific Cycle SFC
COGAS 2.5 0 480 0.01
Fuel Type Energy Value Efficiency (kg/kWh) (BOG)
Efficiency (kj/kg) (%)

Liquid Fuel 0.3878 42.800 0.3798 0.2169

(Diesel) Data emission in Table 3 showing us that the gas turbine
Gaseous Fuel 0.3838 50.000 0.3788 0.1876 will produce less 86% of SOx ,and the reduction of
(Natural Gas) sulphur content of distilate fuel compared with HFO.
From this table alone we can conclude that the Gas
Liquid Fuel 0.4005 42.800 0.380 0.21 * Turbines is far more environment friendly than HFO (at
(Diesel) the cost of high price of natural gas) [1-3].
Gaseous Fuel 0.4000 50.000 0.379 0.18 *
(Natural Gas)

Liquid Fuel 0.389 42.800 0.381 * 0.216 *

(Diesel)
Gaseous Fuel 0.385 50.000 0.380 * 0.187 *
(Natural Gas)
Note: *Inlet air temperature = 100C. Different from ISO
Condition.

b) Data of emission in Table 2 below based on kWh of

heat released. Cycle efficiency also needs to be
considered in predicting the emissions output that we
will get.

Cycle efficiencies correlation with emission :

 Lower cycle efficiency = more emission per
kWh of energy ouput.
 Higher cycle efficiency = less emission per kWh
of energy ouput.

Copyright © 2007 Praise Worthy Prize S.r.l. - All rights reserved International Review of Mechanical Engineering, Vol. xx, n.
x
 Adriel Eldorus , Dimas Rico

Table 3. Emission indices for two-stroke, slow-speed COGAS itself (in design, fuel choice,or even
diesel engines and gas turbines cycle arrangement)[1-3].
Emission Diesel Gas Difference 2) Emission produced from HFO fuel in
Components (g/kg fuel) Turbine (%) conventional diesel needs to be reduced in the
(g/kg fuel) price of higher HFO quality (less sulphur), but if
SOx 54 7.6 -86 we can alternate it with more COGAS system in
NOx 87 28.6 -67 the future, emission problem will be no more
Particulate 7.6 1.1 -85 again.In comparisson (Table 2) COGAS system
Matter (Pm) with Slow-speed diesel (HFO 2% Sulfur) NOx
CO 7.4 0.14 -98 produced is 85.3% less, SOx produced almost
Hydrocarbons 2.7 0.05 -98 99,99% less, COx produced is 17,24% less than
(HC) diesel, and Particulates is 98% less [1,2].
3) In Diesel Engine with steam turbine we can see
that the huge increase in Power and efficiency is
Next, in table 4 there will be calculation how steam really significant. More than 7% power can be
turbine system integrated in diesel engine can increase created from steam turbine alone that connected to
many performances aspect. This apply in power,SFC,and the diesel engine exhaust gas’s pipe.Even such as
efficiency. Engine that being used in this experiment is a steam turbine machinery needs to be instaled
9RTA 96C which is two-stroke diesel engine and steam also will increase the load of the ship, this system
turbine system [5]. can be considered to be developed more and more
again.Also because the amount of machinery
Table 4. Output Power, Efficiency, and SFC of Diesel installed in this method we need to remember that
COGAS engine 9RTA 96C. this method will be more preferable in a bigger
ship for more spaces that need to be allocated in
Engine COMBINED main propulsion system [5].
No RTA 96C POWER SYSTEM
Np Ncombi Ncombi/ND Acknowledgements
[%] [kW] [kW] [%]
The author gratefully acknowledge Dr. Semin Sanuri,
1 100 51480 55303 107.43 ST. MT. as our class lecturer for teaching us how to
2 90 46332 49514 106.87 arrange a good resume and using journals as our
references.
No Np SFC SFCcombi SFCcombi/
SFC
[%] [g/kWh] [g/kWh] [%] References
1 100 174.0 162.0 -6.91 [1] Wiggins, E.G., COGAS Propulsion for LNG Ships, (2011)
2 90 169.8 158.9 -6.43 Journal Marine Science and Application Vol.10 ; pp. 175-183.
[2] Haglind, F., A review on the use of gas and steam turbine
combined cycles as prime movers for large ships. Part III: Fuels
No Np ƞD ƞcombi ƞcombi/ ƞD and emissions, (2008). Energy Conversion and Management
Vol.49; pp. 3476-3482.
[%] [%] [%] [%] [3] Haglind, F., A review on the use of gas and steam turbine
1 100 48.46 52.05 + 7.43 combined cycles as prime movers for large ships. Part II: Previous
work and implications, (2008). Energy Conversion and
2 90 49.66 53.06 + 6.87
Management. Vol 49; pp. 3468-3482.
[4] Dzida, M., Olszewski, W., Comparing Combined Gas
Tubrine/Steam Turbine and Marine Low Speed Piston
Engine/Steam Turbine Systems in Naval Applications, (2011)
IV. Conclusion Polish Maritime Research 4, Vol 18; pp. 43-48.
[5] Dzida, M., On the possible increasing of efficiency of ship power
Based on our discussion before, it can be concluded that plant with the system combined of marine diesel engine, gas
the results are as follows: turbine and steam turbine, at the main engine - steam turbine
mode of cooperation. (2009) Polish Maritime Research 1, Vol 16;
1) Combined Gas Turbine & Steam Turbine indeed pp. 47-52.
can be used as an alternative for marine engine [6] Reşitoğlu, I.A., et al., Development of Fe2O3 based catalysts to
propulsion. There is many advantages such as control pollutant emissions in diesel engines, (2017). Vol 208; pp.
high efficiency (more than 60%) and less 111-116.
[7] Senary, K., Tawfik, A., Hegazy, E., Ali, A., Development of a
pollution from exahust gas emission (Almost waste heat recovery system onboard LNG carrier to meet IMO
76%). The development from COGAS itself also regulations, (2016). Vol.55; pp.1951-1960.
has so many potential for either Diesel Engine [8] Salvini, C., Performance assessment of a CAES system integrated
combined with Steam/Gas turbine (using exhaust into a gas-steam combined plant, (2017) Vol.136; pp. 264-269.
[9] Tse, L.K.C., Wilkins, S., McGlashan, N., Urban, B., Botas, R.M.,
gas heat as a heator for steam/gas ) or even Solid oxide fuell cell/gas turbine trigeneration system for marine
applications, (2011) Vol 196; pp. 3149-3162.

Copyright © 2007 Praise Worthy Prize S.r.l. - All rights reserved International Review of Mechanical Engineering, Vol. xx, n.
x
 Adriel Eldorus , Dimas Rico

[10] Gohary, M.M.E., Seddiek, I.S., Utilization of Alternative Marine

Fuels for Gas Turbine Power Plant Onboard Ships, (2013) Vol 5;
pp. 21-32.
[11] Williams, A.J., Aircraft carriers and the capacity to mobilise US
power across Pacific, 1919-1929, (2017). Vol 58; pp. 71-81.
[12] Mrzljak, M., Igor, P., Medica-Viola, V., Dual Fuel Consumption
and Efficiency of Marine Steam Generators for the Propulsion of
LNG Carrier, (2017) Faculty of Engineering, University of Rijeka,
Vukovarska 58, 51000 Rijeku, Croatia. Vol.119; pp. 331-346.
[13] Uusitalo, A., Nerg, J., Gronman, A., Nikkanen, S., Elg, M.,
Numerical analysis on utilizing excess steam for electricity
production in cruise ships, (2019). Vol. 209; pp. 424-438.
[14] He, W., Han, D., Yue, C., Pu, W., Influence from the dual phase
heat exchanger on the performance of a combined thermal system,
(2015). Vol 75; pp. 1654-1658.
[15] Olszewski, W., Dzida, M., Selected Combined Power Systems
Consisted of Self-Ignition Engie and Steam Turbine, (2018)
Polish Maritime Research Special Issue 2018 S1 (97) 2018 Vol.
25; pp.198-203
[16] Koroglu, T., Sogut, O.S., Conventional and advanced energy
analysis of a marine steam power plant, (2018). Departement of
Naval Architecture and Marine Engineering, Bandirma Onyedi
Eylul University, Turkey.Vol.163; pp. 392-403.
[17] Geertsma, R.D., Negenborn, R.R., Visser, R.R., Hopman, J.J.,
Design and control of hybrid power and propulsion systems for
ship: A review of developments, (2017). Vol 194; pp. 30-54.
[18] Li, Y., Yuan, J., Yang, Y., A Study on solar multiple for an
integrated solar combined cycle system with direct steam
generation, (2014). Vol 61; pp. 29-32.
[19] Hou, S., Wu, Y., Zhou, Y., Yu, L., Performance analysis of the
combined supercritical CO2 recompression and regenerative cycle
used in waste heat recovery of marine gas turbine,(2017) Vol.
151; pp. 73-85.
[20] Uusitalo, A., Nerg, J., Gronman, A., Nikkanen, S., Elg, M.,
Numerical Analysis on Utilizing Excess Steam for Electricity
Production in Cruise Ships, (2018) Saimaa University of Applied
Sciences, 53851 Lappeenranta, Finland.
[21] Welaya, Y.M., Mosleh, M., Ammar, N.R., Thermodynamic
Analysis of a Combined Solid Oxide Fuel Cell with a Steam
Turbine Power Plant for Marine Applications, (2013) Vol 4, pp;
529-545.
[22] Carapellucci, R., Saia, R., Giordano, L., Study of gas-steam
combined cycle power plants integrated with MCFC for carbon
dioxide capture, (2014). Vol 45; pp. 1155-1164.
[23] Chen, G., Liu, Q., Lu, E., Chen, Q., Optimization of LNG
Terminal Reserve Planning for combined gas and electricity
system, (2017). Vol 105; 3332-3338.
[24] Mrzljak, V., Poljak, I., Orsic, J.P., (2019) Exergy Analysis of The
Main Proplusion Steam Turbine from Marine Propulsion Plant,
ISSN 0007-215X eISSN 1845-5859.
[25] Fairley, I., Karunarathna, H., Masters, I., The influence of waves
on morphodynamic impacts of energy extraction at a tidal stream
turbine site in Pentland Firth, (2018). Vol.125; pp. 630-647.

Copyright © 2007 Praise Worthy Prize S.r.l. - All rights reserved International Review of Mechanical Engineering, Vol. xx, n.
x
 Adriel Eldorus , Dimas Rico

Author information
Department of Marine Engineering, Institut Teknologi Sepuluh
Nopember (ITS), Surabaya - Indonesia.

Adriel Eldorus was born in Surabaya, East Java,

24 Januari 1999. He is a student at Department of
Marine Engineering, Faculty of Marine
Technology, ITS.
For correspondence :
Phone : +62895354284378
Email : Adriel927@gmail.com

Dimas Rico Ananda R born in East Jakarta,

Special Capital Region of Jakarta,12th April 1998.
He is a collage student in Marine Enginering
Department, Faculty of marine technology, Institut
Teknologi Sepuluh Nopember, Surabaya.
For correspondence:
Phone: +62818621371
Email:dimasricoanandar@gmail.com

Copyright © 2007 Praise Worthy Prize S.r.l. - All rights reserved International Review of Mechanical Engineering, Vol. xx, n.
x